Simulation Study

DETAILED DESIGN CONSULTANCY SERVICES FOR

POWER SUPPLY & DISTRIBUTION SYSTEM, 750 V DC

THIRD RAIL TRACTION ELECTRIFICATIONSYSTEM,

AND SCADA SYSTEM FOR KOCHI METRO PHASE -I

PROJECT.

TRACTION SIMULATION SIZING STUDY

Aluva-Petta Line

REVISION 0 NAME DATE SIGNATURE

PREPARED BY

Mireia Mas Bundio 20/01/2014

CHECKED BY Javier Martnez Salas 20/01/2014

VERIFIED BY Emilio Domnguez 20/01/2014

Alwaye- Petta Line. Report of Power Supply Arrangement.

CONTENTS

1. OBJECTIVE ............................................................................................................................ 4

2. DESCRIPTION OF RAILPOWER SOFTWARE TOOL .......................................................... 4

2.1. Program input data ........................................................................................................... 5

2.1.1. Route Parameters ...................................................................................................... 5

2.1.2. Rolling Stock .............................................................................................................. 5

2.1.3. Electrification Parameters .......................................................................................... 6

2.1.4. Operating Parameters ................................................................................................ 6

2.2. Methodology of calculation............................................................................................... 7

2.3. Results of the program ..................................................................................................... 8

2.4. Main References .............................................................................................................. 8

3. DESIGN CRITERIA FOR THE STUDY OF ALWAYE-PETTA LINE OF KOCHI METRO ................................................................................................................................. 10

3.1. Alignment and route parameters .................................................................................... 10

3.2. Design criteria for rolling stock ....................................................................................... 11

3.3. Design criteria for electrification ..................................................................................... 12

3.4. Operational design criteria ............................................................................................. 14

4. TRAIN RUNNING SIMULATIONS. DYNAMIC RESULTS ................................................... 15

5. ELECTRICAL SIMULATIONS .............................................................................................. 16

5.1. Electrical simulations for 180 seconds headway scenario ............................................. 17

5.1.1. Normal Operation ..................................................................................................... 17

5.1.2. Failure of one Substation ......................................................................................... 19

5.1.3. Results Summary ..................................................................................................... 21

5.2. Electrical simulations for 90 seconds headway scenario ............................................... 26

5.2.1. Normal Operation ..................................................................................................... 26

5.2.2. Failure of one Substation ......................................................................................... 28

5.2.3. Results Summary ..................................................................................................... 30

5.3. Electrical simulations for 300 seconds headway scenario ............................................. 33

5.4. Sizing the Depot rectifier-transformer ............................................................................ 33

5.5. DC Cables Current ......................................................................................................... 34

5.5.1. Current given by Electrical Simulation ..................................................................... 34

5.5.2. Sizing of DC cables for permanent current .............................................................. 36

5.5.3. Sizing of DC cables for permanent current .............................................................. 38

5.5.4. Short circuit criteria .................................................................................................. 40

5.6. Rail Potential calculation ................................................................................................ 41

5.6.1. Mathematical Model ................................................................................................. 41

5.6.2. Rail Potential for current given by Electrical simulation ........................................... 46

5.6.1. Short circuit criteria .................................................................................................. 49

6. CONCLUSIONS .................................................................................................................... 51


ANNEX I: INPUT DATA OF THE STUDY

ANNEX II: GRAPHICS OF DYNAMIC RESULTS

ANNEX III: GRAPHICS OF ELECTRICAL RESULTS

ANNEX IV DC CABLES CALCULATIONS

Alwaye- Petta Line. Report of Power Supply Arrangement. 4

1. OBJECTIVE

This report presents a power consumption assessment for Delhi Metro Rail Corporation

Aluva-Petta Line of Kochi Metro, based on simulations run by the RailPower software.

This software tool has been developed by ArdanuyIngeniera S.A. as part of its R&D

program.

The main results provided by the simulations carried out are related to:

- Dynamic simulations: running time, average speed and energy consumption for

each type of simulated rolling stock.

- Power consumption in each traction substation for the different cases (normal

operation and failures of substations).

- Voltage in train current collector shoe: Average along the line and average for

each type of train simulated.

2. DESCRIPTION OF RAILPOWER SOFTWARE TOOL

ArdanuyIngeniera S.A. has developed as part of its R+D investment programme a

complete IT tool, RailPower, which allows for electrical consumption and dimensioning

studies on railway lines supplied by alternating current based on the simulation of real

operational conditions.

The results obtained ease decision making in terms of the correct line electrification:

location and power of the substations, characteristics of the overhead contact line,

maximum line capacity, etc., all of which contribute towards the optimisation of costs

and a determination of the limits of the operational conditions, making it possible to be

one step ahead in the event of a critical situation.

RailPower was developed for a Windows environment, facilitating its use and

management of the results. This fact, in addition to its modular composition, makes it

possible for the program to be available for studies or the specific needs of any given

operation.

After program execution, the main results returned that are relevant to this study are:

- Train circulation simulation (running time, average speed, average power,

energy consumption and at each point in time: position, speed, acceleration,


traction force, power, current and voltage in current collector shoe on each

train).

- Average power demand of the traction substations for the line and power and

current demand at each time.

- Voltage in train current collector shoe along the line (average, maximum and

minimum values).

2.1. Program input data

RailPower carries out an accurate simulation of real operating conditions, taking into

account the following main factors which affect train consumption: substation location,

type of third rail, characteristics of the route and rolling stock, planned train graphs,

operational parameters and other factors. Theinput data which the program employs

can be separated into the following categories:

- Alignment Parameters

- Rolling Stock Parameters

- Electrification Elements / Parameters

- Operation Parameters

2.1.1. Route Parameters

The characteristics of the route are introduced, dividing it into homogeneous stretches,

with the same values for all the parameters taken into account.

Each stretch could be tens of metres or several kilometres long. For each one, the

most important parameter will be the slope, also including the curve radius and cant,

the presence of a tunnel and its influence on resistance. The location of stations will

also be introduced, and these will be marked within the route as homogenous sections.

2.1.2. Rolling Stock

RailPower allows the definition and use of any type of train. To do so, it is necessary to

specify the characteristics of the Rolling Stock, motor cars, trailer and the overall

composition. Among the data to be introduced is the weight, traction and braking

systems, nominal power, etc. The characteristic curves of the Rolling Stock and the

train as a whole can be introduced directly or calculated by taking the main parameters

as a starting point.


The characteristic curves taken into account by RailPower are:

- Resistance to forward motion / speed

- Maximum traction force / speed

- Maximum braking motor force / speed

- Service deceleration

- Mechanical electrical performance

From these curves, the speed, acceleration, traction or braking effort and

traction/braking power (or traction current) are calculated for each point of the line.

2.1.3. Electrification Parameters

For the electrification calculations, the program uses the following as entry data:

- Nominal voltage supply on the line

- Power of the substation transformers

- Position (Kilometre point) of the substations and neutral zones

- Parallel placed third rail

- Impedance characteristics of the third rail and running rail

2.1.4. Operating Parameters

RailPower simulates the circulation of trains imposing the requirements that must be

fulfilled. In particular, the program checks that the distance between trains is greater

than that dictated by safety considerations, forcing the train behind to brake if this

distance is reduced (keeping a minimum distance between consecutive trains).

It is possible to define as many different circulation graphs as necessary. The graphs

under study are introduced establishing the sequence in which the trains run during the

desired interval. There are several elements that must be specified for each train: the

time when it starts moving, initial speed, the priority with respect to other trains, the

stations and halts where each train should make a stop and the dwell time in each

case.


2.2. Methodology of calculation

RailPower carries out the calculations using a real simulation of the operating

conditions, taking into account the necessary parameters. The calculations are made

by grouping the train running time into brief intervals. The calculations for each span

are derived from the results obtained by numerical integration of the equations

(Newtons laws of motion) employed by the program in the estimation of the previous

period of time.

Both the accuracy of the results obtained using these equations and integration

methods, which previous clients have successfully compared with reality, and the

possibility of decreasing the calculation interval time allow the user to achieve very

precise results.

Once the rolling stock and track characteristics have been introduced, the program

calculates the speed and acceleration/deceleration that must be imposed on the train

at each point in time, thus obtaining the traction/braking force required by the train.

With the necessary traction or braking force, it is possible to obtain the power

consumed by each train at each moment and point on the line as well as the trains

acceleration and speed. The maximum and average consumptions are also calculated

for each part of the line and in the complete trajectory being studied. Energy recovery

by braking systems shall be taken into account. The current collector shoe voltage in

each train at each moment in time and at every point on the line is also obtained.

With these results, the power required for the given running train graph is obtained.

The same calculations made for other running conditions determine the ideal positions

and power specifications of the traction substations.

Taking into account the voltage in traction substations, the characteristic impedance of

the third rail and running rail and the position of the trains at every moment, the voltage

in current collector shoe for each train is calculated, and added to the voltage produced

by the other trains on the line.

Finally, a power (and current) estimation is supplied by the substation transformers at

each point, checking if their power is sufficient to supply the trains on the planned train

circulation graph.


2.3. Results of the program

The results of all the calculations may be seen on the screen as a table or in colour-

graphical form for their interpretation and analysis. The program supplies

instantaneous and global values for the factors that influence consumption on the line.

The following results should be emphasised:

- Total and partial running times and energy consumption, speed, traction and

acceleration at each point of the line of every train in the study.

- Position and consumption at each moment of the trains in the circulation graph.

In the circulation graph simulations studied, the program considers the

interactions between trains, and is able to evaluate the real situation with

respect to the ideal one.

- Energy regeneration using the braking system.

- Power consumed on each point of the line for each train circulation graph.

- Voltage in the current collector shoe of trains at each moment and position.

- Instantaneous and average power demanded from transformer of traction

substations in normal operation and failure cases.

- Instantaneous and average power for each transformer substation for the

different distributions and railway traffic in the study.

- Traction substation feeder current intensity values.

2.4. Main References

RAILWAY LINE LENGTH

(KM) STATIONS

ELECTR. SYSTEM

RAILWAY ADMIN.

CLIENT

MEKNES - FES LINE MOROCCO

68 km 6 3000 V DC ONCF MOROCCO

ONCF

MEDINA CAMPO - SALAMANCA - FUENTES OORO SPAIN

200 km 16 1x25 kV AC 2x25 kV AC

MINISTERIO DE FOMENTO SPAIN

MINISTERIO DE FOMENTO


RAILWAY LINE LENGTH

(KM) STATIONS

ELECTR. SYSTEM

RAILWAY ADMIN.

CLIENT

GAUTRAIN RAPID LINK SOUTH AFRICA

80 km 11 3000 V DC GAUTENG SOUTH AFRICA

DRAGADOS ACS

TENERIFE TRAMWAY SPAIN

12.5 km 21 750 V DC METRO TENERIFE SPAIN

EFACEC

LINE B1. METRO DUBLIN IRELAND

7.5 km 12 750 V DC METRO DUBLIN IRELAND

EFACEC SISTEMAS DE ELECTRONICA

LINE 5 TMB. BARCELONA SPAIN

18 km 26 1500 V DC

TRANSPORTS METROPOLITAN BARCELONA SPAIN

ALSTOM TRANSPORTE, S.A.

METRO PORTO PORTUGAL

6 km 9 750 V DC METRO PORTO PORTUGAL

INTECSA II INGENIERIA

LINE VALLES. FGC SPAIN

58 km 41 1500 V DC FGC. SPAIN

GISA - S.A.U.

HS LINE. CAIA POCEIRAO PORTUGAL

201 km 2 1x25 kV AC ELOS PORTUGAL

TYPSA

CR3. GEBZE - HALKALI COMMUTER RAIL UPGRADING TURKEY

77 km 40 1x25 kV AC DLH TURKEY

OHL

HASSI MEFSOUKH - MOSTAGANEM RAILWAY LINE ALGERIA

53 km 6 1x25 kV AC ANESRIF ALGERIA

ANESRIF

VILNIUS - BELARUS BORDER. RAILWAY CORRIDOR IX. LITHUANIA

57 km 11 1x25 kV AC LITHUANIAN RAILWAYS (LG)

LITHUANIAN RAILWAYS


RAILWAY LINE LENGTH

(KM) STATIONS

ELECTR. SYSTEM

RAILWAY ADMIN.

CLIENT

RAILWAY LINE. SOUTH TENERIFE SPAIN

80 km 8 1x25 kV AC 2x25 kV AC 3000 V DC

METRO TENERIFE SPAIN

METRO TENERIFE

LINE 2 BADLI - HUDA CITY CENTRE. DELHI METRO INDIA

49 km 37 1x25 kV AC

DELHI METRO RAIL CORPORATION INDIA

DMRC

3. DESIGN CRITERIA FOR THE STUDY OF ALWAYE-PETTA LINE OF KOCHI

METRO

In the following section the main input data and assumptions used to carry out the

simulations for the power consumption assessment on Kochi Metros Alwaye-PettaLine

of DMRC are presented.

3.1. Alignment and route parameters

The main alignment characteristics of the Aluva-PettaLine are:

- 22 stations

- Platform length of stations: 81meters except three stations (JNL, Ernakulam

South& Vytilla) of 98 meters

- 25 km in length.

- Maximum gradient on the line: 2.127 %.

- Maximum height of the line is at K.P. 6+710 (near Kalamasseri station), around

2meters above initial point of the Line.

- Minimum height of the line is in K.P. 17+606 (betweenM.G. Road and Maharaja

College), around 16meters below initial point of the Line.

- Curves speed limits based on:


ANNEX I. INPUT DATA OF THE STUDY: ALIGNMENT CHARACTERISTICS includes

a list of values given to the program to characterize the Alwaye-Petta Line route.

3.2. Design criteria for rolling stock

Main characteristics of Rolling Stock are shown in ANNEX I. INPUT DATA OF THE

STUDY. CHARACTERISTICS OF ROLLING STOCK.

The train will be simulated with a composition of 3 coaches (DMC-TC-DMC). Trains will

be considered fully loaded.

According to the communications held by DMRC and Ardanuy, the following general

criteria have been established:

- It is assumed that up to 75% of the power generated by train braking is able to

be regenerated in electrical power by the motors of the train.The electric

braking performance will be matched to the table of voltages shows in the

chapter 3.3.

- Braking force will be supplied by the train motor brakes until the maximum

engine brake force for each speed is reached. If more braking force is


necessary than the motor is able to generate, it will be provided by breaking

resistors or pneumatic brake.

- By default, a train power factor value of 1 is considered.

3.3. Design criteria for electrification

The main requirements and assumptions taken into account to define elements of the

electrification system are described below:

- Nominal voltage supply on the line 750 V. 825 V has been considered as output

voltage on the substations.

Nominal Voltage 750 V

Minimumvoltageforguaranteedperformance 725 V

Minimumvoltagefordegradedperformance 525 V

Cut-offvoltagefortraction(0A) 900 V

Maximumvoltageforregenerativebraking(0A) 1000 V

Minimumvoltageforfullelectricbrakingperformance 825 V

Minimum voltage for regenerative braking (0A) 675 V

Maximum traction current at 725V (=Imax): 2,959 A

Calculated with maximum train power considering 224 kN TE-Speed 30 Kph for 8 motors, 87%

efficiency

- There are 12 traction substations feeding the line in normal operation. The

location of these substations are:

TRACTION SUBSTATIONS CHAINAGE

ALUVA 0+118

PULINCHODU 1+779

MUTTOM 4+728

KALAMASSERY 6+771

PATHADI PALAM 9+426

CHAMCAMPUZHA PARK 12+076

JLN STADIUM 14+212

M.G. ROAD 16+910


TRACTION SUBSTATIONS CHAINAGE

ERKANULAM SOUTH 19+267

ELAMKULAM 21+298

THAIKOODAM 23+738

PETTA 24+892

- An internal impedance of TSS transformers of4 mis considered.

- Cable Impedance (taking into account cable lengths) from TSS to connection

point will be considered adding it to the internal impedance of the transformers

(series connection).Impedance of 54 m/Km, 100 m length of each cable and 6

parallel cables per line feeder are considered for the simulation.

The following scheme shows the sections fed by each substation.

- Rail composition (section and material of conductors) considered is defined as:

o Third rail is considered with a typical impedance value of 0.007

ohms/km.

o Rail UIC-60 is considered implying a cross section of 7,697 mm2 of

steel (equivalent to Cu 1,300 mm2).

14+212JLN STADIUM

TSS

16+910M.G. ROAD

TSS

19+267ERKANULAM

SOUTHTSS

21+298ELAMKULAM

TSS

23+738THAIKOODAM

TSS

24+892PETTA

TSS

0+118ALUVA

TSS

1+779PULINCHODU

TSS

4+728MUTTOM

TSS

6+771KALAMASSERY

TSS

9+426PATHADI

PALAMTSS

12+076CHAMCAM

PUZHA PARK TSS


3.4. Operational design criteria

The main assumptions taken into account to define the operational design criteria of

the system are described below:

- Headways of 90,180 and 300 seconds will be simulated.

- Train loads will be 320 people per coach: 960 people per train (8

passengers/m2 have been considered for simulations)

- Dwell time at stations will be:

NAME OF PASSENGER STATION Standard dwell Time

[seconds] Variation(+/-)

[seconds]

ALUVA 170* 5

PULINCHODU 30 5

COMPANYPADY 30 5

AMBATUKARU 30 5

MUTTOM 30 5

KALAMSSAREY 30 5

CUSAT 30 5

PATHADI PALAM 30 5

EDAPALLY JUNCTION 30 5

CHAGAMPUZHA PARK 30 5

PALARIVATTOM 30 5

J L NEHRU STADIUM 30 5

KALOOR 30 5

LISSI 30 5

M.G. ROAD 30 5

MAHARAJA COLLEGE 30 5

ERNAKULAM SOUTH STATION 30 5

KADAVANTHRA STATION 30 5

ELAMKULAM 30 5

VYTILLA 30 5

THAIKOODAM 30 5

PETTA 170* 5

*Time of turnaround at terminal stations has been assumed to be 110 sec +

2x30 sec dwell time. For this time the auxiliary load of the train has been

considered in simulation.


- Service acceleration on the line will be 1 m/sec2

- Service deceleration on the line will be -1.1 m/ sec2. Motor braking will be used

from 5 km/h.

- Maximum speed limit along the line: 90 km/h

- Maximum operational speed: 80 km/h

4. TRAIN RUNNING SIMULATIONS. DYNAMIC RESULTS

What follows are the results obtained by RailPower simulations as per the Tender

Document scope of work and issues addressed as requested by DMRC. Simulations

have been carried out for compositions of 3 (DMC-TC-DMC) coaches, giving the

following values:

- running time

- average speed

- energy consumption per direction (kWh) and as a ratio kWh/GTKm.

With respect to driving, trains reach maximum speed (80 km/h, maximum operational

speed) and maintain it until close to the following station, when trains start to brake with

service deceleration.

Dynamic results for the present scenario are shown in the following table:

SERVICE LENGTH

(km)

RUNNING TIME

(hh: mm: ss)

AVG. SPEED (Km/h)

ENERGY CONSUMPTION (Kwh) NET ENERGY RATIO Kwh/

(1000*GTKm)

TRACT. ENERGY

AUX. ENERGY

REGEN. ENERGY

NET ENERGY

ALUVA PETTA

24,839 0:40:33 36.75 311.02 135.23 113.86 332.38 80.85

PETTA ALUVA

24,839 0:40:25 36.87 325.11 134.78 112.,57 347.32 84.48

TOTAL 49,678 1:20:58 36.81 636 270.01 226 680 82.67

Graphics of these simulations can be seen in the ANNEX II. GRAPHICS OF DYNAMIC

RESULTS. The x axis shows the position of the train in km along the line. For each

chainage, the speed profile is represented. This is represented in kph. In this graph one

can observe at which chainage the train reaches maximum speed and when it has

stopped in a station, with a speed value of 0 Km/h.


5. ELECTRICAL SIMULATIONS

Simulation of scenario with normal operation of Traction Substations has been realized.

The following input data related to length of the line, rolling stock and electrification

system have been taken into account from present scenario:

- Total Trip: Aluva - Petta, 24.839 km, 22 stations.

- Rolling Stock with 3 coach compositions, and fully loaded.

- Auxiliary Power Consumption of trains (according to values provided by

DMRC): 200 kW

- Normal Operation (12Traction Substations working).

Voltages in the train current collector shoes have been calculated considering Normal

Operation of electrification system (12 Traction Substations working at same time).

For this calculation the following has been taken into account:

- Value of lump impedance of the third rail

- 750 V DC feeding cable impedance

- Exit voltage at the electrical traction substations

- Exit current at the substations

- Current consumed by each train, which will correspond to the results of the

simulations

- Location of the substations

14+212JLN STADIUM

TSS

16+910M.G. ROAD

TSS

19+267ERKANULAM

SOUTHTSS

21+298ELAMKULAM

TSS

23+738THAIKOODAM

TSS

24+892PETTA

TSS

0+118ALUVA

TSS

1+779PULINCHODU

TSS

4+728MUTTOM

TSS

6+771KALAMASSERY

TSS

9+426PATHADI

PALAMTSS

12+076CHAMCAM

PUZHA PARK TSS


5.1. Electrical simulations for 180 seconds headway scenario

5.1.1. Normal Operation

With the conditions of normal operation described previously: 12 substations feeding

the line.

The following table summarises the power consumptions per traction substation (RMS

for integration interval of 1minute and RMS for integration interval of 1 hour) for 180

seconds headway scenario.

TRACTION SUBSTATIONS RMS 1min RMS1hour

ALUVA 1,265 802

PULINCHODU 2,150 1,610

MUTTOM 2,170 1,681

KALAMASSERY 2,182 1,588

PATHADI PALAM 2,108 1,698

CHAMCAMPUZHA PARK 2,230 1,643

JLN STADIUM 2,229 1,847

M.G. ROAD 2,654 2,114

ERKANULAM SOUTH 2,129 1,759

ELAMKULAM 1,982 1,542

THAIKOODAM 1,598 1,314

PETTA 1,010 695

The following table presents energy summary results for proposed 180 seconds

headway train graph:

Energy

Demanded Energy by trains: 16.962 KWh

Regenerated Energy by trains: 3.294 KWh


Energy

Energy supplied by Substations: 14.614 KWh

Total Energy supplied (TSS+braking) 17.465 kWh

Wasted Braking Energy (TSS): 443 KWh

Losses in the third rail 502 kWh

Percentage of net traction energy coming from braking of other trains will be around

17% of total demanded traction energy.

Percentage of wasted braking energy with respect to total braking energy will be

around 13%.

The voltages presented below are the maximum and minimum that can be produced

on the current collector shoe with the foreseeable circulation graph (headway of 180

seconds).

VOLTAGE IN TRAIN CURRENT COLLECTOR SHOE

DIRECTION MIN (V)

MAX (V)

AVG (V)

ALUVA PETTA 763 849 814

PETTA ALUVA 762 850 814

For normal operation, minimum voltage in the line is 762 V, above the minimum voltage

threshold established for guaranteed performance in the standard EN 50163 Railway

applications - Supply voltages of traction systems, for DC traction systems (Umin1 =

525 V).This additionally guarantees the725 V established by DMRC in normal

operation performance.

In ANNEX III. GRAPHICS OF ELECTRICAL RESULTS, graphs with the average,

minimum and maximum voltage calculated taking into account all the trains running

along the line are presented.


5.1.2. Failure of one Substation

The following table summarises the power consumptions (RMS for integration interval

of 1 minute and RMS for integration interval of 1 hour) for 180 seconds headway

scenario and for emergency operating modes (failure of adjacent substation).

TRACTION SUBSTATIONS RMS 1min RMS1hour Failure Case

ALUVA 2,429 1,812 Pulinchodu Failure

PULINCHODU

3,151 2,381 Aluva Failure

2,770 2,254 Muttom Failure

MUTTOM

2,762 2,224 Pulinchodu Failure

2,621 2,298 Kalamassery Failure

KALAMASSERY


2,849 2,291 PathadiPalam Failure

PATHADI PALAM


2,617 2,255 Chamgampuzha Park Failure

CHAMCAMPUZHA PARK 2,799 2,297 PathadiPalam Failure

3,263 2,552 JLN Stadium Failure

JLN STADIUM 3,167 2,617 Chamcampuzha Park Failure

3,438 2,847 M.G. RoadFailure

M.G. ROAD


3,319 2,684 Erkanulam South Failure

ERKANULAM SOUTH

3,248 2,682 MG Road Failure

2,824 2,460 Elamkulam Failure

ELAMKULAM


2,340 1,897 Thaikoodam Failure

THAIKOODAM


2,225 1,928 Petta Failure

PETTA 1,752 1,491 Thaikoodam Failure


The following table summarises the minimum voltages that can be produced on the

current collector shoe with the foreseeable circulation graph (headway of 180 seconds)

and in case of one substation failure.

Case Direction

Aluva - Petta Petta - Aluva

ALUVA TSS Failure 682 V 757 V

PULINCHODU TSS Failure 704 V 707 V

MUTTOM TSS Failure 686 V 697 V

KALAMASSERY TSS Failure 715 V 701 V

PATHADI PALAM TSS Failure 692 V 685 V

CHAMCAMPUZHA PARK TSS Failure 700 V 685 V

JLN STADIUM TSS Failure 662 V 696 V

M.G. ROAD TSS Failure 659 V 619 V

ERKANULAM SOUTH TSS Failure 684 V 696 V

ELAMKULAM TSS Failure 696 V 715 V

THAIKOODAM TSS Failure 750 V 742 V

PETTA TSS Failure 742 V 734 V

Minimum voltage in all cases are above the Minimum voltage threshold established for

guaranteed performance in the standard EN 50163 Railway applications - Supply

voltages of traction systems, for DC traction systems (Umin1 = 525 V).


5.1.3. Results Summary

The results of the power consumption in traction substations for normal operation and

failure cases described for 180 seconds of headway scenario are summarised below.

The overload conditions that each transformer should comply with, according to

IEC60146-1-1:2010 and EN 50328:2003 standards, are the following (for Duty Class VI

Transformer for main line railways):

- 100% of nominal continuous power.

- Overloads above 150% of nominal power for 2 hours.

- Overloads above 300% of nominal power for 1 minute.

Due to maintenance, flexibility and associated costs, it is convenient to install the same

type of transformers in substations.

RMS Power 1 hour and 1 minute have been calculated to design the nominal power of

the traction transformers.

In normal operation, the highest RMS 1 hour and 1 minute power consumption is for

M.G. Road Substation with values of 2,114 kW and 2,654 kW. These powers

correspond respectively to the overloads of 150% and 300% compared to the rated

power of the rectifier to select.

To calculate the continuous mode (100% of nominal continuous power), we consider

the consumption for 6 hours (peak-hours for a 24 h-day) with 100% RMS 1 hour, and

10 hours (normal-hours for a 24h-day) with 70% RMS 1 hour:we obtain a value of

1,718 kW supplied by the rectifier.

In case of failure of one substation the highest RMS 1 hour, 1 minute and daily

weighted average power consumption is for M.G. Road Substation in case of JLN

Stadium substation failure with values of 2,898 kW and 3,524 kW.These powers

correspond respectivelyto the overloads of 150% and 300% compared to the rated

power of the rectifier to select.

To calculate the continuous mode (100% of nominal continuous power), we consider

the consumption for 6 hours (peak-hours for a 24 h-day) with 100% RMS 1 hour, and

10 hours (normal-hours for a 24h-day) with 70% RMS 1 hour:we obtain a value of

2,355 kW supplied by the rectifier.


According to the standard EN 50328 (Chapter 3.7.3), for a 12-pulse converter in

parallel connection an asymmetrical load sharing between the two three-phase bridge

of up to 5% rated current shall be considered as normal condition.Also the rectifier

losses must be considered in the losses in the calculation of the rectifiers power (


Therefore we propose the installation of:

10 substations with 750 Vcc rectifiers of 2x2,500 kWand transformers of 2x2,600 kVA

2 substation with750 Vcc rectifiers of 1x2,500 kWand transformers of 1x2,600 kVA(in the Stations ofAluva and Petta)

For all substations, the proposed nominal power of the transformers complies with the

duty cycle selected of overload above 300% for less than 60 seconds and overload

above 150% for 2 hours and 100% of continuous power.

In addition the minimum voltage on the line is above the Minimum voltage threshold

established for guaranteed performance in the standard EN 50163 Railway


525 V) in all cases simulated.


SIMULATED VALUES OF POWER CONSUMPTION IN TTS FOR 180 HEADWAY SCENARIO

TRACTION

SUBSTATIONS

NORMAL OPERATION FAILURE CASES

RMS 1 min RMS 1 hour RMS 1 min RMS 1 hour FAILURE OF

ALUVA 1,265 802 2,429 1,812 PULINCHODU TSS


3,151 2,381 ALUVA TSS

2,770 2,254 MUTTOM TSS

MUTTOM 2,170 1,681

2,762 2,224 PULINCHODU TSS

2,621 2,298 KALAMASSERY TSS



2,849 2,291 PATHADI PALAM TSS



2,617 2,255 CHAMCAMPUZHA PARK TSS

CHAMCAMPUZHA PARK

2,230 1,643


3,263 2,552 JLN STADIUM TSS

JLN STADIUM

2,229 1,847


3,438 2,847 M.G. ROAD TSS



TRACTION

SUBSTATIONS



M.G. ROAD 2,654 2,114


3,319 2,684 ERKANULAM SOUTH TSS


3,248 2,682 PHARMACY TSS

2,824 2,460 ELAMKULAM TSS



2,340 1,897 THAIKOODAM TSS



2,225 1,928 PETTA TSS

PETTA 1,010 695 1,752 1,491 THAIKOODAM TSS



5.2.1. Normal Operation

With the conditions of normal operation described previously: 12 substations feeding

the line.

The following table summarises the power consumptions per traction substation (RMS

for integration interval of 1 minute and RMS for integration interval of 1 hour are shown)

for 90 seconds headway scenario.

TRACTION SUBSTATIONS RMS 1min RMS1hour

ALUVA 1,643 1,402


MUTTOM 3,938 3,276



CHAMCAMPUZHA PARK 3,761 3,170

JLN STADIUM 3,749 3,382

M.G. ROAD 4,797 4,000




PETTA 1,283 1,111

The following table presents energy summary results for proposed 90 seconds

headway train graph:

Energy




Energy





Percentage of traction energy coming from braking of other trains will be around 19%

of total demanded traction energy.


around 3%.

The voltages presented below are the maximum and minimum that can be produced

on the current collector shoe with the foreseeable circulation graph (headway of 90

seconds).

VOLTAGE IN TRAIN CURRENT COLLECTOR SHOE

DIRECTION MIN (V)

MAX (V)

AVG (V)

ALUVA PETTA 709 850 807

PETTA ALUVA 722 859 807

For normal operation, minimum voltage in the line is 709 V, above the Minimum voltage

threshold established for guaranteed performance in the standard EN 50163 Railway


525 V).

In ANNEX III. GRAPHICS OF ELECTRICAL RESULTS, graphs with the average,

minimum and maximum voltage calculated taking into account all the trains running

along the Line are presented.


5.2.2. Failure of one Substation

The following table summarises the power consumptions (RMS for integration interval

of 1 minute and RMS for integration interval of 1 hour) for 90 seconds headway

scenario and for emergency operating modes (failure of adjacent substation).

TRACTION SUBSTATIONS RMS 1min RMS1hour Failure Case

ALUVA 4,428 4,573 Pulinchodu Failure

PULINCHODU

5,297 4,573 Aluva Failure


MUTTOM

5,532 4,646 Pulinchodu Failure


KALAMASSERY


4,300 3,900 PathadiPalam Failure

PATHADI PALAM


4,483 4,261 Chamcampuzha Park Failure

CHAMCAMPUZHA PARK 4,829 4,426 PathadiPalam Failure


JLN STADIUM 5,478 5,105 Chamcampuzha Park Failure

6,583 5,608 M.G. Road Failure

M.G. ROAD



ERKANULAM SOUTH

5,946 5,339 Pharmacy Failure


ELAMKULAM


3,741 3,498 Thaikoodam Failure

THAIKOODAM


3,850 3,419 Petta Failure

PETTA 3,044 2,705 Thaikoodam Failure


The following table summarises the minimum voltages that can be produced on the

current collector shoe with the foreseeable circulation graph (headway of 90 seconds)

and in case of one substation failure.

Case Direction

Aluva - Petta Petta - Aluva

ALUVA TSS Failure 663 V 722 V

PULINCHODU TSS Failure 574 V 547 V

MUTTOM TSS Failure 536 V 531 V

KALAMASSERY TSS Failure 681 V 661 V

PATHADI PALAM TSS Failure 643 V 650 V

CHAMCAMPUZHA PARK TSS Failure 622 V 591 V

JLN STADIUM TSS Failure 586 V 577 V

M.G. ROAD TSS Failure 560 V 530 V

ERKANULAM SOUTH TSS Failure 634 V 647 V

ELAMKULAM TSS Failure 664 V 636 V

THAIKOODAM TSS Failure 709 V 675 V

PETTA TSS Failure 709 V 722 V

Minimum voltage in all cases are above the minimum voltage threshold established for

guaranteed performance in the standard EN 50163 Railway applications - Supply

voltages of traction systems, for DC traction systems (Umin1 = 525 V).


5.2.3. Results Summary

The results of the power consumption in traction substations during normal operation

and failure cases described for 90 seconds of headway scenario are summarised

below.

RMS Power 1 hour and 1 minute have been calculated.

In normal operation, the highest RMS 1 hour and 1 minute power consumption is for

M.G. Road Substation with values of 4,000 kW and 4,797 kW.

In case of failure of one substations the highest RMS 1 hour and 1 minute power

consumption is for M.G. Road Substation in case of JLN Stadium substation failure

with values of 5,757 kW and 6,882 kW.

In case of Pulinchodu substation failure, it would be necessary to reduce the number of

trains in peak hour in Aluva Muttom section to be able to supply the power demanded

by trains from Aluva substation

In addition the minimum voltage on the line is above the Minimum voltage threshold

established for guaranteed performance in the standard EN 50163 Railway


525 V) in all cases simulated.



TRACTION

SUBSTATIONS



ALUVA 1,643 1,402 4,428 4,573 PULINCHODU TSS


5,297 4,573 ALUVA TSS


MUTTOM 3,938 3,276

5,532 4,646 PULINCHODU TSS








CHAMCAMPUZHA PARK

3,761 3,170



JLN STADIUM

3,749 3,382


6,583 5,608 M.G. ROAD TSS



TRACTION

SUBSTATIONS



M.G. ROAD 4,797 4,000




5,946 5,339 PHARMACY TSS




3,741 3,498 THAIKOODAM TSS



3,850 3,419 PETTA TSS

PETTA 1,283 1,111 3,044 2,705 THAIKOODAM TSS



The following table presents energy summary results for proposed 300 headway train

graph:

Energy







Percentage of traction energy coming from braking of other trains will be around 13%

of total demanded traction energy.


around 35%.

5.4. Sizing theDepot rectifier-transformer

To size the rectifier-transformerthat supplies the Depot, an unfavourable situation has

been simulated, considering the following circulations:

- 2 trainsstarting in the Depot simultaneously

- 4 trains circulating in the Depot.

For this momentary situation RMS Power 1 minute is 1631 kW and Maximum

instantaneous Power is 2,456 kW.

Due to maintenance, flexibility and associated costs, it is convenient to install the same

type of transformers in substations.

Therefore, we shall consider the installation of 2x2,500 kW rectifiersand 2x2,600 kVA

transformers (one of them in reserve).


5.5. DC Cables Current

The object of this chapter is sizing the DC cables for traction feeding to the third rail.

5.5.1. Current given by Electrical Simulation

Traction substations located in the line will have 2 transformer-rectifier groups except

Aluva and Petta.

These transformers will be designed so that if one fails the other transformer is able to

feed the entire traction load, under normal working conditions. In the same way, if the

medium voltage line connected to the two traction transformers has a failure the other

medium voltage line is able to feed the entire traction load, besides the corresponding

auxiliary loads, under normal working conditions.

According to results given by the software Railpower, the worst case regarding

outgoing currents from rectifier is when JLN Stadium substation fails. In such case,

feeding is done fromChamcampuzha Park and M.G.Road traction substations.

In this case, the currents in each outgoing feeder are:

CHAMPAMPUZHA PARK TSS

Case F1 UP LINE F1 DN LINE F2 UP LINE F2 DN LINE SUBSTATION

(TRANSFORMER)

RMS1hour 547 952 1570 1316 3073

RMS1min 931 1292 2043 1435 3955

Max 1sc 1717 2612 3570 3048 7373

12+076CHAMCAMPUZHA

PARK TSS

14+212JLN STADIUM

TSS

16+910M.G. ROAD

TSS


M.G. ROAD TSS

Case F1 UP LINE F1 DN LINE F2 UP LINE F2 DN LINE SUBSTATION

(TRANSFORMER)

RMS1hour 1540 1779 899 627 3503

RMS1min 2033 2120 1330 645 4272

Max 1sc 4256 4889 2467 1617 7785

Where F1 are the feeders which feed the Aluva side and F2 are the feeders which feed

the Petta side of the third rail. All the values in this table are for 180 seconds headway

and full load.

Considering the maximum current required by track, the worst case is when M.G. Road

substation fails. In such case, feeding is done from the JLN Stadium South traction

substations.

In this case, according to the results given by the software, the currents in each

outgoing feeder are:

JLN STADIUM TSS

Case F1 UP LINE

F1 DN LINE

F2 UP LINE

F2 DN LINE

UP

LINE

DN

LINE

SUBSTATION

(TRANSFORMER)

RMS1hour 739 996 1887 1642 2282 2119 3434

RMS1min 1271 898 2538 1935 3009 2702 4167

Max 1sc 2409 2633 5011 5285 6299 5397 7672

14+212JLN STADIUM TSS

16+910M.G. ROAD

TSS

19+267ERKANULAM

SOUTHTSS


ERKANULAM SOUTH TSS

Case F1 UP LINE

F1 DN LINE

F2 UP LINE

F2 DN LINE

UP

LINE

DN

LINE

SUBSTATION

(TRANSFORMER)

RMS1hour 1416 1695 893 721 1900 2026 3222

RMS1min 1905 1058 1359 1236 2399 2701 3937

Max 1sc 2905 5044 2653 2535 4316 5200 7229

Therefore, the maximum permanent current values to be considered in each DC

substation position will be the following:

SN Location Current

1. From Rectifier to Incomer HSCB Panel 3503 A

2. From Rectifier to Negative Return Panel 3503 A

3. From each Feeder HSCB Panel to DC disconnect

Switch. 2282 A

4. From DC Disconnect Switch to DC Load Break switch. 2282 A

5. From DC Load Break switch to Third Rail. 2282 A

5.5.2. Sizing of DC cables for permanent current

The cables used in this project for 750V DC traction power feeding network are

compact circular stranded copper conductor, XLPE insulated, steel wire armoured (240

mm2 / 400 mm2 cables) and outer sheathed cable of rated voltage grade 3 kV (Um) for

positive cables and 1.1 kV (Um) for negative / return cables.

Standards: IEC 60502-2 / BS 6622.

Cable rated voltage (Uo/U): 1.8/3 kV

Insulation: XLPE

Laid:


o In substations: Trays in galleries

o From substation to tracks: In buried ducts.

o Along the tracks: Brackets/hangers on the parapet

walls.

Ambient air temperature: 50C

Ground temperature: 30 C

Maximum working temperature: 90C (normal operation)

250C (short circuit - 5s max.

duration)

Type of cable: Armoured

Sheath PVC - ST2 (see Fire Protection)

Fire Protection (elevated stations): Flame Retardant Low Smoke (FRLS)

Fire Protection (underground stations): Flame Retardant Low Smoke Zero

Halogen (FRLS0H)

According to the current per circuit values for the worse cases, the sections of cable

necessary will be according to the following table.

Current Carrying Capacity (A)

Conductor Size (mm

2)

In Air In Ground

Single Core Trefoil

Three Core Cable

Single Core Trefoil

Three Core Cable

240 530 510 375 395

300 600 580 410 445

400 680 - 450 -

The current carrying capacity given in the above table are based on the assumption

shown below:

Maximum conductor temperature .. 90C

Maximum ambient temperature: In Air .. 40C

In ground.25C

Ground thermal resistivity. .. 1.5 Kxm/W

Laying depth ... 1 m

For other conditions, the rating factors shownin ANNEX IV DC CABLES

CALCULATIONS should be applied.


Cable current carrying capacity after all cable factors have been applied is included in

the following table:

Conductor Size (mm

2)

Current Carrying Capacity (A)

In Air In Ground

Single Core Trefoil

Three Core Cable

Single Core Trefoil

Three Core Cable

240 391 377 360 379

300 443 428 394 427

400 502 - 432 -

According to calculated maximum permanent current values and current carrying

capacity of the cables, the sizing of DC cables is included in the following table:

SN Location Calculated

maximum steady state current (A)

Max. withstand steady state current (A)

Selected Cable

1. From Rectifier to Incomer HSCB Panel

3503 4016 8x(1x400 mm

2 Cu)

2. From Rectifier to Negative Return Panel

3503 4016 8x(1x400 mm

2 Cu)

3. From each Feeder HSCB Panel to DC disconnect Switch.

2282 2658

6x(1x300 mm2 Cu)

4. From DC Disconnect Switch to DC Load Break switch.

2282 2658 6x(1x300 mm

2 Cu)

5. From DC Load Break switch to Third Rail.

2282 2364 6x(1x300 mm

2 Cu)

5.5.3. Sizing of DC cables for permanent current

Regarding short time operation currents caused by maximum value of current in 1

second, the capacity of one conductor is given by the expression:

kBZKB fII

Where:

- IKB is the admissible current for short time operation


- Iz is the admissible current for permanent operation

- fkB is the overloading factor, given by

b

b

t

t

Z

n

KB

e

eI

I

f

1

1

2

Where:

- In is the initial current before the overload (nominal current)

- tb is the duration of the overload

- is time constant of the cable (1/5 of the time taken from the curve to almost

reach the permissible final temperature). It is given by the expression:

2

ZI

qB

Where:

- q is the cross section of the conductor

- B is a constant related with the conductor properties, environmental

temperature and the maximum temperature admissible for the cables

permanent operation. It is given by the expression:

201 20

200

c

c cB

Where:

- c is the final temperature in the cable by overload current

- 0 is the initial temperature in the cable before the overload

- 20 is the conductivity of the conductor. For copper 56106 1/m

- c is the specific heat of the material. For copper 3.45106 J/Km3

- 20 is the heat transferring factor. For copper 0.00393 K-1

Therefore, the admissible currents for 1 second of duration in a 240 mm2/300 mm2/400

mm2 cable will be:


1 s 240 mm

2 cable

1 s 300 mm

2 cable

1 s 400 mm

2

cable

c (C) 250 250 250

0 (C) 90 90 90

20 (1/m) 5.60E+07 5.60E+07 5.60E+07

20 (1/K) 0.00393 0.00393 0.00393

c (J/Km3) 3.45E+06 3.45E+06 3.45E+06

q (mm2) 240 400 400

Iz (A) 391 443 502

In (A) 326 380 440

tb (s) 60 60 60

B (A2s/m

4) 1.62E+16 1.62E+16 1.62E+16

6,117.19 7,445.91 10,308.50

fkB 43.193 44.363 48.887

IkB (A) 16,888.49 19,652.83 24,541.40

Therefore in all cases, the number of selected cables is able to withstand the maximum

current produced by 300% overload of the transformer during 60 s.

5.5.4. Short circuit criteria

For sizing the third rail from a current capacity point of view, not only permanent loads

but alsosurges caused by short circuits must be taken into account, in accordance with

IEC 60909 determinations.

The short circuit current below transformers is 86.67 kA, according to calculations

made in ANNEX IV DC CABLES CALCULATIONS.

In order to check if selected cables can withstand short circuit current, the following

expression must be used:

SKtICC =

Where:

K is a coefficient depending on the conductor material and its temperatures

before and after the short circuit

S is the cross section of the conductor in mm2

t is the duration of short circuit in s

ICC is the short circuit current


The worst case scenario is that before the short circuit conductors are at maximum

nominal operation temperature and after the short circuit, the temperature is the

maximum admissible temperature. Considering this situation the value of K is 142 for

copper conductors.

Therefore, for short circuit duration of 1 s, the short circuit current withstood by DC

cables will be:

Section (mm2) K Duration (s) Icc (A)

240 149 1 35,760.00

300 149 1 47,700.00

400 149 1 59,600.00

Therefore, for all cases, the number of DC cables selected is enough to withstand the

foreseen short circuit current.

5.6. Rail Potential calculation

According to the European Standard EN20122-1 and International Standard IEC

62128-1 a continuous running rail to earth voltage of 120V shall not be exceeded. For

durations less than 300 seconds the limit is 150 V and rises to 170 V for durations of 1

second.

5.6.1. Mathematical Model

Calculating the Rail Potential is a complex process, the result of which depends on the

properties of the traction circuit, power topology and spatial load combination (trains) in

each time instant.

The proposed model is presented with a feeding scheme in in which a substation

feeds a single train. However, the method is fully extended to the case of several

substations and several trains simply by applying the superposition principle.

This will be studied for two distinct situations:

a) Normal operation of the rail system. In such conditions, the traction circuit of

length L is formed by a rectifier substation with an output resistance R0, a third


rail of linear resistance R ', the train and finally the circuit closes through the rail

with a linear resistance R'C.

b) Under fault conditions the traction circuit is similar to the above simply by

substituting the train for a short circuit.

The difference is that in normal operating conditions the current is injected into the rail

by means of the train while under conditions of short circuit, the current is injected

directly through the third rail. In both cases the current injected into the rail must be

exactly the same as the current returning to the substation; the only difference is the

magnitude of this current.

In this sense, we can completely dispense with the traction circuit and consider the

substation and the injection current to rail as current sources dependent on the power

of the vehicle. The circuit will be as follows:


Where I1 is the current from the third rail, whose value is determined by the operating

conditions(normal or failure).

In Normal operation of the rail system, the current injected to the rail will be:

In failure conditions, the current injected to the rail in each point L will be:

Given that sleeper insulation is not perfect, differential current leakage occurs when

current is injected to the rail, di. Beyond a determined distance in respect to the traction

substation, and due to their influence, this current leakage is inverted, that is, the

current is no longer lost in the ground, but rather emerges from it to return to the

substation of origin.

To develop the proposed rail model the circuit is divided into three sections in

accordance with each ones current behaviour:


In SectionIthe current circulating on the rail is null at its end. Approaching the

substation its magnitude increases, thanks to the contributions coming from the

ground, until it reaches the value Ibin the substation connection point.

Therefore, the rail potential will be negative in this section in accordance with

the chosen reference system.

A current is injected at the end of Section II that dissipates along the rail as it

approaches the rectifying substation. This current begins to return to the rail,

coming from the ground, after the sections midpoint due to the substations

demand, until its original value is restored in the substations connection to the

rail. Consequently, a distribution of positive rail potentials will exist near the

current injection point, and a negative distribution near the substation.

Finally, the current Ib injected in Section III dissipates along the rail until it

reaches a null value at its end, therefore, the rail potential in this section will

have a positive sign.

With these considerations, the current circulating on the rail in each section depending

on the current injected, I1 will be:

Section I (-, 0)

Section II (0, L)


Section III (L, )

Where:

i(x), is the current circulating on the rail at each alignment point, x, (A).

: linear conductance earth-rail, (S/km)

: linear rail resistance, (/km)

L: distance between substation and train (km)

The rail potential will be calculated in the following way for each section:

Section I (-, 0)

Section II (0, L)

Section III (L, )

Where:

-Uc-t(x), is the difference in potential between rail and ground at each alignment point, x, (V).

: linear conductance earth-rail, (S/km)

: linear rail resistance, (/km)

L: distance between substation and train (km)


5.6.2. Rail Potential for current given by Electrical simulation

In order to calculate the maximum rail potential along the line, the worst case will be

considered according to the results of voltage, current in trains and the power

consumption in traction substations.

Normal Operation of substations

According to results given by the Railpowersoftware, the worst section regarding

voltage in the collector shoe of trains and currents in Normal Operation is between

Pulinchodu Substation and Muttom Substation. For this section, at the worst instant

there will be the following trains:

Trains KP TRACK Voltage (V) Current (A)

T1 1,785 2 797 251

T2 2,083 1 762 2479

T3 2,752 2 793 252

T4 2,967 1 709 3310

T5 3,736 2 795 252

T6 3,869 1 724 3242

T7 4,673 2 802 249

In this case using the above mathematical method, and considering cross bonding

between rail (each 300 m) and between tracks (each 300 m) and with a linear

conductance earth-rail of =0.05 S/Km (this gives more unfavourable values) and a

linear rail resistance of .016 /km , rail potential for each train will be as follows:

Trains KP TRACK Rail Potential (V)



T1 1,785 2 7,72

T2 2,083 1 17,99

T3 2,752 2 24,12

T4 2,967 1 33,91

T5 3,736 2 26,23

T6 3,869 1 24,63

T7 4,673 2 -5,85

In normal operation the maximum rail potential will be around34 Volts (below the

threshold of 120 V established in the standard EN 50122-1)

Failure of one substation

According to results given by the software Railpower, the worst section regarding

voltage in the collector shoe of trains and currents in one substation failure case is

when M.G. Road substation fails. In such case, feeding is made by JLN Stadium and

Erkanulam South traction substations. For this section, at the worst instant there will be

the following trains:


T1 14,663 1 724 441

T2 15,186 2 654 1806

T3 15,512 1 638 3410

T4 15,674 2 614 324



T5 16,305 1 621 -260

T6 16,822 2 529 4418

T7 17,109 1 598 3917

T8 17,742 2 555 3108

T9 18,141 1 662 1376

T10 18,538 2 634 3695

T11 19,218 2 759 -641

In this case using the above mathematical method, and considering cross bonding

between rail (each 300 m) and between tracks (each 300 m) and with a linear

conductance earth-rail of =0.05 S/Km and a linear rail resistance of

.016 /km , rail potential for each train will be as follows:


T1 14,663 1 -30,60

T2 15,186 2 19,28

T3 15,512 1 49,49

T4 15,674 2 42,43

T5 16,305 1 73,83

T6 16,822 2 113,21

T7 17,109 1 118,35



T8 17,743 2 116,73

T9 18,141 1 107,86

T10 18,539 2 97,39

T11 19,218 2 60,01

In case of failure of one substation the maximum rail potential will be 118 Volts (under

the threshold of 120 V established in the standard EN 50122-1)

5.6.1. Short circuit criteria

For sizing third rail from rail potential point of view, not only permanent loads but also

surges caused by short circuits must be taken into account, in accordance with EN

50122-1determinations.

The short circuit current in front substation is 18560 kA.

The following graphs represent thevalues for Icc (short circuit current) andUcc (Rail

Potential current) depending on the distance from the substation where the short circuit

is produced, and in three distinct situations:

- Without cross bondings

- With cross bondings in rails

- With cross bondings in rails and tracks.

Where:

- : linear conductance earth-rail, (S/km): 0.05 S/Km

- : linear rail resistance, (/km): 016 /km


In accordance with these graphs, the connection by cross bonding every 300 m

between rails and track in case of short circuit will comply withthe European Standard

EN20122-1 and International Standard IEC 62128-1.

0

5000

10000

15000

20000

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6

Amp

Km

Icc Current

Without cross bondings With cross bondings rails With cross bondings track

0

50

100

150

200

0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6

Volts

Km

Ucc Rail Potential

Without cross bondings With cross bondings rails With cross bondings track


6. CONCLUSIONS

This report presents a power consumption assessment for Delhi Metro Rail Corporation

Alwaye-Petta Line of Kochi Metro, carried out based on simulations by theRailPower

software.

The main results provided by the simulations carried out are related to:

- Dynamic simulations: running time, average speed and energy consumption for

each type of simulated rolling stock.

- Power consumption in each traction substation for the different cases (normal

operation and feed extension operation - failures of substations).

- Voltage in train current collector shoe: average along the line, minimum and

maximum values.

Main conclusions obtained for the study are summarized below:

Conclusions derived from Dynamic Results

- From dynamic simulations (running time, average speed and energy

consumption per train) it can be concluded that Rolling Stock considered will

consume 82.67 kWh / (1000 GTKm).

- Running time per direction will be around 40minutes and 30 seconds, which

implies a commercial speed of 36.81 km/h.

Conclusions derived from Electrical Results

Case of 180 seconds Headway

From electrical simulations, it can be deduced that in order to comply with criteria of

overload above 150% for 2 hours during an interval of 3 hours and overload above

300% for60 seconds during an interval of 1800 seconds (according to Standard CEI

146.1.1. and EN 50329:2003 Railway Applications,- Fixed Installations Traction

transformers), taking into account normal operation and failure of one substation, the

substations would be dimensioned as follows:


TRACTION SUBSTATIONS

Installation of

Rectifiers Transformers

ALUVA 1x2,500 kW 1x2,600 kVA

PULINCHODU 2x2,500 kW 2x2,600 kVA

MUTTOM* 2x2,500 kW 2x2,600 kVA

KALAMASSERY 2x2,500 kW 2x2,600 kVA

PATHADI PALAM 2x2,500 kW 2x2,600 kVA

CHAMCAMPUZHA PARK 2x2,500 kW 2x2,600 kVA

JLN STADIUM 2x2,500 kW 2x2,600 kVA

M.G. ROAD 2x2,500 kW 2x2,600 kVA

ERKANULAM SOUTH 2x2,500 kW 2x2,600 kVA

ELAMKULAM 2x2,500 kW 2x2,600 kVA

THAIKOODAM 2x2,500 kW 2x2,600 kVA

PETTA 1x2,500 kW 1x2,600 kVA

DEPOT 2X2,500 kW 2x2,600 kVA

The Energy supplied by substations (in kWh), during 1 peak hour simulation for the

proposed 180 seconds headway train graph, is 14,614 kWh.In addition, 17% of the

braking energy will be used by other trains.

With respect tovoltage drop along the line, for normal operation and failure of one

substation, the voltages in train current collector shoes are above the threshold

established in the standard EN 50163 Railway applications - Supply voltages of

traction systems (where Umin1 = 525 V).

The DC cables used for the feeding network are compact circular stranded copper

conductor, XLPE insulated, steel wire armoured (240 mm2 / 400 mm2 cables) and outer


sheathed cable of rated voltage grade 3 kV (Um) for positive cables and 1.1 kV (Um)

for negative / return cables.

Standards: IEC 60502-2 / BS 6622.

Cable rated voltage (Uo/U): 1.8/3 kV

Insulation: XLPE

Laid:

o In substations: Trays in galleries

o From substation to tracks: In buried ducts.

o Along the tracks: brackets/hangers on the parapet

walls.

Ambient air temperature: 50C

Ground temperature: 30 C

Maximum working temperature: 90C (normal operation)

250C (short circuit - 5s max.

duration)

Type of cable: Armoured

Sheath PVC - ST2 (see Fire protection)

Fire Protection (elevated stations): Flame Retardant Low Smoke (FRLS)

Fire Protection (underground stations): Flame Retardant Low Smoke Zero

Halogen (FRLS0H)

The sizing of DC cables would be as follows:

- From Rectifier to Incomer HCBS Panel: 8x(1x400 mm2 Cu)

- From Rectifier to Negative Return Panel: 9x(1x400 mm2 Cu)

- From each Feeder HSCB Panel to DC disconnect Switch: 6x(1x300 mm2 Cu)

- From DC Disconnect Switch to DC Load Break switch: 6x(1x300 mm2Cu)

- From DC Load Break switch to Third Rail: 6x(1x300 mm2mm2 Cu)


From electrical simulations, it can be deduced that in normal operation the substations

proposed for 180 seconds headway will comply with the Standard CEI 146.1.1. and EN

50329:2003 Railway Applications,- Fixed Installations Traction transformers.


In the event of substation failure the standard will also be complied withexcept in the

case of Pulinchodu substation failure. In this case, it would be necessary to reduce the

number of trains in peak hour on theAluva Muttom section to be able to supply the

power demanded by trains from Aluva substation.


proposed 90 seconds headway train graph, is 28,943 kWh. In addition, 19% of the


With respect tovoltage drop along the line, for normal operation and failure of one

substation, the voltages in train current collector shoes are above the threshold

established in the standard EN 50163 Railway applications - Supply voltages of

traction systems (where Umin1 = 525 V).

Maximum rail potential along the line, voltage between the running rails and earth, for

normal operation and failure of one substation, is below the threshold established in the

standard EN 50122-1 (120V) considering cross bonding between rails and cross

bonding between tracks.



proposed 300 seconds headway train graph, is 9.179 kWh. In addition, 13% of the


ANNEX I: INPUT DATA OF THE STUDY


CONTENTS

1. CHARACTERISTICS OF THE ALIGNMENT ....................................................................... 3 2. CHARACTERISTICS OF THE ROLLING STOCK............................................................. 12 3. TRAIN GRAPHS ............................................................................................................... 18 4. ELECTRICAL DISTRIBUTION ......................................................................................... 24 5. RAIL COMPOSITION ....................................................................................................... 26


1. CHARACTERISTICS OF THE ALIGNMENT

Ardanuy Ingeniera S.A.s RailPower program will, by way of successive simulations, provide a power study necessary for the installation of the different substations, according to

the different parameters of the rail network.

One of the main parameters to be taken into account in a Power Consumption study is the

track layout design. This Annex presents tables for the slopes, curves and cants that the

RailPower program needs to make the calculations.

Note: The profile of the line can be seen in the graphs of ANNEX II GRAPHICS OF DYNAMIC RESULTS.

INICITIAL CH.

FINAL CH.

GRADIENT ()

RADIUS CURVE

(m)

MAXIMUM SPEED (Km/h)

STATION

0+000 0+057 0 0 90 0+057 0+116 0 0 90 1. ALUVA 0+116 0+138 0 1003 80 0+138 0+419 0 1003 80 0+419 0+425 0 0 90 0+425 0+698 -18,93 0 90 0+698 0+928 -18,93 913 80 0+928 1+153 -4,2 913 80 1+153 1+324 7,76 913 80 1+324 1+375 10,08 913 80 1+375 1+487 10,08 0 90 1+487 1+712 10,08 653 80 1+712 1+784 0 653 80 1+784 1+806 0 653 80 2. PULINCHODU 1+806 1+865 0 0 90 1+865 1+870 0 0 90 1+870 1+990 -16,75 0 90 1+990 2+109 -16,75 1183 80 2+109 2+419 -4,11 1183 80 2+419 2+541 -4,77 1183 80 2+541 2+553 -4,77 0 90 2+553 2+745 13,79 0 90 2+745 2+752 0 0 90 2+752 2+833 0 0 90 3. COMPANYPADY 2+833 2+864 0 0 90 2+864 3+029 -14,56 0 90


INICITIAL CH.

FINAL CH.

GRADIENT ()

RADIUS CURVE

(m)


STATION

3+029 3+056 -0,87 0 90 3+056 3+151 -0,87 10003 90 3+151 3+426 -3,1 10003 90 3+426 3+454 16,19 10003 90 3+454 3+729 16,19 2003 80 3+729 3+736 0 2003 80 3+736 3+817 0 0 90 4. AMBATUKAVU 3+817 3+824 0 0 90 3+824 3+965 9,13 0 90 3+965 4+020 18,64 0 90 4+020 4+275 18,64 433 80 4+275 4+402 18,64 0 90 4+402 4+583 0 0 90 4+583 4+673 0 1953 80 4+673 4+754 0 1953 80 5. MUTTOM 4+754 4+760 0 1953 80 4+760 4+882 -18,3 1953 80 4+882 5+430 -18,3 0 90 5+430 5+442 2,79 0 90 5+442 5+696 2,79 1003 80 5+696 5+767 11,42 1003 80 5+767 5+855 11,42 0 90 5+855 6+288 11,42 1003 80 6+288 6+472 11,42 0 90 6+472 6+710 11,42 643 80 6+710 6+717 0 643 80 6+717 6+798 0 643 80 6. KALAMASSERY 6+798 6+810 0 643 80 6+810 6+883 -14,95 643 80 6+883 7+013 -14,95 0 90 7+013 7+141 -4,33 0 90 7+141 7+300 -4,33 403 80 7+300 7+344 -4,33 0 90 7+344 7+348 -4,33 1003 80 7+348 7+488 -14,97 1003 80 7+488 7+524 -14,97 0 90 7+524 7+648 10,31 0 90 7+648 7+812 10,31 2003 80 7+812 7+882 10,31 0 90


INICITIAL CH.

FINAL CH.

GRADIENT ()

RADIUS CURVE

(m)


STATION

7+882 8+083 10,31 5003 90 8+083 8+092 0 5003 90 8+092 8+110 0 5003 90 7. CUSAT 8+110 8+173 0 0 90 8+173 8+178 0 0 90 8+178 8+336 -17,46 0 90 8+336 8+420 -17,46 7003 90 8+420 8+450 -17,46 0 90 8+450 8+576 -9,34 0 90 8+576 8+857 -13,65 0 90 8+857 8+881 14,15 0 90 8+881 9+152 14,15 1953 80 9+152 9+229 14,15 0 90 9+229 9+343 0 0 90 9+343 9+424 0 0 90 8. PATHADI PALAM 9+424 9+539 0 0 90 9+539 9+729 -21,27 0 90 9+729 9+940 -21,27 1803 80 9+940 9+955 -3,9 1803 80 9+955 10+005 -3,9 0 90

10+005 10+151 -3,9 20003 90 10+151 10+170 17,02 20003 90 10+170 10+337 17,02 0 90 10+337 10+440 17,02 10003 90 10+440 10+730 17,02 0 90 10+730 10+736 0 0 90 10+736 10+817 0 0 90 9. EDAPALLY JUNCTION 10+817 10+841 0 0 90 10+841 10+887 -18,31 0 90 10+887 11+036 -18,31 20003 90 11+036 11+224 -18,31 0 90 11+224 11+304 -18,31 1803 80 11+304 11+349 -18,31 0 90 11+349 11+433 -18,31 1203 80 11+433 11+447 -3,6 1203 80 11+447 11+550 -3,6 0 90 11+550 11+588 -3,6 523 80 11+588 11+735 7,15 523 80 11+735 11+743 17,37 523 80


INICITIAL CH.

FINAL CH.

GRADIENT ()

RADIUS CURVE

(m)


STATION

11+743 11+767 17,37 0 90 11+767 11+951 17,37 573 80 11+951 11+952 17,37 0 90 11+952 11+964 17,37 158 50 11+964 12+036 0 158 50 12+036 12+059 0 158 50 10. CHAMCAMPUZHA

PARK 12+059 12+117 0 0 90 12+117 12+165 0 0 90 12+165 12+171 -15,02 0 90 12+171 12+250 -15,02 158 50 12+250 12+264 -15,02 0 90 12+264 12+382 -17,37 0 90 12+382 12+648 -2,85 0 90 12+648 12+666 -2,85 2203 80 12+666 12+799 16,87 2203 80 12+799 12+932 16,87 0 90 12+932 13+045 0 0 90 13+045 13+122 0 0 90 11. PALARIVATTOM 13+122 13+126 0 1002 80 13+126 13+198 0 1002 80 13+198 13+239 -13,87 1002 80 13+239 13+277 -13,87 0 90 13+277 13+470 -13,87 250 55 13+470 13+472 -13,87 0 90 13+472 13+476 2,57 0 90 13+476 13+643 2,57 398 70 13+643 13+710 2,57 173 45 13+710 13+758 -2,79 173 45 13+758 13+792 -2,79 303 70 13+792 13+819 -2,79 0 90 13+819 13+895 -2,79 2597 80 13+895 13+903 8,98 2597 80 13+903 14+017 8,98 0 90 14+017 14+049 8,98 253 60 14+049 14+163 0 253 60 14+163 14+167 0 253 60 12. JLN STADIUM 14+167 14+261 0 0 90 14+261 14+277 0 0 90 14+277 14+333 -8,18 0 90


INICITIAL CH.

FINAL CH.

GRADIENT ()

RADIUS CURVE

(m)


STATION

14+333 14+504 -8,18 1003 80 14+504 14+570 -8,18 0 90 14+570 14+731 -2,2 0 90 14+731 14+915 -2,2 3003 90 14+915 15+033 16,7 3003 90 15+033 15+087 16,7 0 90 15+087 15+170 16,7 1003 80 15+170 15+199 0 1003 80 15+199 15+280 0 1003 80 13. KALOOK 15+280 15+326 0 1003 80 15+326 15+328 16,3 1003 80 15+328 15+444 16,3 0 90 15+444 15+552 16,3 1203 80 15+552 15+664 16,3 0 90 15+664 15+666 0 0 90 15+666 15+674 0 1139 80 15+674 15+755 0 1139 80 14. LISSIE 15+755 15+810 0 1139 80 15+810 15+819 10,74 1139 80 15+819 15+930 10,74 253 50 15+930 16+001 -18,49 0 90 16+001 16+096 -18,49 803 80 16+096 16+303 -18,49 0 90 16+303 16+430 -18,49 572 80 16+430 16+629 -2,67 572 80 16+629 16+683 10,59 572 80 16+683 16+782 10,59 163 50 16+782 16+885 0 163 50 16+885 16+966 0 163 50 15. M.G. ROAD 16+966 16+975 0 163 50 16+975 17+118 -16,32 0 90 17+118 17+225 -16,32 503 80 17+225 17+262 -3,89 503 80 17+262 17+360 -3,89 0 90 17+360 17+397 6,28 0 90 17+397 17+471 6,28 1103 80 17+471 17+641 -3,72 1103 80 17+641 17+666 15,17 1103 80 17+666 17+694 15,17 0 90


INICITIAL CH.

FINAL CH.

GRADIENT ()

RADIUS CURVE

(m)


STATION

17+694 17+940 15,17 2003 80 17+940 18+053 0 0 90 18+053 18+117 0 0 90 16. MAHARAJA COLLEGE 18+117 18+134 0 1503 80 18+134 18+304 0 1503 80 18+304 18+315 0 0 90 18+315 18+373 -12,59 0 90 18+373 18+430 -12,59 1003 80 18+430 18+589 -4,4 1003 80 18+589 18+606 -4,4 0 90 18+606 18+650 -4,4 122 40 18+650 18+747 6,99 122 40 18+747 18+842 6,99 0 90 18+842 18+847 6,99 290 65 18+847 18+944 17,89 290 65 18+944 19+090 17,89 0 90 19+090 19+148 17,89 123 40 19+148 19+206 0 123 40 19+206 19+304 0 123 40 17. ERNAKULAM SOUTH 19+304 19+311 0 123 40 19+311 19+475 0 0 90 19+475 19+620 0 153 50 19+620 19+752 -15,19 153 50 19+752 19+805 -15,19 0 90 19+805 20+090 -1,13 0 90 20+090 20+092 -1,13 0 90 18. GCDA 20+092 20+171 -1,13 1103 80 20+171 20+316 -1,13 1103 80 20+316 20+319 -1,13 0 90 20+319 20+425 -17,66 0 90 20+425 20+612 -17,66 403 80 20+612 20+622 -17,66 0 90 20+622 20+920 2,1 0 90 20+920 20+923 2,1 253 60 20+923 21+098 17,96 253 60 21+098 21+166 17,96 0 90 21+166 21+190 17,96 138 40 21+190 21+272 0 138 40 21+272 21+305 0 138 40 19. ELAMKULAM


INICITIAL CH.

FINAL CH.

GRADIENT ()

RADIUS CURVE

(m)


STATION

21+305 21+353 0 0 90 21+353 21+360 0 0 90 21+360 21+684 -16,37 0 90 21+684 21+771 5,08 0 90 21+771 21+852 5,08 2003 80 21+852 21+869 19,48 2003 80 21+869 22+194 19,48 0 90 22+194 22+288 19,48 323 70 22+288 22+354 10,77 323 70 22+354 22+373 10,77 0 90 22+373 22+374 10,77 286 65 22+374 22+514 -6,83 286 65 22+514 22+558 -6,83 0 90 22+558 22+624 -6,83 123 40 22+624 22+680 0 123 40 22+680 22+778 0 123 40 20. VYTTILA 22+778 22+786 0 123 40 22+786 22+787 -13,48 123 40 22+787 22+928 -13,48 0 90 22+928 23+147 -13,48 223 60 23+147 23+280 -13,48 0 90 23+280 23+336 -13,48 223 60 23+336 23+647 8,44 223 60 23+647 23+702 8,44 0 90 23+702 23+711 0 0 90 23+711 23+792 0 0 90 21. THAIKOODAM 23+792 23+870 0 0 90 23+870 24+003 -4,11 0 90 24+003 24+072 -4,11 503 80 24+072 24+326 -2,3 503 80 24+326 24+444 -2,3 0 90 24+444 24+563 -5,86 0 90 24+563 24+571 -5,86 123 40 24+571 24+717 13,23 123 40 24+717 24+726 13,23 0 90 24+726 24+750 13,23 142 40 24+750 24+896 0 142 40 24+896 24+898 0 142 40 22. PETTA 24+898 24+909 0 0 90


INICITIAL CH.

FINAL CH.

GRADIENT ()

RADIUS CURVE

(m)


STATION

24+909 24+977 0 1503 80 24+977 25+028 0 1503 80 25+028 25+196 0 0 90 25+196 25+500 -16,47 0 90

Introduction of Alignment Input data in RailPower software are shown in the following graphs:

Figure 1 RailPower screenshot. Alignment parameters. Gradients and Curves


Figure 2 RailPower screenshot. Alignment parameters. Stations, Speed Limits and Tunnels


2. CHARACTERISTICS OF THE ROLLING STOCK

There will be 1 type of Rolling Stock considered with a composition of 3 cars (DMC-TC-

DMC). Trains will be considered full load.

Main characteristics of the trains considered in the simulation are as follows:

- Maximum design speed: 90 km/h

- Maximum speed operation: 80 km/h

- Acceleration: 1 m/s2.

Figure 3 Rolling Stock. Service Acceleration

- Deceleration service: -1.1 m/s2.

Figure 4 Rolling Stock. Service Deceleration


- Regeneration performance: 75% per every speed.

- Nominal voltage: 750 V

- Nominal power: 2183 kVA (Calculated for 224 KN-TE)

- Power consumed by Auxiliary Services: 200 kW

- Torque-speed Curve (see graphics)

- Braking-speed Curve (see graphics)

- Electrical Mechanical Performance Curve (see graphics)

- Train composition: DMC-TC-DMC (2 motorized lead cars with driving console, 1

trailer car)

- Weights:

o Tare weight: 106 tons (DMC- 36 T & TC-34 T)

o Maximum total weight (AW4): 165.51 tons

o Maximum simulation payload: 59.41 tons

o Rotational inertia: 10 % of tare mass for DMC and 5 % for TC Max.

o passenger weight: 65 kg

- RESISTANCE TO FORWARD MOVEMENT: This graph represents the rolling stocks resistance to forward movement, for each speed

- Resistance: curve A + BV + CV2:

14.01 0.264 V + 0.00191 V2 (N/tons)

2.443344 + 0.0460416 V + 0.000333104 V2 (kN) (see graphics)


Figure 5 Rolling Stock. Resistance to forward movement

- MAXIMUM TRACTION BY SPEED: This graph represents the maximum traction force the train can reach at each speed

Figure 6 Rolling Stock. Maximum Tractive Effort

- MOTOR BRAKING EFFORT: This graph represents the maximum motor braking force the train can reach at each speed.


Figure 7 Rolling Stock. Braking Force

- MOTOR PERFORMANCE: This graph represents the performance of the motor to

convert the electric energy to mechanical energy.

Figure 8 Rolling Stock. Motor Performance

Introduction of Rolling Stock Input data in RailPower software are shown in the following graphs:


Figure 9 RailPower screenshot. Rolling Stock parameters. Main Characteristics


Figure 10 RailPower screenshot. Rolling Stock parameters. Dynamic-Electrical Characteristics


3. TRAIN GRAPHS

The following train graphs show the running of trains on the line at a certain hour and at

planned intervals. In the pictures below a graph for 180 seconds headway, 90 seconds

headway and 300 seconds headway are represented.

The x axis shows the time and the y axis shows the chainage. Each line shown corresponds

to a train in circulation. It is possible to see how the trains stop in the stations for 30 seconds

at intermediate stations and 170 at final stations.(the curve becomes completely horizontal,

with the time continuing but without moving from the chainage).

These graphs show the number of

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