T LR EL 00007 ST

Standard

Traction Power Supply

Infrastructure and Light Rail Vehicle
Interface

Version 2.0

Issue date: 04 October 2018

© State of NSW through Transport for NSW 2018

 T LR EL 00007 ST
Traction Power Supply Infrastructure and Light Rail Vehicle Interface
Version 2.0
Issue date: 04 October 2018

Important message
This document is one of a set of standards developed solely and specifically for use on
Transport Assets (as defined in the Asset Standards Authority Charter). It is not suitable for any
other purpose.

The copyright and any other intellectual property in this document will at all times remain the
property of the State of New South Wales (Transport for NSW).

You must not use or adapt this document or rely upon it in any way unless you are providing
products or services to a NSW Government agency and that agency has expressly authorised
you in writing to do so. If this document forms part of a contract with, or is a condition of
approval by a NSW Government agency, use of the document is subject to the terms of the
contract or approval. To be clear, the content of this document is not licensed under any
Creative Commons Licence.

This document may contain third party material. The inclusion of third party material is for
illustrative purposes only and does not represent an endorsement by NSW Government of any
third party product or service.

If you use this document or rely upon it without authorisation under these terms, the State of
New South Wales (including Transport for NSW) and its personnel does not accept any liability
to you or any other person for any loss, damage, costs and expenses that you or anyone else
may suffer or incur from your use and reliance on the content contained in this document. Users
should exercise their own skill and care in the use of the document.

This document may not be current and is uncontrolled when printed or downloaded. Standards
may be accessed from the Transport for NSW website at www.transport.nsw.gov.au

For queries regarding this document, please email the ASA at

standards@transport.nsw.gov.au or visit www.transport.nsw.gov.au

© State of NSW through Transport for NSW 2018

 T LR EL 00007 ST
Traction Power Supply Infrastructure and Light Rail Vehicle Interface
Version 2.0
Issue date: 04 October 2018

Standard governance
Owner: Lead Electrical Engineer, Asset Standards Authority
Authoriser: Chief Engineer, Asset Standards Authority
Approver: Executive Director, Asset Standards Authority on behalf of the ASA Configuration Control
Board

Document history
Version Summary of changes
1.0 First issue 25 May 2017
2.0 Second issue

© State of NSW through Transport for NSW 2018 Page 3 of 19

 T LR EL 00007 ST
Traction Power Supply Infrastructure and Light Rail Vehicle Interface
Version 2.0
Issue date: 04 October 2018

Preface
The Asset Standards Authority (ASA) is a key strategic branch of Transport for NSW (TfNSW).
As the network design and standards authority for NSW Transport Assets, as specified in the
ASA Charter, the ASA identifies, selects, develops, publishes, maintains and controls a suite of
requirements documents on behalf of TfNSW, the asset owner.

The ASA deploys TfNSW requirements for asset and safety assurance by creating and
managing TfNSW's governance models, documents and processes. To achieve this, the ASA
focuses on four primary tasks:

• publishing and managing TfNSW's process and requirements documents including TfNSW
plans, standards, manuals and guides

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

• continuously improving TfNSW’s Asset Management Framework

• collaborating with the Transport cluster and industry through open engagement

The AEO framework authorises engineering organisations to supply and provide asset related
products and services to TfNSW. It works to assure the safety, quality and fitness for purpose of
those products and services over the asset's whole-of-life. AEOs are expected to demonstrate
how they have applied the requirements of ASA documents, including TfNSW plans, standards
and guides, when delivering assets and related services for TfNSW.

Compliance with ASA requirements by itself is not sufficient to ensure satisfactory outcomes for
NSW Transport Assets. The ASA expects that professional judgement be used by competent
personnel when using ASA requirements to produce those outcomes.

About this document

This standard sets out the requirements for the interface between the direct current traction
power reticulation system and light rail vehicles.

This document is the second issue of the document. The changes to previous content include
minor amendments and clarification to content.

© State of NSW through Transport for NSW 2018 Page 4 of 19

 T LR EL 00007 ST
Traction Power Supply Infrastructure and Light Rail Vehicle Interface
Version 2.0
Issue date: 04 October 2018

Table of contents
1. Introduction .............................................................................................................................................. 7
2. Purpose .................................................................................................................................................... 7
2.1. Scope ..................................................................................................................................................... 8
2.2. Application ............................................................................................................................................. 8
3. Reference documents ............................................................................................................................. 8
4. Terms and definitions ............................................................................................................................. 9
5. Electrical infrastructure standards ........................................................................................................ 9
6. Traction power infrastructure system electrical characteristics...................................................... 10
6.1. Traction supply .................................................................................................................................... 10
6.2. 750 V dc protection .............................................................................................................................. 11
6.3. Line current (pantograph current) ........................................................................................................ 12
6.4. Regeneration ....................................................................................................................................... 12
6.5. Surge arresters and transients ............................................................................................................ 12
7. Overhead conductor system infrastructure ....................................................................................... 13
7.1. Overhead conductor system configuration .......................................................................................... 13
7.2. Overhead conductor position ............................................................................................................... 13
7.3. Overhead conductor running surface .................................................................................................. 14
7.4. Contact wire uplift ................................................................................................................................ 14
8. APS infrastructure ................................................................................................................................. 14
9. Ground contact charging system infrastructure................................................................................ 14
10. Overhead contact charging system requirements............................................................................. 14
11. Pantograph requirements ..................................................................................................................... 14
11.1. Pantograph standard ....................................................................................................................... 14
11.2. Pantograph position ......................................................................................................................... 15
11.3. Pantograph dimensional characteristics .......................................................................................... 15
11.4. Pantograph height range ................................................................................................................. 15
11.5. Pantograph dynamic performance .................................................................................................. 15
11.6. Pantograph raising and lowering ..................................................................................................... 15
11.7. Pantograph upwards thrust.............................................................................................................. 16
11.8. Pantograph current of a stationary vehicle ...................................................................................... 16
11.9. Contact strip material ....................................................................................................................... 16
12. Vehicle-borne requirements for APS ................................................................................................... 16
12.1. Shoe gear requirements .................................................................................................................. 16
12.2. Infrastructure interface ..................................................................................................................... 17
12.3. Pantograph management requirements .......................................................................................... 17
12.4. Ride-through capability .................................................................................................................... 17
13. Vehicle-borne requirements ground contact charging ..................................................................... 17
14. Vehicle-borne requirements overhead contact charging .................................................................. 17

© State of NSW through Transport for NSW 2018 Page 5 of 19

 T LR EL 00007 ST
Traction Power Supply Infrastructure and Light Rail Vehicle Interface
Version 2.0
Issue date: 04 October 2018

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

16. Vehicle-borne electrical protection equipment .................................................................................. 18
16.1. Vehicle high speed circuit breaker ................................................................................................... 18
16.2. Auxiliary inrush current .................................................................................................................... 18
16.3. Lightning impulse withstand............................................................................................................. 18
16.4. Under-voltage protection ................................................................................................................. 19
17. Power regeneration requirements ....................................................................................................... 19
18. Information to be provided to TfNSW .................................................................................................. 19

© State of NSW through Transport for NSW 2018 Page 6 of 19

 T LR EL 00007 ST
Traction Power Supply Infrastructure and Light Rail Vehicle Interface
Version 2.0
Issue date: 04 October 2018

1. Introduction
The 750 V direct current (dc) electrical traction power supply infrastructure on TfNSW
(Transport for NSW) light rail networks supplies power to the light rail vehicle (LRV) traction and
auxiliary systems. The power supply infrastructure also provides a path for regenerated energy
from braking LRVs to supply other nearby LRVs or to substations equipped with reversible
traction converters where these are provided.

This standard is confined to the interactions of the traction supply infrastructure with the vehicle
based systems and components which are influenced by the following factors:

• Magnitude of electrical load: stationary and moving. This includes the type of LRVs, the
current required for powering, the current required for auxiliaries, the numbers of LRVs
operating (that is, the timetable) and the speed of operation.

• Traction system capacity including: maximum fault levels, fault clearing time and rate of
rise of current.

• Vehicle-mounted equipment including: protection, in-rush current, onboard energy storage

equipment for wire-free operation and input filter characteristics.

The electromechanical interface requirements enable the pantograph to interact safely and
reliably with the overhead conductor system to enable reliable transfer of power across the
interface.

Factors influencing the mechanical interface include the following:

• position and movement of the overhead conductor system (OCS), including contact wire
stagger, conductor tensioning mode, ambient temperature and crosswind

• pantograph head profile including end horns

• mechanical characteristics of the pantograph

• electromechanical characteristics of the collectors on the pantograph head

2. Purpose
This standard sets out the requirements for the interface between the traction power supply
infrastructure and LRVs.

© State of NSW through Transport for NSW 2018 Page 7 of 19

 T LR EL 00007 ST
Traction Power Supply Infrastructure and Light Rail Vehicle Interface
Version 2.0
Issue date: 04 October 2018

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

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

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

2.2. Application
This standard applies to new and altered light rail traction power supply infrastructure and
LRVs. Refer to T MU MD 20001 ST System Safety Standard for New or Altered Assets for
system safety requirements related to changes to the transport network.

Unless otherwise stated, this standard does not apply to existing infrastructure and LRVs that
are not otherwise altered.

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

undertake work on traction power supply infrastructure and LRVs.

3. Reference documents
The following documents are cited in the text. For dated references, only the cited edition
applies. For undated references, the latest edition of the referenced document applies.

International standards

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

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

Clearances and creepage distances for all electrical and electronic equipment

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

protection

EN 50163 Railway applications - Supply voltages of traction systems

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

Part 2: Pantographs for metros and light rail vehicles

EN 50367 Railway applications - Current collection systems - Technical criteria for the
interaction between pantograph and overhead line (to achieve free access)

IEC 60077-1 Railway applications - Electric equipment for rolling stock - Part 1: General service
conditions and general rules

© State of NSW through Transport for NSW 2018 Page 8 of 19

 T LR EL 00007 ST
Traction Power Supply Infrastructure and Light Rail Vehicle Interface
Version 2.0
Issue date: 04 October 2018

Transport for NSW standards

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

T LR EL 00004 ST Traction Power Substations

T LR EL 00005 ST Direct Current Traction Power Reticulation

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

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

T LR TR 10000 ST Light Rail Track Requirements

T MU MD 20001 ST System Safety Standard for New or Altered Assets

Other reference documents

Alstom, SLR-ALS-D50-RST-SPE-000156 Sydney Light Rail – Interface Specification Rolling

Stock / Power Supply (available on request from standards@transport.nsw.gov.au)

4. Terms and definitions

The following terms and definitions apply in this document:

ac alternating current

APS aesthetic power system

ASA Asset Standards Authority

dc direct current

HSCB high speed circuit breaker

LRV light rail vehicle

TfNSW Transport for NSW

5. Electrical infrastructure standards

The main electrical elements of electrical infrastructure that interface with LRVs are traction
power substations and the dc traction power reticulation system.

The characteristics of traction power substations are the basis for many of the electrical
characteristics of the interface. Specific requirements for traction power substations are in
T LR EL 00004 ST Traction Power Substations which provides further information regarding the
capacity, characteristics and protection arrangements of traction power substations.

The elements of the dc traction power reticulation system that interface with LRVs are electrical,
geometric and in some cases there is also a control element relating to traction power
infrastructure and power equipment on LRVs. Specific requirements for dc traction power

© State of NSW through Transport for NSW 2018 Page 9 of 19

 T LR EL 00007 ST
Traction Power Supply Infrastructure and Light Rail Vehicle Interface
Version 2.0
Issue date: 04 October 2018

reticulation are in T LR EL 00005 ST Direct Current Traction Power Reticulation which covers
the set of infrastructure required to connect the traction power substations to the LRVs. This can
take one of several forms including the following:

• overhead conductor system – see Section 7 and Section 10

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

• ground contact charging system – see Section 9

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

6. Traction power infrastructure system electrical

characteristics
6.1. Traction supply
The TfNSW light rail electric traction infrastructure operates at 750 V dc nominal in accordance
with EN 50163 Railway applications - Supply voltages of traction systems. For the purposes of
EN 50163 where national conditions are referred to, no national conditions apply.

The 750 V dc nominal overhead traction systems are fed from the three-phase 50 Hz alternating
current (ac) system of the NSW grid through traction substations which convert the three-phase
high voltage supply to 750 V dc nominal.

Solid state converters are used within the traction substations. These converters may consist of
simple twelve-pulse rectifiers or sophisticated fully reversible traction converters. Regenerated
braking energy can be returned to the high voltage grid where fully reversible traction converters
are used. Harmonic filters are not normally provided on the dc side of the rectifier set.

Failure of the converter equipment might result in 50 Hz ac voltages appearing on the 750 V dc
output of a traction substation.

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

The maximum infrastructure fault current shall be determined by the designer of the traction
infrastructure in accordance with IEC 60077-1 Railway applications - Electric equipment for
rolling stock – Part 1: General service conditions and general rules.

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

• maximum allowable prospective fault current level at the vehicle

• corresponding circuit time constant

• rate of rise of current

© State of NSW through Transport for NSW 2018 Page 10 of 19

 T LR EL 00007 ST
Traction Power Supply Infrastructure and Light Rail Vehicle Interface
Version 2.0
Issue date: 04 October 2018

The maximum infrastructure fault current and the LRV fault capacity shall be accepted by the
Lead Electrical Engineer, Asset Standards Authority (ASA) and Lead Rolling Stock Engineer,
ASA prior to the detail design stage to ensure interoperability objectives at a TfNSW light rail
network level are met.

The requirements in Section 6.1 are an interim measure. In future a maximum infrastructure
fault level and the LRV fault capacity may be stipulated.

6.2. 750 V dc protection

Overhead conductor sections are usually fed from both ends via two high speed circuit breakers
(HSCBs). In the event of a fault the two HSCBs will normally trip sequentially rather than
simultaneously. See T LR EL 00004 ST for further information regarding the protection
arrangements. The LRV shall be designed to withstand faults to the vehicle body upstream of
the onboard HSCB, such as might arise if the contact wire made contact with the vehicle roof.

While all on-vehicle faults should be cleared by the vehicle HSCB rather than the substation
HSCB, it is not essential that discrimination between the vehicle HSCB and the substation
HSCB is achieved in all cases.

The substation HSCB trip levels are sensitive to the rate of rise of current. The characteristics of
LRV and the substation HSCB shall be coordinated to prevent nuisance tripping of substation
HSCBs on the rate of rise element.

Before each HSCB closure, a line test of the electrical section shall be executed. The line test is
to ensure that no fault exists on the electrical section before feeding it by closing the HSCB. The
line test shall be performed by energising the electric section through a contactor and a current
limiting resistor for defined period. Provided that the current does not exceed a threshold level
the circuit breaker is then closed.

Depending on the type of fault detected, the circuit breaker may be allowed to reclose
automatically. The enabling of automatic reclose functionality of the circuit breaker is
determined by the designer, based on a safety and risk analysis incorporating the operational
concept of the light rail. The reclose timing of the circuit breaker shall be coordinated with the
operation and protection arrangements for equipment on the LRV.

The proposed line test resistance, the line test duration and the maximum current at which
reclose will be allowed and the corresponding control characteristics of the LRV together shall
be accepted by the Lead Electrical Engineer, ASA and Lead Rolling Stock Engineer, ASA prior
to the detail design stage to ensure interoperability objectives at a TfNSW light rail network level
are met.

© State of NSW through Transport for NSW 2018 Page 11 of 19

 T LR EL 00007 ST
Traction Power Supply Infrastructure and Light Rail Vehicle Interface
Version 2.0
Issue date: 04 October 2018

6.3. Line current (pantograph current)

The following parameters shall be specified by LRV suppliers and provided to the Lead
Electrical Engineer, ASA and Lead Rolling Stock Engineer, ASA to ensure interoperability
objectives at a TfNSW light rail network level are met:

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

• the peak line current following a pantograph bounce

• the maximum line current due to systems inrush when the LRV is reconnected to the
traction power reticulation system, such as a charging point in a wire-free area

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

The LRV shall be capable of operating at the maximum rated power (accelerating) whenever
the line voltage exceeds 622.5 V.

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

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

6.4. Regeneration
In some areas the traction system is capable of accepting power from regenerating vehicles
only when there are other vehicles capable of using the regenerated energy.

In other areas reversible converters are installed in the traction substations. These converters
will return braking energy regenerated by vehicles to the electricity network when no other
vehicles loads are nearby.

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

6.5. Surge arresters and transients

Surge arresters shall be installed at cable to overhead interfaces, unless a design study
concludes that such installation is not required. The study shall be done in accordance with
insulation coordination requirements in accordance with EN 50124-1 Railway applications –
Insulation coordination – Part 1: Basic requirements – Clearances and creepage distances for
all electrical and electronic equipment and EN 50124-2 Railway applications – Insulation
coordination – Part 2: Overvoltages and related protection and with consideration of the built
environment.

LRVs shall be fitted with surge arresters as necessary on the basis that surge arresters are not
provided on the fixed infrastructure.

© State of NSW through Transport for NSW 2018 Page 12 of 19

 T LR EL 00007 ST
Traction Power Supply Infrastructure and Light Rail Vehicle Interface
Version 2.0
Issue date: 04 October 2018

7. Overhead conductor system infrastructure

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

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

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

• single contact only (trolley type)

• twin contact only (trolley type)

• single contact catenary system

• rigid conductor rail system

Helper cables may be installed to augment the current carrying capacity of the overhead
conductors. Helper cables shall be located underground in areas accessible to the public.

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

• maximum vehicle speed – 80 km/h

• number of pantographs raised at any one time per vehicle – 1

• number of contact strips per pantograph – 2

• nominal contact wire height in open route – 5500 mm

Overhead conductors of overhead line equipment (OLE) in the open route shall be auto-
tensioned.

7.2. Overhead conductor position

Under the worst condition of high temperature and cross wind, and including various
infrastructure tolerances, the design maximum displacement of the contact wire from the
superelevated centre-line shall comply with T LR EL 00005 ST.

The minimum and maximum contact wire heights above rail and the maximum contact wire
gradient are in T LR EL 00005 ST.

Converging contact wires shall not contact the pantograph horn more than 60 mm below the top
running surface of the pantograph.

© State of NSW through Transport for NSW 2018 Page 13 of 19

 T LR EL 00007 ST
Traction Power Supply Infrastructure and Light Rail Vehicle Interface
Version 2.0
Issue date: 04 October 2018

7.3. Overhead conductor running surface

The running surface of the contact wire contains mechanical discontinuities which can subject
pantographs to vertical forces and horizontal forces in the direction of the pantograph travel.
These forces are generally attributed to the following contact wire features and components:

• splices

• section insulators

• kinks

7.4. Contact wire uplift

The design uplift of the contact wire shall comply with EN 50119 Railway applications - Fixed
installations - Electric traction overhead contact lines and shall allow for the range of pantograph
upthrust specified in Section 11.6.

8. APS infrastructure
APS is an Alstom proprietary segmented third rail system requiring two collector shoes under
each LRV. The power rail segments are only energised when fully under the LRV. Refer to
SLR-ALS-D50-RST-SPE-000156 Sydney Light Rail – Interface Specification Rolling Stock /
Power Supply.

9. Ground contact charging system infrastructure

To support onboard energy storage based wire-free operation, ground-level contacts for
charging may be provided for shoe contact at light rail stops and other charging locations. Such
ground-level contacts shall only be energised when totally beneath the LRV.

10. Overhead contact charging system requirements

To support onboard energy storage based wire-free operation, short sections of overhead line
or rigid contact bar may be provided for pantograph contact at light rail stops and, where
unavoidable, other charging locations.

11. Pantograph requirements

11.1. Pantograph standard
Unless otherwise specified in this standard pantographs shall comply with EN 50206-2 Railway
applications - Rolling stock - Pantographs: Characteristics and tests – Part 2: Pantographs for
metros and light rail vehicles.

© State of NSW through Transport for NSW 2018 Page 14 of 19

 T LR EL 00007 ST
Traction Power Supply Infrastructure and Light Rail Vehicle Interface
Version 2.0
Issue date: 04 October 2018

11.2. Pantograph position

The pantograph shall be installed over a bogie, and shall be as close as possible to the bogie
centre of rotation to reduce pantograph lateral throw on track curves.

11.3. Pantograph dimensional characteristics

The vehicle and pantograph shall be designed to perform correctly with the contact wire
displacement from the superelevated centre-line of up to and including the design maximum
displacement in T LR EL 00005 ST. This shall be achieved at the maximum pantograph
operating height taking into account the worst case cumulative effect of vehicle parameters
including the functional width of the pantograph, vehicle suspension movement, centre-throw or
end-throw, and pantograph deflection.

The width of the pantograph head shall not be more than 1710 mm, and shall not be less than
1680 mm. For the purpose of this document, the pantograph head is part of the pantograph
supported by the frame which includes contact strips, horns and may include a suspension.

The nominal contact strip length shall be in the range of 1045 mm to 1210 mm. Refer to
EN 50206-2 for the definition of the length of the contact strip.

11.4. Pantograph height range

The maximum current collection height shall be no less than 6200 mm above the rail.

The minimum current collection height shall be no more than 3900 mm above the rail.

11.5. Pantograph dynamic performance

The pantograph shall remain in continuous electrical contact with the contact wire at any speed
up to the maximum operating speed plus any design over speed (typically 10%), as specified in
the vehicle performance specification, and the maximum contact wire rising or falling gradients
as specified in T LR EL 00005 ST.

11.6. Pantograph raising and lowering

When in the lowered position all parts of the pantograph shall fit within the applicable rolling
stock outline.

Where lowering and raising of pantographs is required at the transitions to and from wire-free
areas, such raising and lowering shall be automated to ensure that these actions are executed
at the correct locations.

© State of NSW through Transport for NSW 2018 Page 15 of 19

 T LR EL 00007 ST
Traction Power Supply Infrastructure and Light Rail Vehicle Interface
Version 2.0
Issue date: 04 October 2018

11.7. Pantograph upwards thrust

The nominal static pantograph uplift force at a contact height of 5500 mm shall be 85N +/ - 10N.
Tolerances shall be in accordance with EN 50206-2.

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

11.8. Pantograph current of a stationary vehicle

The pantograph shall be suitable for a stationary vehicle to draw up to the maximum current
specified for the LRV without thermal damage to the pantograph or contact wire. The maximum
temperature of the conductors shall not exceed the limits specified in EN 50119 and under the
environmental conditions applicable to overhead wiring in EP 00 00 00 13 SP Electrical Power
Equipment - Design Ranges of Ambient Conditions. The ability for the pantograph to meet this
performance requirement shall be tested in accordance with EN 50206-2.

11.9. Contact strip material

The material of the contact strips shall comply with EN 50367 Railway applications - Current
collection systems - Technical criteria for the interaction between pantograph and overhead line
(to achieve free access).

The composition of the contact collector strip material shall be optimised for the vehicle
operating characteristics and shall maximise service life for both the contact collector strip and
the contact wire.

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

12. Vehicle-borne requirements for APS

Where APS is implemented for wire-free operation the vehicle-borne equipment shall comply
with Sections 12.1 to Section 12.4.

12.1. Shoe gear requirements

APS shoe gear shall comply with Alstom system requirements.

APS shoe gear shall be mounted on a bogie section of the vehicle at the spacing and height
specified by Alstom system requirements.

Automatic raising and lowering of the APS shoe gear shall be as in Alstom system
requirements.

Refer to SLR-ALS-D50-RST-SPE-000156.

© State of NSW through Transport for NSW 2018 Page 16 of 19

 T LR EL 00007 ST
Traction Power Supply Infrastructure and Light Rail Vehicle Interface
Version 2.0
Issue date: 04 October 2018

12.2. Infrastructure interface

APS fitted LRVs shall communicate with the infrastructure to cause the sequential energisation
and de energisation of the power rail segments in accordance with Alstom system
requirements.

The APS shall be fail-safe such that no conductor-rail segment shall ever be live except when
entirely covered by an LRV.

The APS supplier shall specify the operating limits of the system when the conductor-rail
segments are covered by water.

Refer to SLR-ALS-D50-RST-SPE-000156.

12.3. Pantograph management requirements

Pantographs shall be raised and lowered automatically as the LRV transitions between APS
and overhead line equipment areas.

Automatic raising and lowering of the pantograph shall be initiated in response to track magnet,
balise or inductive loop.

12.4. Ride-through capability

LRVs shall have sufficient onboard energy storage to ride through a number of consecutive
failed APS segments under the most arduous conditions of loading and gradient. The maximum
number of consecutive failed APS segments applicable to this requirement shall be specified by
the APS supplier.

13. Vehicle-borne requirements ground contact

charging
Where ground contact charging is used in conjunction with onboard energy storage for wire-free
operation the shoe gear shall be lowered and raised automatically as the LRV enters and
leaves the charging position.

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

14. Vehicle-borne requirements overhead contact

charging
Where overhead contact charging is used in conjunction with onboard energy storage for
wire-free operation the pantographs shall be raised and lowered automatically as the LRV
enters and leaves the charging position.

© State of NSW through Transport for NSW 2018 Page 17 of 19

 T LR EL 00007 ST
Traction Power Supply Infrastructure and Light Rail Vehicle Interface
Version 2.0
Issue date: 04 October 2018

Automatic raising and lowering of the pantograph shall be initiated in response to track magnet,
balise, or inductive loop.

15. Vehicle traction return

The vehicle earthing system shall be bonded to the traction return circuit via the wheel axle
earthing units.

Module structures and conductive panels of the LRV shall be bonded to the vehicle earthing
system.

The onboard traction return current paths shall be separate to the vehicle earthing system up to
the wheel axle earthing units.

Each LRV module shall have a minimum of two separate paths for onboard traction return
current to separate wheel axle earthing units on separate bogies.

Each LRV module shall have a minimum of two separate paths for the vehicle earthing system
to separate wheel axle earthing units on separate bogies.

Refer to T LR RS 00117 ST Electrical Circuits and Equipment for Light Rail Vehicles for related
requirements.

16. Vehicle-borne electrical protection equipment

16.1. Vehicle high speed circuit breaker
Each powered LRV shall be fitted with a HSCB to detect and clear faults. This HSCB should
ideally clear any fault before the substation and sectioning hut HSCBs operate. The data
provided in Section 6.3 shall be used to determine the requirements of the LRV HSCB.

16.2. Auxiliary inrush current

Vehicle equipment shall limit the magnitude of the total inrush current to 1000 A for any one
incidence, with a maximum rate of rise of 60,000 A/s. This inrush may be repeated at half
second intervals.

Vehicle equipment shall limit the magnitude of the total inrush current so that closing an open
substation or sectioning hut direct current circuit breaker (DCCB) onto a line with one or more
stationary LRVs shall not cause sufficient inrush current to trip the DCCB.

16.3. Lightning impulse withstand

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

© State of NSW through Transport for NSW 2018 Page 18 of 19

 T LR EL 00007 ST
Traction Power Supply Infrastructure and Light Rail Vehicle Interface
Version 2.0
Issue date: 04 October 2018

16.4. Under-voltage protection

The LRV HSCB shall open automatically if the line voltage falls below 400 V dc for more than
2 seconds.

17. Power regeneration requirements

If a vehicle provides regenerative power, train regenerated voltages shall not exceed 900 V dc
in accordance with EN 50163.

18. Information to be provided to TfNSW

The following information shall be provided to the relevant TfNSW project team for any new
make and model of LRV before being introduced onto the network:

• rated auxiliary demand in AW0, AW1, AW2, AW3 and AW4 loading under the most
onerous specified environmental conditions

• maximum steady state current required for powering on the steepest track grades to be
encountered with the heaviest loads

• maximum and peak line currents in Section 6.4

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

• the magnitude of any traction system or auxiliary system step current drawn from the
traction supply and its rate of rise

• motoring tractive effort versus speed curve at nominal 750 V dc

• braking tractive effort versus speed curve at nominal 800 V dc

• maximum motoring line current versus line voltage curve across the voltage range
500 V dc to 900 V dc

• maximum regenerative braking line current versus line voltage curve across the voltage
range 500 V dc to 900 V dc

• to scale drawing of the pantograph

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

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

© State of NSW through Transport for NSW 2018 Page 19 of 19