Withdrawn Document

Railway Group Standard

Uncontrolled When Printed
Issue One
Date June 1995

Classic 75

Electrification
ystem and T&RS
arameters t o
Ensure

Signatures removed from electronic version Synopsis

Submitted by This standard contains the
parameters of the classic 750V
d.c. 3rd rail electrification
............................................................. system and T&RS which are
K J Thompson necessary for interworking.
Nominated Responsible Manager

Approved by This document is the property

of Railtrack PLC. It shall not be
reproduced in whole or in part
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.. without the written permission
C P Boocock of the Controller, Safety
Chairman, Electrif~cationand Plant and Standards, Railtrack PLC.
Traction and Rolling Stock Subject Committees
Published by
Safety & Standards Directorate
Authorised by Railtrack PLC
Floor 2, Fitzroy House
355 Euston Road
............................................................................................................... London NW I 3AG
J R Mitchell
Controller, Safety Standards @Copyright 1995 Railtrack PLC
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GM/RT i 00 I
Issue One
Classic 750V d.c. 3rd Rail Electrification System and
Date Iune 1995
T&RS Parameters to Ensure Interworking
Page I of 16

Gmtents

Section Description Page

..

Part A Issue record 2

Responsibilities and distribution 2
Implementation 2
Health and safety responsibihcies 2
supply 2

Part B
I Purpose 3
2 Scope 3
3 Definitions 3
4 General 4
5 Voltage 4
6 Limitations on line current 5
7 Fault levels 5
8 Impedance of the d.c. system 5
9 Requirements for regenerative braking 5
10 Mechanical parameters 6

Appendices
A System description 8
B Typical electrical opetating area diagmm II
c Positioning of the conductor rail 12
D Double slope conductor rail ramp dimensions 13
E Single slope conductor rail ramp dimensions 14
F Arrangement of side ramps 15

References 16

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Railway Group Standard

GM/RT i 00 I
Issue One Classic 750V d.c. 3rd Rail Electrification System and
Date June I 995 T&RS Parameters to Ensure Interworking
PaRe 2 of 16

Part A

Issue record This standard will be updated when necessary by distribution of a complete :11
replacement.

Amended or additional parts of revised pages will be marked by a vertical

black line in the adjacent margin.

Issue Date Comments

I June 95 Original document

Responsibilities and Controlled copies of this standard shall be worked to by anyone

distribution responsible for specifying and/or designing Traction and Rolling Stock
(T&RS) vehicles for use on the classic 750V d.c. 3rd rail electrification
system on Railtrack controlled infrastructure.

Implementation The provisions of this standard are mandatory and apply from 5th August
1995.

,-

Health and Safety In authorizing this Standard, Railtmck PLC makes no warranties, express
Responsibilities or implied, that compliance with all or any Railway Group Standards is
suficient on its own to ensure safe systems of work or operation. Each
user is reminded of its own responsibilities to ensure health and safety at
work and its individual duties under health and safety legislation.

supply Controlled or uncontrolled copies of this standard must be obtained from

The Catalogue Secretary, Safety and Standards Directorate, Railtmck PLC,
Floor 2, Fitzroy House, 355 Euston Road, London NW I 3AG.

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GM/RT 100]

Classic 750V CLC.3rd Rail Electrification System and Issue One

T&RS Parameters to Ensure Interworking Date Iune 1995 ,

Page 3 of 16

Part B

I Purpose 1.I This standard defines the parameters which are necessary for
compatibility and mterworking of the classic 750V d.c. 3rd rail
electrification system and its associated T&RS.

z Scope 2. I The content of this standard is applicable to the classic 750V d.c. 3rd
rail electrification system, as described in Appendix A, and the T&RS which
\
draws current from and/or injects current into this system.

3 ~efmitions 3. I Classic 750V d.c. 3rd rail electrification system The system
of top contact third rail current collection installed prior to I st April 1994.

3.2 Train One powered vehicle or any combination of powered and

non-powered vehicles operating on Railtrack controlled infrastructure.

3.3 EMU An Electric Multiple Unit (EMU) is a group of vehicles

including at least one motor vehicle and forming the smallest self contained
unit, indivisible in service, of a multiple-u’nit train opemting on Railtrack
control led inftastru ctu re.

3.4 Regenerative braking A btaking system wh]ch returns energy s..,

to the ttaction supply system, where it may be absorbed by other trams.

3.5 Auxiliaries Electrical loads in circuits separate from those

providing traction power.

3.6 Voltage U The potential at the trains current collector, measured

between the supply conductor and the return conductor. The values given
in Table I are mean d.c. voltages and assume that the electrification system
is being operated normally with no maintenance outages or electrical faults.
(Reference prEN 50163)

3.7 Nominal voltage Un The designated value for the system.

(Reference prEN 501 63)

3.8 Highest permanent voltage U~=l The maximum value of the ,

voltage likely to be present indefinitely. (Reference prEN 50 163) ,’

3.9 Highest non-permanent voltage U~=z The maximum value

of the voltage likely to be present for maximum of 5 minutes. (Reference
prEN 50 163)

3.10 Lowest permanent voltage U~i.l The minimum value of

the voltage likely to be present indefinitely. (Reference prEN 50 [ 63)

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Issue One Classic 750V d.c. 3rd Rail Electrification System and
Date June 1995 T&RS Parameters to Ensure Interworking
Page 4 of 16

~.] I Long-term overvoltages The variation with time of the

ratio U/Un IS identified by the following relation:

with
t = time in seconds (0.02 < t <2)
A = 0.0745
The value of K has been calculated for d.c. systems as 1.264 so that the
value of U at t = 2s is U~U1.

Note that the short range where Um=2 > U, the value of Um=2 prevails
over the value of U given by the above mentioned relation. (Reference
prEN 50 163)

4 General 4. [ The system and T&RS shall be designed and maintained within the
parameters given in this standard.

s VOlti3ge 5. I At traction substations, the incoming supply is transformed and

rectified, using 6 or 12 pulse rectifiers, to provide the d.c. traction supply.
The positive pole is connected to the conductor rails through high speed
circuit breakers. The negative return is via the running rails. The two
nominal system voltages are detailed in Table 1.

Nominal Lowest Highest Highest

voltage permanent permanent non-permanent
voltage voltage voltage
u“ U~i.1 Umax, u max2
660 400 900 900
750 400 900 900

Table I

5.2 There will be voltage transients substantially higher than chose in

Table 1. The actual values of voltage txmsients and their duration depend
upon the interaction between the load and the power supply. Voltage
transients can also be genented by lightning strikes.

5.3 After a conductor rail has been isolated the voltage fed back into
the system by a collector shoe in contact with the isolated rail shall be
reduced to 60V or less w[thin a minute.

5.4 Re-energisation of tmction equipment shall be inhibited until the

Ime voltage at the conductor rail ISabove 450V.

5.5 The T&RS designer shall take account of the effects of

mterruptlons to the supply.

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6 Limitations on line 6. I The maximum direct current that can be taken by each train,
current including the current used by the train auxiliaries, is route specific and shall ..
be obtained from Railtrack.

6.2 Itmaybe necessary for the train to automatically adjust the line ‘,

current so that, if the line voltage falls below 600V, the maximum line ,, ,

current, mcludmg the train auxiliary current, is reduced in proportion to

the reduction m voltage below 600V. The necess]ty for this is route
specific and details shall be obtained from Railtrack.

7 Fault levels 7. I The maximum prospective short circuit current could be 200kA.
This current is interrupted approximately 20ms after the initiation of the
fault by which time the current may have reached 64kA. The maximum
rate of rise is typically I 0,000A/ms.

7.2 For a short circuit remote from a substation, the peak current is
typically 4kA, interrupted 150ms after the initiation of the fault. The
minimum rate of rise is 60A/ms.

7.3 Under normal operating conditions a short circuit may result in a

combination of the effects described in 7. I and 7.2 because the electrical
sections are normally protected by circu]t breakers at both ends.

7.4 Control room instructions allow reclosures of the circuit breaker

in order to re-energ[se the system.

8 Impedance of the 8. I The d.c. system impedance is route specific and details shall be
d.c. system obtained from Railtmck.

9 Requirements for 9. I Regenerative braking is not permitted in some areas covered by

regenerative braking the scope of this standard. Information relating to regenerative braking
can be obtained from Railtrack. Where it is permitted the following
requirements apply to trains.

9.2 Regeneration voltage shall not exceed 900V at the collector shoe.

9.3 Automauc detection shall be provided to measure line current and

Ime volrage. Regeneration shall cease within 100 ms if the impedance of
the conductor rai~as seen from the shoegear is less than the value defined
by the load line in Appendix B. The impedance corresponding to the load ,.
line shall be adjustable in the range 0.05 to 0.2 ohms per train with an
accuracy of f3%, including all transducers. The impedance for a particular
route is available from Railtrack.

9.4 Regenerative braking shall not be attempted if the hne voltage is

less than 450V. If regenerating already, the equipment shall cease to
regenerate if the voltage falls below 400V.

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Issue One Classic 750V d.c. 3rd Rail Electrification System and
Date June 1995 T&RS Parameters to Ensure lnterworking
Page 6 of 16

9.5 The train shall not regenerate if the train is the only source of
supply to the conductor nil.

9.6 Safe methods of isolation of the regenerative btaking system shall

be provided to allow instantaneous isolation and to prevent operation in
areas where regenerative braking is not permitted.

10 Mechanical 10.I The minimum height from the running rail to the lowest point of
parameters any collector shoe under all dynamic conditions shall be not less than
25mm. (reference GM/ll_O 10 I )

10.2 The infrastructure controller shall monitor the relationship

between the conductor rail and the running rail within design tolerances to
ensure safe operation of the collector shoe. Appendix C shows the
relative positions of the conductor tail and the running rail.

10.s At each end of a conductor rail section the contact surface is

ramped down as shown in Appendices D and E.

10.4 The slope of an unworn side entry ramp is I in 12 and the ,

maximum allowable speed over side entry ramps is 32 km/h in the facing
direction. For arrangement of side tamps see Appendix F.

10.5 The impact forces on all conductor rail ramps shall not be more
than 1500N.

10.6 The material of the contact face of the collector shoe shall be such
that the electrical erosion or sliding wear of the conductor rail contact
surface is as low as reasonably practicable.

10.7 The maximum designed static contact force shall be 300N between
the collector shoe and the conductor rail.

10.8 The maximum collector shoe dimension shall be 356mm x 10 Imm.

10.g The collector shoe shall be horizontal when applied to the

conductor nil at the nominal height of 76mm above running rail level. The
leading edge of the collector shoe shall, when new, present an angle of 90°
to the conductor rail in order to promote cleaning of the conductor rail .:
contact face.

10.10 The collector shoe shall be designed such that should it be

impacted by a large enough force to cause failure then that failure shall be
designed to occur in a safe predetermined manner.

10. I I After such a failure the risk of fouling the 3rd rail, running rail or
wheel/rail interface shall be minimised.

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Classic 750V d.c. 3rd Rail Electrification System and Issue One

T&RS Parameters to Ensure Inter-working Date June 1995

Page 7 of 16

10.12 The electrical connection between the vehicle and collector shoe
shall likewise fail safely with the electrical connection being severed at a .,
safe predetermined point and all live parts being securely retained.

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Appendix A

System description A./ Power for the d.c. traction system is taken from the Electricity Supply
Industry, generally at 33kV, 3 phase, at intervals of30 -45 km. Although a few
individual supplies are taken, in most cases power is distributed to the traction
substations via a 3 phase cable network provided for that purpose.

A.2 Traction substationsare normally placed between 5.5 and 8.5 km

apae with intermediate track paralleling huts to improve the voltage profde and
to halve the lengths of electrical sections,thus achieving adequate discrimination
between the maxtmum load currents and the mimmum short-circwt currents. If
the rectifiers at a substation are out of servicethe d.c. circuit breakem continue
to keep the conductor rails connected in parallel. On some routes, intermediate
track paralleling huts are not prowded, and substation spacings are generally
shorter.

A.3 The voltage on the 3 phase distribution system is kept between 85%
and / /O% of the nominal level.

A.4 Voltage spikes of up to 5kV can occur on the conductor rail.

A.5 The clearance time of a close-up short circuit is approx. 20ms, the peak )

values of the voltages mentioned above are maintained for / or 2ms.

A.6 During distant short circuits,voltages similar to close up short circuits

are generated except that the peak voltage may be sustained for 50-80ms.

A 7 Under normal operating conditionsa short circuit may result in a

combination of the efects described in A.4, A.5 & A.6 because the electrical
sections are normally protected by circuit breakers at both ends.

A.8 I &traneous voltages at various fi-equenciesrelated to the 50Hz a.c.

supply and the rectified d.c. ripple frequency may appear on the conductor rail
supp/y. Under fault conditionsit is possiblethat the rectifiers used for producing
the 750V d.c. will produce abnormal waveforms.

A. 9 No general protection is provided on the d.c. traction system against

hghtning over-voltages. Most substations have surge absorbers, set at about 3.5
k~ to protect the rect@ers.

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T&RS Parameters to Ensure Interworking Date June1995
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A./ O The value of impedance depends on the number of rectifiers m parallel,

the ratings of the rectifiers,impedance of the three phase distribution system, the .!,

type of conductor rad, the type of running rails and the physical configuration.
Some typical values are shown below.

a) The source impedance measured at the d.c. busbar is between 2.5 and 20
milliohms (mQ). A typical value for a single 2..5M W rectifier is /2 mK2

b) Conductor rails

The resistance per unit length of rail depends on the type of rail and the degree
of wear and corrosion. For standard steel rails the range from new 74 kglm rail
to fully worn 50 kg/m is 12 to 27 mK?/km. The resistance normally taken for
the calculation of the fault levels is 16 mL21km.

High conductivitycomposite aluminiumlsteel rails have a typical resistance of 7

mtikm. Wear of the steel su$ace has no practical efect on the resistance of
the rail and shall be ignored.

c) Running rails

The resistance per unit length of rail depends on the type of rail and the degree
of wear and corrosion. Far a single rail, the range from new 60 kglm rail to fully
worn 47 kglm rail is 29 to 40 m.f21km.

For the calculation of the fault levels,the running rails are assumed to be half
worn. The crosssectional area of fully worn rail is 85% of the area when new.
Ta arrive at the resistance per unit length of a single track it is necessary to
know whether one or both running rails are available for the traction return
current; i.e. whether single rail or double rail traction return track circuits are
used.

Where single rail trati”on return track circuitsare used, resistance of 32 mfl per
single track km is used for .56.4 kglm running rail.

For double rail traction return track circuits, a resistance of 19 m(2 per single
track km is assumed. This figure includes an allowance far short sections of
single rail track circuitswhich occur at points and crossings.

d) The inductance of the “out and back” loop is typically 2.2 -2.5 mH/km of a
two track railway.

.,
A. [ / Lengths af conductor rad vary between 5m and 550m. Each section of
conductor rail ISanchored at a central point to prevent along track movement.

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A./ 2 The conductor rail is supported by insulators at intervals which vary

between approximately 2.6m and 6. I m providing vertical support and lateral
restraint only. The insulators are mounted on the sleeper ends and itshould be
noted that the passage of the wheelsets over the sleepers of the track with
ballast formation may temporarily remove vertical support to the conductor rail.

A./3 The 750V d.c. 3rd rail electrification system has a number of
interruptions of electrical supp/y to trains. This is because of gaps in the
conductor rail which supplies the electricityto the trains. The gaps occur at
crossingswith roads, footpaths, etc., and at rail crossingsand junctions. Not
every gap results m an interruption of supply to a train as this depends on the
distance between collector shoes which are electrically interconnected on a
particular train.

A./ 4 Other interruptions to the supp/y maybe caused by contaminants on

the conductor rail.

A./ S All collectorshoes are likely to bounce when hitting the conductor rail
ramp and this may effectively extend the interruption of supply.

A./ 6 Itis, therefore, advisable to examine very carefully the efiect of gaps in
the conductor rail on the traction perjlormance af any new train or service taking
into account all these efects.

A./ 7 It should be noted that where collectorshoes are connected together,

then the interconnetiions could carry all or a propotiion of the current carried by
the conductor rail.

A./ 8 It should be noted that where axle referenced shoegear is used, the
variation in shoe height with respect to the conductor rail is minimised. Also, if
the upper and lower height limit stops are axle referenced, the shoegear is more
easily controlled and remains more stable during operation.

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Classic 750V d.c. 3rd Rail Electrification System and I=ue One
T&RS Parameters to Ensure Interworking Date june1995
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Appendix B

Typical electrical operating area diagram

0.2Q

\
o.14f2 \
\ \
tine voltage
\ \
‘\ \ 900
\ \
o.I Q,
\ \ 8Q0
\
\ \
\ \ 700
0.07s3
\ PWmr
\ 600
\
\ 500
\
-\
\ 400
0.05s.3 \
‘\ \
\ 300
.+ . \ . tine current
\\’.’, / tape= bdOW 600V
\
-.‘ \:,:\ ‘\ 200
/
/

Impedance values perttin - ‘..\\/ 100 /

(variable between 0.05S2aml0.02Q) > = . \ \,\
1 >,,
. /
/

kA Hill 65432

Current returned conductor

10 12345 H IcA

to CurrenttakenAm motoring
nil when regimenting

Notes:
The current shown when regenemting is the total line current. The regenerated
traction current can be higher if the coral current is measured.

——————— Load line

O.I C?example setung.

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Appendix C

Positioning of the conductor rail

Maximum dynamic
lateral excursion

405 I-20
4 b
I
I

Conductor rail level

@ .,.
E
! o
c

,
XL: ‘Unning
“i’ ‘eve’
$
k)
, Location of collector shoe

,
I

r ,
/ , \’
Location of conductor rail

* The static dimension defines the hmits of conductor rail installation

** The dynamic dimensions indicate the upper and lower positions of the conductor rail top surface and the
contact face of the collector shoe due to the dynamic effects of both the train and the track and defines
the limits between which the shoegear will be required to make current collection.

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Classic 750V d.c. 3rd Rail Electrification System and lSSUeOne
T&RS Parameters to Ensure Intenvorking Date June 1995
Paze130f 16

Appendix D

Double slope conductor rail ramp dimensions

Direction of Direction of
travel (trailing) travel (facing)
4
Top of slope ,

* ~/ A B
380
* + *
m in
1

Ist insulator

Support

Ramp A a Slope B b Slope

type
Facing 2400 50 1:48 600 76 1:24
Trallmg 1800 50 1:36 600 76 1.24
Terminal 1500 50 1:30 300 76 1:12
approach

I :48 becomes I :30 because of wear of the conductor rail

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Single slope conductor rail ramp dimensions

Direction of Direction of
travel (trailing) travel (facing)
4
Top of slope

&“ A
E-
m in

4
Ist iniulator

380 :;:O

l’Q--

Support

Ramp type A a Slope

Running hne end 3050 64 1:48
Low Speed 1830 64 1:30

I :48 becomes 1:30 because of wear of the conductor rail

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Appendix F

Arrangement of side ramps

xl

,$%

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References

Reference Location

EHQ/sT/c/50 I d.c. Electrified lines - Electric track equipment standards Appendices C, D, E,& F

GM/ll_OIOl Clearance requirements for electrified lines and T&RS 10.1

prEN 50163 Draft European Standard - Supply voltages of traction 3.6 to 3.1 I
systems (possible replacement for BS 757 I: 1992
specification for supply voltages of traction systems)

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