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Traction Power Supply Infrastructure and Light Rail Vehicle Interface

T LR EL 00007 ST

Standard

Version 1.0

Issued date: 25 May 2017

© State of NSW through Transport for NSW 2017

T LR EL 00007 ST Traction Power Supply Infrastructure and Light Rail Vehicle Interface

Version 1.0 Issued date: 25 May 2017

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Important message

This document is one of a set of standards developed solely and specifically for use on Transport Assets (as defined in the Asset Standards Authority Charter). It is not suitable for any other purpose. The copyright and any other intellectual property in this document will at all times remain the property of the State of New South Wales (Transport for NSW). You must not use or adapt this document or rely upon it in any way unless you are providing products or services to a NSW Government agency and that agency has expressly authorised you in writing to do so. If this document forms part of a contract with, or is a condition of approval by a NSW Government agency, use of the document is subject to the terms of the contract or approval. To be clear, the content of this document is not licensed under any Creative Commons Licence. This document may contain third party material. The inclusion of third party material is for illustrative purposes only and does not represent an endorsement by NSW Government of any third party product or service. If you use this document or rely upon it without authorisation under these terms, the State of New South Wales (including Transport for NSW) and its personnel does not accept any liability to you or any other person for any loss, damage, costs and expenses that you or anyone else may suffer or incur from your use and reliance on the content contained in this document. Users should exercise their own skill and care in the use of the document. This document may not be current and is uncontrolled when printed or downloaded. Standards may be accessed from the Asset Standards Authority website at www.asa.transport.nsw.gov.au

© State of NSW through Transport for NSW 2017



Standard governance

Owner: Lead Electrical Engineer, Asset Standards Authority

Authoriser: Chief Engineer, Asset Standards Authority

Approver: Executive Director, Asset Standards Authority on behalf of the ASA Configuration Control Board

Document history

Version Summary of changes

1.0 First issue

For queries regarding this document, please email the ASA at [email protected] or visit www.asa.transport.nsw.gov.au

© State of NSW through Transport for NSW 2017 S

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Preface The Asset Standards Authority (ASA) is a key strategic branch of Transport for NSW (TfNSW).

As the network design and standards authority for NSW Transport Assets, as specified in the

ASA Charter, the ASA identifies, selects, develops, publishes, maintains and controls a suite of

requirements documents on behalf of TfNSW, the asset owner.

The ASA deploys TfNSW requirements for asset and safety assurance by creating and

managing TfNSW's governance models, documents and processes. To achieve this, the ASA

focuses on four primary tasks:

• publishing and managing TfNSW's process and requirements documents including TfNSW

plans, standards, manuals and guides

• deploying TfNSW's Authorised Engineering Organisation (AEO) framework

• continuously improving TfNSW’s Asset Management Framework

• collaborating with the Transport cluster and industry through open engagement

The AEO framework authorises engineering organisations to supply and provide asset related

products and services to TfNSW. It works to assure the safety, quality and fitness for purpose of

those products and services over the asset's whole-of-life. AEOs are expected to demonstrate

how they have applied the requirements of ASA documents, including TfNSW plans, standards

and guides, when delivering assets and related services for TfNSW.

Compliance with ASA requirements by itself is not sufficient to ensure satisfactory outcomes for

NSW Transport Assets. The ASA expects that professional judgement be used by competent

personnel when using ASA requirements to produce those outcomes.

About this document

This standard sets out the requirements for the interface between the direct current traction

power reticulation system and light rail vehicles.

This document is a first issue.

© State of NSW through Transport for NSW 2017 of 20 S

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Table of contents 1. Introduction .............................................................................................................................................. 7

2. Purpose .................................................................................................................................................... 7 2.1. Scope ..................................................................................................................................................... 8 2.2. Application ............................................................................................................................................. 8

3. Reference documents ............................................................................................................................. 8

4. Terms and definitions ............................................................................................................................. 9

5. Electrical infrastructure standards ........................................................................................................ 9

6. Traction power infrastructure system electrical characteristics ...................................................... 10 6.1. Traction supply .................................................................................................................................... 10 6.2. 750 V dc protection .............................................................................................................................. 11 6.3. Line current (pantograph current) ........................................................................................................ 12 6.4. Regeneration ....................................................................................................................................... 12 6.5. Surge arresters and transients ............................................................................................................ 12

7. Overhead conductor system infrastructure ....................................................................................... 13 7.1. Overhead conductor system configuration .......................................................................................... 13 7.2. Overhead conductor position ............................................................................................................... 13 7.3. Overhead conductor running surface .................................................................................................. 14 7.4. Contact wire uplift ................................................................................................................................ 14

8. APS infrastructure ................................................................................................................................. 14

9. Ground contact charging system infrastructure ................................................................................ 14

10. Overhead contact charging system requirements ............................................................................. 14

11. Pantograph requirements ..................................................................................................................... 14 11.1. Pantograph position ......................................................................................................................... 15 11.2. Pantograph dimensional characteristics .......................................................................................... 15 11.3. Pantograph height range ................................................................................................................. 15 11.4. Pantograph dynamic performance .................................................................................................. 15 11.5. Pantograph raising and lowering ..................................................................................................... 15 11.6. Pantograph upwards thrust.............................................................................................................. 16 11.7. Pantograph current of a stationary vehicle ...................................................................................... 16 11.8. Contact strip material ....................................................................................................................... 16

12. Vehicle-borne requirements for APS ................................................................................................... 16 12.1. Shoe gear requirements .................................................................................................................. 16 12.2. Infrastructure interface ..................................................................................................................... 17 12.3. Pantograph management requirements .......................................................................................... 17 12.4. Ride-through capability .................................................................................................................... 17

13. Vehicle-borne requirements ground contact charging ..................................................................... 17

14. Vehicle-borne requirements overhead contact charging .................................................................. 18

15. Vehicle traction return .......................................................................................................................... 18


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16. Vehicle-borne electrical protection equipment .................................................................................. 18 16.1. Vehicle high speed circuit breaker ................................................................................................... 18 16.2. Auxiliary in-rush current ................................................................................................................... 19 16.3. Lightning impulse withstand ............................................................................................................. 19 16.4. Under-voltage protection ................................................................................................................. 19

17. Power regeneration requirements ....................................................................................................... 19

18. Information to be provided to TfNSW .................................................................................................. 19


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1. Introduction The 750 V dc electrical traction power supply infrastructure on NSW light rail networks supplies

power to the light rail vehicle (LRV) traction and auxiliary systems. The power supply

infrastructure also provides a path for regenerated energy from braking LRVs to supply other

nearby LRVs or to substations equipped with reversible traction converters where these are

provided.

These interface requirements are confined to the interaction of the traction supply infrastructure

with the vehicle based systems and components.

Influencing factors include the following:

• magnitude of electrical load – stationary and moving. This includes the type of LRVs, the

current required for powering, the current required for auxiliaries, the numbers of LRVs

operating (that is, the timetable), and the speed of operation

• traction system capacity including: maximum fault levels, minimum fault level, fault clearing

time, and rate of rise of current

• vehicle-mounted equipment including: protection, in-rush current, on-board energy storage

equipment for wire-free operation, and input filter characteristics

The electromechanical interface requirements enable the pantograph to interact safely and

reliably with the overhead conductor system to enable reliable transfer of power across the

interface.

Factors influencing the mechanical interface include the following:

• position and movement of the overhead conductor system (OCS), including contact wire

stagger, conductor tensioning mode, ambient temperature and crosswind

• pantograph head profile including end horns

• mechanical characteristics of the pantograph

• electromechanical characteristics of the collectors on the pantograph head

2. Purpose The purpose of this document is to set out the requirements for the interface between the

traction power supply infrastructure and LRVs.


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2.1. Scope This document sets out the technical requirements for the following:

• subsystems and components of the traction power supply infrastructure that interface with

LRVs

• subsystems and components of LRVs that interface with the traction power supply

infrastructure

2.2. Application The requirements of this document apply to new and altered light rail traction power supply

infrastructure and LRVs. See System Safety Standard for New or Altered Assets

T MU MD 20001 ST.

Unless otherwise stated, application is not retrospective to existing infrastructure and LRVs that

are not otherwise altered.

The standard is intended to be used by Authorised Engineering Organisations (AEOs) that

undertake work on traction power supply infrastructure and LRVs.

3. Reference documents The following documents are cited in the text. For dated references, only the cited edition

applies. For undated references, the latest edition of the referenced document applies.

International standards

EN 50119 Railway applications - Fixed installations - Electric traction overhead contact lines

EN 50124-1 Railway applications – Insulation coordination – Part 1: Basic requirements –

Clearances and creepage distances for all electrical and electronic equipment

EN 50124-2 Railway applications – Insulation coordination – Part 2: Overvoltages and related

protection

EN 50163 Railway applications - Supply voltages of traction systems

EN 50206-2 Railway applications – Rolling Stock – Pantographs: Characteristics and tests –

Part 2: Pantographs for metros and light rail vehicles

EN 50367 Railway applications - Current collection systems - Technical criteria for the

interaction between pantograph and overhead line (to achieve free access)

IEC 60077-1 Railway applications - Electric equipment for rolling stock - Part 1: General service

conditions and general rules


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Transport for NSW standards

EP 00 00 00 13 SP Electrical Power Equipment - Design Ranges of Ambient Conditions

T LR EL 00004 ST Traction Power Substations

T LR EL 00005 ST Direct Current Traction Power Reticulation

T LR RS 00100 ST LRU 100 Series – Minimum Operating Standards for Light Rail Vehicles –

General Interface Standards

T LR RS 00117 ST Electrical Circuits and Equipment for Light Rail Vehicles

T LR TR 10000 ST Light Rail Track Requirements

Other reference documents

CSELR Doc SYDNEY LIGHT RAIL - INTERFACE SPECIFICATION ROLLING STOCK /

POWER SUPPLY - SLR-ALS-D50-RST-SPE-000156 (This document is not readily available.

For access, please contact [email protected])

4. Terms and definitions The following terms and definitions apply in this document:

APS aesthetic power system

ASA Asset Standards Authority

HSCB high-speed circuit breaker

LRV light rail vehicle

TfNSW Transport for NSW

5. Electrical infrastructure standards The main electrical elements of electrical infrastructure which LRVs shall interface with are

traction power substations, the characteristics of which are the basis for many of the electrical

characteristics of the interface, and the dc traction power reticulation system, the interface with

which is electrical, geometric, and in some cases also control of equipment operation.

Specific requirements for traction power substations are set out in T LR EL 00004 ST Traction

Power Substations. Reference should be made to that standard for further information regarding

the capacity, characteristics and protection arrangements of traction power substations.


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Specific requirements for dc traction power reticulation are set out in T LR EL 00005 ST Direct

Current Traction Power Reticulation. The traction power reticulation system covered by that

standard comprises the set of infrastructure required to connect the traction power substations

to the LRVs. This can take one of several forms including the following:

• overhead conductor system – see Section 7 and Section 10

• segmented third rail system – see Section 8 for details of the aesthetic power system

(APS)

• ground contact charging system – see Section 9

Reference should be made to T LR EL 00005 ST for further information.

6. Traction power infrastructure system electrical characteristics

6.1. Traction supply The Transport for NSW (TfNSW) light rail electric traction infrastructure operates at 750 V dc

nominal in accordance with EN 50163 Railway applications - Supply voltages of traction

systems. For the purposes of EN 50163 where national conditions are referred to no national

conditions apply.

The 750 V dc nominal overhead traction systems are fed from the three-phase 50 Hz ac system

of the NSW grid through traction substations which convert the three-phase high voltage supply

to 750 V dc nominal.

Solid state converters are used within the traction substations. These converters may consist of

simple twelve-pulse rectifiers or sophisticated fully reversible traction converters. Regenerated

braking energy which is otherwise unused can be returned to the high voltage grid with fully

reversible traction converters. Harmonic filters are not normally provided on the dc side of the

rectifier set.

Failure of the converter equipment might result in 50 Hz voltages appearing on the 750 V dc

output of a traction substation.

The capacity of the converters typically range from 1200 kW to 2000 kW continuously rated.

The maximum infrastructure fault current shall be determined by the designer of the traction

infrastructure in accordance with IEC 60077-1 Railway applications - Electric equipment for

rolling stock – Part 1: General service conditions and general rules.


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The maximum LRV fault capacity shall be expressed in terms of the following:

• maximum allowable prospective fault current level at the vehicle

• corresponding circuit time constant

• rate of rise of current

The maximum infrastructure fault current and the minimum fault capacity of the LRV together

shall be accepted by the Lead Electrical Engineer and Lead Rolling Stock Engineer, Asset

Standards Authority (ASA) prior to the detail design stage to ensure interoperability objectives at

a NSW level are met.

The requirements in Section 6.1 are an interim measure. In future a maximum infrastructure

fault level and minimum LRV fault capacity may be stipulated.

6.2. 750 V dc protection Overhead conductor sections are usually fed from both ends via two high-speed circuit breakers

(HSCBs). In the event of a fault the two HSCBs will normally trip sequentially rather than

simultaneously. See T LR EL 00004 ST for further information regarding the protection

arrangements. The LRV shall be designed to withstand faults to the vehicle body upstream of

the on-board HSCB, such as might arise if the contact wire made contact with the vehicle roof.

While all on-vehicle faults should be cleared by the vehicle HSCB rather than the substation

HSCB, it is not essential that discrimination between the vehicle HSCB and the substation

HSCB is achieved in all cases.

The substation HSCB trip levels are sensitive to the rate of rise of current. The characteristics of

LRV and the substation HSCB shall be coordinated to prevent nuisance tripping of substation

HSCBs on the rate of rise element.

Before each HSCB closure, a line test of the electrical section shall be executed. The line test is

to ensure that no fault exists on the electrical section before feeding it by closing the HSCB. The

line test shall be performed by energising the electric section through a contactor and a current

limiting resistor for defined period. Provided that the current does not exceed a threshold level

the circuit breaker is then closed.

Depending on the type of fault detected, the circuit breaker may be allowed to reclose

automatically. The reclose timing of the circuit breaker shall be coordinated with the operation

and protection arrangements for equipment on the LRV.

The proposed line test resistance, the line test duration and the maximum current at which

re-close will be allowed and the corresponding control characteristics of the LRV together shall

be accepted by the Lead Electrical Engineer and Lead Rolling Stock Engineer, ASA prior to the

detail design stage to ensure interoperability objectives at a NSW level are met.


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6.3. Line current (pantograph current) The following parameters shall be specified by LRV suppliers and provided to the Lead

Electrical Engineer and Lead Rolling Stock Engineer, ASA to ensure interoperability objectives

at a NSW level are met:

• the maximum line current (including auxiliary current) under acceleration

• the peak line current following a pantograph bounce

• the maximum line current due to systems inrush when the LRV is re-connected to the

traction power reticulation system, such as a charging point in a wire-free area

• the maximum line current (after auxiliary current) under braking

The LRV shall be capable of operating at the maximum rated power (accelerating) whenever

the line voltage exceeds 622.5 V.

When the line voltage falls below 622.5 V the maximum line current shall not further increase.

When the line voltage is below 562.5 V the maximum line current shall fall proportionally with

line voltage.

6.4. Regeneration In some areas the traction system is capable of accepting power from regenerating vehicles

only when there are other vehicles capable of using the regenerated energy.

In other areas reversible converters are installed in the traction substations. These converters

will return braking energy regenerated by vehicles to the electricity network when no other

vehicles loads are nearby.

Notwithstanding the above receptivity is not guaranteed. LRV braking systems shall be

designed accordingly.

6.5. Surge arresters and transients Surge arresters shall be installed at cable to overhead interfaces, unless a design study

concludes that such installation is not required. The study shall be done in accordance with

insulation coordination requirements in accordance with EN 50124-1 Railway applications –

Insulation coordination – Part 1: Basic requirements – Clearances and creepage distances for

all electrical and electronic equipment and EN 50124-2 Railway applications – Insulation

coordination – Part 2: Overvoltages and related protection and with consideration of the built

environment.

LRVs shall be fitted with surge arresters as necessary on the basis that surge arresters are not

provided on the fixed infrastructure.


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7. Overhead conductor system infrastructure 7.1. Overhead conductor system configuration

Overhead conductor systems shall comply with T LR EL 00005 ST.

Overhead conductor systems shall be compatible with T LR TR 10000 ST Light Rail Track

Requirements.

Overhead conductor systems may take any one of the following forms:

• single contact only (trolley-type)

• twin contact only (trolley-type)

• single contact catenary system

• rigid conductor rail system

Helper cables may be installed to augment the current carrying capacity of the overhead

conductors.

Overhead conductor systems shall be designed for the following operating parameters:

• maximum vehicle speed – 80 km/h

• number of pantographs per vehicle – 1

• number of contact strips per pantograph - 2

• nominal contact wire height in open route – 5500 mm

Overhead conductors in the open route shall be auto-tensioned.

7.2. Overhead conductor position Under the worst condition of high temperature and cross wind, and including various

infrastructure tolerances, the design maximum displacement of the contact wire from the

superelevated centre-line shall comply with the requirements of T LR EL 00005 ST.

The minimum and maximum contact wire heights above rail and the maximum contact wire

gradient are in T LR EL 00005 ST.

Converging contact wires shall not contact the pantograph horn more than 60 mm below the top

running surface of the pantograph.


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7.3. Overhead conductor running surface The running surface of the contact wire contains mechanical discontinuities which can subject

pantographs to vertical forces and horizontal forces in the direction of the pantograph travel.

These forces are generally attributed to the following contact wire features and components:

• splices

• section insulators

• kinks

7.4. Contact wire uplift The design uplift of the contact wire shall comply with the requirements of EN 50119 Railway

applications - Fixed installations - Electric traction overhead contact lines, and shall allow for the

range of pantograph upthrust specified in Section 11.6.

8. APS infrastructure APS is an Alstom proprietary segmented third rail system requiring two collector shoes under

each LRV. The power rail segments are only energised when fully under the LRV. Refer to

CSELR Doc SYDNEY LIGHT RAIL - INTERFACE SPECIFICATION ROLLING STOCK /

POWER SUPPLY - SLR-ALS-D50-RST-SPE-000156.

Note: This document is not readily available. For access, please contact

[email protected].

9. Ground contact charging system infrastructure To support onboard energy, storage based wire-free operation ground-level contacts for

charging may be provided for shoe contact at light rail stops and other charging locations. Such

ground-level contacts shall only be energised when totally beneath the LRV.

10. Overhead contact charging system requirements To support onboard energy, storage based wire-free operation short sections of overhead line

or rigid contact bar may be provided for pantograph contact at light rail stops and other charging

locations.

11. Pantograph requirements Unless otherwise specified in this standard pantographs shall comply with EN 50206-2 Railway

applications - Rolling Stock - Pantographs: Characteristics and tests – Part 2: Pantographs for

metros and light rail vehicles. © State of NSW through Transport for NSW 2017 of 20 S

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11.1. Pantograph position The pantograph shall be installed on a bogie unit and as close as possible to the bogie pivot

centre.

11.2. Pantograph dimensional characteristics The vehicle and pantograph shall be designed to perform correctly with the contact wire

displacement from the superelevated centre-line of up to and including the design maximum

displacement given in T LR EL 00005 ST. This shall be achieved at the maximum pantograph

operating height taking into account the worst case cumulative effect of vehicle parameters

including the functional width of the pantograph, vehicle suspension movement, centre-throw or

end-throw, and pantograph deflection.

The width of the pantograph head shall not be more than 1710 mm, and shall not be less than

1680 mm.

The nominal width of the contact strip shall be in the range 1045 mm to 1210 mm.

11.3. Pantograph height range The maximum current collection height shall be not less than 6200 mm above the rail.

The minimum current collection height shall be not more than 3900 mm above the rail.

11.4. Pantograph dynamic performance The pantograph shall remain in continuous electrical contact with the contact wire at any speed

up to the maximum operating speed plus any design over speed (typically 10%), as specified in

the vehicle performance specification, and the maximum contact wire rising or falling gradients

as specified in T LR EL 00005 ST.

11.5. Pantograph raising and lowering When in the lowered position all parts of the pantograph shall fit within the applicable rolling

stock outline.

Where the lowering and raising of pantographs is required at the transitions to and from wire-

free areas, such raising and lowering shall be automated to ensure that these actions are

executed at the correct locations.


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11.6. Pantograph upwards thrust The nominal static pantograph uplift force at a contact height of 5500 mm shall be 85N +/- 10N.

Tolerances shall be in accordance with EN 50206-2.

The static pantograph uplift force shall be adjustable on the pantograph during maintenance.

11.7. Pantograph current of a stationary vehicle The pantograph shall be suitable for a stationary vehicle to draw up to the maximum current

specified for the LRV without thermal damage to the pantograph or contact wire. The maximum

temperature of the conductors shall not exceed the limits specified in EN 50119 and under the

environmental conditions applicable to overhead wiring in EP 00 00 00 13 SP Electrical Power

Equipment - Design Ranges of Ambient Conditions. The ability for the pantograph to meet this

performance requirement shall be tested in accordance with EN 50206-2.

11.8. Contact strip material The material of the contact strips shall comply with EN 50367 Railway applications - Current

collection systems - Technical criteria for the interaction between pantograph and overhead line

(to achieve free access).

The composition of the contact collector strip material shall be optimised for the vehicle

operating characteristics and maximise service life for both the contact collector strip and the

contact wire.

Any carbon insert shall not include any lead, or any other heavy metals.

12. Vehicle-borne requirements for APS Where APS is implemented for wire-free operation the vehicle-borne equipment shall comply

with the requirements of Sections 12.1 to Section 12.4.

12.1. Shoe gear requirements APS shoe gear shall be in accordance with Alstom system requirements.

APS shoe gear shall be mounted on a bogie section of the vehicle at the spacing and height

specified in the Alstom system requirements.

Automatic raising and lowering of the APS shoe gear shall be in accordance with Alstom system

requirements.


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Refer to CSELR Doc SYDNEY LIGHT RAIL - INTERFACE SPECIFICATION ROLLING STOCK

/ POWER SUPPLY - SLR-ALS-D50-RST-SPE-000156.


[email protected].

12.2. Infrastructure interface APS fitted LRVs shall communicate with the infrastructure to cause the sequential energisation

and de-energisation of the power rail segments in accordance with Alstom system

requirements.

The APS shall fail-safe such that APS no conductor-rail segment shall ever be live except when

entirely covered by a LRV.

The APS supplier shall specify the operating limits of the system when the conductor-rail

segments are covered by water.

Refer to CSELR Doc SYDNEY LIGHT RAIL - INTERFACE SPECIFICATION ROLLING STOCK

/ POWER SUPPLY - SLR-ALS-D50-RST-SPE-000156.


[email protected].

12.3. Pantograph management requirements Pantographs shall be raised and lowered automatically as the LRV transitions between APS

and overhead line equipment areas.

Automatic raising and lowering of the pantograph shall be initiated in response to track magnet,

balise or inductive loop.

12.4. Ride-through capability LRVs shall have sufficient onboard energy storage to ride through a number of consecutive

failed APS segments under the most arduous conditions of loading and gradient. The maximum

number of consecutive failed APS segments applicable to this requirement shall be specified by

the APS supplier.

13. Vehicle-borne requirements ground contact charging Where ground contact charging is used in conjunction with on-board energy storage for

wire-free operation the shoe gear shall be lowered and raised automatically as the LRV enters

and leaves the charging position.


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Automatic raising and lowering of the shoe shall be initiated in response to track magnet, balise

or inductive loop.

14. Vehicle-borne requirements overhead contact charging Where overhead contact charging is used in conjunction with onboard energy storage for wire-

free operation the pantographs shall be raised and lowered automatically as the LRV enters and

leaves the charging position.

Automatic raising and lowering of the pantograph shall be initiated in response to track magnet,

balise, or inductive loop.

15. Vehicle traction return The frames of all modules of the LRV shall be bonded to the traction return circuit.

The traction return paths shall be separate to the vehicle bonding (earth) paths up to the wheel

axle units.

All bogies shall have a wheel axle earthing unit.

Each LRV module shall have as a minimum two separate paths for traction return to the wheel

axle earthing units on separate bogies.

Each LRV module shall have as a minimum two separate earth vehicle body bonding paths to

separate wheel axle earthing units on separate bogies.

See section 6 of T LR RS 00117 ST Electrical Circuits and Equipment for Light Rail Vehicles for

related requirements.

16. Vehicle-borne electrical protection equipment 16.1. Vehicle high speed circuit breaker

Each powered LRV shall be fitted with a HSCB to detect and clear faults. This HSCB should

ideally clear any fault before the substation and sectioning hut HSCBs operate. The data

provided in Section 6.3 shall be used to determine the requirements of the LRV HSCB.


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16.2. Auxiliary in-rush current Vehicle equipment shall limit the magnitude of the total in-rush current to 1000 A for any one

incidence, with a maximum rate of rise of 60,000 A/s. This in-rush may be repeated at half-

second intervals.

Vehicle equipment shall limit the magnitude of the total in-rush current so that closing an open

substation or sectioning hut direct current circuit breaker (DCCB) onto a line with one or more

stationary LRVs shall not cause sufficient in-rush current to trip the DCCB.

16.3. Lightning impulse withstand The LRV shall be equipped to withstand a 10 kA, 8/20 μs wave shape lightning impulse.

16.4. Under-voltage protection The LRV HSCB shall open automatically if the line voltage falls below 400 V for more than 2 s.

17. Power regeneration requirements If a vehicle provides regenerative power, train regenerated voltages shall not exceed 900 V in

accordance with EN 50163.

18. Information to be provided to TfNSW The following information shall be provided to TfNSW for any new type of LRV before being

introduced onto the network:

• rated auxiliary demand in AW0, AW1, AW2, AW3 and AW4 loading

• maximum steady state current required for powering on the steepest track grades to be

encountered with the heaviest loads

• maximum steady state current required for auxiliaries under conditions set out in the

contract specifications

• maximum and peak line currents in Section 6.4

• maximum and minimum fault levels and associated parameters in Section 6.2

• the magnitude of any traction system or auxiliary system step current drawn from the

traction supply and its rate of rise

• motoring tractive effort versus speed curve at nominal 750 V

• braking tractive effort versus speed curve at nominal 800 V


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• maximum motoring line current versus line voltage curve across the voltage range 500 V to

900 V

• maximum regenerative braking line current versus line voltage curve across the voltage

range 500 V to 900 V

• to scale drawing of the pantograph

• to scale drawing of the pantograph envelope under the kinematic conditions set out in

T LR RS 00100 ST LRU 100 Series – Minimum Operating Standards for Light Rail

Vehicles – General Interface Standards


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