EuroCon 2013 • 1-4 July 2013 • Zagreb, Croatia

Modeling of 25 kV Electric Railway System for

Power Quality Studies
Alan Župan1, Ana Tomasović Teklić2, Božidar Filipović-Grčić3
1
HEP-Transmission System Operator
Kupska 4, Zagreb, Croatia
alan.zupan@hep.hr
2
Končar Electrical Engineering Institute
Fallerovo šetalište 22, Zagreb, Croatia
at.teklic@koncar-institut.hr
3
University of Zagreb, Faculty of Electrical Engineering and Computing
Unska 3, Zagreb, Croatia
bozidar.filipovic-grcic@fer.hr

Abstract—25 kV, 50 Hz single-phase AC supply has been
widely adopted in the long-distance electrified railway systems in
many countries. Electrical locomotives generate harmonic
currents in railway power supply systems. Single-phase traction
loads also inject large unbalance currents to the transmission
system and cause voltage unbalance subsequently. As the amount
of rail traffic increases, the issue of power quality distortion
becomes more critical.
Harmonic currents and unbalanced voltages may cause negative
effects on the components of the power system such as
overheating, vibration and torque reduction of rotating
machines, additional losses of lines and transformers,
interference with communication systems, malfunctions of
protection relays, measuring instrument error, etc.
Therefore, the harmonic current flow must be assessed exactly in
the designing and planning stage of the electric railway system
(ERS). Harmonic current flow through the contact line system
has to be accurately modeled to analyze and assess the harmonic
effect on the transmission system.
This paper describes the influence of electric railway system on
power quality in 110 kV transmission system. Locomotives with
diode rectifiers were analyzed. Electric railway system was
modeled using EMTP-RV software. Currents and voltages were
calculated in 110 kV and 25 kV network. Power quality
measurements were performed on 110 kV level in 110/35/25 kV
substation and analyzed according to IEC 61000-3-6.
Keywords: Electric Railway System, Power Quality, Modeling,
Measurement
I. INTRODUCTION
Constant technological development requires the
electrification of main railway lines due to the advantages of
electric traction over diesel traction, such as: increase in
speed, safety, efficiency and environmental acceptability.
However, electric railway system has a negative influence
on facilities to which it is connected and on surrounding
facilities. The negative influence of the electric railway system
is manifested in the form of unbalanced loading [1] and
generation of harmonic voltages and currents [2]-[3] at the
point of connection. Unbalanced loading occurs due to the fact
that the transformers in electric traction substations, feeding
the contact line, are connected between two phases of the
transmission grid. This generates current loading at the 110 kV
voltage level at the point of connection of the electric traction
system, thus creating voltage drops at the transmission branch
impedances, which leads to voltage unbalance.
Besides voltage and current unbalance, electric railway
system also causes voltage and current harmonic distortion at
the point of connection due to operation of power electronics
used for train control and drive systems [4]. In order to
calculate the distorted voltages and currents caused by electric
traction at the point of connection to the transmission grid, a
model of diode locomotive was created using the EMTP-RV
software. The calculated harmonic voltages and currents were
compared to the values measured at the electric railway
substation.
II. ELECTRIC LOCOMOTIVES WITH DIODE RECTIFIERS
Majority of electric locomotives in Croatian electric
railway system 25 kV, 50 Hz are equipped with DC motors
and diode rectifiers. Diode rectifier bridge causes current
waveform distortion and as a consequence voltage distortion
in transmission power system.
Diode locomotive consists of an autotransformer, diode
rectifiers and four DC motors. The autotransformer 25/1.06
kV connects contact wire with diode rectifiers and DC motors.
Figure 1 shows the electrical scheme of diode locomotive.
Contact wire
Lm
25/1.06 kV i''
D1 D2
Autotransformer U' U''
u'
D3 D4
Fig. 1. Electrical scheme of the diode locomotive

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 EuroCon 2013 • 1-4 July 2013 • Zagreb, Croatia

Figure 2 shows voltage U” and current i” waveforms network is represented by Thevenin equivalent (impedance in
entering the diode rectifier [5]. Diode rectifier has one series with voltage source). The positive and zero sequence
commutation over one semi-period of voltage. impedance was calculated from single-phase and three-phase
The Figure 2 also shows conducting sequence of individual short-circuit currents.
diodes in the rectifier bridge as well as commutation when all Figure 4 shows a 25 kV catenary system which consists of
diodes simultaneously conduct in a short time period (in Fig. 2 a messenger wire and contact wire.
this time period is enlarged). The catenary system was modeled using a frequency-
u dependent J. Marti model which is based on the
approximation of the line characteristic impedance Z(ω) and
U'' propagation function A(ω) by rational functions of the higher
u'
order. Ground resistivity was assumed 100 Ωm.

D2, D3 D1, D4
Messenger wire
t
D1, D2
D3, D4
i''

IM Contact wire

-IM

Rails
Fig. 2. Diode rectifier voltage and current waveforms

Odd current harmonics (3rd, 5th, 7th, 9th,…) are characteristic

for diode bridge rectifiers.

III. MODELING OF ELECTRIC RAILWAY SYSTEM

A model of electric railway system connected to 110 kV
network was developed in order to determine power quality
parameters of voltage and current. A model consists of electric
railway substation and contact line feeding electric Fig. 4. Configuration of the 25 kV, 50 Hz catenary system
locomotives equipped with diode rectifiers. Figure 3 shows
the model in EMTP-RV software [6] which is used for The parameters of the catenary system are shown in Table I.
analysis of electromagnetic transients. DC motor model consists of main field inductance,
An electric railway substation consists of one 110/25 kV armature and commutating pole resistance and back
transformer with rated power 7.5 MVA which is connected to electromotive force [7]-[9].
the transmission grid. The transformer impedance was
calculated from the manufacturer data. 110 kV transmission
DEV5
RL9 ?i
Ulaz1 Izlaz1 +
870 DC2
0.027,5.033mH

kontaktna_mreza
Ulaz2 Izlaz2

DEV1
Tr0_6 RL10 ?i
RL21 25kV RL22
25 +
+VM p+ + + Ulaz1 Izlaz1
p+ 1060 s1+ s1+ 870 DC3
+VM

?v 0.027,5.033mH
m15

m13 LINE DATA

?v

4.5,15.9mH 0.004,28.58uH
model in: kontaktna_mreza_rv.pun p- s1 RL23 s1
Ulaz2 Izlaz2
R18

RL26 Tr0_5 m19

b 1060 s2+ + s2+
+A
+

+ FDline2
11

+ ?i 0.004,28.58uH
AC3 m23 0.5,4mH + FD s2 RL24 s2
RL27
+ +A 1 2 DEV3
1060 s3+ + s3+ ?i
+

RL11
?i c 0.004,28.58uH +
+

110kVRMSLL /_0 s3 RL25 s3 Ulaz1 Izlaz1

0.22727272727272726 870 DC4
L6

0.027,5.033mH
50

1060 s4+ + s4+

0.004,28.58uH Ulaz2 Izlaz2
Equivalent of the Traction substation Ideal
transformer
s4 s4

transmission network 110 kV BUS2 20 kV, 50 Hz contact line p-

transformer 110/25 kV, DEV6
system and rails RL14 ?i
7.5 MVA Locomotive transformer 25/1.06 kV Ulaz1 Izlaz1 +
870 DC5
0.027,5.033mH

Ulaz2 Izlaz2

DC motors
Diode rectifier
bridges

Fig. 3. EMTP-RV model of electric railway system

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 EuroCon 2013 • 1-4 July 2013 • Zagreb, Croatia

TABLE I
PARAMETERS OF THE CATENARY SYSTEM

Contact wire Messenger wire

DC resistance
0.1759 0.153
(:/km)
Radius
6 6.18
(mm)
Cross section
100 120
(mm2)

Regarding the rectifier bridge it is represented with the

series resistance of the diodes and the parallel RC elements.
To smooth the direct current a series reactor is connected
between the rectifier bridge and the motor. This reactor
together with its resistance was also taken into account in Fig. 7. Current waveform on 25 kV side of railway substation transformer
calculations. Diode rectifier bridge is shown in Fig. 5. Fig. 8 shows voltage waveform and Fig. 9 voltage harmonic
C2

R1 spectrum at 110 kV side of railway substation transformer. The

+ +
7.5 voltage and current harmonics in 25 kV catenary system is
1.33uF

shifted through 110/25 kV transformer in electric traction

D8 R8
?vi +
substation to the 110 kV voltage level.
0.7 0.001
R2

R5

0
R7

R4
+

+
D5 ?vi 0.001
+

+
7.5

D7 ?vi 0.001

7.5
+

C6
125uF
?v
+

0.7

0.7

C3
+

C5
0

1.33uF
1.33uF

D6 ?viR6
+
0.7 0.001
C4

0
R3
+ +
7.5
1.33uF

Fig. 5. Diode rectifier bridge

IV. ANALYSIS OF THE SIMULATION RESULTS

Constant speed of the diode locomotive was analyzed.
Electric railway system is connected between phase L2 and
Fig. 8. Voltage waveform at 110 kV side of railway substation transformer
L3 of the 110 kV network. All calculated values relate to the
single diode locomotive 1 km away from the electric railway
substation. Voltage and current waveforms were calculated on
25 kV and 110 kV level at the railway substation.
The diode electric locomotive causes voltage distortion in
the 25 kV catenary system. Fig. 6 shows voltage waveform
and Fig. 7 current waveform on 25 kV side of railway
substation transformer.

Fig. 9. Voltage harmonics at 110 kV side of railway substation transformer

There is a significant part of higher odd harmonics (23 rd and

21st harmonic are the highest).
Fig. 10 shows current waveform and Fig. 11 current
harmonic spectrum at 110 kV side of railway substation
transformer. The harmonic distortion of 110 kV voltage is
significant only in L2 and L3 phases to which the electric
Fig. 6. Voltage waveform on 25 kV side of railway substation transformer
railway system is connected.

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 EuroCon 2013 • 1-4 July 2013 • Zagreb, Croatia

110 kV transmission
transmission 110
110 kV transmission
transmission
line - line
Gojak 1 line -line
Gojak 2

PQ1 PQ2
110 kV

PQ3 PQ4 PQ6 PQ7

110/35 kV 110/35 kV
Yy0 Yy0
20 MVA 20 MVA

35 kV 35 kV Electric railway system

Fig. 10. Current waveforms on 110 kV side of railway substation transformer TR 1 TR 2
7,5 MVA 7,5 MVA
TR 1 TR 2

Fig.12. 110/35/25 kV substation with indicated measuring points where power

quality (PQ) analysers were connected

110 kV power system is supplied from hydro power plant

Fig. 11. Current harmonics on 110 kV side of railway substation transformer
The 3rd, 5th, 21st and 23rd harmonic contribute the most to the
total current distortion.
Simulations showed that total harmonic distortion (THD) of
voltage and current is the highest at the point of connection of
the locomotive to contact line. Calculated current and voltage
over two transmission lines. Voltage harmonic distortion at
110 kV level occurs due to the fact that two electric railway
transformers and two distribution transformers are connected
to 110 kV level. Electric railway transformers are connected to
phases L2 and L3 of the 110 kV system. All measurements
were time synchronized. Measurement system collected 10-
minutes mean RMS values of voltage at 110 kV system and
currents in electric railway drain (phase L2). Diode and
thyristor locomotives were operating in the electric railway
system during the measurement period [11].
3rd voltage harmonic in the observed period of one week are
significantly higher in L2 and L3 phases than in L1 phase
(Figure 13).
1,60
Phase L1
Uh3 RMS L1 10'
Phase L2
Uh3 RMS L2 10' Phase L3
Uh3 RMS L3 10'

THD at 110 kV and 25 kV level is shown in Table II and 1,40

harmonics at 110 kV level are shown in Table III.

(%) of the 1 st harmonic

1,20

TABLE II 1,00
CURRENT AND VOLTAGE THD AT 110 KV AND 25 KV LEVEL
0,80

Voltage THD U THD I 0,60

110 kV 1.63 %
41.83 % 0,40
25 kV 2.06 %
0,20

TABLE III
0,00
CURRENT AND VOLTAGE HARMONICS AT 110 KV AND 25 KV LEVEL 2009-vlj-03 2009-vlj-04 2009-vlj-05 2009-vlj-06 2009-vlj-07 2009-vlj-08 2009-vlj-09 2009-vlj-10
00:00:00, uto 00:00:00, sri 00:00:00, čet 00:00:00, pet 00:00:00, sub 00:00:00, ned 00:00:00, pon 00:00:00, uto

Harmonic 25 kV 110 kV Date and time

number U (V) I (A) U (V) I (A) Fig. 13. 3rd voltage harmonic at 110 kV level
1st 35280 194 89560 40.1
3rd 125.1 35.2 251.2 11.4 During 95 % time of the week the maximum value of third
5th 116.7 31.0 234.4 6.4 voltage harmonic was 0.9 % in phase L2 and L3 and 0.3 % in
7th 107.7 10. 5 216.4 4.2 phase L1. Besides the 3rd voltage harmonic, the 3rd current
21st 421.0 26.7 931.4 5.5 harmonic was also increased in L2 and L3 phases of electric
23rd 462.0 26.7 841.8 5.5 railway drains. Fig. 14 shows 3rd current harmonic in phase L2
of both railway substation transformers. The 3rd current
V. MEASUREMENT OF POWER QUALITY harmonic is characteristic for diode and thyristor electric
locomotives.
Power quality parameters were measured for the period of
5th voltage harmonic in all three phases is approximately
seven days in 110/35/25 kV substation shown in Fig.12 [10]. equal (Fig. 15) due to the fact that the 5th harmonic is
characteristic for the loads in distribution network as well as

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 EuroCon 2013 • 1-4 July 2013 • Zagreb, Croatia

for the railway system. During 95 % of the week, the According to Fig. 18 it can be concluded that the increased 9th
maximum value for all phases was 0.6 %. current harmonic in phase L2 and L3 of electric railway drain
causes increase of 9th voltage harmonic in the same phases at
TR1 – phase L2 TR2 – phase L2
8,00 110 kV level.
7,00
1,75 TR1 – phase L2
TR HŽ 1 - Ih9 RMS L2 10' A
TR2 – phase L2
TR HŽ 2 - Ih9 RMS L2 10' A
3. harmonik struje u fazi odvoda HŽ 1 i HŽ 2 [A]

harmonik struje u fazi odvoda HŽ 1 i HŽ 2 [A]

harmonic from electric
electric railway system (A)
3rd current harmonic from

6,00
1,50

5,00

railway system (A)

1,25

4,00
1,00

3,00
0,75

9th 9.current
2,00

0,50
1,00

0,25
0,00
2009-vlj-03 2009-vlj-04 2009-vlj-05 2009-vlj-06 2009-vlj-07 2009-vlj-08 2009-vlj-09 2009-vlj-10
00:00:00, uto 00:00:00, sri 00:00:00, čet 00:00:00, pet 00:00:00, sub 00:00:00, ned 00:00:00, pon 00:00:00, uto 0,00
Datumand
i Vrijeme 2009-vlj-03 2009-vlj-04 2009-vlj-05 2009-vlj-06 2009-vlj-07 2009-vlj-08 2009-vlj-09 2009-vlj-10
Date time 00:00:00, uto 00:00:00, sri 00:00:00, čet 00:00:00, pet 00:00:00, sub 00:00:00, ned 00:00:00, pon 00:00:00, uto

rd Date
Datumand time
i Vrijeme
Fig. 14. 3 current harmonic in phase L2 of the both electric railway
transformers at 110 kV level Fig. 18. 9th current harmonic in phase L2 of the both electric railway
transformers at 110 kV level
Phase Uh5
L1RMS L1 10' Phase L2 Phase L3
%Un

Uh5 RMS L2 10' Uh5 RMS L3 10'

1,00
(%) of the 1 st harmonic

0,80
3n harmonics are specific for diode and thyristor
locomotives. During 95 % of the week the maximum value of
the 21st voltage harmonic in phase L2 and L3 was 0.5 %, while
0,60

0,40
in phase L1 was zero (Fig. 19). The 21st current harmonic is
0,20 shown in Fig. 20.
0,00
2009-vlj-03 2009-vlj-04 2009-vlj-05 2009-vlj-06 2009-vlj-07 2009-vlj-08 2009-vlj-09 2009-vlj-10
00:00:00, uto 00:00:00, sri 00:00:00, čet 00:00:00, pet 00:00:00, sub 00:00:00, ned 00:00:00, pon 00:00:00, uto Phase L1 Phase L2 Phase L3
1,20
Date and time

Fig. 15. 5th voltage harmonic at 110 kV level 1,00

The 5th current harmonic is shown in Fig. 16.

1 harmonic

0,80

TR1 – phase L2 TR2 – phase L2

4,00
%Un st
(%) of the

0,60
3,50
5. harmonik struje u fazi odvoda HŽ 1 i HŽ 2 [A]
electric railway system (A)
5th current harmonic from

3,00
0,40

2,50

0,20
2,00

1,50 0,00
2009-vlj-03 2009-vlj-04 2009-vlj-05 2009-vlj-06 2009-vlj-07 2009-vlj-08 2009-vlj-09 2009-vlj-10
00:00:00, uto 00:00:00, sri 00:00:00, čet 00:00:00, pet 00:00:00, sub 00:00:00, ned 00:00:00, pon 00:00:00, uto
1,00
Date and time
0,50
Fig. 19. 21th voltage harmonic at 110 kV level
0,00
2009-vlj-03 2009-vlj-04 2009-vlj-05 2009-vlj-06 2009-vlj-07 2009-vlj-08 2009-vlj-09 2009-vlj-10
00:00:00, uto 00:00:00, sri 00:00:00, čet 00:00:00, pet 00:00:00, sub 00:00:00, ned 00:00:00, pon 00:00:00, uto
Datum and
Date i Vrijeme
time TR1 – phase L2 TR2 – phase L2
1,00
th
Fig. 16. 5 current harmonic in phase L2 of the both electric railway
transformers at 110 kV level
harmonic from electric
harmonik struje u fazi odvoda HŽ 1 i HŽ 2 [A]

0,80

9th voltage harmonic in phase L2 and L3 was also higher than

railway system (A)

in phase L1 (Figure 17). During 95 % time of the week the 0,60

maximum value in phase L2 and L3 was 0.3 %.

0,40
0,70
Phase L1 Uh9 RMS L1 10' Phase
Uh9 RMS L2 10'
L2 Phase L3
Uh9 RMS L3 10'
current

0,60
(%) of the 1 st harmonic

0,20
2121.
st

0,50

0,40

0,00
0,30 2009-vlj-03 2009-vlj-04 2009-vlj-05 2009-vlj-06 2009-vlj-07 2009-vlj-08 2009-vlj-09 2009-vlj-10
00:00:00, uto 00:00:00, sri 00:00:00, čet 00:00:00, pet 00:00:00, sub 00:00:00, ned 00:00:00, pon 00:00:00, uto

0,20 Date
Datumand time
i Vrijeme

0,10
Fig. 20. 21th current harmonic in phase L2 of the both electric railway
0,00 transformers at 110 kV level
2009-vlj-03 2009-vlj-04 2009-vlj-05 2009-vlj-06 2009-vlj-07 2009-vlj-08 2009-vlj-09 2009-vlj-10
00:00:00, uto 00:00:00, sri 00:00:00, čet 00:00:00, pet 00:00:00, sub 00:00:00, ned 00:00:00, pon 00:00:00, uto

Date and time The comparison between measured values and planning levels
Fig. 17. 9th voltage harmonic at 110 kV level for harmonic voltages according to [12] is shown in Table IV.

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 EuroCon 2013 • 1-4 July 2013 • Zagreb, Croatia

TABLE IV system. Measurements were analyzed according to IEC

COMPARISON OF MEASUREMENTS AND PLANNING LEVELS FOR HARMONIC
61000-3-6.
VOLTAGES ACCORDING TO IEC 61000-3-6: 2008
Calculation results and measurements show that the impact
Measurements on of the electric railway system on power quality in transmission
110 kV busbars Planning system is especially expressed in form of railway-specific
levels for harmonics - 3n order odd harmonics. 3n harmonics are higher
Phases L2, Phase
HV on phases between which the electric railway system is
L3 L1
connected.
THD 1,8 % 0,8 % 3% Future work will focus on experimental verification of
Uh3 0,9 % Uh1 0,3 % Uh1 2 % Uh1 diode locomotive model, development of thyristor locomotive
Uh5 0,6 % Uh1 0,5 % Uh1 2 % Uh1 model and analysis of harmonic propagation in transmission
system.
Uh7 0,5 % Uh1 0,2 % Uh1 2 % Uh1
Uh9 0,3 % Uh1 0,0 % Uh1 1 % Uh1 REFERENCES
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