Purple Line Traction Power Study Report Rev4

TRACTION POWER SYSTEM
SIMULATION – PRELIMINARY
REPORT
OCTOBER 31, 2013 – REV: 4
2012.01.06.TP.PE.11.TPSSStudy Report-04
Traction Power System Simulation Report Revision: 4
Revision History
Revision Date Description
Draft 2/3/2012 Initial Issue for PMC Review
1 3/30/2012 Revised per PMC review comments dated 3/7/12.
2 4/10/2012 Changed report title to “Preliminary Report”; Misc minor

editorial changes.
Updated study report with revised track alignment data and
3 6/14/2013
substation locations
Baseline condition AW3 load at 5 minute headway;
4 10/31/13 Add recovery operation with one track at AW4 load at 3

minute headway for four consecutive trains;
Q09 TPS location at 508+50
Change Log and Comments
Section Description of Change/Question Answered Name Date
1.2 Added descriptions on how the 18 substations were JGY 3/30/12

determined.
3.6 Added OCS conductor allowable ampacity for JGY 3/30/12

reference.
Misc Misc. minor editorial changes JGY 3/30/12
Misc Misc minor editorial changes JGY 4/10/12
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Table of Contents
1 Executive Summary .......................................................................................................... 5
1.1 Objectives .....................................................................................................................................................5
1.2 Basic requirements .......................................................................................................................................5
1.3 List of substations.........................................................................................................................................6
1.4 Summary of findings ....................................................................................................................................6

1.4.1 Train voltages ...........................................................................................................................................6
1.4.2 Maximum rail potential ...........................................................................................................................7
1.4.3 Ratios of rectifier load RMS current/rating .............................................................................................7
1.5 Conclusions ...................................................................................................................................................7
2 Introduction ....................................................................................................................... 8
2.1 Main parameters..........................................................................................................................................8
2.1.1 Running rails ............................................................................................................................................8
2.1.2 Substation rectifier units .........................................................................................................................8
2.1.3 Train consists and operational headway .................................................................................................8
2.1.4 Train stops ...............................................................................................................................................9
2.2 Methodology ................................................................................................................................................9

2.2.1 Simulation runs ........................................................................................................................................9
2.2.2 Train dispatching....................................................................................................................................10
3 Simulation Results ...........................................................................................................11

3.1 Substation power demands (average kW) .................................................................................................11
3.2 Rectifier load current (RMS amps)/ rating ratios .......................................................................................12
3.3 Substation feeder current (RMS amps) ......................................................................................................13
3.4 Train voltage plots......................................................................................................................................16

3.4.1 Normal operations .................................................................................................................................17
3.4.2 Contingency operations .........................................................................................................................18
3.4.3 Recovery operations ..............................................................................................................................19
3.5 Rail potential plot .......................................................................................................................................20

3.6 OCS current plot (RMS amps) .....................................................................................................................24

4 Appendix A – List of Reference Document ....................................................................28
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5 Appendix B – List of Simulation Data .............................................................................29

5.1 Track Alignment Data ................................................................................................................................29
5.2 Traction Power System Data ......................................................................................................................31

5.2.1 OCS Segments ........................................................................................................................................31
5.2.2 Locations of track cross-bonds ..............................................................................................................31
5.2.3 Conductor Resistances ...........................................................................................................................33
5.2.4 Single Line Diagram................................................................................................................................33
5.2.5 Voltage Levels ........................................................................................................................................35
5.2.6 Rectifier voltage regulation ...................................................................................................................35
5.2.7 Feeder cables and track cross-bonds .....................................................................................................35
5.3 Vehicle Data ...............................................................................................................................................36

5.3.1 Vehicle Weight .......................................................................................................................................36
5.3.2 Power conversion efficiency ..................................................................................................................36
5.3.3 Auxiliary Load.........................................................................................................................................36
5.3.4 Maximum Acceleration Rate, Braking Rate and Jerk Rate .....................................................................36
5.3.5 Maximum Operating Speed ...................................................................................................................37
5.3.6 Vehicle Characteristic Curves.................................................................................................................37
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List of Figures
FIGURE 1. TRAIN VOLTAGE PLOT – NORMAL OPERATIONS.......................................................................................17

FIGURE 2. TRAIN VOLTAGE PLOT – CONTINGENCY OPERATIONS .............................................................................18
FIGURE 3. TRAIN VOLTAGE PLOT – RECOVERY OPERATIONS ....................................................................................19
FIGURE 4. RAIL POTENTIAL PLOT – NORMAL OPERATIONS.......................................................................................21
FIGURE 5. RAIL POTENTIAL PLOT – CONTINGENCY OPERATIONS .............................................................................22
FIGURE 6. RAIL POTENTIAL PLOT – RECOVERY OPERATIONS ....................................................................................23
FIGURE 7. OCS CURRENT – NORMAL OPERATIONS ...................................................................................................25
FIGURE 8. OCS CURRENT – CONTINGENCY OPERATIONS ..........................................................................................26
FIGURE 9. OCS CURRENT – RECOVERY OPERATIONS .................................................................................................27
FIGURE 10. OCS SEGMENTS ........................................................................................................................................31
FIGURE 11. SINGLE LINE DIAGRAM FOR THE TRACTION POWER SYSTEM ................................................................34
FIGURE 12. VEHICLE TRACTIVE EFFORT CURVE ..........................................................................................................37
List of Tables
TABLE 1. LIST OF SUBSTATIONS ....................................................................................................................................6

TABLE 2. LIST OF SIMULATION RUNS AND RECTIFIER CAPACITIES (MW) ...................................................................9
TABLE 3. SUBSTATION POWER DEMANDS IN KW (0 MINUTE OFFSET) .....................................................................11
TABLE 4. SUBSTATION RECTIFIER RMS LOAD CURRENT /RATING RATIO..................................................................12
TABLE 5. POSITIVE FEEDER LOAD CURRENTS (RMS AMPS) .......................................................................................13
TABLE 6. NEGATIVE FEEDER LOAD CURRENTS (RMS AMPS) .....................................................................................15
TABLE 7. LIST OF STATION LOCATIONS ......................................................................................................................29
TABLE 8. LIST OF TRAFFIC SIGNAL AND PEDESTRIAN CROSSING LOCATIONS ...........................................................29
TABLE 9. LOCATION OF TRACK CROSS-BONDS RELATIVE TO SUBSTATIONS .............................................................32
TABLE 10. CONDUCTOR RESISTANCES FOR 1 MESSENGER // 1 CONTACT WIRE ......................................................33
TABLE 11. SYSTEM VOLTAGE LEVELS ..........................................................................................................................35
TABLE 12. DC VOLTAGE REGULATION FOR RECTIFIER ...............................................................................................35
TABLE 13. VEHICLE ASSIGNED WEIGHTS ....................................................................................................................36
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1 Executive Summary
This revision of the report details the findings from the simulation study of the Purple Line
traction power system between Bethesda and New Carrollton.
The study takes into account the latest development in Design Criteria, Design Build Technical
Requirements, track alignment, substation locations and the light rail vehicle data.
1.1 Objectives
The simulation analysis is based on the MTA Red / Purple Line Design Criteria (Reference 2)
and the Design Build Technical Requirements (Reference 10). The objective of this study is to
confirm that the proposed traction power system configuration can meet the requirements of the
Design Criteria and the Design Build Technical Requirements.
1.2 Basic requirements

The basic requirements of the criteria are summarized as follows:
The system should be able to support 2-car train operation at AW3 load at 5 minute headway.
 Under normal operation, at least 90% of all train voltage observations during simulation shall
be above the minimum vehicle voltage for full performance, i.e., 650V.
Rectifier load should be within its 100% rating for normal operation.
The maximum rail potential should be equal to or less than 50V.
 Under contingency operation (substation outage for single-rectifier substations; or rectifier

unit outage for two-rectifier substations), train voltages should be at or above 525V.
Rectifier load should be within its 150% rating for 2 hours for contingency operation.
The maximum rail potential should be equal to or less than 75V.
Recovery Service of four sequential maximum length trains operating at maximum allowable
speeds with AW4 loads at normal LRV performance levels at three minute headways at any
location on the Mainline with simultaneous service of maximum length Trains at five minute
headways on the other track (Reference 10). The performance requirements are the same as in
contingency operation listed above.
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1.3 List of substations

In the previous study as detailed in the report revision 2, it was determined that 18 substations
were needed in order to meet the design criteria.
According to the latest site surveys and drawings, the locations of substations are listed in the
following table. The number of rectifier units for the substations are also listed in the same table.
Table 1. List of substations

Location Distance to
Location (miles from next sub
Name Rectifiers chainage SOL) (miles)
Q01 2x2MW 120+29 0.38 0.90
Q02 1x2MW 168+00 1.29 1.04
Q03 1x2MW 222+66 2.32 0.85
Q04 1x2MW 267+59 3.17 1.01
Q05 1x2MW 321+00 4.19 0.95
Q06 1x2MW 371+00 5.13 1.01
Q07 1x2MW 424+15 6.14 0.72
Q08 1x2MW 462+00 6.86 0.88
Q09 1x2MW 508+50 7.74 0.83
Q10 1x2MW 552+50 8.57 0.87
Q11 1x2MW 598+50 9.44 1.11
Q12 1x2MW 657+25 10.55 1.04
Q13 1x2MW 712+00 11.59 0.86
Q14 1x2MW 757+50 12.45 0.94
Q15 1x2MW 807+00 13.39 0.82
Q16 1x2MW 850+50 14.21 0.99
Q17 1x2MW 903+00 15.21 0.93
Q18 2x2MW 952+00 16.14 0.21
Note: SOL=Start of Line at 100+00
A schematic diagram for the proposed traction power system is shown in Figure 11 in Appendix
B.
1.4 Summary of findings
1.4.1 Train voltages
The system meets the requirements for train voltages
 Under normal operation condition, the occurrence of train voltages below 650V is 0.28%
of all train voltage observations during simulation, i.e., 99.72% of all observed train
voltages are above 650V. The minimum train voltage identified is 622V (see Fig. 1).
 Under all contingency operation conditions, all train voltages are above 525V. The
minimum train voltage identified is 568V (see Fig. 2).
 Under recovery operation conditions, all train voltages are above 525V. The minimum
train voltage identified is 603V (see Fig. 3).
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1.4.2 Maximum rail potential
The system meets the requirements for rail potential limit
 Rail potential is less than 50V under normal operation. The maximum rail potential
identified is 39V (see Fig. 4).
 Rail potential is less than 75V under all contingency operation conditions. The maximum
rail potential identified is 61V (see Fig. 5).
 Rail potential is less than 75V under all recovery operation conditions. The maximum rail
potential identified is 42V (see Fig. 6).
1.4.3 Ratios of rectifier load RMS current/rating
The system meets the requirements for rectifier load/rating ratios
 All rectifier loads are within 100% continuous rating under normal operation. The
maximum ratio identified is 54% (see Table 4).
 All rectifier loads are within 150% 2-hour rating under all contingency operation
conditions. The maximum ratio identified is 73% (see Table 4).
 All rectifier loads are within 150% 2-hour rating under all recovery operation conditions.
The maximum ratio identified is 73% (see Table 4).
1.5 Conclusions
The system configuration presented in this report conforms to the design criteria and the design
build technical requirements.
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2 Introduction
2.1 Main parameters

The main parameters for the simulation models are listed as follows.
 The vehicles are based on 95 feet length per car. Maximum operation speed is 55 mph
(Ref.1 as listed in Appendix A);
 Traction power is supplied by DC rectifiers at 750V nominal voltage (Ref.2);
 The OCS has 6 segments, using Fixed Termination Single Contact Wire (FTSCW) and
Auto-Tension Simple Catenary (ATSC) as shown in Reference 7.
o In OCS Segments 1,2,3,4,6, OCS) has either one messenger wire of 500kcm
hard drawn copper or one parallel feeder cable of 500kcm hard drawn copper,
plus one contact wire of 350kcm hard drawn copper (Ref.7); The operating
temperature of the OCS is at 75oC, with the contact wire 30% worn as the worst
case (Ref.2).
o In OCS Segment 5 of the OCS, 2x1000 kcmil copper feeders will be used per
track for electro-magnetic interference mitigation (Ref.7), plus one contact wire of
350kcm of hard drawn copper. The feeders will be connected to the contact wire
through risers.
2.1.1 Running rails
Running rails are of 115 RE rails. The working temperature of the rails is at 60oC, with 10%
worn as the worst case (Ref.2).
Both rails are used for traction return current on each track. The running rails on the two tracks
are assumed to be cross-bonded at approximately 2000’ intervals.
2.1.2 Substation rectifier units
Each substation is assumed to have 1x2000kW rectifier unit, which is the standardized size for
MTA LRT rectifiers (Ref.2). The two end-of-line substations are equipped with 2x2000kW
rectifier units each.
The dc no-load voltage is at 795V and the nominal load voltage at 750V, giving an inherent
voltage regulation of 6%. With a minimum short circuit capacity of 100MVA for the ac supply,
2.2% extra regulation is added to the overall regulation.
2.1.3 Train consists and operational headway
Trains consists are based on 2-car trains (Reference 3 as listed in Appendix A).
In normal operation, the minimum headway is 5-minutes for weekday peak period operations,
with train weight at AW3 (Reference 10).
Recovery Service of four sequential maximum length Trains operating at maximum allowable
speeds with AW4 loads at normal LRV performance levels at three minute headways at any
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location on the Mainline with simultaneous service of maximum length Trains at five minute
headways on the other track. (Reference 10).
2.1.4 Train stops
Train stops and dwell times are according to Scenario 2 as contained in the reference 8
(Simulation study report Rev4).
In addition to regular passenger stops, all traffic signal stops and pedestrian crossing stops are
also included in the simulation model.
In practical operation, a train may not necessarily stop at every traffic signal, depending on the
status of the signal and timing. There is a degree of randomness on where each train might stop
when it encounters a traffic signal. By including all traffic signal stops, the model captures the
worst case loads for the traction power system.
2.2 Methodology
Simulations have been carried out to assess the traction power system performance under both
normal operation, contingency operation and recovery operation conditions.
2.2.1 Simulation runs
Simulation runs and the number of rectifiers in service in each run are listed in the following
table.
Table 2. List of simulation runs and rectifier capacities (MW)

Substation
Normal Outage-1 Outage-2 Outage-3 Outage-4 Outage-5 Outage-6
Name
Q01 4 2 4 4 4 4 4
Q02 2 2 0 2 2 2 2
Q03 2 2 2 0 2 2 2
Q04 2 2 2 2 0 2 2
Q05 2 2 2 2 2 0 2
Q06 2 2 2 2 2 2 0
Q07 2 0 2 2 2 2 2
Q08 2 2 0 2 2 2 2
Q09 2 2 2 0 2 2 2
Q10 2 2 2 2 0 2 2
Q11 2 2 2 2 2 0 2
Q12 2 2 2 2 2 2 0
Q13 2 0 2 2 2 2 2
Q14 2 2 0 2 2 2 2
Q15 2 2 2 0 2 2 2
Q16 2 2 2 2 0 2 2
Q17 2 2 2 2 2 0 2
Q18 4 4 4 4 4 4 2
Note- Highlighted cells indicate substations in contingency operation. For recovery operation,
substations are in normal configuration.
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Contingency conditions are defined as follows:
 For Q01 and Q18 substations, 1 rectifier unit is out of service while the other rectifier
remains in service. DC bus and feeders also remain in service.
 For all other substations, the rectifier, dc positive bus and positive feeders are all
taken out of service. The section break bypass switches are closed at the affected
substations so that electrical continuity of the OCS conductors is maintained on each
track while the two tracks are not electrically connected in parallel.
All contingency conditions are covered by 6 simulation runs listed in the above table, labeled
Outage-1 through Outage-6. Each contingency run covers 3 substations that are in
contingency conditions. The substations with contingency conditions in each contingency
run are separated by five substations that are in normal operation. In this way, the effect of
one contingency on another in the same run is minimized. The number of simulation runs is
minimized while the accuracy of the simulation results is not compromised.
Recovery operations are covered by 2 simulation runs:
 EB trains with AW3 weight and 5 minute headway; WB trains with AW4 weight and 3
minute headway
 EB trains with AW4 weight and 3 minute headway; WB trains with AW3 weight and 5
minute headway
By assigning a regular headway of three minutes at AW4 weight, these two runs cover all
recovery operation conditions that will have four sequential trains operating at three minute
headway at all location throughout the line.
2.2.2 Train dispatching
Under each condition, train dispatching from the two ends of the track are simulated with
different time offsets, so that trains on the two tracks may meet at different locations and the
worst cases of power demands can be captured. The simulation results in this report reflect the
following offsets:
 WB train is dispatched at the same time as EB train (0 minute offset)

 WB train is dispatched 0.5 minute later than EB train (0.5 minute offset)
 WB train is dispatched 1 minutes later than EB train (1 minute offset)
 WB train is dispatched 1.5 minutes later than EB train (1.5 minute offset)
 WB train is dispatched 2 minutes later than EB train (2 minute offset)
 WB train is dispatched 2.5 minutes later than EB train (2.5 minute offset)
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3 Simulation Results
3.1 Substation power demands (average kW)

The average power demands in kW for both normal operation and contingency operation are
listed in the following table (peak hour service, 0 minute offset).
Table 3. Substation power demands in kW (0 minute offset)

Substation
Normal Outage-1 Outage-2 Outage-3 Outage-4 Outage-5 Outage-6
Name
Q01 642 566 929 698 659 569 566
Q02 656 695 0 823 696 707 697
Q03 599 612 780 0 871 674 624
Q04 737 753 777 959 0 1023 807
Q05 871 935 900 920 1104 0 1203
Q06 910 1199 999 943 966 1224 0
Q07 893 0 1282 994 926 962 1207
Q08 976 1337 0 1329 1057 1011 1068
Q09 1,024 1116 1353 0 1379 1100 1065
Q10 998 1045 1081 1373 0 1286 1080
Q11 936 1053 986 1030 1262 0 1266
Q12 904 1259 1010 953 1006 1274 0
Q13 888 0 1195 964 937 1014 1232
Q14 934 1200 0 1223 1008 979 1020
Q15 923 981 1216 0 1242 991 945
Q16 847 862 919 1183 0 1096 862
Q17 833 836 849 900 1087 0 892
Q18 738 739 743 759 814 1173 652
Total 15,311 15,187 15,020 15,052 15,014 15,085 15,186
Maximum 1,024 1,337 1,353 1,373 1,379 1,286 1,266
Note - Highlighted cells indicate substations in contingency operation
Power demands for other headway offsets are similar as those listed above. They are not listed
in this report for brevity.
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3.2 Rectifier load current (RMS amps)/ rating ratios

The ratios of rectifier load current (RMS amps in peak hour service) over the rated current are
listed in the following table.
Table 4. Substation rectifier RMS load current /rating ratio

Power Rating Current Rating Normal (all Outages (all Recovery (all
Substation
(kW) (A) offsets) offsets) offsets)
Q01 4,000 5,333 18% 32% 21%
Q02 2,000 2,667 33% 42% 40%
Q03 2,000 2,667 31% 45% 38%
Q04 2,000 2,667 40% 54% 45%
Q05 2,000 2,667 45% 63% 59%
Q06 2,000 2,667 47% 63% 64%
Q07 2,000 2,667 44% 65% 61%
Q08 2,000 2,667 49% 68% 70%
Q09 2,000 2,667 54% 72% 73%
Q10 2,000 2,667 53% 73% 72%
Q11 2,000 2,667 48% 65% 63%
Q12 2,000 2,667 45% 65% 61%
Q13 2,000 2,667 45% 63% 59%
Q14 2,000 2,667 48% 64% 61%
Q15 2,000 2,667 47% 64% 61%
Q16 2,000 2,667 45% 63% 57%
Q17 2,000 2,667 47% 59% 55%
Q18 4,000 5,333 19% 34% 24%
Maximum 54% 73% 73%
The above table indicates that the rectifiers have sufficient capacities to support the normal
operation, all the contingency operation conditions and the recovery operations. The system
meets the requirements of the design criteria in terms of rectifier ratings.
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3.3 Substation feeder current (RMS amps)

Feeder name designations in the simulation model are according to the single line diagram
shown in Figure 11 in Appendix B. A typical substation feeder numbering is shown in the
diagram below.
For each simulation, an RMS load current for each feeder in each substation is derived from the
simulation results. These include both positive feeders and negative feeders. The maximum
values from all the simulation runs are summarized for each feeder, which represent the worst
case load for the feeder.
The following table lists positive feeder load currents.
Table 5. Positive Feeder Load Currents (RMS Amps)

Maximum –
Maximum – Maximum –
Substation Feeder Name Contingency
Normal Op Recovery Op
Op
Q01 EB1-Feeder 397 478 514
Q01 EB2-Feeder 369 464 475
Q01 WB1-Feeder 185 274 250
Q01 WB2-Feeder 196 299 265
Q02 EB1-Feeder 263 306 331
Q02 EB2-Feeder 296 349 375
Q02 WB1-Feeder 391 440 499
Q02 WB2-Feeder 390 448 499
Q03 EB1-Feeder 287 361 360
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Maximum –
Op
Q03 EB2-Feeder 287 375 358
Q03 WB1-Feeder 279 339 380
Q03 WB2-Feeder 272 351 369
Q04 EB1-Feeder 391 468 472
Q04 EB2-Feeder 400 498 492
Q04 WB1-Feeder 252 318 346
Q04 WB2-Feeder 271 351 372
Q05 EB1-Feeder 357 448 533
Q05 EB2-Feeder 341 454 525
Q05 WB1-Feeder 417 509 620
Q05 WB2-Feeder 403 518 612
Q06 EB1-Feeder 319 428 515
Q06 EB2-Feeder 322 417 518
Q06 WB1-Feeder 435 550 656
Q06 WB2-Feeder 435 536 659
Q07 EB1-Feeder 354 466 555
Q07 EB2-Feeder 348 473 551
Q07 WB1-Feeder 334 457 545
Q07 WB2-Feeder 340 476 552
Q08 EB1-Feeder 396 521 560
Q08 EB2-Feeder 395 518 561
Q08 WB1-Feeder 418 540 690
Q08 WB2-Feeder 431 550 703
Q09 EB1-Feeder 390 499 584
Q09 EB2-Feeder 376 493 560
Q09 WB1-Feeder 487 601 777
Q09 WB2-Feeder 483 609 754
Q10 EB1-Feeder 413 535 565
Q10 EB2-Feeder 427 523 578
Q10 WB1-Feeder 474 601 710
Q10 WB2-Feeder 467 567 695
Q11 EB1-Feeder 395 506 586
Q11 EB2-Feeder 382 499 565
Q11 WB1-Feeder 390 503 577
Q11 WB2-Feeder 383 495 566
Q12 EB1-Feeder 305 440 483
Q12 EB2-Feeder 314 444 491
Q12 WB1-Feeder 375 516 598
Q12 WB2-Feeder 369 501 587
Q13 EB1-Feeder 370 482 545
Q13 EB2-Feeder 358 462 525
Q13 WB1-Feeder 356 476 550
Q13 WB2-Feeder 362 463 556
Q14 EB1-Feeder 436 524 550
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Maximum –
Op
Q14 EB2-Feeder 440 535 558
Q14 WB1-Feeder 402 484 575
Q14 WB2-Feeder 379 474 550
Q15 EB1-Feeder 439 549 632
Q15 EB2-Feeder 430 541 621
Q15 WB1-Feeder 320 414 498
Q15 WB2-Feeder 352 465 543
Q16 EB1-Feeder 434 545 597
Q16 EB2-Feeder 431 520 598
Q16 WB1-Feeder 319 424 462
Q16 WB2-Feeder 305 390 427
Q17 EB1-Feeder 378 459 549
Q17 EB2-Feeder 358 424 524
Q17 WB1-Feeder 413 494 549
Q17 WB2-Feeder 422 488 565
Q18 EB1-Feeder 295 439 423
Q18 EB2-Feeder 264 393 379
Q18 WB1-Feeder 309 456 417
Q18 WB2-Feeder 278 409 376
Maximum 487 609 777
Of all the positive feeders, the maximum is 487A under normal operation, 609A for contingency
operation and 777A for recovery operation.
The following table lists negative feeder load currents.
Table 6. Negative Feeder Load Currents (RMS Amps)

Maximum –
Maximum - Maximum –
Op
Q01 EB1-Return 551 739 671
Q01 WB1-Return 419 620 482
Q02 EB1-Return 422 541 499
Q02 WB1-Return 530 643 687
Q03 EB1-Return 441 618 533
Q03 WB1-Return 426 604 549
Q04 EB1-Return 660 842 707
Q04 WB1-Return 431 629 526
Q05 EB1-Return 626 855 825
Q05 WB1-Return 610 842 836
Q06 EB1-Return 594 813 814
Q06 WB1-Return 673 888 941
Q07 EB1-Return 598 877 849
Q07 WB1-Return 590 856 841
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Table 6. Negative Feeder Load Currents (RMS Amps)

Maximum –
Maximum - Maximum –
Op
Q08 EB1-Return 697 939 917
Q08 WB1-Return 666 912 1,011
Q09 EB1-Return 714 963 943
Q09 WB1-Return 737 983 1,067
Q10 EB1-Return 710 965 917
Q10 WB1-Return 756 1,010 1,055
Q11 EB1-Return 650 876 885
Q11 WB1-Return 659 887 904
Q12 EB1-Return 598 859 806
Q12 WB1-Return 613 877 855
Q13 EB1-Return 634 871 825
Q13 WB1-Return 627 864 828
Q14 EB1-Return 664 856 852
Q14 WB1-Return 674 878 905
Q15 EB1-Return 677 898 924
Q15 WB1-Return 611 833 825
Q16 EB1-Return 686 912 897
Q16 WB1-Return 553 781 694
Q17 EB1-Return 660 812 805
Q17 WB1-Return 626 793 805
Q18 EB1-Return 528 826 682
Q18 WB1-Return 501 800 630
Maximum 756 1,010 1,067
Note - The above list includes all simulated headway offsets
Of all the negative feeders, the maximum is 756A under normal operation, 1010A for
contingency operation and 1067A for recovery operation.
3.4 Train voltage plots

The following figures show the instantaneous train voltages (between pantograph and return
rails) across the system for the duration of simulation.
These figures indicate that:
 There are instants when train voltages are below 650V under normal operations but the
frequency of such occurrence is below the specified limit of 10% of all observed train
voltage, per the Design Criteria.
 All train voltages are above 525V under all contingency operation conditions.
 All train voltages are above 525V under all recovery operations.
The system meets the requirements of the design criteria in terms of train voltages.
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3.4.1 Normal operations
Figure 1. Train voltage plot – normal operations
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3.4.2 Contingency operations
Figure 2. Train voltage plot – contingency operations
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3.4.3 Recovery operations
Figure 3. Train voltage plot – recovery operations
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3.5 Rail potential plot

The following figures show the instantaneous rail potential (with respect to remote ground)
across the system for the duration of simulation.
 Rail potential is within 50V across the system under normal operations.
 Rail potential is within 75V across the system under all contingency operation conditions.
 Rail potential is within 75V across the system under all recovery operation conditions.
The system meets the requirements of the design criteria in terms of rail potential.
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Figure 4. Rail potential plot – normal operations
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Figure 5. Rail potential plot – contingency operations
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Figure 6. Rail potential plot – recovery operations
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3.6 OCS current plot (RMS amps)

The following figures show the RMS currents in the OCS along the tracks across the system.
The RMS value for each location on each track is computed from the instantaneous currents
through the OCS conductors in the duration of simulation.
 The maximum OCS RMS current in the system is 735A under normal operation.
 The maximum OCS RMS current in the system is 1033A under all contingency operation
conditions.
 The maximum OCS RMS current in the system is 1183A under all recovery operation
conditions
According to Reference 5, allowable ampacity for 500kcm messenger is 810A and for 350kcm
contact wire 650A, making a total ampacity of 1460A (continuous current rating) for the OCS
(based on 75oC conductor temperature, 25oC ambient temperature, wind velocity of 2
feet/second, under sun light).
If the contact wire is 30% worn, its cross-sectional area is reduced to 245kcm and its ampacity
is reduced to 520A. The total OCS ampacity is reduced to 1330A. This is sufficient to support
normal operations, contingency operations and recovery operations. (Ampacity for 245kcm is
not given in reference 5, as it is not a standard size. Using the ampacity of 530A for a 250kcm
contact wire, the ampacity of 245kcm contact is calculated to be 524A. It is rounded down to
520A.)
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Figure 7. OCS current – normal operations
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Page 25
Figure 8. OCS current – contingency operations
October 31, 2013

Page 26
Figure 9. OCS current – Recovery operations
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Page 27
4 Appendix A – List of Reference Document
The following documents are used as reference.
1. “MTA Purple/Red Line Design Criteria Manual; Chapter 04 – Light Rail Vehicles”, July,
2013.
2. “MTA Purple/Red Line Design Criteria Manual; Chapter 16 - Traction Power
Substations”, July, 2013.
3. “MTA Purple/Red Line Design Criteria Manual; Chapter 3 – Operational characteristics
and requirements”, July, 2013.
4. 2013.08.01.PE.Preliminary Engineering Drawings-Vol1-00 (Preliminary Engineering
Submission; August 1, 2013)
5. South Wire Copper Product Catalogue – Bare Copper Wire and Cable.
6. GEC Red Line Team Meeting Minutes – Car Interfaces (to Traction Power Design);
Dated December 7, 2011. With characteristic curves contained in a separate Excel file.
7. Purple Line OCS - Draft preliminary engineering – master overlap plan sheets 1-6; not
dated
Purple Line OCS - Draft preliminary engineering – auto-tensioned simple catenary;

dated September 28, 2012.
Purple Line OCS - Draft preliminary engineering – conductor particulars fixed

termination catenary; dated September 28, 2012.
8. MTA Purple Line: Draft Computer Simulation Analyses - Running Times/Vehicle Braking,
Rev.4; Dated September 17, 2013; DCN 2011.12.22.SU.PE.11.Computer Simulation
Analyses-04.
9. “MTA Purple/Red Line Design Criteria Manual; Chapter 15 – Signaling”, July, 2013.
10. Draft Request for Proposals, Volume II Book 2, Technical Provisions Part 1 – Design
Build Requirements : Section 11 - Systems General Requirements, September, 2013.
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Page 28
5 Appendix B – List of Simulation Data
5.1 Track Alignment Data

The LRT route has two tracks, labeled Eastbound (EB) and Westbound (WB) (Reference 4).
Details of track alignment, speed limits and train stop scenarios are listed in a separate
document for the train performance simulation (Reference 8).
Station locations are listed in the following table.
Table 7. List of station locations

median
median median location
Station location location ft miles from
Code Station Name chainage from SOL SOL
BEM Bethesda 102+32 232 0.044
CCL Chevy Chase Lake 174+41 7,441 1.409
LYT Lyttonsville 247+63 14,763 2.796
WOS Woodside/16th St 302+63 20,263 3.838
SST Silver Spring TC 328+75 22,875 4.332
SSL Silver Spring Lib 350+83 25,083 4.751
DAD Dale Drive 380+67 28,067 5.316
MAP Manchester Place 409+85 30,985 5.868
LOB Long Branch 431+77 33,177 6.284
PIB Piney Branch Road 453+41 35,341 6.693
TLT Takoma_Langley TC 492+96 39,296 7.442
RIR Riggs Rd 523+14 42,314 8.014
WEC Adelphi/West Campus 596+62 49,662 9.406
CAC Campus Center 625+87 52,587 9.960
EAC East Campus 655+75 55,575 10.526
COP College Park Metro 703+80 60,380 11.436
MSQ M Square 742+98 64,298 12.178
RIP Riverdale Park 789+28 68,928 13.055
BEA Beacon Heights 838+68 73,868 13.990
ANR Annapolis/Glenridge 906+13 80,613 15.268
NEC New Carrollton 955+70 85,570 16.206
Traffic signal and pedestrian crossing locations are listed in the following table.
Table 8. List of traffic signal and pedestrian crossing locations

location
C01 Bonifant St/Dixon 337+95 23,795 4.507
C02 Bonifant St/Georgia 341+45 24,145 4.573
C03 Wayne Ave/Fenton 352+45 25,245 4.781
C04 Wayne Ave/Cedar 362+20 26,220 4.966
C05 Wayne Ave/Dale 377+45 27,745 5.255
C06 Wayne Ave/Mansfield 389+70 28,970 5.487
C07 Wayne Ave/Sligo Crk 397+95 29,795 5.643
C08 Wayne Ave/Mnchester 400+45 30,045 5.690
C09 Wayne Ave/Ply Tnl 405+95 30,595 5.795
C10 Arliss St/Garland 426+45 32,645 6.183
C11 Arliss St /Piney Br 433+45 33,345 6.315
C12 Piney Br Rd/Garland 440+45 34,045 6.448
C13 Piney Br Rd/Barron 444+95 34,495 6.533
October 31, 2013
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Table 8. List of traffic signal and pedestrian crossing locations

location
C14 Piney Br Rd/Univ 449+95 34,995 6.628
C15 Univ/Seek 459+45 35,945 6.808
C16 Univ/Carroll 470+95 37,095 7.026
C17 Univ/Merrimac 477+70 37,770 7.153
C18 Univ/Lebanon 484+45 38,445 7.281
C19 Univ/Langley Plaza 486+95 38,695 7.329
C20 Univ/Tak-Lan TC 489+95 38,995 7.385
C21 Univ/New Hampshire 494+95 39,495 7.480
C22 Univ/TakLan Crossrd 499+70 39,970 7.570
C23 Univ/14th Ave 504+95 40,495 7.670
C24 Univ/15th Ave 516+45 41,645 7.887
C25 Univ/Riggs Road 524+95 42,495 8.048
C26 Univ/Guilford Road 535+20 43,520 8.242
C27 Univ/23rd Ave 548+20 44,820 8.489
C28 Univ/24th Ave (N) 555+20 45,520 8.621
C29 Univ/West Park 563+20 46,320 8.773
C30 Univ/Adelphi 593+70 49,370 9.350
C31 Pres Dr/Campus 601+95 50,195 9.507
C32 Pres Dr/Valley 615+20 51,520 9.758
C34 STOP SIGN Ped 1 626+95 52,695 9.980
C35 STOP SIGN Ped 2 630+20 53,020 10.042
C36 STOP SIGN Ped 3 635+20 53,520 10.136
C37 Campus/Regents 640+45 54,045 10.236
C38 Rossboro/Baltimore 653+20 55,320 10.477
C40 Paint Pkwy/Rossboro 664+20 56,420 10.686
C41 Paint Pkwy/PaintTrl 673+45 57,345 10.861
C42 Paint Pkwy/MFRI 680+45 58,045 10.993
C43 Paint Pkwy/Metro 692+95 59,295 11.230
C44 River Road/Rivertch 732+95 63,295 11.988
C45 River Road/Haig 744+45 64,445 12.205
C46 River/Kenilworth 759+95 65,995 12.499
C47 Kenilwth/Rittenhse 772+45 67,245 12.736
C49 Riverdale/Mustang 811+95 71,195 13.484
C50 Riverdale/64th Ave 820+45 72,045 13.645
C51 Riverdale/On Ramp 825+45 72,545 13.740
C52 Riverdale/Off Ramp 830+20 73,020 13.830
C55 Vets Pkwy/Glenridge 886+70 78,670 14.900
C56 Vets Pkwy/Annapolis 903+20 80,320 15.212
C57 Vets Pkwy/Ellin 921+95 82,195 15.567
C58 Ellin/Hanson Oaks 934+95 83,495 15.813
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Page 30
5.2 Traction Power System Data
5.2.1 OCS Segments
OCS segments are shown in the following figure.
Figure 10. OCS segments
5.2.2 Locations of track cross-bonds
At this stage, the precise locations of track cross-bonds have not been determined. A nominal
spacing of 2000’ between cross-bonds is assumed, per Design Criteria Chapter 15 - Signaling
(Reference 9). The following table lists the locations of the cross-bonds relative to substations
based on this assumption. Also listed in the table are the distances between adjacent cross-
bonds or between cross-bonds and their nearest substations.
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Page 31
Table 9. Location of track cross-bonds relative to substations

Distance to Distance to
TPS/Bond previous TPS/Bond previous
Locations Chainage location (ft) Locations Chainage location (ft)
SOL-Bond_00 100+00 Z-Bond_12 523+17 1,467
Q01 120+29 2,029 Z-Bond_13 537+83 1,467
Z-Bond_01 144+14 2,385 Q10 552+50 1,467
Q02 168+00 2,386 Z-Bond_14 575+50 2,300
Z-Bond_02 186+22 1,822 Q11 598+50 2,300
Z-Bond_03 204+44 1,822 Z-Bond_15 618+08 1,958
Q03 222+66 1,822 Z-Bond_16 637+66 1,958
Z-Bond_04 245+12 2,246 Q12 657+25 1,959
Q04 267+59 2,247 Z-Bond_17 675+50 1,825
Z-Bond_05 285+39 1,780 Z-Bond_18 693+75 1,825
Z-Bond_06 303+19 1,780 Q13 712+00 1,825
Q05 321+00 1,781 Z-Bond_19 734+75 2,275
Z-Bond_07 337+66 1,666 Q14 757+50 2,275
Z-Bond_08 354+32 1,666 Z-Bond_20 782+25 2,475
Q06 371+00 1,668 Q15 807+00 2,475
Z-Bond_09 388+71 1,771 Z-Bond_21 828+75 2,175
Z-Bond_09A 406+42 1,771 Q16 850+50 2,175
Q07 424+15 1,773 Z-Bond_22 868+00 1,750
Z-Bond_10 443+07 1,892 Z-Bond_23 885+50 1,750
Q08 462+00 1,893 Q17 903+00 1,750
Z-Bond_11 485+50 2,350 Z-Bond_24 927+50 2,450
Q09 508+50 2,300 Q18 952+00 2,450
EOL-Bond_25 963+14 1,114
As shown in the above table, a total of 26 cross bonds are assumed, including one at each end
of the line: SOL (start of line) and EOL (end of line).
It is further assumed that the distance between two adjacent cross-bonds, or between one
cross-bond and its nearest substation return connection, should not exceed 2500’. Based on
this assumption and the distance between adjacent substations, the number of cross-bonds is
determined.
 Where there is only one cross-bond between two adjacent substations, the cross-bond is
located at the mid-point within the feeding section.
 Where there are two cross-bonds between two adjacent substations, the cross-bonds
are located at ⅓ and ⅔ points with the feeding section.
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Page 32
5.2.3 Conductor Resistances
Conductor resistances are listed in the following tables.
Table 10. Conductor resistances for 1 messenger // 1 contact wire

Working temp, no
R values no wear at given temp Temp coeff Working temp C Working temp, with wear
wear
% wear
Conductor Type temp
Temp (X-
C for Ref Reference Working Reference Temp Reference
Ohms/mi Ohms/kft coeff Ohms/mi section Ohms/mi
given Source Source temp C Source diff C Source
1/C area
value
loss)
messenger
500kcm HD 0.11616 0.02200 20 0.00377 75 MTA DC 55 0.1402 0% 0.14000
copper
Service
contact 350kcm
0.16099 0.03049 20 Wire Co. 0.00377 75 MTA DC 55 0.1944 30% MTA DC 0.27767
HD copper
catalog
OCS=Messenger
0.06747 0.01278 75 MTA DC 0.0815 0.09307
// contact wire
calc from
running rail 115
AREMA
# steel (1 rail, 0.05390 0.01021 20 0.003611 60 MTA DC 40 0.0617 10% MTA DC 0.06854
chem
AREMA avg R)
comp
running rail 115
# steel (2 rails//, 0.02695 0.00510 0.03084 0.03427
AREMA avg R)
For segment 5, where 2x1000 kcmil copper cables are used to run in parallel with the contact wire, the resultant OCS resistance is
0.03113 Ohms/mile, in comparison with 0.09307 Ohms/mile for other segments where only 1x500 kcmil messenger or cable is used
in parallel with the contact wire.
5.2.4 Single Line Diagram
Single line diagram for the system is shown in the following figure, including both positive and negative circuits.
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Page 33
Figure 11. Single line diagram for the traction power system
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Page 34
5.2.5 Voltage Levels
The traction power system voltage levels are listed in the following table (Reference 1).
Table 11. System voltage levels
Maximum sustained supply voltage 900 VDC
Nominal supply voltage 750 VDC
Minimum voltage for full performance 650 VDC
Minimum sustained supply voltage 525 VDC
Regeneration cut-off 900 VDC
5.2.6 Rectifier voltage regulation
The inherent regulation of the rectifier equipment is at 6%. When the ac supply impedance is
added (with minimum short circuit capacity at 100MVA for the ac supply), the total regulation is
at 8.2%. Calculations are detailed in the following table.
Table 12. DC voltage regulation for rectifier

Nominal voltage 750 Vnom
No-load voltage 795 Vdo
Voltage drop 45 Vdc
% regulation 6% Based on Vnom
Rectifier rating 2000 kW
Rectifier full load current 2667 Amp
Rectifier transformer rating 2200 kVA
Supply voltage (no-load, line-line) 13200 Vac (line-line)
Supply voltage (no-load, phase) 7621 Vac (line-neutral)
Minimum supply short circuit capacity at TPSS 100 MVA
Supply short circuit current (phase) 4374 Amp, ac RMS
Rectifier full load current at supply voltage (phase) 96 Amp, ac RMS
AC supply voltage regulation 2.2%
Total dc voltage regulation 8.2% Based on Vnom
DC voltage drop total 60.25 Vdc
DC voltage at full load current 734.75 Vdc
Equivalent DC resistance of converter & supply 0.0226 Ohms
5.2.7 Feeder cables and track cross-bonds
Substation feeder cables are assumed to be of 2x1000 kcm copper for each feeder circuit, with
300’ length from dc bus to the OCS connection. The lump resistance for each feeder circuit is
1.65 milli-Ohms.
Each negative feeder circuit is assumed to be of 4x1000kcm copper. With 300’ from the dc
negative bus to the track connection, the lump resistance for each circuit is 0.825 milli-Ohms.
For substation Q07, the length of the feeder cables is assumed to be 640’, due to the distance
between the substation location and the sectionalization gaps. The resultant feeder resistances
are 3.52 milli-Ohms for each positive feeder circuit and 1.76 milli-Ohms for each negative feeder
circuit.
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Page 35
For track cross-bonds at each location, 2x1000 kcmil copper cables are assumed, with a
maximum length of 100’. The resultant circuit resistance is 0.55 milli-Ohms.
5.3 Vehicle Data
5.3.1 Vehicle Weight
The vehicle used for simulation is based on the 95 feet car. The vehicle and passenger weights
are listed in the following table (Reference 1).
Table 13. Vehicle Assigned Weights

Assigned Weight for 1-car for 2-cars
Load details
Weight Class lb kg lb kg
(Ready to Maximum empty
AW0 105,500 47,897 211,000 95,794
run) operating weight lb
AW0 weight plus seated
(Seated
AW1 load of 72 passengers 116,742 53,001 233,484 106,002
load)
and one operator
AW1 load plus 106
(Design standees at 2.7 ft2 of
AW2 133,066 60,412 266,132 120,824
load) suitable standing space
per standee
AW1 load plus 159
standees at 1.8 ft2 of
(Crush load) AW3 141,228 64,118 282,456 128,235
suitable standing space
per standee
AW1 load plus 212
(Structural standees at 1.35 ft2 of
AW4 149,390 67,823 298,780 135,646
design) suitable standing space
per standee
Note - From Reference 1.
It is assumed that the vehicle’s rotational weight is 10% of AW0 weight.
AW3 weight is used in simulation for normal operation and contingency operation; AW4 weight
is used for recovery operation.
5.3.2 Power conversion efficiency
Power conversion efficiency is at 0.85 for both auxiliary power converter and propulsion unit
(Ref.6).
5.3.3 Auxiliary Load
The onboard auxiliary load is assumed to be 80kW per car on the pantograph side (Ref.1).
5.3.4 Maximum Acceleration Rate, Braking Rate and Jerk Rate
The maximum acceleration rate is 3.0 mph/s. The maximum Braking rate is 3.0 mph/s. The jerk
rate limit is 1.5 mph/s/s.
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Page 36
5.3.5 Maximum Operating Speed
The maximum operating speed is 55 mph [89 km/hr].
5.3.6 Vehicle Characteristic Curves
The following figures show the vehicle characteristic curves that accompany Reference 1.
Figure 12. Vehicle tractive effort curve
In the traction power system load flow study, regenerative braking power is utilized only for
onboard auxiliary loads. This produces the worst case power demand and energy consumption.
The maximum line draw per vehicle is 1650 amperes, including both propulsion and auxiliary
loads.
October 31, 2013

Page 37

Purple Line Traction Power Study Report Rev4

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TRACTION POWER SYSTEM

Revision Date Description

Draft 2/3/2012 Initial Issue for PMC Review

1 3/30/2012 Revised per PMC review comments dated 3/7/12.

2 4/10/2012 Changed report title to “Preliminary Report”; Misc minor

4 10/31/13 Add recovery operation with one track at AW4 load at 3

Q09 TPS location at 508+50

Change Log and Comments

Section Description of Change/Question Answered Name Date

1.2 Added descriptions on how the 18 substations were JGY 3/30/12

3.6 Added OCS conductor allowable ampacity for JGY 3/30/12

Misc Misc minor editorial changes JGY 4/10/12

October 31, 2013

1.2 Basic requirements .......................................................................................................................................5

1.3 List of substations.........................................................................................................................................6

1.4 Summary of findings ....................................................................................................................................6

1.5 Conclusions ...................................................................................................................................................7

2.2 Methodology ................................................................................................................................................9

3 Simulation Results ...........................................................................................................11

3.2 Rectifier load current (RMS amps)/ rating ratios .......................................................................................12

3.3 Substation feeder current (RMS amps) ......................................................................................................13

3.4 Train voltage plots......................................................................................................................................16

3.5 Rail potential plot .......................................................................................................................................20

3.6 OCS current plot (RMS amps) .....................................................................................................................24

4 Appendix A – List of Reference Document ....................................................................28

October 31, 2013

5 Appendix B – List of Simulation Data .............................................................................29

5.2 Traction Power System Data ......................................................................................................................31

5.3 Vehicle Data ...............................................................................................................................................36

October 31, 2013

FIGURE 1. TRAIN VOLTAGE PLOT – NORMAL OPERATIONS.......................................................................................17

TABLE 1. LIST OF SUBSTATIONS ....................................................................................................................................6

October 31, 2013

1.2 Basic requirements

The maximum rail potential should be equal to or less than 50V.

 Under contingency operation (substation outage for single-rectifier substations; or rectifier

The maximum rail potential should be equal to or less than 75V.

October 31, 2013

1.3 List of substations

Table 1. List of substations

1.4 Summary of findings

1.4.1 Train voltages

The system meets the requirements for train voltages

October 31, 2013

1.4.2 Maximum rail potential

The system meets the requirements for rail potential limit

1.4.3 Ratios of rectifier load RMS current/rating

The system meets the requirements for rectifier load/rating ratios

October 31, 2013

2.1 Main parameters

2.1.1 Running rails

2.1.2 Substation rectifier units

2.1.3 Train consists and operational headway

October 31, 2013

2.1.4 Train stops

2.2.1 Simulation runs

Table 2. List of simulation runs and rectifier capacities (MW)

October 31, 2013

Contingency conditions are defined as follows:

Recovery operations are covered by 2 simulation runs:

2.2.2 Train dispatching

 WB train is dispatched at the same time as EB train (0 minute offset)

October 31, 2013