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AC DC Railway Electrification and Protection

Conference Paper · November 2014

DOI: 10.1049/cp.2014.1439

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 AC/DC RAILWAY ELECTRIFICATION AND
PROTECTION
R D White
Chief Engineer
Technical Authority Electrical Systems Integration
Atkins United Kingdom
roger.white@atkinsglobal.com
Keyword: electrification, system voltages, feeding, return
current, earthing.
Part 1 AC 25kV 50Hz ELECTRIFICATION SUPPLY
SYSTEM
1. High Voltage Electrical Supply
The technical strength of all electrification schemes lies in
the fact that the prime mover is removed from the train; but
this is also its economic weakness. By taking power from a
distribution network there is almost unlimited power
available which has been efficiently produced but the cost
of providing the fixed installations can only be justified
where the traffic is heavy or frequency is high.
The 25 kV A.C. 50 Hz electrification system has been
developed specifically for railway traction purposes. The
main feature that separates this system from the
conventional 3 phase and neutral HV distribution network
of the public supply authority is that the railway system is a
single-phase system with one pole earthed. Even though
other railway administration have their own individual
electrification schemes the basic design of the systems is the
same.
The 25kV rail network has been designed to meet the needs
of a fast, intercity, multi-track railway network carrying a
variety of trains at frequent intervals. This operation
requires an overhead system that is inherently safe for
employees and passengers, reliable and provides a high
degree of security of the supply to the traction units. This
will ensure that the electrification supply system is able to
provide the required power levels to fulfil the performance
of the traction units.
The 25kV high voltage A.C. locomotive is a complex
element of the total A.C. power system configuration. A
factor that makes the railway fundamentally different from
the domestic and commercial electrical supplies is that the
traction unit is able to change track position continuously.
This affects the characteristics and performance of the
power system and may be responsible for equipment failure
due to under voltage, overvoltage or overcurrent. If the
supply system is to have a high degree of security the
precise behaviour of the complete system must be known
and catered for in the design specification. If this is not
accomplished at the design stage then failures on the
locomotive [e.g. under voltage] or at the substation [e.g.
Zone 3 protection trips] can cause serious operational
difficulties once the system has become live.
Electrical Supply and Railway Infeeds. Railway
electrification schemes draw a single-phase supply from the
national electricity HV supply system. It is inevitable
therefore that train loads of between 2-12 MW [PMCF or
phase angle control], will create unbalanced current within
the HV 3 phase supply system, harmonic distortion and
voltage fluctuation to the supply system. In order to
minimise these effects on the HV supply authorities 3 phase
networks, connections are normally made to the supply
authority network at 132/275/400 kV.
Single phase transformers are connected to different phase
pairs of the grid supply at successive feeder stations along
the railway route, so as to provide the grid system with a
load that is distributed between the three phases.
1.1 Incoming Supply Arrangements Figure 1, 2
Normally the incoming feeder circuit is supplied from the
132/275/400 kV grid networks. The level of the traction
load and the availability of the grid will decide the point of
connection. At the railway feeder stations two incoming
circuits are normally made available, both of the feeds
being capable of individually carrying the total traction load
under normal traffic conditions, this will provide a power
supply with a high degree of security. It is not sensible to
provide an incoming feeder arrangement, which had a level
of security that was less than the 25kV overhead traction
system it is feeding. To increase the security of the supply
the railway 25kV busbar are fed from independent parts of
the H.V. network or by two H.V. busbars being fed
independently by the H.V. system. If there is a failure on
one of the supplies the fault does not interrupt the supply to
the second railway feed [see Figure1]. The two railway
feeders could be independent or may be banked with 33 kV
or 11 kV transformers feeding local industry or distribution
networks.
If there is a total loss of supply at a feeder station, supply to
the overhead railway network is transferred so that the
adjacent feeder station supplies power up to the non-
functioning feeder station. This new feeding arrangement
will give rise to loss of train performance due to the
increased voltage drop between the operational feeder
stations and individual locomotives. Any loss in time to the
traction unit, due to the outage of a feeder station should be
recoverable in the next normally fed feeding section.
Figure 1 Typical Supply Feeding Arrangement for a 25kV Electrified Railway
400 kV
Busbar Main
Three Phase 400kV Grid Circuit
Three Phase 400kV Grid Circuit
Circuit Breaker Normally 400/25kV
Closed
Isolator
Switching Isolator
25kv Railway Supply
1.2 Feeder Transformers ‘Classic’ Feeding
Arrangement of the Overhead Line
10 MVA 132 kV/25 kV fixed ratio [UK Network Rail] This
transformer is normally used on suburban electrified lines.
The transformer is usually oil immersed and naturally
cooled, if an oil circulating pump and forced air cooling is
installed the rating can be increased to 14 MVA.
18 MVA 132kV/25 kV variable ratio [UK Network Rail]
It is necessary to adjust the transformer tap setting, to give
the most suitable no-load voltage, this is determined by the
characteristics of the incoming supply feeder. Once set it is
only necessary to adjust the tap setting if the incoming
power system characteristics are significantly altered. The
transformer is usually oil immersed naturally cooled; if oil
circulating pump and forced air is installed that rating can
be increased to 26.5 MVA.
400kV
Busbar Reserve
© Copyright R D White 2006
400/25kV
Figure 2 Typical 25kV Feeding Section Normal Feeding

Feeder Station Feeder Station

2x18MVA Intermediate 1x18MVA
Intermediate Mid Point
Track Sectioning Cabin Track Sectioning
Track Sectioning Cabin
Cabin

132/25kV Transformer

Circuit Breaker Normally Open

Circuit Breaker Normally Closed

Neutral Section Copyright Dr R D White 2002

1.3 Feeder Transformers ii. BS EN50122-1, Railway applications - fixed

‘Autotransformer’ Feeding Arrangement of the
Overhead Line
40 to 80 MVA 400kV/50 kV
Single Phase transformer impedance is typically
specified to limit the maximum fault currents on the
25-0-25kV Autotransformer Systems to 10-12 kA. This
level is specified due to the characteristics of the
railway system and may be specified to prevent damage
to signalling circuits, limit the level of voltage induced
in telecommunications cables under fault conditions,
and limit the touch potential to earthed parts of the
supply systems.
2. Earthing of 25kV
Railway [Figure 3].
The 25 kV railway overhead system is a single pole
distribution network with the neutral at the feeder
station earthed. It is vital therefore that the earthing
arrangements of the distributed return conductor rail
network and of the traction units conform to standard
recommendations.
installations, Part 1: Protective provisions relating
to electrical safety and earthing
iii. BS EN50122-3 Railway applications - Fixed
installations - Electrical safety, earthing and the
return circuit - Part 3: Mutual Interaction of a.c.
and d.c. traction systems
iv. BS 7671, Requirements for Electrical
Installations. IEE Wiring Regulations Seventeenth
Edition, BSI, 2008.
v. BS EN62305 pt 1-4, Protection against Lightning,
vi. BS EN50388, Railway applications — Power
supply and rolling stock — Technical criteria for
the coordination between power
supply(substation) and rolling stock to achieve
interoperability
Electrified vii. BS EN50119 Railway applications -Fixed
installations -Electric traction overhead contact
lines
viii. Guidelines for the Design Installation Testing and
Maintenance of Main Earthing Systems EATS 41-
24 1992.
ix. BS 7430, Code of Practice for Earthing, BSI,
1998.
x. Electricity Council Engineering S 5/1.

3. UK and European Standards

i. IEC 60479-1 2005 Effects of current on human
beings and livestock.
LV Networks Network Rail Standards

xi. BS EN50310, Application of equipotential i. NR/SP/ELP/21085 Specification for the design

bonding and earthing in buildings with of earthing and bonding systems for 25kV a.c.
information technology equipment, BSI, 2006. electrified lines
xii. BS EN50310, Application of equipotential ii. PAN 0102 Earthing and Bonding for AC
bonding and earthing in buildings with Electrification Schemes applying Common
information technology equipment, BSI, 2006. Bonding
xiii. Technical Specification 41–24. Guidelines for iii. AC Traction Supplies to British Rail ER P24
the design, Installation, Testing and [1984] Electricity Association recommendation.
Maintenance of Main Earthing Systems in iv. NR/GN/ELP/00015, Signalling Power Supply
Substations, Energy Networks Association, Design
1992. v. NR/L2/TEL/30034, Radio Mast Lightning
xiv. HD637, Power Installations Exceeding 1kV a.c., Protection and Earthing System, Network Rail,
CENELEC, 1999. issue 02.
xv. IEC 60364-1, Low Voltage electrical vi. NR/SP/ELP/21106 25 kV a.c. System
installations - Part 1: Fundamental principles, Protection Calculations
assessment of general characteristics, definition, vii. NR/SP/ELP/21036 Specification for 25kV
IEC, 2005.Recommendation Booster Transformers for a.c. electrified lines
xvi. K-27, Bonding configuration and earthing inside viii. NR/SP/ELP/21078 Specification of design of
a telecommunication building, ITU-T, 1996. the Return Conductor Systems for AC
xvii. ITU-T Directive Vol II Protection of Electrified Lines
telecommunications lines against harmful effects ix. NR/SP/ELP/21074 Overhead Line Equipment
from electric power and electrified railway lines; Allocation design
Calculating induced voltage and currents in x. NR/GN/ELP/27010 Guidance for compatibility
practical cases between electric trains and electrification
xviii. ITU-T Directive Vol VI Protection of systems
telecommunications lines against harmful effects
from electric power and electrified railway lines International Standards
Danger, damage and disturbance
i. Technical Specification 41–24. Guidelines for
Group Standards the design, Installation, Testing and
Maintenance of Main Earthing Systems in
i. GM/RT/1000 Compatibility between Electric Substations, Energy Networks Association,
Trains and Electrification Systems 1992.
ii. GE/RT8023 Compatibility between Electric ii. HD637, Power Installations Exceeding 1kV a.c.,
Trains and Electrification Systems CENELEC, 1999.
iii. GL/RT1254 Electrified Lines Traction Bonding iii. IEC 60364-1, Low Voltage electrical
iv. GE/GN8600 Guidance on the Conventional Rail installations - Part 1: Fundamental principles,
Energy TSI assessment of general characteristics, definition,
IEC, 2005.
Group Standards Withdrawn 07 12 2013

v. GE/RT8016 Verification of Electrification Technical Specifications for Interoperability (TSIs)

Systems and Interactions with Other Systems
vi. GM/RT/1031 Electromagnetic Compatibility The formal definition of interoperability in the
between railway Infrastructure and Trains Interoperability Directive 2008/57/EC is "the
vii. GM/RT1042 Protection of 25 kV a.c. Overhead ability of the rail system to allow the safe and
Line Equipment from the Effects of the uninterrupted movement of trains which accomplish the
Operation of Steam Locomotives required levels of performance
viii. GL/RT1253 Mitigation of DC Stray Current
Effects i. High speed TSI ENERGY
ix. GE/RT8016 Verification of Electrification ii. Conventional TSI ENERGY
Systems and Interactions with Other Systems iii. High speed TSI RST
iv. Conventional TSI RST
Figure 3 Earthing and Bonding in AC Electrified Railways

Stage 1 & 2 Earthing and Bonding Principles

Open Route Section of an Electrified Railway

*Grid Site Earth Potential Rise: Calculations required for all

interconnections between the railway and traction return system

Grid Site Aerial Earth Wire

*Earthing Connection agreement is required with
the National Grid Operator
Feeder Station
25kV
Grid Tower

Substation

Public / Non-Railway
Local Structure
Earth
Traction Return Rail

Radio Antenna Telecoms Screening Conductor

Copper Signalling
External Utilities
Earth Mat
Track circuit (e.g. Water,
or Axle Telecoms. Gas)
See Note Counters
Telecoms. PSU

See Note
5&6
Signalling PSU
Conducting

5&6
Telecomms. Path Gapping
Local Sheathed Cable
Point Machine Structure
Public / Non-

Gapping

Earth
Railway

Earth

External
MV Power Cable earth

LV/MV Cable Screens

Non-Traction Earth (NTE)

~1km typical
Track
Lightning Earth Pit Structures
Conductive Fences /
Handrails / Walkways
 25kV Earthing and Bonding Principles
Stations, Viaducts and Tunnels of an Electrified Railway
Viaducts Tunnels Stations

Public / Non-Railway
~1km typical Note 7 ~1km typical Note 7 Cross Bonding either
Aerial Earth Wire side of Station Structure

25kV

Reference Drawing 4
Railway Return Current Bonding Principles
Local Structure
Earth

External Utilities
Metal Pipes (e.g. Water,

See Note
Gas)

7&8
Signalling
Radio (see note 6) Telecoms Screening Conductor Metal Trays,
Antenna Cable
(see note 3) Conducting
Containment
Path Gapping
Track circuit + Catwalk
or Axle Telecoms. (see note 6)
Counters Station
MV / LV External
Telecoms. PSU Metallic
Earth Signalling PSU earth
MV Power Cable Equipment Power
Gapping
Telecomms. Supplies Power Electrical
Local
Point Machine Structure Sheathed Cable Apparatus Cable Earth
Auxiliary Comms, Gapping
Earth Substation Vids, PA, etc

See Note
See Note

7&8
7&8
Station Main Earth Bar
Two bonds
required for
redundancy

Non-Traction Earth
(see notes 1,2,3,4) Lightning
Viaduct Protection System
Structures
Lightning Earth Pit Conductive Fences / (see note 5) Station
Tunnel Handrails / Walkways
Station Earth
Structures Structures Mat
 System Overhead Line
The main factor which must be considered on an Voltage [kV]
earthed electrification system is the voltage level of < 5 mins

exposed metal in relation to the general mass of the

earth. Under normal operating conditions this should 29 U max2 [29.0 kV]

be limited to 25 volts [under the European Directive U max1 [27.5 kV]

27
EN 50122-1 this has been increased to 60V], however,
under fault conditions the limit rises to 670V for U nominal [25 kV]
25
200ms.
23
Electrical Supply System Recommendation and
Standards. The supply system parameters for the 21
interface with a high voltage transmission system at the
point of common connection with the nearest 19 U min1 [19.00kV]

non-railway consumer are specified for the UK rail

U min2 [17.25kV]
system in the Publication from the Associated 17 < 10 mins
Engineering Recommendations P24.
Details of voltage limits, variations, limits of unbalance Time in Minutes
and harmonic distortion are detailed below:
Figure System Voltage Variation
4. Supply System Parameters
Additional Requirements for Network Rail: Under
4.1 A voltage variation produced by the extreme conditions, where a supply point is completely
traction load at the point of common out of service, the traction equipment must operate down
connection:- to 12.5 kV for up to 2 minutes and 14 kV for up to 10
minutes. The frequency of the supply system will
 The voltage change caused by the load changes typically remain within the range of 50 Hz +/- 1%.
with a cyclic variation of greater than two hours is
limited to no more than 3%.
 4.3 System Frequency
 The voltage change caused by load changes with
cyclic variation of less than two hours but greater The system has a nominal frequency of 50Hz with
than two minutes is limited to a step of 1.5%, or a limits specified by the electrical generating supply
ramp of 3.0% over two seconds, limits are industry. Typically nominal frequency is 50Hz with a
reduced by 25% at 132kV. variation of plus or minus 0.5Hz. Ref G5/4 Electricity
Council Recommendations.
4.2 System Voltage Variation BS EN 50163
4.4 Harmonic Distortion
Definition of operating 25kV 15kV
System voltages The maximum value of voltage distortion due to any
odd and even harmonics have been slightly increased.
Umin2 lowest non permanent 17.5kV 11.0kV
voltage duration 10min, The maximum value for Planning Levels of Total
Umin1 lowest permanent voltage 19.0kV 12.0kV Harmonic Distortion for 20kV to 400kV is 3%.
duration indefinitely,
Un nominal voltage designed 25.0kV 15.0kV Compatibility Limits have now been added to the
system value, recommendation for system voltage 66 and 132kV
Total Harmonic Distortion is 5%, and 275 & 400kV is
Umax1 highest permanent 27.5kV 17.25kV
3.5%.
voltage duration indefinitely
Umax2 highest non -permanent 29.0kV 18.0kV
voltage duration 5 min.
4.5 Electricity Supply Tariffs
Some electric traction manufactured prior to the
introduction of these limits are not compatible , yet are The tariffs for traction supplies are not specific and
authorised to run on the network. may be negotiated by the railway company which
purchase the supply. Therefore if an intercity passenger
network is responsible for the purchase of the electrical
supply, they may negotiate a price which benefits their
daytime traffic in preference to a freight haulier whose
main traffic is over night. The benefits of this type of
bargaining may well place a railway’s freight business
at a disadvantage. There are a number of parameters
which may be taken into consideration when a tariff is
made between a supplier and a customer.
With Electricity Power Supply Industries being
privatised, the traditional way electricity is purchased
has changed. The electricity can be purchased in some
cases from one of many suppliers and even the railways
wholly owned power generation system. The costing
therefore has become more complex and may involve a
number of factors. [Operation within the UK: Unlike
the majority of industries Network Rail purchases its
electrical supply from the two generating authorities,
Powergen and National Power in England and Wales,
and Scottish Power and Hydro Electric in Scotland.]
4.6 Typical Charges for a Railway may
typically include:
Data Collection and Metering Cost [1%]
This covers installation and maintenance of metering
equipment.
Connection Charge 12%
This includes two components parts covering:
 Maintenance of the Supply Point
 Ongoing cost of the installation spread out over
the life of the site
At each supply point the authority provides the H.V.
switchgear, 132/25 kV transformer, protection
equipment.
Unit Cost [Energy 82%]. The cost of energy [kW]
provided by the electricity authority is related to the
basic cost of fuel. To improve the base loading of the
supply system and reduce the peak loading, the supply
authority provide different rates whereby energy can be
purchased cheaper at times of minimum demand.
Distribution Costs [ 5%]
The charge made to a major consumer has to cover all
three areas. The use of the national and regional
distribution networks is normally charged to the
supplier who in turn includes this portion in the total
charge made on the customer. If the Railway Company
receives its supply from the 275kV supply there will
only be a charge made to the national distribution
network.
Charges may be based on the following:
i. Maximum Demand Charges. Maximum demand
charges are made by the supply authorities, and
relate to the maximum demand required by the
railway electrification system at the times of the
supply authority’s systems maximum demands.
This cost is necessary to provide the capacity in the
generating and H.V. transmission system, which is
only required at the periods of maximum demand.
ii. Distribution Charge [within the privatised
power supply network]. Privatisation of the power
supply network brought about separate companies,
the suppliers of electricity, the national distribution
network [National Grid], and the regional
distribution networks [Regional Electricity
Companies].
4.7 Power Factor of a Non Sinusoidal
Power System [figure 4]
The supply system is not truly sinusoidal and therefore
it is necessary to address the effect of the harmonic
distortion on the power factor of the system. The
harmonic currents that flow in the system need to be
taken into consideration when assessing the Volt-
Amperes. The harmonic component of the supply
system will reduce the effective power factor of the
system below unity.
The tariff rates are structured to encourage consumers
to maximise their power factor, and hence improve the
utilisation of the installed capacity. For example, a
power factor of 0.8 causes an increase of 30% in VA
capacity compared with the unity power factor.
The more recent traction units are designed with an
input pulse converter that will draw power factor that is
very near to unity. The auxiliaries of the traction unit
and the passenger rolling stock may cause this factor to
reduce slightly.
Definition of Power Factor.
Power Factor = Real Power [unit watts]
Apparent Power [unit volt-amperes]
Traction Unit Power Factor: The power factor of a
Phase Angle controlled traction unit will vary from 0.5
to 0.85 this has an effect on the amount of reactive
power measured by the supply authority. In the UK the
supply authorities have not charged directly for reactive
power, however if in the future this policy is changed it
would be necessary to reconsider the power factor
taken by traction units.
The power factor of a pulse converters traction unit will
normally be close to unity. This is achieved by the
control system of the pulse converter. In reality there
will be slight variation from 0.95 to 1.
Figure 4 Variation of Power Factor with MVA load
50
40
MVA
Volt
Amperes 30
20
10
0.2 0.4 0.6 0.8 1.0
Power Factor
4.8 Unbalance within the National Grid
Supply
An A.C. traction supply is a type of disturbing load in
two respects, it inherently requires a single phase
supply and secondly the locomotive transformer and
rectifier have a non linear characteristic and therefore
draw a rectangular current waveform from the supply
which is rich in harmonics.
A.C. traction supplies are single phase loads, these
supplies are connected between the line to line of the
public supply system. It is inevitable therefore that
unequal phase currents will be drawn through the
public system. It follows that the voltage drop between
power stations and low voltage busbar will be unequal
on the three phases. Any 3-phase customer fed from
that busbar will have unequal phase voltages.
It is necessary to quantify this unbalance among the
three phases in order to specify limits and penalties
customers must be prepared to pay if such loads are
used. Classical ‘phase sequence component’ provides
this by yielding the negative phase sequence [NPS]
voltage vector and this quantity is a useful and
meaningful measure of the unbalance produced.
The problem of three phase unbalanced loads on the
supply system is that other consumers connected at the
point of common coupling will be affected by the
negative phase sequence currents and the consequential
voltage drops. The main risk from the NPS is in the
heating effect on A.C. motors and generators.
Limits of Unbalance: IEC Standard 34.1: This states
that, the limit of negative phase sequence voltage that
can be applied to induction motor terminals is 2% and
that A.C. generators must be capable of operating when
the circuit supplied absorbs a negative phase sequence
[NPS] current of not more than 5% of positive phase
sequence component.
Where there is a weak supply point it is necessary to
monitor the level of NPS, this is achieved with an alarm
that informs the electrical control that the limit is about
to be exceeded. It is necessary then to reduce the
operational traction loads to ensure that the level of
NPS is maintained within the prescribed limits.
Limits of NPS and Harmonic Distortion are detailed in
Electricity Council Recommendation [G5/4], recently
implemented [2002] by the Electricity Council
ii. Methods Applied to Reduce Unbalance
[figure 5]
Reduction in the level of unbalance in the power
system is a costly process especially if it has to be
considered retrospectively. It is not always possible to
predict increased levels of load, however future
increases should always be considered during the
design stages of railway electrification.
The worst case is usually when one of the two
transformers is out of service and hence the second
transformer at the feeder or [the next feeder station
with second stage emergency feeding] takes the
combined railway load. Some remedies could be
cheaper than providing extra railway in feeds:
 two transformers at a supply point to another site
or a standby transformer can be provided;
 Changes to the connection of the traction supply
transformers should be the first consideration
when it is required to relieve a disturbance;
 It may be that the railway can transfer some of its
load to an adjacent and stronger supply point by
planning to move the mid point 25kV section
switch nearer to the weakened supply point;
 Relief can be obtained by moving one of the
proposed feeder stations;
 Balancers applied to the 3 phase network are the
only other solution to reduce unbalance
 conditions. It is a variable unbalanced load and it
is applied to the network at either the 25kV or
132kV, in view of the cost of the equipment
involved and complication of installing such a
system an additional supply point may be
preferred.
Figure 5 Three Phase Balancers
4.9 Overhead Line Resonance [figure. 6,7,8]
Harmonic distortion to the network voltages is caused
by machine saturation effects and non-linear elements
such as thyristor power converters. Electricity Supply
authorities specify limits for total distortion which are
generally in the range 0.5 - 3%. The harmonics
produced by power converters can cause resonance of
the power supply network due to the series/parallel
characteristic of the overhead line, and the supply
transformer, this in turn can produce serious over
voltages. The impedance of the supply system is
required to be controlled with the use of damper [rc
network] to ensure that the system impedance is such
that potentially dangerous over voltages do not occur.
Figure 6 Overhead Line Resonance
4.10 Reactive Power Compensation
On A.C. railway systems the control of the catenary
voltage is important if trains are to perform to
specification without causing mal operation of
equipment or loss of performance, this can be achieved
by means of single phase compensators since the
maximum distance between substations is a major
factor which governs the voltage regulation of the
supply network.
Reactive power compensation has two principal
applications on A.C. railway electrification systems:-
 It enables the peak load from the supply
system to be increased and hence allowing an
increase in the substation spacing.
 It reduces the 3-phase unbalance caused by
the single-phase loading.
Compensation to existing railway networks may be
applied at the start of the electrification project or be
added when the load reaches a critical level. A major
advantage of compensation systems is that installation
of the equipment will produce only a minimum amount
of disturbance to the flow of railway traffic on the
electrification system.
Future electrification schemes are likely to be designed
with longer traction feeding sections and also higher
substation loads. In some areas of the world where it is
not economical to provide extensions to the high
voltage networks, longer feeding sections will become
inevitable. For minimum costs and changes to the
existing high voltage network the use of compensation
networks will be necessary.

Figure7a Locomotive A.C./D.C. Waveforms

`Figure 7b A.C. Electrification System

Waveforms
Figure 8 Equivalent Circuit for A 25kV Electrification
Systems

AC 25kV Electrification System Equivalent Circuit

ESI Supply 25kV

Traction Supply
Point 50Hz
Transformer

Supply Overhead Line

Transformer
© Copyright R D White 2006

Figure 9 Classic Arrangement of the Overhead Line including Booster

Transformers and Return Conductors

Mid Point Connector Return Conductor

Booster Transformer

Grid Site Track Side Overhead line

Sub Station Feeder
Station

Steel Work Railway Fencing

Telecommunications Cables

Earthed Screening Conductor

©
Copyright R.D.White 01/04
Armour of Cables or Metal Pipes
5. 25kV Classic Feeding Arrangement
There are a total 8337km km in the UK figures 2014
5.1 Electrical Supply Grid Transformers
The supply points for the railway electrification system
[25 kV] are normally provided at intervals of between
40-60 km; this spacing is specified so that the overhead
line meets the specification for voltage regulation on
the 25 kV system under worst case "second emergency
feeding" arrangement. The electricity supply authority
normally provides incoming feeder at 132 kV, if this is
not available it is necessary to provide the supply at
275 kV. With the supply being only single phase, the
electricity supply authority may try to balance its load
by supplying feeds from a different phase at adjacent
feeders. This will not eradicate all the problems
associated with unbalanced loads, but it does help to
reduce adverse effect on the supply authority’s system.
The security of the supply to the overhead line is
paramount for the reliability and efficiency of the
whole traction system. To achieve this level of
reliability it is normal for two supply points to be
provided at each feeder station each being able to carry
the total traction load for the feeder station under
normal railway operating conditions.
5.2 Return Conductors
When considering a 25 kV supply system the track
feeding sections are only half of the total feeding
arrangement. One of the running rails of each track
carries the traction return current, these rails are all
bonded together and in turn bonded to each overhead
line structure thereby forming a distributed earthing
system and typically having an overall resistance to
earth of less than one ohm. At the feeder station the
return rails are connected to the neutral side of the
feeder transformer.
5.3 Booster Transformer Arrangement
[figure. 9]
The return current in the distributed earthing system is
liable to cause an excessive amount of electromagnetic
induction into adjacent telecommunications circuits.
To minimise this current is constrained to return to the
feeder transformer in return conductors positioned near
to the 25 kV overhead line and in such a way as to
reduce the level of interference. The return current is
constrained to flow in the return conductor by booster
transformers [current transformers] which have their
primary connected in series with the 25 kV line and
their secondary connected in series with the rail return.
These booster transformers are positioned at
approximately 3 km intervals, one booster is required
for each 25 kV overhead track feed.
5.4 Feeding Arrangement
25kV single phase supplies are received from the
supply authorities at railway feeder stations. The
function of the feeder station [FS], Intermediate track
sectioning cabin [ITSC] and mid point track sectioning
cabin [MPTSC] are to control the distribution of the
supply to the overhead line equipment.
At the FS each incoming feeder has its own circuit
breaker on the 25 kV busbar, the two feeds can be
isolated with the use of the bus-section circuit breaker
thus allowing both feeds to be independent of each
other. The HV feed is then supplied to the overhead
line through the track feeder circuit breaker supplying
the feed for one main railway track in each direction
from the feeder station. It is necessary, therefore, to
provide four track feeder circuit breakers for a two
track railway system. This somewhat complicated
switching arrangement does provide the operator with a
very versatile system under maintenance or outage
conditions.
Mid point track-sectioning cabins [MPTSC] are
situated at the midpoint between feeder stations. The
function of the MPTSC is to provide electrical
separation between adjacent supply points. The
MPTSC also provides sectioning and track paralleling
for the 25 kV systems, this provides a high level of
security and the best feeding arrangements without the
loss of supply. Intermediate track sectioning cabins are
positioned approximately half way between FS and
MPTSC, their function provides paralleling of the
overhead line and sectioning similar to that of a
MPTSC, except ITSC are not able to terminate a
feeding section.
Normal Feeding Figure 2
Under normal feeding arrangements each FS supplies
the feed to a MPTSC in each direction. Further
sectioning and paralleling of the overhead line is
provided by the ITSC situated midway between the FS
and the MPTSC. Under normal feeding arrangements,
therefore, it is necessary to have the bus-section
coupler in the FS and MPTSC ‘open’, this ensures that
the feed from the FS to the MPTSC is ‘single ended’.
Under this configuration the 25 kV system fault level is
limited to 6 kA, this restricts the interference and high
voltages to earth in lineside track signalling and
telecommunications equipment. To cope with such
high fault currents the switchgear is normally rated at
12 kA. If small feeder transformers are used, it is
possible to operate them in parallel assuming that the
phasing is common.
First Stage "Emergency Feeding" [figure 10]
First stage "emergency feeding" is when a single circuit
outage occurs at a two-circuit supply point. The 25 kV
supply is maintained to the overhead line by closing the
bus-section circuit breaker. If it is necessary to
maintain a feeder transformer, the two incoming
supplies may be paralleled by closing the bus-section
breaker, this will ensure that during the changeover, as
the feeder transformer is being isolated, supply is
maintained to both the feeding sections.
Second Stage "Emergency Feeding" [figure. 11
Second stage "emergency feeding" is when a FS has a
complete loss of supply. This could be caused by a
failure of the 132 kV feed provided by the electricity
supply authority, or a failure of the one or two feeder
transformers in the FS.
It is vital that the 25 kV A.C. supply is maintained to
ensure that the railway service does not come to a
standstill. This is achieved by isolating the faulty
feeds/transformers, once this has been accomplished
the bus-section breakers in the FS can be opened and
the bus-section breakers in the adjacent MPTSC closed.
This will enable the supply from the two adjacent
feeder stations to feed right up to the non-supplying
feeder that has now become a MPTSC.
Figure 10 25 kV Emergency Feeding 1st Stage

Feeder Station Feeder Station

2x18MVA 1x18MVA
Intermediate Intermediate
Mid Point
Track Sectioning Cabin Track Sectioning Cabin
Track Sectioning Cabin

© Copyright R D White 2006

132/25kV Transformer

Circuit Breaker Normally Open

Circuit Breaker Normally Closed

Neutral Section

Figure 11 25 kV Emergency Feeding 2nd Stage

Feeder Station Feeder Station

2x18MVA 1x18MVA
Intermediate Intermediate
Mid Point
Track Sectioning Cabin Track Sectioning Cabin
Track Sectioning Cabin

© Copyright R D White 2006

132/25kV Transformer

Circuit Breaker Normally Open

Circuit Breaker Normally Closed

Neutral Section

Section Overlap
6. Autotransformer 25kV [figure 12]
AT’s were first used for railway electrification design
in 1913 when the New York, New Haven and Hertford
railway electrification was extended to New Haven.
The design by Professor Scott was introduced to reduce
the line loss and the inductive interference on the
11-0-11kV 25Hz electrification system. [Scott was also
the inventor of the Scott connected transformer]
The idea was then adopted by the Japanese in 1962 for
the extension of one of their railway lines, at 25-0-
25kV system. Subsequently in 1981 SNCF adopted the
25-0-25kV for use on a section of the Paris-Lyon TGV
line. This new arrangement proved so successful, that
SNCF adopted it as the standard feeding arrangement
for each of their new TGV lines.
The railway industry in Europe and worldwide has
been under great commercial pressure from the airlines
industries. To compete with the airlines over 500-
1000km it has become necessary to increase the line
speed to 200-300km/hr. The rapid expansion of the
motorway network has not been able to compete with
the growth in the road freight and passenger transport.
There is a requirement therefore to build high speed
passenger intercity lines and to upgrade existing 25 kV
passenger and freight lines.
This necessity to increase trainload, operational speed,
and the frequency of trains required the introduction of
a stronger and more rugged electrification distribution
system. Autotransformer has been introduced in a
number of countries including in Australia [Blackwater
and Gregory Coal line], Chinese Railways
[Datong to Qinhaungdao], Russia [Vjaz’ma to Orsha],
Japan [Bullet Train], France [TGV Lines], Spain,
Belgium [TGV Lines], Hungarian State Railway [ Lake
Balaton] and New Zealand [North Island line].
Currently the UK has Autotransformer systems on
 HS1 (Channel Tunnel Rail Link)
 Thameslink
 WCML
 Liverpool-Manchester – now in service from
Manchester to Newton-le-Willows – and the
upgrade to LNE
Implementation on Great Western Electrification,
Crossrail and HS2.
6.1 Principle of the Autotransformer
System
Autotransformer supply schemes are increasingly used
for A.C. electrification to take advantage of the 2 x 25
kV power transmission, yet being able to utilise the
standard 25 kV traction equipment. The
autotransformer works on the principle that the train is
supplied between the +25kV and rail. The rail and earth
currents are then returned at 50kV to the adjacent
autotransformer at either end of the section. The current
in the traction unit [25kV] is therefore twice the current
returning through the autotransformer and the auxiliary
feeder cable [50kVThe operation of classic systems is
different from the autotransformer arrangements in that
the booster transformer is only energised when a train
is in section, whilst the autotransformer is energised
whenever the supply is available in section and is
independent of train position. In practice however most
of the train current is supplied from the two adjacent
autotransformers, making a power circuit where the
current is supplied mainly in the catenary and auxiliary
feeder. The main advantage of the autotransformer
system over the booster transformer system is that the
voltage drop in the supply system [nominally 50kV] is
less, with the auto-transformer capable of supplying
more power with less system losses, providing there is
a train in section.
The ideal connection for an AT System is to the
existing National Grid Substation with a high level of
security of supply and high fault level. The figure 12
shows a typical double circuit input from a 400kV
Super grid Supply Point. The primaries are connected
across two phases of the supply. The secondaries are
centre tapped the two poles connected to +25kV and –
25kV and the centre tap connected to rail earth.
50kV feeding arrangements of the overhead line can be
introduced on railway networks where it is difficult to
obtain a feed from the country’s own electricity supply
network. The introduction of 50kV distribution with an
autotransformer feeding arrangement does enable the
distance between feeder stations to be increased
significantly, alleviating the problem of access to the
electricity supply network.
6.2 Electrical Supply Grid Transformers
The substation transformers are typically 400/25kV, 40
or 80MVA transformers with source impedance 15%
specified to limit the maximum short circuit current on
25kV systems to 12kA, this is dictated by the
requirement of a higher power for increased trainloads
and increased speeds of inter city trains.. The track
feeder circuit breakers are typically rated at 1200A and
12kA for short circuit duty. Auto-transformers are
typically rated at 10MVA and impedance 0.17+j0.92
ohms at 50 Hz [CCITT].
6.3 Autotransformer Versus Classic
Feeding Arrangement
The main advantage of the auto-transformer system
over the booster transformer system is that the voltage
drop in the supply system [nominally 50kV] is less,
with the auto-transformer capable of supplying more
power with less system losses, providing there is a train
in section.
6.4 Feeding Arrangement of the
Overhead Line [fig13]
Single Phase transformer impedance is specified to
limit the maximum fault currents on the 25-0-25 kV
A.C. system to typically 12kA. It is the reduction in the
source impedance of the electrical supply and the
reduction in the overhead line impedance [the removal
of booster transformers], that enables the auto-
transformer feeding arrangement to supply longer
feeder sections when compared with the ‘Classic’ 25
kV 6kA system.
The most commonly used AT system in use is two
track high speed railway, using a two track mesh
feeding arrangement with AT’s spaced at typically 5
km. The feeding arrangement is such that when a fault
occurs on either feed, both feeds are disconnected.
With the feeds electrically isolated the track feeder
circuit breakers are closed. The feed with the fault will
immediately open, the circuit can then be isolated
leaving the remaining circuits operational.
The feeding of a four-track railway is more complex
with the four track electrified railway will normally be
split with two fast and 2 slow tracks, theses lines can
either be fed separately [2 by 2] or in parallel [4 x1].If
the slow and fast lines are separated there is a
requirement to install two autotransformers at each AT
site, on the other hand if all tracks are fed in parallel
only one autotransformer is required. NR are currently
utilising protection system on Great western that is
based on a rationalised mesh connected design.
The overhead line is sectioned at neutral sections
located at the feeder stations and at mid points between
feeder stations. First stage emergency feeding requires
the closure of the mid-bus-section circuit breakers at
the feeder station.
A complete outage at a feeder station will require the
closure of the mid-bus-section circuit breakers at the
mid point, the opening of the bus section breakers at
the feeder station, the section of track is then fed by the
adjacent feeder stations.
The auxiliary feeder conductors [-25kV] act as the
return path to the feeder station at 50kV, which reduces
the level of the supply current and acts to suppress the
railway magnetic fields and subsequent induced
voltages into lineside conductors.
Figure 12 25-0-25 kV Electrification Autotransformer

Grid Substation
Double Winding Transformer
Secondary 2x25 kV 25 kV Current

50kV Current
400, 275 kV
50Hz

Autotransformer Catenary and Contact wire Autotransformer

2x 25kV 25kV Catenary and Contact wire 2 x 25kV
25kV
50kV

25kV Return EarthedBonded

ReturnEarthed Running Rails
BondedRunning

25 kVkV
-25 Auxiliary
Return Feeder Wire
Conductor

© RDWhite3/99
© RDWhite 01.04

Autotransformer Feeder Station Autotransformers at Autotransformer Midpoint Section

5 to 10 km spacing

Auxiliary Return
Auxiliary Feeders
Return Feeders

Four-track railway feeding

arrangement in parallel

Neutral Section
Feeder Transformer

Circuit Breaker Insulated Overlap

Normally Closed © Copyright
© CopyrightRR.D.White
D White 2006
Circuit breaker normally open

Figure 13 Typical 25-0-25kV Four Track Autotransformer Feeding Arrangement

7. Neutral Sections and Section
Insulators
Many neutral sections in the UK utilise section
insulators, glass fibre rods are used, the rod is vacuum
impregnated with silicon rubber, ceramic beads are
then threaded onto the glass fibre rod, silicon rubber is
then inserted between the ceramic beads to provide
flexibility. Ceramic beads are used because of the
insulating properties thereby providing the isolation at
not only neutral sections but also section insulators.
This type of insulator is used because the design is such
that its dynamic performance is similar to that of the
length of contact wire which it replaces.
Arthur Flury Section Insulators
The development of polytetraflourethylene (PTFE) and
glass fibre an insulating materials enabled the design of
neutral sections to be drastically changed. They now
consist of fibreglass with a ptfe sleeve over which are
threaded alternate beads of hydrated aluminia and
PTFE. The hydrated aluminia provides a hard wearing
surface to the passage of the pantograph and the PTFE
provides the required flexibility.
8. Electrical Clearances
The electrical clearances for overhead electrified
railways were originally based on the UIC
recommendation for 25 kV 50 Hz systems were defined
as follows ( reference BSEN 50119) :-
270 mm static clearances
150 mm passing clearances
Static Clearance: Static clearances being defined as
the clearance between any part of the energised
overhead line and a fixed earth structure.
Passing Clearance:
Passing clearances being defined as the clearance
between (a) any part of the energised overhead line and
a fixed earth structure as a train passes through the
section or (b) earthed part of the traction vehicle and
any part of the energised overhead line.
Electrical Clearance on UK Network
This specification required a total headroom above the
kinematic load gauge of 680 mm. In 1962 the British
Railway Network revised the clearances following tests
and service experience:-
200 mm static clearances
150 mm passing clearances
These reduced clearances along with new resistant
supports for overhead line equipment beneath over
bridges and in tunnels, has enabled the minimum
headroom to be reduced to 175 mm thus considerably
reducing the cost of obtaining electrification
clearances. Where there is insufficient headroom to
allow normal catenary/contact wire arrangement, i.e. at
over bridges or tunnels, the research and development
work has shown that good current collection could be
achieved by two contact wires supported side by side.
This design also prevents damage to the catenary wire
[aluminium] with bird strikes in tunnels etc.
In 1974, there was a continued investigation into the
possible reduction of electrical clearances. It was found
that surge levels and 50 Hz voltage withstand were
governed by the electrical field stress between the end
fitting on the support arm for the contact wire and the
roof of the over bridge or tunnel. It was then shown that
redesign of this end fitting into semi-circular shape
thereby evenly distributing the electrical stress, enable
the surge and 50 Hz voltage withstand levels to remain
the same whilst reducing the overall clearance. This
development has enabled the clearance to be specially
reduced to
95 mm static clearance
70 mm passing clearance
The passing clearance from the contact wire to the
Kinematic load gauge was also reduced to 125 mm.
The specially reduced clearances are adopted in cases
of exceptional difficulty or where great expense would
be incurred in creating greater headroom. It was also
necessary to add an additional 25 mm for increased
uplift of the contact wire at speeds above 60 km. hr-1.
 Enhanced Normal Reduced Special
Reduced

25kV AC Static electrical 600 mm or 599 – 270 mm 269 – 200 mm 199 – 150 mm
electrified clearance greater
lines

Passing 600 mm or 200 mm or 199 – 150 mm 149 – 125 mm

electrical greater greater
clearance

1500V DC Static electrical 500 mm or 499 – 150 mm 100 mm N/A

electrified lines clearance greater

Passing 500 mm or 100 mm or 99 – 80 mm N/A

electrical greater greater
clearance

Fixed Bridge 200 passing

arm and 270 static

circumstances and to perform an open-close-open

9. 25kV Distribution and Supply
Protection Equipment Figure 15
Protection of electrical equipment is two fold, firstly it
limits the damage to plant caused by faults or excessive
overloads and any consequential damage that may
arise, it also provides protection for personnel who are
working on or in the vicinity of the power system.
Protection in most cases cannot prevent faults from
occurring but can limit their effects. Protection is able
to prevent overloads, which would exceed the design
ratings of the supply network and is able to prevent
interference with or damage to other utilities, either by
induced currents corrupting communications or by
stray return currents corroding steel structures, water
and gas mains.
Circuit Breakers.
The purpose of a circuit breaker is to ensure the
unimpeded flow of current in a network under normal
operating conditions, and to interrupt the flow of
excessive current in a faulty network. It may also be
required to interrupt load current under some
sequence [auto-reclose] on a fault in others.
The successful achievement of these duties relies upon
the availability of good mechanical design to meet the
demands of opening and closing the circuit breaker
contacts, and good electrical design to ensure that the
circuit breaker can satisfy the electrical stress.
During the opening and closing sequence an electric arc
occurs between the contacts of the circuit breaker, and
advantage is taken of this discharge to assist in the
circuit-interruption process. For instance, in an A.C.
network, the arc is tolerated in a controlled manner
until a natural current zero of the waveform occurs
when the discharge is rapidly quenched to limit the
reaction of the system to the interruption.
The Vacuum Circuit Breaker Figure 15 The first
research into vacuum circuit breakers was carried out
between 1926 and 1931 at the California Institute of
Technology. Although a number of laboratory models
were produced, the technology at that time was
inadequate to produce practical consistent devices;
consequently the work was abandoned.
A revival of interest in this type of breaker by the
General Electric Company [USA] and ERA [UK] led
to the development of viable power devices having
characteristics far superior to existing forms of circuit
breakers.

Figure 14a Vacuum Circuit Breaker Spring

Actuator

Originally VCBs were developed with spring actuators,

VCBs have now been developed with innovative
permanent magnetic actuator. This facilitates a drastic
reduction in the number of parts, thus high reliability
and sturdiness. An electronic controller with sensors
monitors all the functions of the circuit-breaker and its
own functional reliability. This new technology
provides the optimum solution for extremely high
number of switching operations including freedom
from maintenance as a standard feature.

1 Lever shaft 5 Plunger

2 Proximity sensors 6 Opening coil
3 Closing coil 7 Emergency manual opening
4 Permanent magnet
Figure 14b Section of the operating mechanism and
pole part of the circuit breaker

( ref. E. Dullni, H. Fink, C.Reuber A VACUUM CIRCUIT-

BREAKER WITH PERMANENT MAGNETIC ACTUATOR AND
ELECTRONIC CONTROL)

Figure 15 Classic 25kV Protection Arrangement

SF6 Circuit Breakers
The SF6 circuit breaker uses the ability of the
colourless, odourless, tasteless, non-toxic, chemically
stable gas as a quenching medium.

The outstanding characteristic of the SF6 was its

chemical inertness under normal conditions.
Realisation that it also possesses compressive and
thermal absorption properties, which are sufficiently
different from those of other interrupter media such as
oil and air, makes it possible to utilise it in an
interrupter environment. These characteristics have led
to the development of the puffer, suction self
pressurising and rotary arc interrupters.

However SF6 is classed as a “Greenhouse Gas” and is

therefore subject to the Greenhouse Gas Regulations
2009. This has made it now undesirable for new
installations on Network Rail, both in terms of record-
keeping and training of staff.
10. Disturbances due to 25kV AC Electrification System

HV Supply
i. Unbalance of the 3 phase supply, RFI from the Distribution System
ii. Harmonics three phase supply, i. Current collection mechanism.
iii. 400kV earth faults ii. Operation with multiple contact wires.
iv. Rise of earth potentials iii. HV switching of the power system
iv. Resonance of the power system at MHz
25 kV Distribution System v. Excessive voltage stress across insulators
i. Charging of the overhead line at 1st resonant vi. Disturbances on the overhead line
frequency
ii. Switching on the a.c. power RFI from the Traction Unit
iii. Changes with the feeding arrangement, i. Transients due to raising the traction unit
iv. Degraded modes: outages of the feeder pantograph
stations; outages of booster transformers ii. Interaction of power system contacts earthing,
v. Magnetic fields wheel rail, rail to rail
vi. Line resonance effects iii. Operation of multiple pantographs
vii. 25kV earth faults iv. Switching of thyristors and semiconductors.
viii. Induced voltages into line-side cables
ix. Neutral sections RFI from the Track Circuits
x. Radio Frequency Interference. i. Track circuit current producing arcing poor
wheel to rail,
Traction Unit Disturbances ii. High voltage impulse track circuit
i. Inrush effects of the traction transformer,
ii. Characteristic disturbance switching, overlap
effect
iii. Production of 25kV system resonant
frequencies
iv. Radio Frequency Interference
v. Disturbance to signalling track circuits
vi. Return current systems
vii. Return currents and earth currents to third
parties.

Disturbance to Signalling Track Circuits

i. Ground voltages
ii. Immunity Concerns from traction return
current
iii. The immunity concerns are related to the
connection of 25kV systems to 132, 275 &
400 kV power supply networks. The interface
may produce high rise of earth potentials, and
interference due to lightning strike.
Part 2 DC RAILWAY ELECTRIFICATION
SUPPLY SYSTEM
1. Introduction
Railway electrification has in the past been dominated
by overhead contact wire and D.C. third/ fourth
conductor rail electrification systems. The historical
reasons for this have been the success of the D.C.
traction motor and the necessity of a D.C. supply.
Mercury arc rectifiers were originally used to provide
rectification at substations with the D.C. power being
transmitted to the traction equipment by the conductor
rail or overhead wire. Success in producing mercury
arc rectifiers capable of being operated on board the
railway vehicle enabled railway A.C. electrification
system to become a reality in the 1950/60's.
2. DC Traction System Voltages
The conductor rail or overhead power supply is
designed to operate within specified voltage limits and
it is necessary that the traction unit is capable of
handling the voltage provided. The traction motors and
control gear are required to be adequately insulated to
the maximum operating voltage of the supply network.
Traction motors for D.C. systems are normally wound
for 600/750 V and connected permanently in parallel
for 600/750 V D.C. supplies, or connected in series
parallel pairs for 1500 V D.C. operation. On 3000 V
D.C. supplies the traction motors are normally wound
for 1500V operation and connected two in series on
full voltage and as a result they are larger in diameter
and more difficult to install under the low floors of
multiple unit stock. The establishment of D.C. supply
voltages have traditionally been chosen to meet the
needs of the D.C. traction motor control.
In the past the main advantage of the D.C. supply
system compared to the A.C. supply system is that a
less complex traction control system is required,
however with the advent of high power GTO's [gate
turn off thyristors], IGBT [insulated gate bipolar
transistors] and the microprocessor, 3 phase drives are
becoming more common on both A.C. and D.C.
electrification systems. With the advent of 3 phase
drives the D.C. voltage is not a design requirement for
the traction engineer, due to the ability of the traction
input converter to set the D.C. link voltage to the
inverter drive. It is likely therefore with new schemes
using three phase drives that other voltages could be
used.
2.1 D.C. Conductor Rail Systems 600V and
750V
With the lower D.C. systems voltages, it is usual to
have the traction power feeding arrangement at either
track level [light rail heavy metro systems] or via an
overhead line [street running trams].
Third rail system is usually cheaper for surface lines’
insulation problems, the system voltage is 600/750 V
on the third rail [UK Network Rail, Singapore MRT]
In fourth rail system [UK LUL] the positive conductor
is at a potential of +400 V and the negative or fourth
rail at -230 V, this is a 630 V system. Underground
systems use a fourth rail to carry the return current to
minimise stray traction leakage currents. Without the
fourth rail these leakage currents would cause corrosion
of buried water and gas pipes by electrolytic action.
The centre earth system minimises the voltage of
system voltage to earth, thereby reducing the risk of
injury to electric shock.
With side contact system of ground collection the
conductor rail is fully shrouded by guard boarding
except where the collector shoes makes contact.
Underneath contact system has been used in the
Docklands light rail, and Singapore MRT systems. This
requires the conductor rail to be mounted on insulated
brackets and obviously is more costly than the third rail
top contact system. In adverse weather conditions,
however much better current collection was obtained.
This system, like the side contact system, uses the
running rails for the return current.
A further factor with third rail systems is that the return
current has to be carried by the running rails that may
also be required for automatic signalling. This
increases the signalling costs since some means has to
be found of discriminating between the traction
currents and the signalling currents.
In bad weather the build up of ice and snow on the
conductor rails is a serious hazard and may be
sufficiently severe to cause the service to be withdrawn
as the collector shoes are unable to make contact with
the rails. In the third rail system the leakage currents
may be so increased that they cause an almost sustained
fault on the system and greatly reduce the efficiency.
2.2 D.C. Overhead Contact Systems
750/1500/3000 VD.C.
The use of electric power for traction purposes
naturally involves the transmission of power over
considerable distances; obviously this can best be
achieved by the use of a high voltage. When the
contact system is placed overhead, the voltage can be
increased and the danger to personnel is greatly
reduced. A greater substation spacing is possible,
together with an improved system efficiency due to the
copper losses being reduced [e.g. if the voltage is
doubled then for a given power the current is halved
and hence the copper losses are reduced to one
quarter].
2.3 750V D.C. Overhead Metro/LRV
systems
It was in 1987 that the first low floor tram network
opened in Grenoble with a fleet of 20 TSF-2 trams
supplied by GEC Alstom. Today the tram design
announced anywhere in the world is virtually certain to
be low floor vehicle. For new high platform light rail
networks, production of high floor LRV continues.
3. DC HV Supply System [figure 23]
High Voltage Distribution System One of the main
drawbacks when using D.C. traction systems is the fact
that electrical energy is universally generated by
electricity supply authorities in the form of alternating
current. It is therefore necessary in most instances for
the railway authority to provide its own high voltage
A.C. distribution network linking the lineside
substations as well it own rectifier plant. This does
have the effect of increasing the capital expenditure
when D.C. systems are compared to A.C. systems.
Substations are spaced at regular intervals; this usually
results in the operation of a high voltage A.C.
distribution network linking the lineside substations as
well as the maintenance of the D.C. overhead system.
Obviously this increases the capital expenditure when
the various systems are compared.
3.1 The High Voltage [HV] and Extra High
Voltage [EHV] Electrical Supply System.
The HV A.C. incoming supplies from a National Grid
or Distribution Network Operators [DNO], or Railway
Generators provide the feed for the D.C. traction power
substations. The local supplies for stations, tunnel-
cooling fans, auxiliary circuits including batteries,
chargers and uninterruptible power supplies [UPS] for
computers and signalling circuits, are provided by the
REC.
The electrical supply is fed to the railway at typically
132kV, 66kV or 33kV and the electrical power is then
on larger systems distributed through a separate A.C.
network at a medium voltage of 33kV, 22kV or 11kV
by the railway/metro. This supply is used to provide
traction power at regular intervals around the railway
network. With light rail/supertram applications it is
usually only necessary to provide the supply at a couple
of points and therefore it can be obtained directly from
the electricity supply utility.
The A.C. switchboard, will have in addition to the
incoming breakers, local supply breakers and feeder
breakers to other substations. The local supply
breakers provide the supply to traction
transformer-rectifier units, and auxiliary step down
transformers, which are required in the immediate
vicinity.
3.2 The Positioning of Supply Points.
The number of feed points to the railway network will
depend upon the size of the electrification system and
the capacity required at any particular point. On urban
mass transit systems EHV supplies may not be
available and space for substations and feeders are
difficult to obtain and expensive. It is sometimes
necessary therefore to provide the supply from local
HV feeders 33/66kV supplies. This is convenient from
the supply authority viewpoint and provides a high
degree of supply integrity, however it does raise two
problems, voltage regulation and voltage harmonics.
A typical breaker supply arrangement is given in
Figure23 where one circuit breaker is connected to
each side of the Bus Coupler Breaker which feeds step
down transformers [33kV/11kV] and the 11 kV
switchboard, these circuit breakers are equipped with
the protections relays to protect the step down
transformer.
The 11kV distribution network is provided throughout
this system where all the passenger stations have 11kV
switchboards. At each station the 11kV is transformed
in the passenger stations typically to 415V 3 phase for
domestic supplies. To provide a high level of security
of these supplies duplication is provided at each
location.
Figure 23a Typical Feeding Arrangement 1500V D.C. Electrification System ( Heavy Metro)

Distribution Network
Operator

HV Busbar

AC Breaker

11 kV Busbar

AC Breaker Railway AC Breaker

11kV Ring
owned
Rectifier
Substation Rectifier
Substation

Rectifier DC
Rectifier DC
Breaker 1500V DC Busbar 1500V DC Busbar Breaker

Sectioning
Power Transformer
Point Circuit Breaker Normally Open

Rectifier Unit
© Copyright R D White 2006
Isolator Normally Open

Insulated Overlap

Figure 23b Typical Feeding Arrangement 750V D.C. Electrification System (Tram)

33/11kV Supply 33/11kV Supply

Power Transformer

Feeder Station Circuit Breaker Normally Closed

Rectifier Unit

Isolator Normally Open

Insulated Overlap or
Sectioning Gap

I/2 I/2

I/4
I/4

I/4 I/4
3.3 Positions of the Lineside Traction Sub-
Stations
A detailed analysis is needed to establish the correct
positions of sub-stations on the railway system, a
simple mathematical approach has been included at the
end of this paper. Having established the working
voltage 600V, 750V, 1500V or 3000V the exact
position of the substation has to be decided. This
decision is made on the technical performance of the
power system, however it is also necessary to take into
account other factors which will determine the final
choice, availability of land, position of junctions and
crossovers, the provision of road access up to the main
door of the building in order to facilitate the transport
of spare items of plant and any necessary maintenance
test equipment.
The most economic distance between substation is ( BS
EN 50388 (High Traction Power Classic ):
4. Substation Electrical performance
Specification [figure 24 and 25]
The detailed electrical performance of the substation
has to be designed into the system at the outset, it is
dependent upon the traction load specified by the
operating business, and the level of supply redundancy
required. Provision for future extension of the system,
the increase in train loads, and the change of type of
vehicles to be operated must also be considered.
In the design of a traction substation it is necessary to
take into consideration the following aspects:-
 The power factor of the converter unit and the
supply transformer on the supply network
 Traction supply and converter arrangements
 The production of harmonics in the input A.C.
supply current, and the distortion to the input
supply voltage.

 600V D.C. is 2-3km Design specification for Greenwich Traction Substation

 750 V D.C. 3km, [Jubilee Line Extension]
 1500V D.C. is 2 - 8km
 3000V D.C. is 7.5- 12.5km  Rated capacity 2400kW
 Rated D.C. traction voltage 600VDC
 Rated D.C. traction current 4000A
The distribution voltage for D.C. overhead Metro and  Short circuit protection 40 kA 0.25 sec
Mainline systems is typically 1500V, 3000V, and  Transformer 22kV/415V
therefore requires less isolation and clearance than for  Rated Capacity 2½ MVA
A.C. electrification. The mechanical strength of the  Short circuit protection 40 kA 0.25 Sec
overhead line conductor becomes the main factor in
overhead design making the conductor sizes not
dissimilar between 1500 V D.C. and 25 kV A.C. Where
the power requirements exceed the capability of the
overhead catenary it is necessary to include parallel
feeds along the overhead masts. Connections are made
at regular intervals to the catenary to ensure good
current sharing.

The 3000 V system is applied almost entirely to the

main line system in order to maximise substation
spacing, with 750 V and 1500 V D.C. supplies
predominantly chosen for urban mass transit or light
rail systems.
Factors Influencing Substation Spacing:

 Maximum Permissible Voltage Drop

 System loading
 Track layout and return system
 Conductor Cross Section
 Circuit Breaker Tripping Current
 Control of Stray Current
 Transformer Secondary 12 Pulse Switch Gear Overhead Line or Third Rail
Windings Converter and Busbars
Phase Displaced

50Hz 3 Phase
Line to Line

Vdc 12 Pulse

Return Running Rails

750V
1500
V dc
12 Pulse
Rectifier

20
mS
Figure 24 Transformer Rectifier Unit and Third Rail Connection

Figure 25 Performance of Substation Transformer Rectifier Unit

Reference EN50163 [Table 1,]

Table 1 600* 750 1500 3000

Definition of operating D.C. System Voltages
lowest non permanent voltage, 400 500 1000 2000
lowest permanent voltage, 400 500 * 1000 2000
nominal voltage designed system value, 600 750 1500 3000
highest permanent voltage duration indefinitely 720 900 1800 3600
highest non permanent voltage duration 5 min. 800 1000 1950 3900
UK Special Condition 400*

4.1 The D.C. Voltage Regulation.

The regulation of the substation is a vital characteristic
of the D.C. electrification system. If the regulation is
too steep then the train will not have sufficient volts to
maintain train timetables. Raising the voltage at the
substation will provide a higher voltage on the load but
may produce excessive voltages on no load conditions.
A lower regulation is achieved by reducing the
impedance of the supply transformer, this however will
increase the short circuit fault current which will
require a higher rating for the circuit breakers and
converters. The optimum design is therefore a
compromise between regulation of the substation and
the level of short circuit fault current.
Advanced transformer designs using coupled-
secondary this allows low regulation over the normal
load range and yet limit the short circuit current. This
is achieved by using secondary windings which are
coupled to achieve the correct short circuit current to
regulation relationship.
DC Short Circuit Fault Current. The D.C. short
circuit level is an important design characteristic of the
power supply system. The fault level must be of such a
level that it does not interfere with normal train
operation. The level must be of such a level that the
short circuit rating of the rectifier devices is not
exceeded. The short circuit rating of the rectifier
devices is specified by the surge rating of the device
under a fault condition. It is also necessary to ensure
that the transformer windings are adequately braced
against stress brought about by short circuit forces.
Finally, the D.C. track circuit breakers must be capable
of successfully interrupting any short circuit.
A short circuit at the output of the rectifier terminals
applies a balanced three phase short circuit to the A.C.
system, normal circuit theory can be applied to
establish the fault current which flows. The secondary
circuit of the transformer and rectifier can be
represented as a source e.m.f., supply reactance and
supply resistance per phase.
[t] = Vm sin [t + ] source emf
the A.C. current which flows can be calculated as
i = Vm [sin[t +  -] - [e -[R/L]t sin [ - ]]
Z
where Z = [X2 + R2]
L = supply and line inductance
X = supply and line reactance
R = supply and line resistance
 = point in the cycle at which the short
circuit occurred
 = tan-1 [L/R]
= angular velocity of the supply rad/sec
This analysis can be used to establish the instantaneous
fault current obtained from faults remote from the
substation itself, provided that a value of line
inductance and resistance can be established.
The value of the D.C. fault current can be achieved by
adding each of secondary line currents point by point
during the D.C. short circuit. With a 6-pulse system
this will include the inverse of the line currents shown.
The D.C. fault current obtained will be the typical fault
current.
4.2 Power Factor of the Transformer
Rectifier Unit.
The overall power factor of the rectifier unit and the
traction supply transformer are normally specified to be
better than 0.9 p.u. [including distortion factor]
Power Factor = Irms [fundamental] x cos ]
Irms [total]
4.3 The Traction Supply Transformer and
Rectifier Arrangements.
The pulse characteristic of the supply system is
primarily defined by the transformer winding and
converter arrangement. A number of simple
arrangements of the transformer windings may be
chosen with a 3 phase A.C. supply system to provide 6
or 12 pulse D.C. output voltage. Other ripple
frequencies may be achieved using two converters and
windings, which are phase displaced or wound in an
alternative star/delta configuration.
A 12 pulse rectifier therefore can be obtained by
connecting two separately fed phase displaced, 6 pulse
systems in series or parallel. On the other hand a
similar result can be obtained by using a 3 phase
winding transformer with one star and one delta
connected secondary winding. The arrangement will
provide the necessary 30o displacement of the supply to
provide a twelve pulse ripple when the respective
bridges are connected in series or parallel.
Harmonics Produced in the Supply Network. The
rectifier works by switching the load current from one
phase to the next, this process is called 'commutation'.
If the transformer has leakage reactance the line current
cannot switch instantaneously due to the effect of the
leakage reactance, this process is called 'overlap'.
During the overlap period all devices are conducting in
the outgoing and incoming arms of the rectifier. This
will produce a short circuit on the input and the output
to the rectifier.
The input supply voltage waveform and the output D.C.
waveform will therefore be interrupted producing a
notch in the voltage waveform and oscillation due to
the RLC characteristic of the supply system. This has
the effect of distorting the A.C. supply waveform at the
point of common coupling.
The input current to the rectifier produces a stepped
waveform due to the switching strategy of the rectifier
converter. The rectifier input line currents that are
associated with a 12 pulse bridge rectifier can be shown
by the Fourier Transform to be 11th, 13th, 23rd, 25th
with a less amount from the 5th, 7th, 17th, 19th.
Harmonic distortion levels are specified by the UK
Electricity Council Recommendation G5/4 lays down
the limits of harmonic current that may be generated
back in the supply network. As a result of design
predictions it is possible to decide whether 6 pulse, 12
pulse or 24 pulse will meet the supply authority’s
regulations. In urban areas with systems supplied at
33/66/132 kV it is normal to use 12 or 24 pulse
rectifiers to ensure compliance with G5/3.
Harmonics Produced in the Conductor or Catenary
supply. The D.C. output voltage waveform produces a
ripple that is related to the pulse number of the
converter. This will therefore produce harmonics in the
load current waveform that are typically related to
300Hz, 600Hz, 900Hz etc. depending on the rectifier
pulse number.
5. Feeding Arrangement of the Third
Rail or Overhead Line
With normal feeding arrangement the substations are
connected in parallel onto the traction conductor or
overhead supply. There is a D.C. circuit breaker at each
end of the feeding section to provide protection under
fault conditions. Each substation feeds from a common
D.C. busbar through D.C. circuit breakers in both
directions, the feed is separated by a bypass isolator,
this is normally open and closed only when it is
necessary to bypass the substation.
Normal Feeding Arrangement: This is where all of the
feeder D.C. circuit breakers are in service providing
double end feeding of the section of traction supply.
The isolator at each substation is normally open
providing an isolated feeding section of traction supply,
and ease of protection of the feeding section.
Tee feeding Arrangement: This is implemented at a
substation when a D.C. feeder circuit breaker at one
end of the feeding section is open. The ‘tee’ feeding
arrangement is achieved by closing the bypass isolator
allowing the remaining D.C. circuit breaker at the
substation to feed the traction supply in both directions.
Single End Feeding Arrangement: Single end feeding
arrangement on double end fed sections is a temporary
feeding arrangement following the loss of the feed from
a track feeder D.C. circuit breaker. This mode of
feeding is normally only temporary and if the feed
cannot be restored within a reasonable period of time it
is normal that the traction supply reverts to ‘tee’
feeding.
Bypass Feeding arrangement: This occurs when there is
a loss of supply at the substation or the failure of the
feeder D.C. circuit breakers in both directions, under
this condition the associated isolator is closed. The
traction supply is provided from the feeder D.C. circuit
breakers at the adjacent substations. In the case of
single end fed sections, it is necessary to close only the
appropriate bypass isolator.
Loss of supply from Transformer Rectifier Units: The
supply system is designed with more than one
transformer rectifier unit at a location. The traction
supply is normally designed to operate with one
transformer rectifier unit out of service at any location.
If the complete substation is lost, the substation should
operate as a track paralleling hut.
6. Regeneration
Regeneration of the Traction Units
AC drives have become very popular and proved to be
very robust when compared to D.C. motors. They are
also able to give a better acceleration; the braking is
greatly improved along with the high regenerative
braking rates. The regenerate operation enables the
energy consumption to be minimised and brake
maintenance to be reduced. Although there are fewer
substations and the conductor cross section is reduced,
the limit of the size of the third rail tends to be set by
mechanical considerations rather than electrical
problems.
The development of 3 phase induction drives has
introduced higher power drives and the ability of
regenerative braking energy back into the supply
system. Three phase induction motors are attractive due
to the elimination of the D.C. commutator. This
reduces the chance of mechanical breakdown and
eliminates the need for maintenance. The induction
motor is able to develop more torque due to the control
system, the motor design and the fact that there is
increased space on the rotor. Size for size the induction
is more powerful than the equivalent D.C. motor,
consequently it has a higher power to weight and power
to volume ratio. The capital cost of introducing inverter
drives on traction equipment is close to D.C. drives,
therefore A.C. drives are financially viable and able to
produce a more superior performance.
Currently there are a number of applications where
energy is being regenerated by traction units, with the
energy [allowing for receptivity] being returned to the
D.C. electrification network. This energy is then
utilised by other trains on the same network.
Regenerative braking, returning energy to the supply
system has been common place since the 1980
including MTRC Hong Kong, MRT Singapore, 750V
and Tram Systems.
Ref Southern Press Release No. 125 02 May 2008
Southern is first to introduce third rail regenerative
braking
Until now, energy released by trains during braking has
been wasted in heating the braking resistors on the
train.
UKs Southern was the first train operator in the country
to introduce regenerative braking on the third rail DC
network. Southern’s sister company, Southeastern
introduced its first regenerative train
in the next few days.
After almost two years of planning and testing, the
Southern three-car Class 377(328) Electrostar trains are
now returning electricity back into the rail system when
it brakes, allowing other trains using the same section
of track to draw on that energy for power.
6.1 Technical Merits of Regenerative
System
 Reduction of heat produced in underground metro
systems;
 Elimination of brake resistors;
 Reduction of brake dust in tunnels;
 Reduction of maintenance in tunnels;
 Improved efficiency of the Railway Network; and
reduction in energy costs.
6.2 Disadvantages of Regenerative Systems
 More capital investment in traction and supply
equipment.
 More harmonics in the medium voltage supply.
 Intelligent protection system on the supply and
traction equipment able to discriminate with
regenerating units.
7. UK Standards
Earthing
BS 7430:1991 Code of practice for earthing
BS 7671 Regulation for Electrical Installations
BS 7361: Part 1:1991Cathodic protection Part 1 Code
of practice for land and marine applications.
BS EN62305 Code of practice for protection of
structures against lightening.
BS EN50122-1 Railway applications fixed
installations, protective provisions relating to
electrical safety and earthing.
BS EN50122-2 Railway applications fixed installations
, protective provision against the effects of
stray currents caused by dc traction systems .
Electrical Supply System Recommendation and
Standards
The supply system parameters for the interface with a
high voltage transmission system at the point of
common connection with the nearest non-railway
consumer are specified in the Publication from the
Associated Engineering Recommendations G5/4
System Voltage Variation: provisional European
regulation EN 50163 [Supply Voltage of Traction
Systems], existing UK regulations GM/RC 1502.
System Voltage Variation: European regulation EN
50163 [Supply Voltage of Traction Systems], existing
UK regulations [P 7/2, P8, P13/1,P16]
*Future D.C. traction systems for tramways and local
railways should conform with system nominal voltage
of 750,1500,3000V
+In case of regenerative braking a voltage of 800 may
be admissible
^In case of regenerative braking a voltage of 1000 may
be admissible
8. Return Current Systems
The railway normally uses the train wheels and running
rails as the traction current return path to the D.C.
substation, [except fourth rail systems ]. The rails are
not insulated from the sleepers, structures on which
they are fixed. The earth return is considerably more
complex than is at first perceived since the current that
flows out of the rails and returns at some other point, it
is referred to as stray current.
There are typically five earthing strategies in the way
that the negative at the substation is connected to the
running rails and these are detailed below:
Fourth Rail Systems:
the problem relating to leakage currents is overcome by
the insulation of the fourth rail [London Underground
UK]
Traction Return Current Systems
 Floating System with Rail to earth shorting
devices, Over Voltage Protection Device Lantau
and Airport Railways Hong Kong and Dubai
Metro, Sydney Metro.
 Floating System with Rail to earth detection and
main tripping of the main circuit breakers,
Singapore MRT.
 Other Floating Earth Systems [Croydon Tram
UK, Hong Kong LRT, Edinburgh Tram ]
 Rail System partially floating not intentionally
earthed [Network Rail UK]
 Drainage Diode earth, Hong Kong MTRC,
Sheffield Tram,
 Floating & Diode Interfaces MTRC, DLR MML (
Manchester), LUAS ( Dublin Light Rail)
 Floating Fourth Rail London Underground
Rail Insulation ( BSEN 50122-2)
The railway normally uses the train wheels and running
rails as the traction current return path to the DC
substation, (except fourth rail systems). Where the rails
are not insulated from the sleepers, the earth return is
considerably more complex since the current may flow
out of the rails and return at some other point (stray
current). Most modern rail systems use high insulated
rails to prevent the current from leaving the rails and
corroding metallic structures
A very important aim when designing a DC electrified
railway is to control return DC traction current and
avoid passing these currents through the reinforcement
of concrete structures, and in particular highly stressed
concrete structures to avoid causing damage to the
reinforcement through electrolytic corrosion.
BSEN 50122-2 Criteria for Protection of Rails The
Running Rail is normally insulated from the sleeper /
concrete pad by the use of insulation pads placed under
the rails with an insulation value in line with the
European Standard EN 50122-2. (Table 1 Page 6; No
added rail insulation 0.5 S/km for open formation and
2.5 S/km for closed formation). This level can be
improved with the application of track insulation
mounting pads or polymeric insulation. This value of
insulation however will reduce over time, due to
degradation of the track insulation. For closed
formation, improved levels of insulation can be
achieved where the rail is to be embedded in the road.
Note Design Limits should 10 times better than this.
The level of insulation is determined not only by the
installation but the maintenance of the track bed. Every
effort should be made to minimise the risk of ballast
coming into contact with the rails, since ballast,
especially when wet will reduce the insulation value of
the rails to earth.
Hazards Associated with Rail Potentials
The track is insulated from ground to minimise leakage.
Introducing insulation means that voltages between the
rails and ground will occur. These voltages are a
potential hazard to passengers and railway staff when
coming into contact with rail or anything connected to it
and the ground. Reduction of rail touch voltages can be
achieved by clamping the rail to ground if a dangerous
voltage is reached and resetting as soon as possible
afterwards. It is necessary to have quick detection of the
high voltage and then activate a "clamp", by a thyristor
device, GTO device or contactor, to short out the
voltage.
Diode Earthed System (Figure 28)
This arrangement includes a diode at the traction
substation which is connected to the substation local
earth. The inclusion of the diode will cause the rail
potentials to be either at zero (diode is conducting) or
above zero if the diode is reverse biased.

Characteristics of the diode earth system:

 Stray current is minimal where there is no rail
leakage
 Where there is rail leakage the diode returns this
to the substation
 The diode acts as a unidirectional connection to
remote earth
 Diode conducts with negative rail potentials (
typically at substations and regenerating trains)

There are particular difficulties in operating a diode

earthed system in conjunction with regenerative trains,
which may produce negative rail potentials and hence
encourage diode conduction.

Floating Negative Return Current System (figure

29)
In this arrangement there is no intentional connection
between the traction substation negative and the
substation earth. The effect is to produce a system that
floats about the remote earth potentials.
 Earth Wire

Telecoms PSU

Telecoms.
Cable
REC
Supply

DC
Voltage Track circuit

NGC SignallingPSU

Substation

Local Track Structures

RECS
Station
Apparatus

Tunnel
Structure © R D White 2004
Rebars

Copper
Earth Mat Station
Metallic
Structures
Figure 26 Earthing and Bonding on D.C. Railway
 Tunnel Requirements of
Lining Draft Earthing
Telecoms PSU
Standard

Telecoms.
Cable

Track circuit Air main

DNO DC SignallingPSU

Substation Voltage Lead Sheathed

Signal Cables

Sub Station Main Earth Bar Station Main Earth Bar

Local Track
RECS Structures

Station
Apparatus

© R D White 2004
Rebars

Copper
Earth Mat Station
Metallic
Structures
Figure 27 Earthing and Bonding on DC Electrified Railways (LUL)
Figure 28 and 29 Diode Earth and Floating Negative Rail Return Systems

Traction Current
Catenary

Substation Rectifier
DC System Voltage

Traction Return Current

Main Earth bar

Vrail Vrail Vrail

Diode Earth

Vrail

Traction Current Catenary

Substation DC System Voltage

Rectifier

Traction Return Current

Main Earth bar

Vrail Vrail Vrail

Vrail

Distance
9. Stray Current Traction Return
The railway authority is responsible for any damaged
or corrosion to other companies’ equipment due to
effects of stray or leakage currents from the railway.
With new railway electrification projects this has to be
addressed during the design period, to minimise any
modifications that may be required in operation of the
railway.
CENELEC European Standards
CENELEC European Standard EN50122-2 Part 2
‘Protection against the effects of stray current caused
by D.C. Traction Systems indicates that in Light Rail
systems the stray current will be minimised if the return
conductor system is allowed to float, and if the negative
busbars are deliberately not connected to earth or to a
stray current conductor via diodes.
The total stray current at a particular location is
dependent on the design of the infrastructure and in
particular whether this includes slab or ballasted track.
CENELEC European Standard EN 50122-3:2010 as of
01st October 2010 Railway applications - Fixed
installations - Electrical safety, earthing and the return
circuit - Part 3: Mutual Interaction of a.c. and d.c.
traction systems.
This European Standard applies to all new lines,
extensions and to all major revisions to existing
lines for the following electric traction systems:
Running Rail Insulation
The Running Rail is normally insulated from the
sleeper / concrete pad by the use of single and double
insulation pads placed under the rails with an insulation
value in line with the European Standard EN 50122-2.
[Table 1 Page 6; No added rail insulation 0.5 S/km for
open formation and 2.5 S/km for closed formation].
This level can be improved with the application of
track insulation mounting pads or polymeric insulation.
This value of insulation however will reduce over time
due to degradation of the track insulation.
For closed formation, improved levels of insulation can
be achieved where the rail is to be embedded in the
road. The level of insulation is determined not only by
the installation but the maintenance of the track bed.
Every effort should be made to minimise the risk of
ballast from coming into contact with the rails, since
ballast, especially when wet will reduce the insulation
value of the rails to earth.

The scope is for fixed installations, when it is

reasonably likely that hazardous voltages or currents
will arise for people or equipment, as a result of the
mutual interaction of a.c. and d.c. electric traction
systems. It also applies to all aspects of fixed
installations that are necessary to ensure electrical
safety during maintenance work within electric traction
systems.

The mutual interaction can be of any of the following

kinds:
Figure 28 Double Insulated Rail Clips
 Parallel running of a.c. and d.c. electric Floating Negative or Diode Earthed Railway
traction systems;
 Crossing of a.c. and d.c. electric traction
This normally includes a rectifier drainage panel
systems;
located at the Rectifier Substation for those assets
 Shared use of tracks, buildings or other
within close proximity, and remote rectifier cubicles for
structures;
those assets requiring protection that are remote from
 System separation sections between a.c. and
the Rectifier Substation.
d.c. electric traction systems.
A drainage system to protect Utilities and the railway
Scope is limited to basic frequency voltages and
infrastructure normally includes a drainage diode, a
currents and their superposition. This European
current limiting resistor, and surge arrestor. Where it is
Standard does not cover radiated interferences.
identified that stray current protection is required,
cables are bonded from the infrastructure to drainage
diodes mounted in cabinets at the track side or in the
Rectifier Substation.

Provision of Stray Current Control

Where monitoring indicates that there is a high level of

leakage current from the D.C. electrification system,
and therefore potential damage to metallic structures,
arrangements must be made to provide the appropriate
form of cathodic protection to railway infrastructure,
utilities and non railway property.

The only condition when the track earth may be

connected to true earth is by means of a short circuiting
device, which operates for a pre-determined short
period of time when the track potential exceeds a
specified direct contact of 60V D.C. as specified in EN
50121-1 Section 4.1.1
References 6. Seminar D.C. Traction Stray Current Control
21.10.99, IEE Railway Industry Group.
British and European Regulations:
IEE and IRSE Conference and Proceedings
1. The Railways Act 2005
2. EMC Regulations 2005 1. IRSE ASPECT 2003; Signs of the Times for Train
3. Requirements for Electrical Installations (BS Control; London.
7671) 2. IRSE ASPECT 2006; Quality of service through
4. Railway Safety Principles and Guidance – Part 2 Signalling And Communication; London.
Section B: Guidance on Stations 3. IEE Residential Railway Electrification
5. Construction (Design and Management) Infrastructure School, 2005; ISBN 0-86341-511-3.
Regulations 2007. 4. Systems’ IRSE Seminar Railway Interfaces; IEE
6. Construction (Health, Safety and Welfare) Savoy 18 November 2006.
Regulations 1996.
7. Management of Health and Safety at Work IEE and IRSE Conference Papers
Regulations
8. 1999. 1. White R. D. 2005, ‘Induced Longitudinal Voltage
9. Railways (Safety Critical Work) Regulations 1994 and screening of lineside Cables’; IEE
10. Railways (Safety Case) Regulations 1994 International Conference on Railway Engineering
11. Control Of Substances Hazardous to Health Development into the 21st Century, Miramar Hotel
(COSHH). Hong Kong.
12. Transport and Works Act, 1992 2. White R.D. 2006 November Atkins Rail
13. Electricity at Work Regulations 1989. ‘Electrification Interfaces and Electromagnetic
14. Health and Safety at Work Act 1974. Compatibility with Railway Control Systems’
15. SRA Code of Practice – Train and Station Services IRSE Seminar Railway Interfaces; IEE Savoy
for Disabled Passengers 3. White R.D., Zhang Z., Cox J., Armstrong D,
Price S, Sept 2003 ‘Induced Longitudinal Voltage
Books Publications into Lineside Cables for WCRM’ IRSE ASPECT
Signs of the Times for Train Control; London.
1. White R. D, Chapter O5, 2000, Railway 4. Lilley M ‘Signalling systems compatibility at radio
Electrification, Kemps Engineering Handbook frequencies’ IEE 6th Residential Course on
Miller Freeman pp 2473 -2489, ISBN 086382 442 Electric Traction System, Wrightsons. Chapter D4.
0. ISB 0-86341-452-4.
2. Williams T Armstrong 2000, ‘EMC for Systems 5. Hewitt M 2005, ‘Impact of Electrification systems
and Installations’ , Newnes ISBN 0-7506-4167-3. on signalling’ The IEE Second Residential Course
3. Technical Specification for Interoperability on REIS Wrightsons. Chapter D4. ISBN 0 –
relating to energy subsystems of the Trans 86341 –511 – 3.
European high speed rail system. 2002; Office of 6. T Loades, 2005 ‘Practical considerations of EMC
the Journal of the European Union. compatibility on Railtrack WCRM’ The IEE
4. Marshman C; ‘Guide to the EMC Directive’; EPA Second Residential Course on REIS Wrightsons.
Press; ISBN 0-9517362-7-2. Chapter D4. ISBN 0 – 86341 –511 – 3.
7. D Bradley 2005 ‘Compatibility between railway
Journal Publications electrical systems’ IEE Residential Railway
Electrification Infrastructure School, , ISBN 0-
86341-511-3.
1. Dr R J Hill Feb 1997 IEE Power Engineering
8. White R.D. ‘GTO and IGBT three phase traction
Journal Part 6 Electromagnetic Compatibility
inverter drives’; IEE ‘Power Electronics and
Sources and Equipment.
Variable Speed Drives’ 7th International
2. Dr R J Hill Electric Railway Traction Part 7
Conference 1998.
Electromagnetic interference in traction systems
9. White R.D. ‘Fault Currents on AC Electrified
Power Engineering Journal Dec 97; Vol 11; No 6.
Railways, Rail Potentials and Interference with
3. Carson JR ‘Wave Propagation in Overhead wires
Track Circuits; IRSE YM Conference 2000 July
with ground return’. 1926 Bell System Technical
00; ISBN 1356-1448.
Journal 5 p539-554.
10. White R.D. ‘Power Supply Design Issues for 25kV
4. Mellitt B ‘Simulation shows how choppers can
AC Electrification Systems’ Conference on
save energy’ Railway Gazette International 135(4)
Traction Power Supplies IMechE Headquarters,
p300-304 1997’.
London 22nd January 2006.
5. Dr R J Hill Power Electric Railway Traction Part
11. R D White WS Atkins Rail 1999, 'Modelling for
1-7 Traction Systems, Power Engineering Journal
EMC Studies on High Performance Railway
1997.
 Systems'. AIC Electrification and Power Supply
Conference London March 99.
12. Chew TC ‘Chopper Control Equipment for
Singapore MRT ’ Electric Railway System for a
new Century London 1987 pp6-12, ISBN
085296351-3.
13. Mellitt B, Johnston W.B., Allan J, Shao Z Y,
Denley M 1989, ‘Whole System Compatibility
measurement on 50 kV New Zealand Railway’,
International Conference on Main Line
Electrification York pp 246-251, ISBN 85296384.
X.
IEE Conference on 'Main Line Railway
Electrification' Publication 312:
IEE Conference on 'Electric Railway Systems for a
New Century'. Publication 279:
2. Influence of Commutating Reactance on the
Design of D.C. Power Supply Converters, L. L.
Denning GEC ALSTHOM Publication.
3. Protective Relays For Rail Transport System GEC
ALSTHOM Protection and Control.
4. J.G.Yu “The Effect of earthing strategies on rail
potential and stray currents in DC transit railways”
CEGELEC Projects Ltd UK.
5. “Stray Current Design Parameters for D.C.
Railways” Proc of the ASME/IEEE Joint Railroad
Conference pp 19-28 1992;.
6. J G Yu and C J Goodman “Computer Analysis of
touch and step voltages for D.C. Railways”., Proc.
of the third International Conference on Computer
Aided Design, Manufacture and Operation in the
Railway and other Advanced Mass Transit System
Washington 1992.

1. Y.Yoshiki, T.Jinzenji, T. Kodor, H.Inokuchi

"Static Power Supply for D.C. 1500 V Transit
System" IEE Conference on 'Main Line Railway
Electrification' Publication 312.

2. J Bouley "Electrification: why not?" IEE

Conference on 'Electric Railway Systems for a
New Century' Publication 279.

3. Professor S Sone; University of Tokyo, Japan S

Ishizu; Japanese Railways, Tokyo, Japan The
International Union of Railways, France
"Reassessment of power feeding systems at
introducing regenerative trains".
4. "Contribution to energy saving in D.C. railways",
R Filliatre IEE Conference on 'Electric Railway
Systems for a New Century' Publication 279.
5. P O Barnwell, Professor B Mellitt and Dr C J
Goodman W B Johnston "Assessment of voltage
controlled substations for D.C. traction
applications" IEE Conference on 'Electric Railway
Systems for a New Century' Publication 279.
6. H Puntis, P Strubin "Determination of protection
requirements for D.C. traction systems and the
development of a solid state protection relay to
optimise current availability" IEE Conference on
'Electric Railway Systems for a New Century'.
Publication 279.
7. J E Buttery, D N Ebenezer and B P McCormick
"Electromechanical and electronic falling voltage
track impedance devices for fault detection
on D.C. track systems", IEE Conference on
'Electric Railway Systems for a New Century'
Publication 279.

Other DC Electrification Publications

1. R. J. Kemp, R. W. Sturland GEC ALSTHOM

publication 'Integrated Design of D.C. railway
systems'.
British Standards
BS EN 50123- Railway applications. Fixed
1:1996 installations. D.C. switchgear.
General
BS EN 50123- Railway applications. Fixed
1:2003 installations. D.C. switchgear.
General
BS EN 50123- Railway applications. Fixed
2:1996 installations. d.c. switchgear. d.c.
circuit breakers
BS EN 50123- Railway applications. Fixed
2:2003 installations. D.C. switchgear.
D.C. circuit breakers
BS EN 50123- Railway applications. Fixed
3:1996 installations. d.c. switchgear.
Indoor d.c. disconnectors and
switch-disconnectors
BS EN 50123- Railway applications. Fixed
3:2003 installations. D.C. switchgear.
Indoor d.c. disconnectors, switch-
disconnectors and earthing
switches
BS EN 50123- Railway applications. Fixed
4:1999 installations. d.c. switchgear.
Outdoor d.c. in-line switch-
disconnectors, disconnectors and
d.c. earthing switches
BS EN 50123- Railway applications. Fixed
4:2003 installations. D.C. switchgear.
Outdoor d.c. disconnectors,
switch-disconnectors and
earthing switches
BS EN 50123- Railway applications. Fixed
5:1999 installations. d.c. switchgear.
Surge arresters and low-voltage
limiters for specific use in d.c.
systems
BS EN 50123- Railway applications. Fixed
5:2003 installations. D.C. switchgear.
Surge arresters and low-voltage
limiters for specific use in d.c.
systems
BS EN 50123- Railway applications. Fixed
6:1999 installations. D.C. switchgear.
D.C. switchgear assemblies
BS EN 50123- Railway applications. Fixed
6:2003 installations. D.C. switchgear.
D.C. switchgear assemblies
BS EN 50123-7- Railway applications. Fixed
1:2003 installations. d.c. switchgear.
Measurement, control and
protection devices for specific
use in d.c. traction systems.
Measurement, control and
protection devices for specific
use in d.c. traction systems.
Application guide
BS EN 50123-7- Railway applications. Fixed
2:1999 installations. d.c. switchgear.
Measurement, control and
protection devices for specific
use in d.c. traction systems.
Isolating current transducers and
current measuring devices.
Isolating current transducers and
other current measuring devices
BS EN 50123-7- Railway applications. Fixed
2:2003 installations. d.c. switchgear.
Measurement, control and
protection devices for specific
use in d.c. traction systems.
Isolating current transducers and
other current measuring devices
BS EN 50123-7- Railway applications. Fixed
3:1999 installations. d.c. switchgear.
Measurement, control and
protection devices for specific
use in d.c. traction systems.
Isolating voltage transducers and
other voltage measuring devices.
Isolating voltage transducers and
other voltage measuring devices
BS EN 50123-7- Railway applications. Fixed
3:2003 installations. d.c. switchgear.
Measurement, control and
protection devices for specific
use in d.c. traction systems.
Isolating voltage transducers and
other voltage measuring devices
BS EN 50123- Railway applications. Fixed
1:1996 installations. D.C. switchgear.
General
BS EN 50123- Railway applications. Fixed
1:2003 installations. D.C. switchgear.
General
BS EN 50123- Railway applications. Fixed
2:1996 installations. d.c. switchgear. d.c.
circuit breakers
BS EN 50123- Railway applications. Fixed
2:2003 installations. D.C. switchgear.
D.C. circuit breakers
BS EN 50123- Railway applications. Fixed
3:1996 installations. d.c. switchgear.
Indoor d.c. disconnectors and
switch-disconnectors
BS EN 50123- Railway applications. Fixed
3:2003 installations. D.C. switchgear.
Indoor d.c. disconnectors, switch-
disconnectors and earthing
switches
BS EN 50123- Railway applications. Fixed
4:1999 installations. d.c. switchgear.
Outdoor d.c. in-line switch-
disconnectors, disconnectors and
d.c. earthing switches
BS EN 50123- Railway applications. Fixed
4:2003 installations. D.C. switchgear.
Outdoor d.c. disconnectors,
switch-disconnectors and
earthing switches
BS EN 50123- Railway applications. Fixed
5:1999 installations. d.c. switchgear.
Surge arresters and low-voltage
limiters for specific use in d.c.
systems
BS EN 50123- Railway applications. Fixed
5:2003 installations. D.C. switchgear.
Surge arresters and low-voltage
limiters for specific use in d.c.
systems
BS EN 50123- Railway applications. Fixed
6:1999 installations. D.C. switchgear.
D.C. switchgear assemblies
 BS EN 50123- Railway applications. Fixed
6:2003 installations. D.C. switchgear.
D.C. switchgear assemblies
BS EN 50123-7- Railway applications. Fixed
1:2003 installations. d.c. switchgear.
Measurement, control and
protection devices for specific
use in d.c. traction systems.
Measurement, control and
protection devices for specific
use in d.c. traction systems.
Application guide
BS EN 50123-7- Railway applications. Fixed
2:1999 installations. d.c. switchgear.
Measurement, control and
protection devices for specific
use in d.c. traction systems.
Isolating current transducers and
current measuring devices.
Isolating current transducers and
other current measuring devices
BS EN 50123-7- Railway applications. Fixed
2:2003 installations. d.c. switchgear.
Measurement, control and
protection devices for specific
use in d.c. traction systems.
Isolating current transducers and
other current measuring devices
BS EN 50123-7- Railway applications. Fixed
3:1999 installations. d.c. switchgear.
Measurement, control and
protection devices for specific
use in d.c. traction systems.
Isolating voltage transducers and
other voltage measuring devices.
Isolating voltage transducers and
other voltage measuring devices
BS EN 50123-7- Railway applications. Fixed
3:2003 installations. d.c. switchgear.
Measurement, control and
protection devices for specific
use in d.c. traction systems.
Isolating voltage transducers and
other voltage measuring devices
BS EN 50123- Railway applications. Fixed
1:1996 installations. D.C. switchgear.
General
BS EN 50123- Railway applications. Fixed
1:2003 installations. D.C. switchgear.
General
BS EN 50123- Railway applications. Fixed
2:1996 installations. d.c. switchgear. d.c.
circuit breakers
BS EN 50123- Railway applications. Fixed
2:2003 installations. D.C. switchgear.
D.C. circuit breakers
BS EN 50123- Railway applications. Fixed
3:1996 installations. d.c. switchgear.
Indoor d.c. disconnectors and
switch-disconnectors
BS EN 50123- Railway applications. Fixed
3:2003 installations. D.C. switchgear.
Indoor d.c. disconnectors, switch-
disconnectors and earthing
switches
BS EN 50123- Railway applications. Fixed
4:1999 installations. d.c. switchgear.
View publication stats
Outdoor d.c. in-line switch-
disconnectors, disconnectors and
d.c. earthing switches
BS EN 50123- Railway applications. Fixed
4:2003 installations. D.C. switchgear.
Outdoor d.c. disconnectors,
switch-disconnectors and
earthing switches
BS EN 50123- Railway applications. Fixed
5:1999 installations. d.c. switchgear.
Surge arresters and low-voltage
limiters for specific use in d.c.
systems
BS EN 50123- Railway applications. Fixed
5:2003 installations. D.C. switchgear.
Surge arresters and low-voltage
limiters for specific use in d.c.
systems
BS EN 50123- Railway applications. Fixed
6:1999 installations. D.C. switchgear.
D.C. switchgear assemblies
BS EN 50123- Railway applications. Fixed
6:2003 installations. D.C. switchgear.
D.C. switchgear assemblies
BS EN 50123-7- Railway applications. Fixed
1:2003 installations. d.c. switchgear.
Measurement, control and
protection devices for specific
use in d.c. traction systems.
Measurement, control and
protection devices for specific
use in d.c. traction systems.
Application guide
BS EN 50123-7- Railway applications. Fixed
2:1999 installations. d.c. switchgear.
Measurement, control and
protection devices for specific
use in d.c. traction systems.
Isolating current transducers and
current measuring devices.
Isolating current transducers and
other current measuring devices
BS EN 50123-7- Railway applications. Fixed
2:2003 installations. d.c. switchgear.
Measurement, control and
protection devices for specific
use in d.c. traction systems.
Isolating current transducers and
other current measuring devices
BS EN 50123-7- Railway applications. Fixed
3:1999 installations. d.c. switchgear.
Measurement, control and
protection devices for specific
use in d.c. traction systems.
Isolating voltage transducers and
other voltage measuring devices.
Isolating voltage transducers and
other voltage measuring devices
IEE ETS Supply AC & DC 2014