Electrical Track Bonding Standard

Engineering Standard
Electrical Networks
MEST 000002-05
TRACK BONDING FOR SIGNALLING AND

TRACTION RETURN CURRENT
Version: 1
Issued: March 2015
Owner: Chief Engineer
Approved By:
Paul O’Halloran
Chief Engineer
PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION
ELECTRICAL NETWORKS STANDARD
MEST 000002-05
Version: 1 Effective from: 30th March 2015
L1-CHE-STD-016
Approval
Name Position Signature

Head of
Document
Patrick Kelly Engineering,
Author
Electrical
Head of
Patrick Kelly Engineering,
Electrical
Head of
Document
Karl Dodsworth Engineering,
Endorsers
Signals & OCS
Head of
Frank Fullick Infrastructure
Delivery
Approving
Paul O’Halloran Chief Engineer
Manager
Amendment Record
Approval Date Version Description

30/03/2015 1 Initial issue under MTM
Approving Manager: Chief Engineer Approval Date: 30/03/2015 Next Review Date: 30/03/2018
PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 1 of 33
MEST 000002-05
L1-CHE-STD-016
Table of Contents
1 Purpose ........................................................................................................................... 4
2 Scope ............................................................................................................................... 4
3 Abbreviation .................................................................................................................... 4
4 Definitions ....................................................................................................................... 5
5 References & Legislations ............................................................................................. 6
5.1 General ............................................................................................................................. 6
5.2 MTM Standards and Documents ...................................................................................... 6
5.3 Rail Industry Standards .................................................................................................... 7
5.4 Australian Standards ........................................................................................................ 7
5.5 International Standards ..................................................................................................... 7
6 Related Documents ........................................................................................................ 7
7 Safety and Environmental .............................................................................................. 8
8 Functionality ................................................................................................................... 8
9 Signalling and Traction Return Current Bonding ......................................................... 9
9.1 General ............................................................................................................................. 9
9.2 Signalling Bonding ............................................................................................................ 9
9.3 Traction Bonding ............................................................................................................... 9
10 Protective Bonding for 1500V Failures........................................................................ 10
11 Containment of Fault Zone........................................................................................... 13
12 Breaches of the Fault Zone .......................................................................................... 15
13 Equi-potential Zone ...................................................................................................... 15
14 Rail to Earth Potential and Current .............................................................................. 16
15 Earthing of Lighting and Power Systems ................................................................... 17
16 Bonding at Interface between Electrified and Non-Electrified Tracks ...................... 17
17 Fencing to Stabling Yards and Depots........................................................................ 18
18 Bonding Cables Location and Protection ................................................................... 19
19 Electrolysis Mitigation .................................................................................................. 20
20 Appendices ................................................................................................................... 20
Appendix 1 Melbourne Underground Rail Loop ...............................................................................22
Appendix 2 Flinders Street to Southern Cross Viaduct ....................................................................23
Appendix 3 Sunbury and Diggers Rest Stations ..............................................................................24
Appendix 4 Track Bonding for Signalling and Traction Return Current – Dual to Single Track
Bonding – Sketch 1 ...........................................................................................................................25
Appendix 5 Track Bonding for Signalling and Traction Return Current – Two Track Crossover –
Sketch 2 ............................................................................................................................................26
Appendix 6 Track Bonding for Signalling and Traction Return Current – Four Track Crossover –
Sketch 3 ............................................................................................................................................27
MEST 000002-05
L1-CHE-STD-016
Appendix 7 Track Bonding for Signalling and Traction Return Current – Negative Return Cables –
Sketch 4 ............................................................................................................................................28
Appendix 8 Track Bonding for Signalling and Traction Return Current – Single Track Circuited
Sidings – Sketch 5 ............................................................................................................................29
Appendix 9 Track Bonding for Signalling and Traction Return Current – Arrangement at End of
Electric Traction Section – Sketch 6 .................................................................................................30
Appendix 10 Track Bonding for Signalling and Traction Return Current – Relationship between
Electrified and Non Electrified Tracks 1 – Sketch 7..........................................................................31
MEST 000002-05
L1-CHE-STD-016
1 Purpose
1.1 To define the Standard for the design and construction of track bonding for the operation of
signalling, the return of traction currents and the protection of persons and assets from the
failure of the 1500 volt traction system of the Melbourne metropolitan railway.
2 Scope
2.1 This Standard applies to the design and construction of all new track and signalling
arrangements for the electrified railway.
2.2 This Standard also applies to the re-signalling and upgrading of the traction power system
on existing electrified tracks.
2.3 The Standard applies to works on the Infrastructure Lease and to works undertaken on
other land which are intended to expand or enhance the provision of passenger rail
services and to form part of the Infrastructure Lease.
2.4 The provisions of this Standard are mandatory.
2.5 This Standard takes precedence over other documents relating to the design and
construction of bonding for signalling and traction power return.
2.6 This Standard does not apply to bonding associated with the electrical protection of Train
Maintenance Buildings and Railway Bridges. Refer to the relevant MTM Standards.
2.7 The 1500V fault protection and stray current mitigation principles applying to the Melbourne
Underground Rail Loop and the overpass constructed with the Loop are given in
Appendix 1. Particulars of the protection of the original viaduct and Sunbury and Diggers
Rest stations are given in Appendix 2 and 3.
3 Abbreviation
CCTV Closed Circuit Television
DSAPT Disability Standard for Accessible Public Transport
MEN Multiple earth neutral system in accordance with AS/NZS3000
MTM Metro Trains Melbourne Pty. Ltd.
OVPD Over Voltage Protective Device
PE Protective Earth
V Voltage
VRIOGS Victorian Rail Industry Operators Group Standard
MEST 000002-05
L1-CHE-STD-016
4 Definitions
Bonding 1 Cabling connected between rails, between track sections, between
rails and structures and between the rails and substations for the
purposes of dividing the tracks for signalling, providing the return
path for traction currents and a defined path for 1500 volt fault
currents.
2 Cabling connecting conductive materials and the negative of the
traction power system and/or the neutral conductors of the MEN
system in a specific area to form an equi-potential zone.
With respect to the traction supply system, the bonding is at
negative potential.
Cross Bond Cables between two or more tracks to connect the rails into a parallel
electrical circuit for the sharing of traction return current.
Equi-potential A physical area within which all conductive materials and electrical
Zone sources are maintained at a single potential through bonding within the
area and with defined barriers between the area and external areas.
Fault Zone The area containing all conductive materials that may become
energised through the failure of a 1500V device.
Infrastructure Is defined as the meaning in the Franchise Agreement.
Lease
Negative Pillar The junction box located adjacent to the substation or tie station at
which Negative Return Cables from the rails or the tracks are
paralleled. From the Negative Pillar the Negative Return Cables run to
the substation or tie station negative bus bar.
Negative Return The cables from the negative bus bar at a substation to the rails of the
Cables tracks carrying the traction current.
Over voltage A device which is open circuit until applied with a threshold voltage at
protective device which the device closes to provide a high current carrying capacity
connection.
Protective Earth Cables comprising a minimum cross section equivalent to two 70mm 2
copper cables installed to carry traction fault current in a MEN
installation in accordance with EN 50122-1:2011.
Protective Bonding cables providing a defined path for fault current under the
bonding cables conditions of failure of 1500V insulators and overhead wiring
disarrangements.
Secondary An insulator rated at 3000 volts or greater that insulates the low voltage
insulation end of 1500 volt insulators from earth or other potentials
Shall Is used as the descriptive word to express a requirement that is
mandatory to achieve conformance to the standard.
Should Is used as the descriptive word to express a requirement that is
recommended in order to achieve compliance to the standard. Should
can also be used if a requirement is a design goal but not a mandatory
requirement.
MEST 000002-05
L1-CHE-STD-016
Signalling Bonding cables provided for the primary purpose of providing

bonding cables signalling functionality.
Spark Gap A device which does not provide an electrical connection between
conductors until impressed with a voltage in excess of 500 volts.
Tertiary See Secondary insulation. Tertiary insulation is no longer used.
insulation
Traction bonding Bonding cables provided for the primary purpose of carrying traction
cables return current.
5 References & Legislations

5.1 General
5.1.1 Track Bonding for Signalling and Traction Return Current Bonding shall be
designed and constructed in accordance with this Standard, relevant MTM
Standards and Australian, Rail Industry and International Standards.
5.1.2 The design and construction of the bonding shall comply with all legislative
requirements and codes.
5.1.3 Where a conflict arises between Standards or clarification as to the applicability of
a Standard or a part of a Standard is required, the matter shall be referred to the
MTM Chief Engineer for determination.
5.1.4 This Standard Supersedes the following Standards:
 VRIOGS 010.7 - Track bonding, Track Circuit Connections and Traction
Interfaces
 VRIOGS 012.1 – Standard for Signalling Design and Documentation (with
reference to track bonding)
 VRIOGS 012.2 – Specification for Signalling Supply, Construction and
Installation (with reference to track bonding)
5.2 MTM Standards and Documents
Document Number Title
L0-SQE-PLA-005 Environmental Management Plan

L0-SQE-PRO-031 Enterprise Risk Management Procedure
MEST 000002-02 MTM Standard - Overhead Line Electrification
MEST 000002-06 Electrical Networks Principles and Performance
L1-CHE-STD-001 MTM Requirements - Metropolitan Train Stabling
L1-CHE-STD-006 MTM Requirements - Spares for New Assets
MCST 020100-01 Metropolitan Railway Stations
MCST 000002-01 Lighting and Power Design and Construction
MEST 000002-05
L1-CHE-STD-016
MEST 000002-03 Railway Bridges – Electrical Protection and Bonding

MEST 070000-01 Train Maintenance Buildings – Electrical Systems Earthing
and Bonding
L1-AMS-PRO-003 RAMS Procedure
L1-AMS-MAN-005 RAMS Manual
5.3 Rail Industry Standards

Nil
5.4 Australian Standards

AS/NZS 3000 Wiring Rules – 2007 Electrical Installations
AS 4799-2000 Installation of underground utility services and pipelines
within railway boundaries
N/A Electricity Safety (Installations) Regulations 2009
N/A Electricity Safety (Cathodic Protection) Regulations 2009
5.5 International Standards

EN 50122-1:2011 Railway Applications - Fixed Installations - Electrical

Safety, Earthing and the Return Circuit - Part 1: Protective
Provisions Against Electric Shock
EN 50122-2:2010 Railway applications. Fixed installations. Electrical safety,
earthing and the return circuit. Provisions against the
effects of stray currents caused by d.c. traction systems
6 Related Documents
The following drawings detail the requirements of this Standard for particular situations.
1 Spark Gap Earthing Device STD_G0070
2 Typical Bonding Arrangement Platform UC and Lattice Mast STD_E0114
3 Typical Bonding Arrangement Lattice and UC Mast STD_E0115
4 Typical Bonding Arrangement Square Hollow Section (SHS) Mast STD_E0117
5 Typical Bonding Arrangement Square Hollow Section (SHS) Mast STD_E0118
6 Discussion Paper – Track Bonding for Signalling and Traction Return Current –
June 2013
7 MTM Electrical Networks – Earthing and Bonding Principles – Risk Assessment
September 2013
MEST 000002-05
L1-CHE-STD-016
7 Safety and Environmental

7.1 Safety and risk assessments shall be undertaken for track and signalling projects and all
projects requiring modifications to bonding, addressing all areas of specification, design,
construction, operation and maintenance of the track and signalling projects and
modification works. The risk assessment shall be conducted in accordance with
L0-SQE-PRO-031 Enterprise Risk Management Procedure.
7.2 The design and construction of the bonding shall be based on the principle of providing
safe and functional signalling and an electrical traction supply system in so far as is
reasonably practical.
7.3 Where new materials or systems are to be introduced with the design and construction of
the bonding, the materials and systems shall be subject to type approval for use on the
metropolitan train network.
7.4 The design, construction and maintenance of the bonding shall comply with the MTM
Environmental Management Plan.
8 Functionality
8.1 Bonding shall be provided to meet the following functionality:
Provide protection against electric shock in accordance with EN 50122-1:2011
In conjunction with insulated rail joints, track relays, axle counters and impedence bonds
provide the signalling system required for the safe operation of trains;
Provide the return current path between the rails and the substations for the traction current
taken by the rolling stock;
Provide the return current path for the control current of direct current circuit breakers;
Provide a defined path for fault currents associated with the failure of the 1500 volt positive
line devices such as insulators;
Minimise the leakage of traction current from the rails and bonding cables to earth;
Subject to risk assessment determining the requirement, provide a defined path for fault
currents associated with disarrangement of the overhead traction wiring; and,
Form equi-potential zones where required.
8.2 The design, construction and maintenance of the bonding shall comply with the MTM
Reliability, Availability, Maintainability and Safety system as detailed in L1-AMS-PRO-003
and L1-AMS-MAN-005.
MEST 000002-05
L1-CHE-STD-016
9 Signalling and Traction Return Current Bonding
9.1 General
9.1.1 All bonding cables attached to the track have the potential to carry both traction
current and current of the signalling system.
9.1.2 Bonding cables provided for the primary purpose of signalling shall be in
accordance with the signalling equipment manufacturer’s specification. Where
signalling bonding cables may carry traction current, they are to be fully rated for
the load and fault currents applicable to the location.
9.1.3 Bonding cables provided for the primary purpose of carrying traction return current
shall be fully rated for the load and fault currents applicable to the location.
9.1.4 Bonding cables and all conductors connected to rail shall be insulated to a level of
a minimum of 3kV or be 0.6/1kV double insulated.
9.2 Signalling Bonding

9.2.1 The signalling bonding shall be as required for the correct and proper functioning of
the signalling system.
9.2.2 Signalling bonding shall not compromise the following:
9.2.2.1 Main line track circuits shall be double rail circuits.
9.2.2.2 Where junction work requires main line single rail track circuits to be
installed, the maximum length shall be 150 metres.
9.2.2.3 Track circuits in sidings may be single rail circuits. Refer 9.3.10.
9.3 Traction Bonding

9.3.1 Traction bonding cables for main lines shall be designed and installed such that the
maximum numbers of rails are used as traction return conductors.
9.3.2 For single main line tracks, both rails shall be used for traction return with the
bonding designed and constructed to this purpose. Traction return through a
single rail is not permitted.
9.3.3 At a two track to single track junction, a single traction return rail paralleled by
bonding cables is permitted. Refer Clause 18.9.
9.3.4 For two or more tracks in a corridor, each rail shall be bonded to form a traction
return conductor.
9.3.5 Cross bonding between two or more tracks shall be provided at longitudinal
intervals between 800 and 1200 metres. Between traction substations, the
intervals between cross bonds shall average 1000 metres, plus 0%, minus 20%.
9.3.6 The cross bonding requirement at longitudinal distances between 800 and 1200
metres applies to both track circuited and axle counter signalling territory.
9.3.7 Cross bonding shall be made between all main line electrified tracks in the corridor.
9.3.8 Except where it is necessary for single rail traction return to be installed, the
traction return current in the two rails of each track shall be balanced.
MEST 000002-05
L1-CHE-STD-016
9.3.9 In two track areas in the vicinity of turnouts and crossings, it is permissible for the
traction return current to be carried in three rails for a distance not exceeding 150
metres.
9.3.10 In complex junctions with more than two tracks, the number of rails forming the
traction return conductors shall be not less than twice the number of main lines
through the junction minus one. The single rail track length shall not exceed 150
metres.
9.3.11 Single rail traction return is permitted in sidings providing the following conditions
are complied with.
9.3.11.1 The siding is single ended and not of a length exceeding 500 meters;
9.3.11.2 The single rail traction return rail of each siding is bonded to the main
line bonding and/or the substation negative return conductors as
appropriate by at least two independent bonding cables (or sets of
cables) a minimum of 100 metres apart; and
9.3.11.3 The single rail traction return rails of each siding in the group of sidings
are cross bonded together by one independent bonding cable.
9.3.12 Friction buffers installed in sidings of a type that are mounted or connected to both
rail and earth shall be fitted with insulated rail joints. The joints shall be located
such that the stabled train does not stand across the insulated rail joints.
9.3.13 Through sidings and sidings exceeding 500 metres in length shall have both rails
used for traction return current.
9.3.14 Drawings, Traction Bonding for Signalling and Traction Return Current, Nos. 1 to 5
provide details of the requirements.
9.3.15 At substation and tie station locations, negative return cables are to be provided
between each electrified track and the substation negative. The neutrals of
impedence bonds are to be bonded together and a separate negative return
conductor(s) provided from each impedence bond to the substation or tie station
negative pillar.
9.3.16 It is preferred that the impedence bonds provided for the connection of negative
return cables are used only for that purpose and not for both negative current
return and signalling purposes.
9.3.17 Tracks at substation and tie station locations fitted with axle counter signalling
systems are not required to be fitted with impedence bonds. All rails shall be
connected to the negative pillar by the negative return cables and also cross
bonded.
10 Protective Bonding for 1500V Failures
Structures Supporting Overhead Wiring Fittings

10.1 Structures supporting overhead fittings, insulators and devices to which conductors and
apparatus at 1500V potential are connected shall be provided with a protective bond that
will provide a defined path to rail in the event of failure of the fittings, insulators and devices.
MEST 000002-05
L1-CHE-STD-016
10.2 Each supporting structure shall be provided with one and only one protective bond cable
between the structure and rail.
10.3 Where the supporting structures are at earth potential through being mounted on the earth
or connected to earth by electrically conductive material, the bond between the structure
and rail shall be fitted with a spark gap, diode or over voltage protective device.
10.4 The bonding cable and devices at rail potential shall be protected against damage which
may reduce the fault current carrying capacity of the cable or device or provide a
connection between rail and earth. The cable shall be insulated to a level of 3kV or be
0.6/1kV double insulated.
10.5 Where the supporting structures for the overhead fittings and insulators are isolated from
earth with the insulation level rated at 3000 volts or greater, the bond between the structure
and rail is to be directly connected to rail.
10.6 Where the low voltage end of the overhead insulators are isolated from earth with the
insulation level rated at 3000 volts or greater (secondary insulation), the bond between the
low voltage end of the overhead insulators and rail is to be directly connected to rail.
10.7 The bonding cable shall be protected from damage which may reduce the fault current
carrying capacity of the cable or provide a connection between rail and earth. The cable
shall be insulated to a level of 3kV or be 0.6/1kV double insulated.
10.8 The protective bond cable shall be rated for the fault current at the location and be
continuously rated at 200 amps or greater.
10.9 The spark gap, diode or over voltage protective device shall not be mounted in the station
pit or in an area not accessible by personnel for inspection and replacement.
10.10 The operating handle of 1500 volt overhead switches shall be at earth potential. The low
voltage end of the 1500 volt switch supporting insulators shall be provided with a defined
path to rail. The area on which the person operating the switch handle is to stand shall be
at earth potential.
Overhead Wiring Disarrangement

10.11 Electrically conductive structures in the vicinity of the overhead wiring may become
electrified at 1500 volts in the case of disarrangement of the overhead wiring even though
the structure does not support or is not attached to the overhead wiring.
10.12 A risk assessment shall be conducted to determine the likelihood and consequence of
overhead wiring disarrangement and the need for the conductive structure to be bonded to
rail.
10.13 Where the risk assessment determines that bonding is required, the bond shall be fitted
with a spark gap, diode or over voltage protective device or directly bonded in accordance
with clause 10.3 or 10.6 above as appropriate.
10.14 MTM Standard, MEST 000002-03 Railway Bridges – Electrical Protection and Bonding
refers to bridges over the electrified railway and the required protection against overhead
wiring disarrangement.
MEST 000002-05
L1-CHE-STD-016
Overhead Wiring Drop Zone

10.15 The area either side of the electrified track centre line is classified as the drop zone where
consideration is to be given to the likelihood and consequence of a failure of the overhead
wiring. In accordance with EN 50122-1:2011, the area is the length of the wire and 4
metres either side of track centre line.
10.16 A risk assessment shall be conducted to determine the likelihood and consequence of
disarrangement and the need for tracks and structures in the drop zone to be bonded to
rail.
10.17 In station environs, the likelihood of disarranged overhead wiring falling onto the platform is
to be constrained by the platform and overhead wiring being designed and constructed as
tangent or with a minimum radius of 1000 metres.
Bonding Not Required

10.18 Overhead wiring steady arms which are formed by insulating material with a length in
excess of 500mm between the 1500 volt connection and the supporting point and with an
electrical insulation level greater than 30kV are not required to have the supporting point
bonded to rail.
10.19 Some existing stand alone masts supporting 22kV conductors are bonded to rail through a
spark gap. Such masts are not to be bonded to rail but are to be provided with a local earth
in accordance with AS/NZS3000.
10.20 Train access gates to sidings shall be at earth potential. The risk of overhead wiring
disarrangement without the presence of a train with the energised wiring contacting the
gate is minimal. (Ref. REPORT ON THE RISKS ASSOCIATED WITH THE 1500V
OVERHEAD WIRING FALLING ON TO THE SIDINGS’ CLOSED GATES - AUGUST 5TH,
2009).
Guideline for Spark Gap Diode and Over Voltage Protective Devices
10.21 Guidelines for the use of spark gaps, diodes and over voltage protective devices are as
follows.
Device Guideline for Use
Spark gap  Individual overhead structures on the easement
 Individual overhead structures in station environs without
extended Fault Zone
Diode  Public accessible areas with extended Fault Zone
 Locations where rail is always positive to earth
Over voltage protective  Public accessible areas with extended Fault Zone
device
 Locations where electrical failure present high asset risk
 OVPD to be indicated to electrical control room
MEST 000002-05
L1-CHE-STD-016
11 Containment of Fault Zone

11.1 The area containing all conductive materials that may become energised through the failure
of a 1500V device is defined as the Fault Zone.
11.2 It is good practice to limit the size and areas of the Fault Zone. While Protective Bonding is
to ensure that there is a solid path for fault current to rail, current may also flow through
other paths to rail. Circuit breakers take a finite time to operate during which time fault
current flows. Standard operating practice is for direct current circuit breakers to be
reclosed three times as most over current issues are associated with momentary overloads
due to simultaneous powering by a number of trains.
11.3 With an extensive interconnected structure, the fault current may take many paths back to
rail. Paths through metallic service piping (water, sewage and gas) and the earthing
systems of lighting and power installations are common with resultant damage. Electrical
apparatus mounted on or attached to the structures with insulation levels rated at less than
1500V is particularly vulnerable to damage.
11.4 Fault zones are to be contained through the following measures:
11.4.1 Overhead traction wiring structures are to be free standing and not connected to
any other metallic objects.
11.4.2 Overhead traction wiring structures shall specifically not be connected to fencing,
water pipes or other utilities services.
11.4.3 Lighting and power services shall not be supported on overhead structures at
stations.
11.4.4 Lighting and power services may be supported on overhead structures in sidings
with the lighting and power installation insulated from the structure to a level of
3000 volts. Refer L1-CHE-STD-001 MTM Requirements – Metropolitan Train
Stabling.
11.4.5 Where overhead structures pass through metallic roofing, an isolating gap of a
minimum of 50mm is to be provided between the structure and the metallic roofing.
11.4.6 Metallic signalling trunking shall not be attached to overhead structures.
11.4.7 Metallic signalling trunking shall not be attached to station structures.
11.4.8 Metal station fencing is not to be electrically connected to fencing along the railway
easement.
11.4.9 Metal station fencing shall not extend more than 10 metres from the ends of the
station platforms.
11.4.10 Metal fencing to the railway boundary shall be fitted with gaps of at least 100mm at
intervals of not more than 500 metres.
11.4.11 Fencing to traction substations and tie stations shall be separated from all adjacent
fencing. A minimum gap of 100mm shall be provided between the substation
fencing and all other fencing. Note that substation and tie station fencing shall be
earthed as required by AS/NZS 3000.
MEST 000002-05
L1-CHE-STD-016
11.4.12 Where overhead masts are integral to station platforms constructed of steel, the
entire station platform is to be regarded as forming part of the Fault Zone. The
interconnected metal of the station platforms shall be isolated from all metallic
items at the ends of the platforms. Fences, roofing, metallic signalling trunking
shall be fitted with gaps or insulating materials to prevent fault current flowing from
the zone. The gap in the fencing shall be at the platform end. The provision of
clause 11.4.9 does not apply.
11.5 Where it is required that lighting and power, signalling, communications and other essential
rail operational electrical systems have to be mounted on metallic items within the Fault
Zone, the installation of each system shall have an insulation level of 3000 volts.
11.6 To protect against fault current passing into utilities assets, insulating sections are to be
inserted into each service at the point of entry into the station building or at the
Infrastructure lease boundary. An insulating flange or a section of non conductive pipe a
minimum of 150mm in length may be used. The flange and non conductive pipe shall be
mounted above ground level. Non metallic piping now in use for water, gas and sewage
meets this requirement.
11.7 Where a metallic structure such as an over line bridge is both within the railway easement
and external to the easement and is supporting overhead traction wiring or may become
energised in the event of disarrangement of the overhead, the structure is to be regarded
as a potential Fault Zone. Refer MTM Standard, MEST 000002-03 Railway Bridges –
Electrical Protection and Bonding.
11.8 If practical, a metallic structure that is both within and external to the railway easement is to
be physically segmented to limit the potential Fault Zone to the railway easement.
11.9 The Fault Zone may be away from stations and located at a single overhead structure on
the easement. Attachments of items to the structure may present a significant risk to both
rail and third party assets in the event of fault.
Fault Zone Boundary

11.10 At the boundary of the Fault Zone, there may be a potential difference between the objects
in the Fault Zone and those outside the zone arising from rail to earth voltage or fault. To
mitigate the risk to persons from electric shock, non conductive materials or gaps in metallic
objects are required.
11.11 For areas at the boundaries of the Fault Zone and the outside areas where persons are
normally in contact with or adjacent to the conductive material of the Fault Zone, a non
conductive material of at least two metres in width and of sufficient height to prevent
personal contact between the Fault Zone conductive materials and outside area shall be
provided.
11.12 In fences at the boundaries of the Fault Zone and the outside areas where persons are not
normally in contact with or adjacent to the conductive material of the Fault Zone but which
may be generally accessible to the public, the limit of the Fault Zone may be created by the
establishment of two gaps, each of 100mm in the fence. The gaps are to be between
2000mm and 2400mm apart.
MEST 000002-05
L1-CHE-STD-016
Lighting and Power Supplies

11.13 While it is required that the Lighting and Power supply and apparatus in an area defined as
a Fault Zone is to be isolated from all metallic structures of the Fault Zone, there are
situations where this principle has not been followed. In such situations and where it is
determined by risk assessment that there is the likelihood of the 1500 volt fault current
entering the lighting and power circuitry, the following measures shall be adopted.
11.13.1 Protective Earth (PE) cables are to be provided between all structures of the Fault
Zone and the MEN earth bar or conductor and between the earth bar or conductor
and the earth stake or mat.
11.13.2 A further risk assessment shall be performed to determine whether the 1500 volt
fault current is most likely to be contained within the Infrastructure Lease or be
passed by the lighting and power supply conductors to third parties with person
and asset risk. If it is assessed that the 1500 volt fault current is likely to propose
an unacceptable risk, an insulating transformer shall be installed to fully isolate the
third party assets from the lighting and power system associated with the fault
zone.
12 Breaches of the Fault Zone

12.1 The Fault Zones are not to be breached or extended. Particular attention is to be given to
and designation of the areas and boundaries of Fault Zones at stations and public
accessible areas.
12.2 Care is to be exercised with modifications, changes and the installation of new equipment
not to breach the Fault Zone. Examples with the potential to breach the Fault Zone are:
12.2.1 Installation of advertising signs.
12.2.2 Extended handrails installed for DSAPT.
12.2.3 Supplementary CCTV and electrical supplies.
12.2.4 Third party buildings, structures and related works.
12.3 In the event of doubt as to whether proposed works will breach a Fault Zone, the proposed
works are to be subject to design review by electrical engineering personnel.
13 Equi-potential Zone
13.1 Train maintenance depots and other structures that of necessity have 1500V traction
supply and lighting and power supply integral to their structure are required to be built as
equi-potential zones. Refer MTM Standard MEST 070000-01, Train Maintenance Buildings
– Electrical Protection and Bonding.
13.2 A number of station constructions have combined overhead wiring support structures,
platform supports, fencing, verandas, lighting and power and communications systems into
the one zone. Special electrical design and detailed bonding and isolation of the station
components and the environs are necessary to establish the equi-potential zone and to
minimise the risk of an overhead failure in these circumstances. Refer MCST 020100-01
Metropolitan Railway Stations.
MEST 000002-05
L1-CHE-STD-016
13.3 For equi-potential zones the lighting and power earth and neutral conductors shall be sized
in accordance with AS/NZS3000. Additionally a Protective Earth (PE) conductor
comprising two 70mm2 copper cables or equivalent shall bond all conductive materials in
the equi-potential zone and parallel the MEN earth conductors between the main earth bar
or conductor to the main earth. The principles for the Protective Earth conductor as given
in EN 50122-1:2011 are to apply.
13.4 Equi-potential zones that are at rail potential continuously or intermittently shall have the
lighting and power supply to the zone provided through an insulating transformer.
14 Rail to Earth Potential and Current

14.1 The rails of the electrified train network are not connected to earth but are near to earth
potential due to being in contact with the earth.
14.2 As trains take power, the current flow in the rails produces a voltage drop along the rails
proportional to the resistance of the rails and the current flowing. In normal circumstances
the voltage between the rails and the local earth is minimal but under fault conditions may
become excessive.
14.3 The design and construction of the bonding for signalling and traction return current shall
ensure that under normal conditions with the maximum number of electric trains operating
in the track section, the rail to earth potential does not exceed 60 volts.
14.4 The limiting of excessive rail to earth voltage is to be managed in accordance with EN
50122-1:2011.
14.5 Deliberate rail to earth connections are avoided to limit the flow of direct current in the
ground and in underground structures. Where the direct current leaves a rail in contact with
the earth or an underground structure, material is removed through electro-chemical action.
14.6 A current of one amp flowing for a year will remove approximately 9kgm of steel through
electro-chemical action.
14.7 Strategies to reduce the impact of stray current corrosion include limiting the rail to earth
voltage by lessening rail resistance, improving the insulation of the rails to earth, insulation
of structures, welding of reinforcing to ensure that any current flow is distributed and not
concentrated and separate conductors connected to underground assets to return current
to the source avoiding the metal moving into solution.
14.8 Inadvertent connections between rail and earth may result in a current flow of several
hundred amps, sufficient to fuse or vaporise metals of reasonable cross-section. Injury
through burns is highly probable.
Specific Requirements
14.9 Public areas which contain overhead structures and devices such as vending machines
and like devices supplied by the lighting and power system and which are at earth potential
shall be arranged to have a minimum of 2 metres between the overhead structure and the
devices. A person shall not be readily able to be in simultaneous contact with the device at
earth potential and the overhead structure which may be at rail potential.
MEST 000002-05
L1-CHE-STD-016
14.10 In some cases the design and construction of the facility may prevent or present difficulties
in achieving the 2 metre distance between the overhead structure and devices at earth
potential. As an alternative, the mast of the overhead structure may be covered in a non
conductive material from the foundation to a height of 2.4 metres above ground. The
material shall be capable of being removed and reinstated to enable infrequent inspection
of the foundation.
14.11 Station platforms constructed with metal components shall be insulated to prevent contact
between the earthed material and a train at the platform which will be at rail potential. The
coping edges shall be of a non conducting material. Refer MCST 020100-01 Metropolitan
Railway Stations.
15 Earthing of Lighting and Power Systems

15.1 Lighting and power systems at railway stations and on the railway easement are supplied
by the supply company street distribution system. The supply is generally 400/230V and
MEN in conformance with AS/NZS3000.
15.2 In close proximity to the railway, multiple earths of an installation have the potential to carry
rail leakage current between the earths via the lighting and power earth and neutral
conductors. To prevent this current flow, the lighting and power installation is to have one
earth stake or mat only and all apparatus required to be earthed in accordance with
AS/NZS3000 shall be earthed by a conductor back to the one earth stake or mat.
15.3 To mitigate against stray current entering the earth stake or mat, the earth stake or mat
shall be a minimum of 3 metres from the nearest running rail. Refer MCST 000002-01
Lighting and Power Design and Construction.
16 Bonding at Interface between Electrified and Non-Electrified Tracks

16.1 Where the electrified network interfaces to the non electrified railway, bonding is required to
protect against the errant movement of an electric train onto the non electrified track, the
passing of traction return current into the non electrified network by the passage of trains
and protection against overhead wiring failure.
16.2 Insulated rail joints are placed in both rails at the boundary of the electrified network to
isolate the rails and prevent them carrying traction current or being subject to rail to earth
potentials and stray currents.
Errant Train Protection

16.3 An electric train moved in error from the bonded electrical network to track which is not
bonded back to a substation and with its pantograph supplied by the overhead wiring will
have the structure of the train raised to a dangerous potential. To maintain electrical safety
with such an occurrence, the track is to be bonded to the electrified network for a distance
beyond the electrical network to ensure that the pantograph has left the overhead wiring
system before the train enters the un-bonded track.
16.4 With some rolling stock fitted with pantographs on the intermediate carriages, the minimum
distance for the placement of insulated rail joints is to be 50 metres from the location where
the train pantograph leaves the overhead wiring.
MEST 000002-05
L1-CHE-STD-016
Traction Current in Non Electrified Track

16.5 As the passage of trains bridges the insulated rail joints at the boundary of the electrified
system, a second set of insulated rail joints is required to prevent the electrical potential
being applied to the wider non electrified network. The second set of insulated rail joints
are to be between 1200 metres and 2000 metres from the first set to ensure that only one
train passes across the boundary between the two networks at a time and that the
electrified network is not connected even intermittently to the wider network.
16.6 The track section between the two sets of insulated joints is to be designed and constructed
to the standard applicable for electric traction with rails and any signalling connections
insulated from earth.
16.7 Where a clear distance of a minimum of 1200 metres from the insulated rail joints at the
boundary of the electrified network to the second set of insulated rail joints cannot be
achieved, the track is to be bonded as for electric traction in accordance with this Standard.
Overhead Wiring Failure

16.8 Following EN 50122-1:2011, the area formed by the length of the electrified line and for 4
metres either side of the electrified track centreline is defined as the Drop Zone for
disarranged overhead wiring. Where the centreline of a non electrified track is within 6
metres of the centreline of an electrified track, protection against overhead wiring failure
placing a high potential on the non bonded track and trains on that track shall be provided.
16.9 The protection of the train and track of the non electrified network may be provided by
bonding the track in accordance with this Standard for the electrified network or by the
placement of barriers that prevents failed overhead wiring approaching the non electrified
track and trains on that track.
16.10 Metal barriers used to contain the failed overhead wiring to the area of the electrified track
shall be provided with a spark gap or similar device to ensure a direct path for the fault
current to rail.
16.11 Drawings, Traction Bonding for Signalling and Traction Return Current, Nos. 6 to 9 provide
details of the requirements.
17 Fencing to Stabling Yards and Depots

17.1 Where it is assessed in accordance with Clause 10.16 that the consequence of a
disarrangement of the overhead traction wiring is contact between the wiring and a metal
fence, the fence is to be bonded to rail through a spark gap.
17.2 In accordance with Clause 10.20 train access gates are to be at earth potential. A spark
gap is not to be fitted to the gates. Within three metres either side of the gate posts two
gaps each of 100mm are to be provided in the metal fence. The gaps in each fence
section are to be between 2000mm and 2400mm apart. The fence panels between the
100mm gaps are not to be fitted with spark gaps.
17.3 Pedestrian and road vehicle access gates shall be at earth potential. The gates shall not
be fitted with a spark gap. Within three metres of the gate posts gaps in the fence shall be
provided as specified in Clause 17.2.
MEST 000002-05
L1-CHE-STD-016
17.4 As an alternative to the two 100mm gaps in the metallic fence, an insulated panel of
minimum width of 2000mm may be used. With either the 100mm gaps or insulated panel,
no metallic or electrically conductive material is to connect between the main fence area
and the gates.
17.5 In addition to the 100mm gaps adjacent to the gates of the fence, to limit the length of fence
that may become energised under an overhead traction wiring failure, gaps shall be
provided at 500 metre intervals and within three metres of each change of direction of the
fence. Metallic or electrically conductive material shall not bridge the gaps.
18 Bonding Cables Location and Protection

18.1 Damage to the negative return, traction and signal bonding cables may result in dangerous
voltages being present at the location of the damage. Cables are to be highly visible,
physically protected against damage or both visible and protected.
18.2 The cables shall be installed in accordance with the appropriate MTM specification.
Negative Return Cables

18.3 Negative return cables are to be installed underground in conduits a minimum of 1200mm
below top of rail.
18.4 The cables are to be run at right angles to the tracks.
18.5 The cables shall be installed and connected between the tracks and the negative pillar and
the negative pillar and the substation or tie station negative bus bar.
18.6 The cables shall have two layers of insulation to an equivalent insulation level of 3000 volts.
18.7 The cables shall not have screens.
Signalling and Traction Bonding Cables

18.8 Signalling and traction bonding cables shall generally be placed on the surface of the
ballast and be clearly visible for inspection.
18.9 Where it is required that bonding cables are to run parallel to the rail track for a distance in
excess of 5 metres, such as providing a parallel return path for a single rail section, the
conductors are to be placed underground in conduit. The conduit shall be a minimum of 3
metres from the nearest rail and the conduit route provided with markers at ground level.
18.10 The cables shall be specifically designed for use on the railway incorporating insulating
material to withstand abrasion from ballast and ultraviolet deterioration.
18.11 Where cables are required to pass under the foot of the rail and above the ballast, a
clearance of 25mm is to be maintained around the cable.
18.12 The cables shall be insulated to a level of 3kV or be 0.6/1kV double insulated.
18.13 The cables shall not have screens.
MEST 000002-05
L1-CHE-STD-016
Protective Bonding Cables

18.14 Protective bonding cables may be at rail potential or earth potential depending on the form
of protection applying at a location.
18.15 Cables normally at earth potential are not required to be insulated and may be substituted
with steel or other conductive material with the required cross section to carry the fault
current.
18.16 Cables at rail potential connected between rail and a spark gap, diode or over voltage
protective device, or between rail and structures or devices insulated from earth to a level
of 3000 volts, shall be insulated to a level of 3kV or be 0.6/1kV double insulated.
18.17 Protective bonding cables at rail potential shall be placed on the surface of the ballast and
be clearly visible for inspection.
18.18 The cables shall be specifically designed for use on the railway incorporating insulating
material to withstand abrasion from ballast and ultraviolet deterioration.
18.19 Where cables are required to pass under the foot of the rail and above the ballast, a
clearance of 25mm is to be maintained around the cable.
18.20 In public accessible areas where the protective bonding cable is subject to interference or
damage, additional protection in the form of conduit or cover which will enable the integrity
of the cable to be determined by visual examination, is to be provided.
Equi-Potential Bonding Cables

18.21 Cables bonding the elements of an equi-potential zone together shall be installed in
accordance with the requirements of AS/NZS 3000.
18.22 Equi-potential bonding cables shall be insulated to a level of 1000 volts.
18.23 Protective Earth conductors are equi-potential cables for the purpose of this clause.
19 Electrolysis Mitigation
19.1 Bonding for electrolysis mitigation purposes may be required to substation negatives and to
other locations.
19.2 Bonding shall meet the requirements of the Victorian Electrolysis Committee.
20 Appendices
1 Melbourne Underground Rail Loop
2 Flinders Street to Southern Cross Viaduct
3 Sunbury and Diggers Rest Stations
4 Track Bonding for Signalling and Traction Return Current – Dual to Single track
Bonding – Sketch 1
5 Track Bonding for Signalling and Traction Return Current – Two Track Crossover –
Sketch 2
6 Track Bonding for Signalling and Traction Return Current – Four Track Crossover –
Sketch 3
MEST 000002-05
L1-CHE-STD-016
7 Track Bonding for Signalling and Traction Return Current – Negative Return Cables –
Sketch 4
8 Track Bonding for Signalling and Traction Return Current – Single Track Circuited
Sidings – Sketch 5
9 Track Bonding for Signalling and Traction Return Current – Arrangement at End of
Electric Traction Section – Sketch 6
10 Track Bonding for Signalling and Traction Return Current – Relationship Between
Electrified and Non Electrified Tracks 1 – Sketch 7
MEST 000002-05
L1-CHE-STD-016
Appendix 1 Melbourne Underground Rail Loop

Across the wider electrified network, structures supporting traction wiring overhead insulators and
devices at 1500V potential must be provided with a conductor which is connected to rail to protect
the system in the event of failure of the insulation. If the structures are at earth potential, the
conductor connected to rail must be fitted with a spark gap or similar device. Refer Section 10
above.
The design and construction of the Melbourne Underground Rail Loop has been arranged on a
different system for the detection of failures of 1500V insulation and stray current protection, using
the mass of the tunnels and stations and the intimate contact between the structure and earth.
The overpass carrying the Through Suburban lines constructed as a component of the Melbourne
Underground Rail Loop is also built to this different system.
1500V Fault Protection
In the underground tunnels and stations, the mountings of all insulators supporting 1500V
equipment are attached to earth. In the event of the failure of an insulator, the fault current passes
into the earth and into the earthing system of the Melbourne Underground Rail Loop. Diodes are
connected between the earthing system and rail which completes the current path back to the
substations.
Similarly for the Through Suburban tracks, the failure of a 1500V insulator will allow the fault
current to flow into the earth and through the underground tunnel earthing system and diodes, back
to the rail and substations.
This fault protection system is unique to the Melbourne Underground Rail Loop and the Through
Suburban tracks overpass. It applies only within the tunnels and the stations of the Loop and the
overpass.
Stray Current Mitigation
The underground tunnels and stations form an equi-potential zone within which all metal
components and electrical systems are bonded together. At the interfaces between the
underground systems and the external environment, the equi-potential zone is protected and
isolated from other conductive systems.
The incoming lighting and power supplies to the Melbourne Underground Rail Loop are through
isolating transformers, the neutral of the secondary being bonded to the earthing system. All
services being communications, water, gas, fire services etc are fitted with insulating sections to
contain the equi-potential zone and prevent current flow between the underground and the external
system.
The structural integrity of the overpass and underground loop relies on the rail being insulated from
the structures and earth. Within the structures, reinforcing is welded and bonded to be electrically
continuous and additional insulators placed between rail and structures.
Changes and Modifications
Changes and modifications to the structures and systems in the Melbourne Underground Rail Loop
and the installation of new equipment and systems shall ensure that the principles on which the
traction power fault protection and the stray current mitigation are based are maintained.
The Through Suburban overpass is designed and constructed to similar principles for traction
power fault protection and the stray current mitigation and additionally to limit exposure to fallen
overhead wiring. Additional structures and items such as advertising and general signage are not
to be placed on the structure.
MEST 000002-05
L1-CHE-STD-016
Appendix 2 Flinders Street to Southern Cross Viaduct

The viaduct carrying the Clifton Hill, Burnley, Northern and Caulfield tracks between Flinders Street
and Southern Cross stations is constructed such that the eastern end bridges and overhead
supporting structures form one electrically continuous structure. A single spark gap is provided on
the Flinders Street end of the structure adjacent to the Caulfield track for protection in the event of
overhead wiring insulator failure or wiring disarrangement.
The overhead structures at the western end of the viaduct are free standing and fitted with
separate spark gaps.
In the event that there is a failure of the 1500 volt insulation in the eastern area of the viaduct, all
metallic items attached to the structure will be subject to the fault current. Items such as
advertising and general signage should not to be placed on the structure. Note that any lighting
and power service to illuminated signage is susceptible to damage and to pass fault current to third
parties if not fitted with an isolating transformer.
.
MEST 000002-05
L1-CHE-STD-016
Appendix 3 Sunbury and Diggers Rest Stations

The construction of Diggers Rest and Sunbury stations has the overhead wiring structures, fences
and lighting and power installation all bonded together. At each station an equi-potential zone has
been created. The zone is connected to rail through an over voltage protective device. The
drawings for the sites should be referred to prior to any work at the stations.
TRACK BONDING FOR SIGNALLING AND TRACTION RETURN CURRENT
MEST 000002-05
Version: 1 Effective from: Effective from: 30th March 2015
L1-CHE-STD-016
Appendix 4 Track Bonding for Signalling and Traction Return Current – Dual to Single Track Bonding – Sketch 1
MEST 000002-05
L1-CHE-STD-016
Appendix 5 Track Bonding for Signalling and Traction Return Current – Two Track Crossover – Sketch 2
MEST 000002-05
L1-CHE-STD-016
Appendix 6 Track Bonding for Signalling and Traction Return Current – Four Track Crossover – Sketch 3
MEST 000002-05
L1-CHE-STD-016
Appendix 7 Track Bonding for Signalling and Traction Return Current – Negative Return Cables – Sketch 4
MEST 000002-05
L1-CHE-STD-016
Appendix 8 Track Bonding for Signalling and Traction Return Current – Single Track Circuited Sidings – Sketch 5
MEST 000002-05
L1-CHE-STD-016
Appendix 9 Track Bonding for Signalling and Traction Return Current – Arrangement at End of Electric Traction Section – Sketch 6
MEST 000002-05
L1-CHE-STD-016
Appendix 10 Track Bonding for Signalling and Traction Return Current – Relationship between Electrified and Non Electrified Tracks 1 –
Sketch 7
MEST 000002-05
L1-CHE-STD-016
Sketch 8
MEST 000002-05
L1-CHE-STD-016
Sketch 9

Electrical Track Bonding Standard

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Electrical Track Bonding Standard

Uploaded by

Copyright:

Available Formats

Engineering Standard

TRACK BONDING FOR SIGNALLING AND

Issued: March 2015

Owner: Chief Engineer

Name Position Signature

Approval Date Version Description

Signalling Bonding cables provided for the primary purpose of providing

5 References & Legislations

L0-SQE-PLA-005 Environmental Management Plan

MEST 000002-03 Railway Bridges – Electrical Protection and Bonding

5.3 Rail Industry Standards

5.4 Australian Standards

Document Number Title

5.5 International Standards

EN 50122-1:2011 Railway Applications - Fixed Installations - Electrical

7 Safety and Environmental

9 Signalling and Traction Return Current Bonding

9.2 Signalling Bonding

9.3 Traction Bonding

10 Protective Bonding for 1500V Failures

Structures Supporting Overhead Wiring Fittings

Overhead Wiring Disarrangement

Overhead Wiring Drop Zone

Bonding Not Required

11 Containment of Fault Zone

Fault Zone Boundary

Lighting and Power Supplies

12 Breaches of the Fault Zone

14 Rail to Earth Potential and Current

15 Earthing of Lighting and Power Systems

16 Bonding at Interface between Electrified and Non-Electrified Tracks

Errant Train Protection

Traction Current in Non Electrified Track

Overhead Wiring Failure

17 Fencing to Stabling Yards and Depots

18 Bonding Cables Location and Protection

Negative Return Cables

Signalling and Traction Bonding Cables

Protective Bonding Cables

Equi-Potential Bonding Cables

Appendix 1 Melbourne Underground Rail Loop

Appendix 2 Flinders Street to Southern Cross Viaduct

Appendix 3 Sunbury and Diggers Rest Stations

You might also like