Valley Metro 2011 Stray Current Corrosion Control System Evaluation

2011 STRAY CURRENT CORROSION CONTROL SYSTEM EVALUATION
METRO LIGHT RAIL 605 S. 48TH STREET PHOENIX, ARIZONA 85034 Submitted by CORRPRO PROJECT No. : 340160354 DOC 1, REV 1
1 0
REV
03/21/2012 03/01/2012
DATE DD/MM/YY
Comments Incorporated Issued for Approval

REMARKS
E. Goldberg E. Goldberg
PREPARED BY
Sarvjit Singh Sarvjit Singh

REVIEWED BY
Designation/ Project
2011 STRAY CURRENT CORROSION CONTROL EVALUATION
CORROSION CONTROL EVALUATION
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TABLE OF CONTENTS 1.0 2.0 3.0 EXECUTIVE SUMMARY .................................................................................. 3 INTRODUCTION .............................................................................................. 5 CONCLUSIONS ................................................................................................. 7
3.1 3.2 3.3 3.4 3.5 STRAY CURRENT EXCHANGE BETWEEN METRO TRACKS AND EARTH .............................. 7 METRO TRACK-TO-EARTH RESISTANCE ...................................................................................... 7 METRO TRACK-TO-EARTH POTENTIALS ..................................................................................... 8 METRO YARDMAINLINE AND YARD-SHOP ELECTRICAL SEPARATION ............................ 8 SECTION 5.6 OF THE INTERGOVERNMENTAL AGREEMENT ................................................... 9
4.0 RECOMMENDATIONS ................................................................................... 11 5.0 DISCUSSION .....................................................................................................12

5.1 5.2 5.3 6.1 6.2 6.3 TRACK-TO-EARTH RESISTANCE .................................................................................................... 12 TRACK-TO-EARTH POTENTIAL ..................................................................................................... 12 STRAY CURRENT ................................................................................................................................ 12 TRACK-TO-EARTH RESISTANCE TESTS ....................................................................................... 13 TRACK-TO-EARTH POTENTIAL MEASUREMENTS AT SUBSTATIONS .................................. 13 PIPELINE POTENTIAL MONITORING .......................................................................................... 14
6.0 TEST METHODS ..............................................................................................13
APPENDICES APPENDIX - A .......................................................... Track-to-Earth Resistance Test Data APPENDIX - B .............................................. Traction Power Substation Potential Graphs APPENDIX - C ........................................................ Pipeline Test Station Potential Graphs APPENDIX - D ....................................................... Aerial Imagery Maps of Test Locations APPENDIX - E ........................................ Section 5.6 of the Intergovernmental Agreement
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EXECUTIVE SUMMARY
This report outlines the results of an evaluation of the in-service stray current corrosion control system associated with Valley Metros direct current (DC) powered light rail transit system. Consistent with Corrpros recommended scope of work, the field aspects of the evaluation were completed between December 5th, 2011 and December 9th, 2011. The field testing included: Track-to-earth resistance measurements for the entire mainline and for the yard tracks. Track-to-earth potential measurements at sub-stations. Utility structure-to-earth potential measurements at representative locations, principally the City of Phoenix ductile iron water pipelines and South West Gas pipelines. The measured, normalized track-to-earth resistance ranges from 103.70 Ohms-1,000 feet of single track (2 rails) to in excess of 1,000 Ohms-1,000 feet. The average normalized track-toearth resistance is approximately 306 Ohms-1,000 feet. The minimum acceptance resistance criterion for embedded track under test was 100 Ohms-1000 feet track. The comparison of test data between the previous years testing and the current testing indicates no decay in the track-to-earth resistance of the mainline tracks. Along the Metro Light Rail route, pipe-to-soil potential data was recorded for the following at randomly selected test points: ten (10) water pipeline test points, two (2) South West Gas test points, and one (1) reinforcing rebar test point. The pipeline test point data recorded do not indicate detrimental interference effects on these selected pipelines. The very low level effects measured are of the same scale as reported during the 2010 evaluation. It should be noted that the pipe-to-soil potential logging was carried out on different pipes (not on previously tested pipelines) along the entire route of the mainline tracks. This reinforces that there are no signs of degradation of the mainline track electrical isolation characteristics. The magnitude and time characteristics of the track-to-earth potentials are considered normal with no indication of anomalous conditions that could impact stray current control.
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The total stray current exchange between the Metro mainline tracks and earth is estimated to be less than 2 amperes. This level of stray current exchange is quite low, indicative of effective stray current control. It is comparable to a low-output impressed current cathodic protection system for a coated pipeline that is several miles long. The track-to-earth potential logging data collected at the randomly selected TPSSs (traction power substations) is normal. Present track-to-earth potential levels are considered typical with no anomalous conditions indicated. Recommendations derived from Corrpros evaluation include continued periodic surveillance. The next step in this regard would be to develop a standard operating procedure (SOP). A sufficiently detailed SOP is in order to establish a solid foundation for the stray current control program and to assure consistency in the future; the SOP was incorporated during the 2011 testing and is being issued as a separate document.
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INTRODUCTION
This report presents results of Corrpros annual evaluation of in-service stray current corrosion control for the Valley Metro light rail in Phoenix, Arizona. platforms. The stray current exchange between a direct current powered rail transit system and earth can pose a risk of accelerated corrosion to the buried utility infrastructure as well as Metro facilities. The Metro system includes state-of-the-art features that have been designed to effectively control the level of stray current to practicable minimums. The primary design measure is an electrically ungrounded traction power negative distribution system. This includes the use of an electrically insulating rail boot for embedded mainline track-work (predominant track type) and insulating rail fasteners for direct fixation track-work across two bridges. While the stray current control measures are expected to be low maintenance, they do require periodic monitoring to responsibly detect and correct anomalous conditions which will undoubtedly occur from time to time as the system ages. Prior to constructing the system, Metro entered into an intergovernmental agreement that included Section 5.6 on corrosion control (The Agreement Sec. 5.6 is in Appendix E of this report). The Agreement Sec. 5.6 stipulates that Metro will conduct stray current monitoring and track-to-earth resistance tests on an annual basis. Track-to-earth resistances below 100 Ohms-1,000 feet (2 rails) for embedded track and 250 ohms-1,000 feet for direct fixation track require corrective action based on the intergovernmental agreement page C-12. The field aspects of Corrpros evaluation included: Track-to-earth resistance measurements for the entire mainline and for the yard tracks. Track-to-earth potential measurements at sub-stations. Utility structure-to-earth potential measurements at representative locations, principally the City of Phoenix ductile iron water pipelines along with South West Gas pipelines. The system alignment is approximately 21.5 miles long with 14 traction power sub-stations and 35 passenger station
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The entire testing was carried out with full support from the support by the Valley Metro light rail crew. All necessary work permits and access to various facilities was also provided and obtained by the Valley Metro. Track-to-earth resistance testing was performed during nonrevenue hours of the train.
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CONCLUSIONS
3.1 STRAY CURRENT EXCHANGE BETWEEN METRO TRACKS AND EARTH
a) The calculated normal stray current exchange between the Metro mainline tracks and earth is less than 2 amperes for the entire 21.5 miles. b) Determined by the magnitude of stray current voltage, the level of stray current exchange is quite low, indicative of effective stray current control. It is comparable to a low-output impressed current cathodic protection system for a coated pipeline that is several miles long. c) The low-level stray current exchange between the Metro mainline tracks and earth is considered consistent with design requirements. d) The maximum average voltage change recorded for the utility test points was 20mV and the minimum average voltage change recorded for the utility test points was 2.5mV; as depicted in Appendix C.
3.2 Metro Track-to-Earth Resistance

a) All other factors equal, the higher the track-to-earth resistance, the lower the level of stray current and resulting stray current corrosion impact on neighboring utilities and transit structures. b) The measured, normalized track-to-earth resistance ranges from 103.70 Ohms-1,000 feet of single track (2 rails) to in excess of 1,000 Ohms-1,000 feet. The average normalized track-to-earth resistance for the mainline track is approximately 306 Ohms1,000 feet. [From Appendix A: Mainline Track-to-Earth Resistance Average = (414.85 + 250.73 + 623.03 + 308.38 + 139.24 +103.70) 6 306 Ohms-1,000 feet.] c) The calculated composite resistance-to-earth for the entire mainline track is approximately on the order of 1.1419 Ohm. [From Appendix A: Mainline Measured Track-to-Earth Resistances in Parallel = 1 [(1/9.87) + (1/3.22) + (1/19.55) + (1/8.72) + (1/3.86) + (1/25.66)] 1.1419 Ohms.] d) The measured mainline track-to-earth resistances are generally consistent with prior data. They are in excess of the design and construction acceptance criterion of minimum 100 Ohms-1,000 feet for embedded track and minimum 250 Ohms-1,000 feet for ballasted and direct fixation track. e) The mainline track-to-earth resistance testing revealed no direct track to ground electrical contacts (shorts) or other anomalous conditions that could result in concentrated levels of high stray current exchange. Such conditions can occur, CORROSION CONTROL EVALUATION 340160354 DOC 01 Page 7 of 14 Rev 1
particularly with signaling circuits, switch machines, and along the direct fixation track on the Tempe Town Lake Bridge and over Interstate 10 (I-10). Periodic surveillance of the track-to-earth resistance allows for early detection and resolution of any stray current problems. f) Corrpro carried out testing of the stray current control facilities between December 5 , 2011 and December 9th, 2011. Precipitation (rainfall) during 2011 was recorded approximately 1.41 inches based on the National Weather Service report. We did not observe any rain during the time period of testing. The impact of previous precipitation on track-to-earth resistance levels is not known. Based on statistics, the reported normal annual precipitation for Phoenix is approximately 0.99 inches. Stray current leakage levels typically increase during periods of precipitation and for some time thereafter.
th
g) Testing of the track-to-earth resistance is a straightforward process. It should be considered Metros first line of defense for effective stray current control. Manual testing on an annual basis is the minimum requirement to comply with the intergovernmental agreement.
3.3 Metro Track-to-Earth Potentials

a) The maximum track-to-earth potentials range from negative -4.95 volts (rails accumulating stray current from earth in vicinity of measurement) to positive +4.0 volts (rails discharging stray current to earth in vicinity of measurement) during peak transit operating periods. b) The magnitude and time characteristics of the track-to-earth potentials are considered normal with no indication of anomalous conditions that could impact stray current control.
3.4 Metro YardMainline and Yard-Shop Electrical Separation

a) By design, for stray current control, the yard traction power system is intended to be electrically separated from the mainline system under normal transit operations. Similarly, the yard traction power system is to be electrically separated from the shop system where the rails are grounded for electrical safety. The separation was found to be in place during Corrpros field evaluation. b) Transit and railed maintenance vehicles that are parked across the yard/mainline rail insulating joints and or parked across the yard/shop rail insulating joints can cause excessive, unacceptable stray current levels because they electrically connect the different traction power electrification circuits. When the insulating joints are bridged, they can lower the effective resistance-to-earth of the mainline rail system and increase stray currents over extended distances. c) The worst stray current corrosion conditions occur when the yard-shop insulating joints are shorted concurrent with the yard-mainline insulating joints. Procedures need to be maintained at all times to avoid these conditions.
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d) The track-to-earth resistance measured in the yard 329.66 -1,000 ft. e) Pipe-to-soil potentials were monitored at thirteen (13) representative locations along the Valley Metro light rail tracks. Ten (10) of the test points were on ductile iron water lines that included corrosion control test stations and galvanic current cathodic protection (magnesium anodes). Two (2) test points were on South West Gas pipelines, and the other test point was a rebar test station for the concrete pad below the rail. The locations were selected to determine typical and expected worse-case conditions based on analyses of the track-to-earth resistance and track-to-earth potential data obtained during Corrpros field evaluation. f) There are two predominant transit-influenced stray current effects influencing the water lines. The most prevalent is caused by transit operations along the mainline. There is also a sporadic spike-type effect, which is believed to be associated with transit vehicles entering or leaving the yard and shorting the yard-mainline rail insulating joints. The spike-type effects are typically greater than those caused by the mainline operations. This same condition was observed in our previous evaluation in 2010 and 2009.
g) Average maximum transit-influenced pipe-to-soil potential variations caused by mainline operations are typically less than 0.020 volt referenced to the quiescent potential that exists during non-revenue periods. The largest magnitude variation is 0.020 volt and occurs at the water line test point at 33.448073, 112.022441. h) Average maximum spike-type changes in pipe-to-soil potential are typically less than 0.050 volt referenced to the quiescent potential that exists during non-revenue periods. The largest spike-type change is 0.125 volt, occurring at the water line test point at 33.446312, -111.970915. i) While the pipe-to-soil potential data indicate Metro is having an electrical effect on the water lines, the effects are considered very low and do not present a corrosion threat. Pipe-to-soil potential variations caused by mainline transit operations that are consistently greater than 0.1 volt would typically warrant further evaluation relative to corrosion control significance. The measured effects are much lower than this threshold level. The low-level stray current effects detected at the structures tested is considered to have very little impact on the operational reliability and service life of the utilities, provided there is no substantial increase and the utility cathodic protection is maintained.
j)
3.5 Section 5.6 of the Intergovernmental Agreement

a) Corrpros evaluation of current conditions conforms to the breadth and intent of Section 5.6 of the intergovernmental agreement on corrosion control. b) A program consisting of periodic track-to-earth resistance testing for the entire Valley Metro light rail system coupled with measurements at a sampling of utility monitoring points is the most responsive and cost-effective method for complying with the
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intergovernmental agreement. This proactive approach will also keep overall stray current levels to a practicable minimum.
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RECOMMENDATIONS
with the intergovernmental agreement. The information should also be conveyed to other interested parties as appropriate.
1. The information contained in this report should be conveyed to the City of Phoenix to comply
2. Adhere to the written guidelines (SOP) for Valley Metros light rail system stray current corrosion control maintenance and monitoring program as developed by Corrpro to assure consistency in the future. 3. Conduct annual track-to-earth resistance tests as stated in the Intergovernmental Agreement on Corrosion Control, Sec. 5.6. Track-to-earth resistances below 100 Ohms-1,000 feet (2 rails) for embedded track and 250 ohms-1,000 feet for direct fixation track require corrective action based on the agreement. Track-to-earth resistance testing should be considered Valley Metros first line of defense for effective stray current control.
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DISCUSSION
5.1 Track-to-Earth Resistance
For this project, Corrpro measured the track-to-earth resistance. From Ohms law, increasing track-to-earth resistance will decrease the amount of stray current exchange between the traction power system and the earth. Testing conducted during the 2011 survey indicates that the mainline track-to-earth resistances are sufficient to satisfy the intergovernmental agreement for the mainline tracks and effectively control stray current. The track-to-earth test data and calculation sheets are provided in Appendix A.
5.2 Track-to-Earth Potential

Track-to-Earth Potential is used to estimate the amount of current exchange between the rail tracks and the earth. Corrpro measured track-to-earth potentials at ten (10) traction power substation locations along the alignment using Tinker & Rasor data loggers. Graphs of the potentials recorded by the data loggers are provided in Appendix B.
5.3 Stray Current

Stray current, is current that travels along an unintended path, like traction power current traveling through the earth to return to the substation via another route instead of along the rails. As stray current moves through the earth it can be collected on and discharged from buried metallic utilities. corrosion is increased. The electrical potential testing carried out by Corrpro indicates that the level of stray current is minimal and there is a low risk of accelerated damage of buried utilities due to the Valley Metros DC traction power systems. At locations of discharge from the metal structure, the electrical potential of the structure will be made more positive; at these locations the risk of accelerated
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TEST METHODS
6.1 Track-to-Earth Resistance Tests
This is the primary field measurement used to gauge the in-service effectiveness of Metros stray current corrosion control measures. If the track-to-earth resistance is maintained at a relatively high level, the risk of the transit system causing stray current on nearby utilities can be kept to a minimum. a) For the survey, Corrpro measured track-to-earth resistances for the entire mainline system ( 21.5 miles) on a track section by track section basis, typically for dual track section lengths an average of 16,000 feet. b) The tests were performed during non-revenue service, roughly 12:30 AM to 4:00 AM. c) The tests were conducted while temporarily disconnecting impedance bond cables across certain rail insulating joints to sectionalize the rail network into approximate lengths of 16,000 feet. d) The data sheets include a sketch of each test set up with locations of potential measurements, connections for the applied current and locations of insulating joints. e) A direct current (DC) test voltage of approximately 12-volts was impressed between the track section under test and an earth ground connection. The current output and DC voltage shift due to the applied current was measured and recorded simultaneously. f) Cross-bonds, TPSS negative return and signal wire connections to the rails were left connected during the testing of the mainline.
6.2 Track-to-Earth Potential Measurements at Substations

Concurrent with the pipeline potential monitoring, Corrpro used the battery-powered data loggers to monitor track-to-earth potentials at ten (10) TPSSs. Using Ohms Law, the track-toearth potential data is used in conjunction with the track-to-earth resistance data to estimate the magnitude and polarities of stray current exchange between the system rails and earth. a) The data logger positive lead was connected to the track negative return and test common lead was connected to the building ground bus. Test connections were made safely with the traction power energized. b) The monitoring period per substation was in excess of 12 hours and includes at least one morning and or one afternoon rush-hour period.
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6.3 Pipeline Potential Monitoring

Corrpro used battery-powered data loggers to monitor pipe-to-soil potentials at ten (10) water pipeline test station locations and two (2) South West Gas pipeline test stations along the Valley Metro light rail alignment. This data helps evaluate the effects of the stray current from the rail on the nearby foreign structures. a) Monitoring was performed typically in excess of 12 hours to cover at least one period of peak rail operation. b) Measurements were also made at one power pole electrical ground rods. Experience shows data from the ground connections can often provide an overall indication of stray current effects in a given area. c) Corrpro recorded the GPS coordinates (3 meter accuracy) for each of the utility test points, traction power sub stations (TPSS), and catenary poles utilized during the potential monitoring and testing. The locations are shown on the satellite imagery sheets in Appendix - D.
END OF REPORT
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APPENDIX A Track-to-Earth Resistance Test Data

Table A1 Figure A1 Summary Table - Track-to-Earth Resistance Track-to-Earth Resistance vs. Location Track-to-Earth Resistance Appendix A Reference Number Field Data, Calculation Sheets and Sketches Stn. 909+86 to 1119+93 Stn. 1119+93 to 1509+01 Stn. 1509+01 to 1668+34 Stn. 1668+34 to 1845+08 Stn. 1845+08 to 2025+10 Stn. 2025+10 to 2045+30 Stn. 4+00 to 28+00 (Yard Entrance) Yard Lines
1 2 3 4 5 6 7 8
340160354 DOC 01 APPENDIX Rev 1
Table A1
Appendix A Reference Number
Summary Table - Track-to-Earth Resistance

Number of Crossovers and other Special Trackwork Sections in Test Normalized Trackto-Earth Resistance (-1,000 Ft. of Single Track) Measured Resistance (Ohms) Estimated Track Length (including Special Track) System Length (Feet) Start Stn. No. End Stn. No. Date Tested
Notes
1 2 3 4 5 6 7
Dec. 08, 2011 Dec. 08, 2011 Dec. 07, 2011 Dec. 06, 2011 Dec. 05, 2011 Dec. 05, 2011 Dec. 09, 2011
909+86 1119+93 1509+01 1668+34 1845+08 2025+10 4+00
1119+93 1509+01 1668+34 1845+08 2025+10 2045+30 28+00
21,007 38,908 15,933 17,674 18,002 2,020 1,200
42,014 77,816 31,866 35,348 36,004 4,040 2,400
9.87 3.22 19.55 8.72 3.86 25.66 629.13
414.85 250.73 623.03 308.38 139.24 103.70 1,509.93
2 2 2 2 2 2 0
North end of Lines to Pierson St. Pierson St. to 27th St. 27th St. to 51st St. 51st St. to 6th St. 6th St. to Dobson Rd. Dobson Rd. to E. End of Tracks Main Line to Yard Entrance Tracks Yard Track Testing
Dec. 09, 2011
28+00
13,500
27,000
12.20
329.66
The yard includes combination of direct fixation and embedded tracks.
TOTAL Miles
113,544 21.5
211,126
All in parallel : 1.1419
Average Normalized Track-to-Earth Resistance for entire Mainline system:
306.65
(-1,000FT)
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Figure A1 Track-to-Earth Resistance vs. Location
700 T# - Traction Power Sub-Station Approximate Locations Yard Entrance at Stn 1647+25 600
Normalized Track-to-Earth Resistance (ohm-1,000 Ft of Track, 2 Rails)
500
306 Ohm-1,000 FT Average for entire Mainline
100 ohm-1,000 FT Minimum for compliance with Intergovernmental Agreement
400
300
200
100
T1 T2 T3 T4 T5 T6 T7
Yard Entrance
T8 T9 T10 T11 T12 T13
0 900+00 1000+00 1100+00 1200+00 1300+00 1400+00 1500+00 1600+00 1700+00 1800+00 1900+00 2000+00 2100+00
Track Station Number
Track-to-Earth Resistance Tests Track Section Using Current Drop Method

Engineer: Technician: Date: Client: Job #: Time: Test Location: Starting Station Ending Station Test 1 or 2 track directions Track Length (FT) Adder for Special Track (FT) Ed Goldberg Mike Beebe 12/8/2011 Metro Light Rail - Pheonix, AZ 340160354 11:59 PM North End of Line 1119+93 Pierson St. 909+86 End of Track 2 42,014 -
Page 1 of 2 Project Desc.: Track-to-Earth Resistance Testing Weather/Notes: Clear 45 F Voltmeter S/N: Fluke 187V S/N 12850307 Ammeter S/N: Fluke with 0.01 ohm wire shunt S/N 12850307 Other S/N
Test Location
Quantity Units, V, mV, Ohms Track-to-Earth @ (1) Stn No. Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (1a) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (2) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (2a) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (3) Stn No. Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (3a) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (4) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (4a) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (5) Stn No. Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (5a) Stn No. Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (6) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (6a) Stn No. Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (7) Stn No. Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (7a) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (8) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (8a) Potential w.r.t. GRD for Catentary Pole Average resistance measured 1119+93
Current
Voltage On Voltage Off
Voltage Delta
Calculated Resistance
Amps.
0.741
Vdc
8.620 0.618 8.640 0.613 8.610 0.622 8.610 0.619
Vdc
1.346 0.288 1.263 0.282 1.379 0.292 1.343 0.287 1.364 1.362 1.360 1.360 -
Vdc
7.274 7.377 7.231 7.267 7.486 7.358 7.290 7.250 -
9.816
9.955
9.758
9.807
909+86 8.850 8.720 8.650 8.610 9.874 10.103 9.930 9.838 9.784 -
Test Location Starting Station
North End of Line 1119+93 Average Change (V) 7.317
Date:
Page 2 of 2 12/8/2011
Estimated Track Length (including Special Track) Start and End Station No. 1119+93 909+86 42,014
Current Applied (Amps.) 0.741
Measured Resistance ( ) 9.87398785
Normalized Track-to-Earth Resistance (-1,000 Ft. of Single Track) 414.85
Sketch/Calculations: Notes:
1a
5a
2a
6a WB track
3a
7a
4a
8a
EB track
Voltage Applied with a timed interupter switch. The current measured using calibrated Shunt. Located at Station: 1119+93
*Calculation Note: [Average Voltage Change (V) Current Applied (Amps.)] (Estimated Track Length 1,000) = Normalized Track-to-Earth Resistance (-1,000 Ft. of Single Track)

Engineer: Technician: Date: Client: Job #: Time: Test Location Starting Station Ending Station Test 1 or 2 track directions Track Length (FT) Adder for Special Track (FT) Ed Goldberg Mike Beebe 12/8/2011 Metro Light Rail - Pheonix, AZ 340160354 11:59 PM North End of Line 1119+93 Pierson St. th 1509+01 27 St. 2 77,816 -
Test Location
Current
Voltage Delta
Amps.
1.311
Vdc
5.913 1.329 5.886 1.355 5.863 1.357 5.879 1.385
Vdc
1.450 2.160 1.446 2.187 1.485 2.412 1.495 2.258 1.900 0.450 1.901 0.465 1.390 0.726 1.280 0.780
Vdc
4.463 4.440 4.378 4.384 3.732 3.748 4.268 4.380 -
3.404
3.387
3.339
3.344
1509+01 5.632 0.500 5.649 0.480 5.658 0.476 5.660 0.801 3.222 2.847 2.859 3.256 3.341 -
North End of Line 1119+93 Average Change (V) 4.224 Current Applied (Amps.) 1.311 Measured Resistance ( ) 3.22206331
Date:
Page 2 of 2 12/8/2011
1a
5a
2a
6a WB track
3a
7a
4a
8a
EB track

Engineer: Technician: Date: Client: Job #: Time: Test Location Starting Station Ending Station Test 1 or 2 track directions Track Length (FT) Adder for Special Track (FT) Ed Goldberg Mike Beebe 12/7/2011 Metro Light Rail - Pheonix, AZ 340160354 11:59 PM
th 1509+01 27 St. st 1668+34 51 St. 2 31,866 -
Test Location
Current
Voltage Delta
Amps.
0.374
Vdc
7.850 0.656 8.040 0.650 8.030 0.646 8.030 0.646
Vdc
0.420 0.555 0.412 0.552 0.350 0.556 0.366 0.556 0.883 0.823 0.754 0.826 0.692 0.843 0.660 0.812
Vdc
7.430 7.628 7.680 7.664 6.907 7.016 7.083 7.090 -
19.866
20.396
20.535
20.492
1668+34 7.790 0.751 7.770 0.778 7.775 0.760 7.750 0.757 19.552 18.468 18.759 18.939 18.957 -
1509+01
Date:
Page 2 of 2 12/7/2011
Estimated Track Length Average (including Special Track) Change (V) Start and End Station No. 1509+01 1668+34 31,866 7.312
Measured Normalized Track-to-Earth Resistance Resistance (-1,000 Ft. of ( ) Single Track) 19.5515374 623.03
1a
5a
2a
6a WB track
3a
7a
4a
8a
EB track

Engineer: Technician: Date: Client: Job #: Time: Test Location Starting Station Ending Station Test 1 or 2 track directions Track Length (FT) Adder for Special Track (FT) Ed Goldberg Mike Beebe 12/6/2011 Metro Light Rail - Pheonix, AZ 340160354 11:59 PM
st 1668+34 51 St. th 1845+08 E. 6 St. 2 35,348 -
Test Location
Current
Voltage Delta
Amps.
0.460
Vdc
4.970 0.495 4.971 0.510 4.960 0.510 4.900 0.500
Vdc
0.825 0.350 0.825 0.360 0.836 0.357 0.824 0.370 1.256 0.109 1.217 0.101 1.145 0.996 1.140 0.980
Vdc
4.145 4.146 4.124 4.076 3.845 3.863 3.956 3.950 -
9.011
9.013
8.965
8.861
1845+08 5.101 0.872 5.080 0.869 5.101 0.837 5.090 0.847 8.724 8.359 8.398 8.600 8.587 -
1668+34
Date:
Page 2 of 2 12/6/2011
Estimated Track Length Average (including Special Track) Change (V) Start and End Station No. 1668+34 1845+08 35,348 4.013
1a
5a
2a
6a WB track
3a
7a
4a
8a
EB track

Engineer: Technician: Date: Client: Job #: Time: Test Location Starting Station Ending Station Test 1 or 2 track directions Track Length (FT) Adder for Special Track (FT) Ed Goldberg Mike Beebe 12/5/2011 Metro Light Rail - Pheonix, AZ 340160354 11:59 PM East End of Line 2025+10 Dobson Rd. th 1845+08 E. 6 St. 2 36,004 -
Test Location
Current
Voltage Delta
Amps.
0.971
Vdc
-2.287 0.437 -2.305 0.444 -2.289 0.440 -2.310 0.440
Vdc
1.413 0.570 1.416 0.568 1.415 0.565 1.419 0.573 1.201 0.623 1.189 0.619 1.195 0.621 1.199 0.622
Vdc
3.700 3.721 3.704 3.729 3.802 3.787 3.800 3.798 -
3.811
3.832
3.815
3.840
1845+08 -2.601 0.512 -2.598 0.512 -2.605 0.509 -2.599 0.512 3.867 3.916 3.900 3.913 3.911 -
East End of Line 2025+10
Date:
Page 2 of 2 12/5/2011
Estimated Track Length Average Change (including Special Track) (V) Start and End Station No. 2025+10 1845+08 36,004 3.755
1a
5a
2a
6a WB track
3a
7a
4a
8a
EB track

Engineer: Technician: Date: Client: Job #: Time: Test Location Starting Station Ending Station Test 1 or 2 track directions Track Length (FT) Adder for Special Track (FT) Ed Goldberg Mike Beebe 12/5/2011 Metro Light Rail - Pheonix, AZ 340160354 11:59 PM East End of Line 2025+10 Dobson Rd. 2045+30 E. End of Tracks 2 4,040 -
Test Location
Current
Voltage Delta
Amps.
0.268
Vdc
9.520 0.502 9.531 0.516 9.610 0.512 9.621 0.532
Vdc
2.380 0.609 2.400 0.600 2.460 0.613 2.462 0.589 3.250 3.125 3.117 3.175
Vdc
7.140 7.131 7.150 7.159 6.490 6.655 6.693 6.615 -
26.642
26.608
26.679
26.713
2045+30 9.740 9.780 9.810 9.790 25.668 24.216 24.832 24.974 24.683 -
East End of Line 2025+10
Date:
Page 2 of 2 12/5/2011
Estimated Track Length Average Change (including Special Track) (V) Start and End Station No. 2025+10 2045+30 4,040 6.879
1a
5a
2a
6a WB track
3a
7a
4a
8a
EB track

Engineer: Technician: Date: Client: Job #: Time: Test Location Starting Station Ending Station Test 1 or 2 track directions Track Length (FT) Adder for Special Track (FT) Ed Goldberg Mike Beebe 12/9/2011 Metro Light Rail - Pheonix, AZ 340160354 8:00 AM Yard Testing 4+00 Main Line Entrance 28+00 Yard Entrance 2 2,400 -
Test Location
Quantity Units, V, mV, Ohms Track-to-Earth @ (1) Stn No. 4+00 Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (1a) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (2) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (2a) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (3) Stn No. Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (3a) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (4) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (4a) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (5) Stn No. 28+00 Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (5a) Stn No. Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (6) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (6a) Stn No. Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (7) Stn No. Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (7a) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (8) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (8a) Potential w.r.t. GRD for Catentary Pole Average resistance measured
Current
Voltage Delta
Amps.
0.020
Vdc
13.150
Vdc
0.490
Vdc
12.660 -
633.000
13.150
0.556
12.594 -
629.700
13.130
0.450
12.680 -
634.000
13.150
0.420
12.730 -
636.500
12.510 12.510 12.530 12.530 629.138
0.020 0.019 0.024 0.019
12.490 12.491 12.506 12.511 -
624.500 624.550 625.300 625.550 -
Yard Testing 004+00
Date:
Page 2 of 2 12/9/2011
Average Change (V) 12.583
1a
5a
2a
6a WB track
3a
7a
4a
8a
EB track

Engineer: Technician: Date: Client: Job #: Time: Test Location Starting Station Ending Station Test 1 or 2 track directions Track Length (FT) Adder for Special Track (FT) Ed Goldberg Mike Beebe 12/9/2011 Metro Light Rail - Pheonix, AZ 340160354 8:00 AM Yard Testing 28+00 Yard Entrance 2 27,000 Total Estimated -
Test Location
Quantity Units, V, mV, Ohms Track-to-Earth @ (1) Stn No. 28+00 Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (1a) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (2) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (2a) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (3) Stn No. Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (3a) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (4) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (4a) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (5) Stn No. Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (6) Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (7) Stn No. Potential w.r.t. GRD for Catentary Pole Track-to-Earth @ (8) Potential w.r.t. GRD for Catentary Pole Average resistance measured Test Location Starting Station
Current
Voltage Delta
Amps.
0.264
Vdc
3.350 0.518 3.347 0.518 3.352 0.515 3.345 0.512
Vdc
0.121 0.647 0.128 0.652 0.125 0.632 0.120 0.648 0.132 0.127 0.128 0.130
Vdc
3.229 3.219 3.227 3.225 3.217 3.225 3.223 3.219
12.231
12.193
12.223
12.216
Inside Yard 3.349 Inside Yard 3.352 Inside Yard 3.351 Inside Yard 3.349 12.210 Yard Testing 028+00 Estimated Track Length (including Special Track) 27,000 12.208 12.186
Date:
Page 2 of 2 12/9/2011
Average Change (V) 3.223
Start and End Station No. 28+00
APPENDIX B Traction Power Substation Potential Graphs

Table B1: Table B2: Figure B1: Figure B2: Figure B3: Summary Table - Track-to-Earth Potential Datalogs Summary Table - Estimated Current Exchange between Track and Earth Data Logger Locations and Structure Type versus Location Track-to-Earth Potential Stray Current Exchange
Track-to-Earth Potential Traces Appendix B Reference Location ID Stn. No. Number 1 2 3 4 5 6 7 8 9 10 TPSS#1 TPSS#2 TPSS#5 TPSS#7 TPSS#8 TPSS#9 TPSS#10 TPSS#12 TPSS#13 TPSS#14 1003+50 1051+25 1301+50 1496+25 1578+20 1693+50 1787+15 1925+00 1996+90 2037+50
Note: All measurements made using utility bond bus connection and substation grounding connection inside the traction power sub-station buildings for above locations.
Figure B1 - Data Logger Locations and Structure Type versus Location
South West Gas-to-Earth Potential

3
Waterline-to-Earth Potential
2
Track-to-Earth Potential
1
Yard Entrance T5 T6 T7 T8 T9 T10 T11 T12 T13 T14
T1
T2
T4
0 900+00 1000+00 1100+00 1200+00 1300+00 1400+00 1500+00 1600+00 1700+00 1800+00 1900+00 2000+00 2100+00
Track Location Station Number TPSS
Table B1 - Summary Table - Track-to-Earth Potential Datalogs

Quiescent Magnitude: NonRevenue Hours (Volts) Average Maximum Potential (Volt w.r.t. Ground Bus) Positive (Rails Discharging Stray Current) Negative (Rails Accumulating Stray Current)
Location ID
Stn. No.
TPSS#1 TPSS#2 TPSS#5 TPSS#7 TPSS#8 TPSS#9 TPSS#10 TPSS#12 TPSS#13 TPSS#14
1003+50 1051+25 1301+50 1496+25 1578+20 1693+50 1787+15 1925+00 1996+90 2037+50
-1.50 -0.50 -0.50 -1.00 -1.00 -1.50 -1.00 -1.50 -1.50 -1.00
2.25 1.50 2.40 1.95 4.00 0.95 2.25 2.00 3.00 2.00
-4 -4.85 -0.45 -3 -4.25 -3.5 -4.75 -4.75 -4.75 -4.95
*No testing was done at TPSS: 3, 4, 6, and 11 *Potentials are all with respect to electrical ground
Figure B2 - Track-to-Earth Potential

6
2 Track-to-Earth Potential (Volts)
-2
-4
-6
RED line: Average Maximum Positive Track-to-Earth Potential (Rails Discharging Stray Current)
-8
Black line: Average Maximum Negative Track-to-Earth Potential (Rails Accumulating Stray Current)
Yard Entrance T7 T8 T9 T10 T11 T12 T13
T1
T2
T3
T4
T5
T6
-10 900+00 1000+00 1100+00 1200+00 1300+00 1400+00 1500+00 1600+00 1700+00 1800+00 1900+00 2000+00 2100+00
Table B2 - Summary Table Calculated Current Exchange Between Track and Earth
Average Maximum Stray Current Exchange (mA per 1000 ft of track system) Location ID Stn. No. From Track to Earth From Earth to Track
TPSS#1 TPSS#2 TPSS#5 TPSS#7 TPSS#8 TPSS#9 TPSS#10 TPSS#12 TPSS#13 TPSS#14
1003+50 1051+25 1301+50 1496+25 1578+20 1693+50 1787+15 1925+00 1996+90 2037+50
10.8 12.0 19.1 15.5 12.8 6.2 14.6 28.8 43.2 38.5
-19.3 -38.6 -3.6 -23.9 -13.6 -22.7 -30.8 -68.3 -68.3 -95.2
Figure B3 - Stray Current Exchange

60 Stray Current Exchange Between Tracks and Earth (milliampere per 1,000 FT of Track System - Four Rails)
RED line: Average Maximum Stray Current From Track to Earth Black line: Average Maximum Stray Current From Earth to Track
40
20
-20
-40
-60
-80
Yard Entrance
-100
T1 T2 T3 T4 T5 T6 T7 T8 T9 T10 T11 T12 T13
-120 900+00
1000+00
1100+00
1200+00
1300+00
1400+00
1500+00
1600+00
1700+00
1800+00
1900+00
2000+00
2100+00
-2
-2
-4
-4
-6
-6
AC/DC Unfiltered DC Voltage
-8
-8
-10
-10
-12
-12
-14
-14
Time (Minutes) 12/7/2011 4:23:03 Substation 1 AM
Unit: Tinker & Rasor
s/n: 03138-E20
File: Config.dlg
Latitude, Longitude: 33.517680, -112.098807
Dates Data was Recorded: 12/07/11 to 12/09/12
10
10
-5
-5
-10
-10
-15
-15
Time (Minutes) File: Config.dlg 12/7/2011 Substation 24:17:17 AM
s/n: 02244-05102-E20
15
15
10
10
-5
-5
-10
-10
-15
-15
-20
-20
s/n: 03173-E20
File: Config.dlg
-2
-2
-4
-4
-6
-6
-8
-8
-10
-10
-12
-12
Time (Minutes) 12/6/2011 5:26:05 Substation 7 PM
s/n: 03138-E20
File: Config.dlg
20
20
15
15
10
10
-5
-5
-10
-10
-15
-15
-20
-20
-25
-25
Time (Minutes) File: Config(1).dlg 12/6/2011 6:16:59 Substation 8 PM
s/n: 03173-E20
-2
-2
-4
-4
-6
-6
-8
-8
-10
-10
-12
-12
Time (Minutes) File: Config(1).dlg 12/6/2011 Substation 9 5:05:00 PM
s/n: 02244-05102-E20
15
15
10
10
-5
-5
-10
-10
-15
-15
-20
-20
Time (Minutes) 12/6/2011 5:46:09 Substation 10PM
Unit: Data Logger
s/n: 02811-E20
File: Config(1).dlg
15
15
10
10
-5
-5
-10
-10
-15
-15
Time (Minutes) File: Sub Substation Station 12 12-5-11 to 12-6-11.dlg 12
s/n: 02244-05102-E20
12/5/2011 11:01:34 PM

15
15
10
10
-5
-5
-10
-10
-15
-15
s/n: 03173-E20
File: Config.dlg
10
10
-5
-5
-10
-10
-15
-15
-20
-20
-25
-25
Time (Minutes) 12/6/2011 12:36:16 AM Substation 14
Unit: Data Logger
s/n: 02811-E20
File: Config.dlg
Latitude, Longitude: 33.415109, -111.870665 Dates Data was Recorded: 12/05/11 to 12/06/12
APPENDIX C Utility Potential Traces and Other Utility Data

Thirteen Datalog Traces of Utility Potential Versus Time Appendix C Reference Number 1 2 3 4 5 6 7 8 9 10 11 12 13 Reference Appendix D Page 6 9 9 6 2 4 2 2 4 4 4 2 2
Structure
Latitude
Longitude 111.970915 111.946918 111.950642 111.970724 112.073652 112.024303 112.073641 112.073664 112.023642 112.024780 112.022441 112.073666 112.073619
Fire Hydrant South West Gas Rebar South West Gas Fire Hydrant Waterline Fire Hydrant Fire Hydrant Waterline Fire Hydrant Fire Hydrant Fire Hydrant Fire Hydrant
33.446312 33.438035 33.439816 33.446290 33.483312 33.448094 33.482397 33.483758 33.448075 33.448079 33.448073 33.483218 33.481940
DC Voltage
Time
WashingtonStreetFireHydrantTestStation (Latitude,Longitude:33.446312,111.970915)
*Dateformatofdatalogging:Year/Month/Day *Timeformatofdatalogging:24hrClock
DC Voltage
Time
WashingtonStreetSouthWestGasTestStation (Latitude,Longitude:33.438035,111.946918)
DC Voltage
Time
DataLoggerinMedianatParksideDriveRebarTestStation (Latitude,Longitude:33.439816,111.950642)
DC Voltage
Time
WashingtonStreetSouthWestGasTestStation (Latitude,Longitude:33.446290,111.970724)
DC Voltage
Time
N.CentralAve.FireHydrantTestStation (Latitude,Longitude:33.483312,112.073652)
DC Voltage
Time
E.WashingtonStreetWaterTestStation (Latitude,Longitude:33.448094,112.024303)
DC Voltage
Time
DC Voltage
Time
DC Voltage
Time
E.WashingtonStreetWaterTestStation (Latitude,Longitude:33.448075,112.023642)
DC Voltage
Time
E.WashingtonStreetFireHydrantTestStation (Latitude,Longitude:33.448079,112.024780)
DC Voltage
Time
E.WashingtonStreetFireHydrantTestStation (Latitude,Longitude:33.448073,112.022441)
DC Voltage
Time
DC Voltage
Time
N.CentralAve.&E.CatalinaDr.FireHydrantTestStation (Latitude,Longitude:33.481940,112.073619)
APPENDIX D Aerial Imagery Maps of Test Locations
Appendix - D Page # 1
APPENDIX E Section 5.6 of the Intergovernmental Agreement

Valley Metro 2011 Stray Current Corrosion Control System Evaluation

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2011 STRAY CURRENT CORROSION CONTROL SYSTEM EVALUATION

2011 STRAY CURRENT CORROSION CONTROL SYSTEM EVALUATION

Comments Incorporated Issued for Approval

Sarvjit Singh Sarvjit Singh

2011 STRAY CURRENT CORROSION CONTROL EVALUATION

CORROSION CONTROL EVALUATION

2011 STRAY CURRENT CORROSION CONTROL SYSTEM EVALUATION

4.0 RECOMMENDATIONS ................................................................................... 11 5.0 DISCUSSION .....................................................................................................12

6.0 TEST METHODS ..............................................................................................13

CORROSION CONTROL EVALUATION

2011 STRAY CURRENT CORROSION CONTROL SYSTEM EVALUATION

CORROSION CONTROL EVALUATION

2011 STRAY CURRENT CORROSION CONTROL SYSTEM EVALUATION

CORROSION CONTROL EVALUATION

2011 STRAY CURRENT CORROSION CONTROL SYSTEM EVALUATION

CORROSION CONTROL EVALUATION

2011 STRAY CURRENT CORROSION CONTROL SYSTEM EVALUATION

CORROSION CONTROL EVALUATION

2011 STRAY CURRENT CORROSION CONTROL SYSTEM EVALUATION

3.2 Metro Track-to-Earth Resistance

2011 STRAY CURRENT CORROSION CONTROL SYSTEM EVALUATION

3.3 Metro Track-to-Earth Potentials

3.4 Metro YardMainline and Yard-Shop Electrical Separation

CORROSION CONTROL EVALUATION

2011 STRAY CURRENT CORROSION CONTROL SYSTEM EVALUATION

3.5 Section 5.6 of the Intergovernmental Agreement

CORROSION CONTROL EVALUATION

2011 STRAY CURRENT CORROSION CONTROL SYSTEM EVALUATION

CORROSION CONTROL EVALUATION

2011 STRAY CURRENT CORROSION CONTROL SYSTEM EVALUATION

CORROSION CONTROL EVALUATION

2011 STRAY CURRENT CORROSION CONTROL SYSTEM EVALUATION

5.2 Track-to-Earth Potential

5.3 Stray Current

CORROSION CONTROL EVALUATION

2011 STRAY CURRENT CORROSION CONTROL SYSTEM EVALUATION

6.2 Track-to-Earth Potential Measurements at Substations

CORROSION CONTROL EVALUATION

2011 STRAY CURRENT CORROSION CONTROL SYSTEM EVALUATION

6.3 Pipeline Potential Monitoring

CORROSION CONTROL EVALUATION

2011 STRAY CURRENT CORROSION CONTROL EVALUATION

APPENDIX A Track-to-Earth Resistance Test Data

340160354 DOC 01 APPENDIX Rev 1

CORROSION CONTROL EVALUATION

2011 STRAY CURRENT CORROSION CONTROL EVALUATION

Summary Table - Track-to-Earth Resistance

909+86 1119+93 1509+01 1668+34 1845+08 2025+10 4+00

1119+93 1509+01 1668+34 1845+08 2025+10 2045+30 28+00

21,007 38,908 15,933 17,674 18,002 2,020 1,200

42,014 77,816 31,866 35,348 36,004 4,040 2,400

9.87 3.22 19.55 8.72 3.86 25.66 629.13

414.85 250.73 623.03 308.38 139.24 103.70 1,509.93

Dec. 09, 2011

The yard includes combination of direct fixation and embedded tracks.

All in parallel : 1.1419

Average Normalized Track-to-Earth Resistance for entire Mainline system:

CORROSION CONTROL EVALUATION

Figure A1 Track-to-Earth Resistance vs. Location

Normalized Track-to-Earth Resistance (ohm-1,000 Ft of Track, 2 Rails)

306 Ohm-1,000 FT Average for entire Mainline

100 ohm-1,000 FT Minimum for compliance with Intergovernmental Agreement

Track Station Number