Energy Distribution Modelling in Railway Systems: Marmara University

MARMARA UNIVERSITY
INSTITUTE FOR GRADUATE STUDIES

IN PURE AND APPLIED SCIENCES
ENERGY DISTRIBUTION MODELLING IN

RAILWAY SYSTEMS
TURAN ÖLMEZ
MASTER THESIS
Department of Electrical and Electronic Engineering
Thesis Supervisor
Prof. Dr. Osman KILIÇ
Thesis CO-Supervisor
Dr. Beyhan KILIÇ
ISTANBUL, 2020
ACKNOWLEDGMENT
I would like to thank my supervisor Prof. Dr. Osman Kılıç, for his support and advice
throughout the research.
I also would like to thank Research Assistant Dr. Beyhan Kılıç, for her precious
suggestions and comments.
Also, I would like to express my gratitude to my dear wife, who patiently supported me
at all stages of my work.
Last but not least, I would like to thank Anatolian region operations manager Aziz
Demirörs who allowed me the use of company information.
Turan ÖLMEZ
March 2020, İstanbul
ii
ABSTRACT
ENERGY DISTRIBUTION MODELLING IN RAIL SYSTEMS
In Turkey, as a solution to traffic problems in metropolitan areas, public transportation

that travels on a guided way such as rail systems is preferred. Railway transport is the
most preferred type of public transport, as well as its high carrying capacity and low-cost
energy consumption in developed countries. Therefore, the demand for rail transport has
been increasing significantly over the years in proportion to increasing urban population.
There is also an increase in energy consumption and accordingly, power loss in proportion
to increasing demand. Therefore, the power flow analysis of the rail systems in the project
design phase is critical. By means of AC power flow analysis, equipment to be used in
rail systems (cable cross-section, MV switchgear, transformer power, load separator, and
breakers, etc.), and the characteristics of these equipment are determined. In this thesis,
power flow analysis is performed on M5 Üsküdar – Yamanevler driverless metro line.
According to the simulation results obtained by using ETAP (Electrical Transient and
Analysis Program) software, solutions are provided considering the worst cases for the
safe and sustainable power flow.
iii
ÖZET
Raylı Sistemlerde Enerji Dağıtımının Modellenmesi
Türkiye’de, Büyükşehirlerdeki trafik sorununa çözüm olarak raylı sistemler gibi kendisine
ayrılmış yol üzerinde hareket eden toplu taşıma araçları tercih edilmektedir. Raylı sistemler,
yüksek taşıma kapasitesi ve düşük enerji tüketimi nedeniyle gelişmiş ülkelerde en çok tercih
edilen toplu taşıma türüdür. Artan yolculuk talebiyle doğru orantılı olarak enerji ihtiyacı ve
güç kaybında da bir artış vardır. Bundan dolayı raylı sistemlerin proje tasarım aşamasındaki
güç akışı analizi kritik önem arz etmektedir. Güç akış analizi ile raylı sistemlerde
kullanılacak ekipmanlar (kablo kesiti, OG hücresi, CER transformatör gücü, yük ayırıcı ve
kesiciler vb) ve bu ekipmanların teknik özellikleri belirlenir. Bu tezde M5 Üsküdar –
Yamanevler Sürücüsüz metro hattında güç akış analizi, alternatif işletme senaryoları için
yapılmıştır. Bu çalışmada ETAP (Elektriksel Geçici Rejim ve Analiz Programı) yazılımı
kullanılarak elde edilen benzetim sonuçlarına göre, güvenli ve sürdürülebilir güç akışı için
en kötü durumlar gözönüne alınarak çözümler sunulmuştur.
iv
TABLET OF CONTENTS
ACKNOWLEDGMENT.............................................................................................. iii
ABSTRACT .................................................................................................................iv
ÖZET ........................................................................................................................... v
SYMBOLS. ............................................................................................................... viii
ABBREVIATIONS .....................................................................................................ix
List of Figures ............................................................................................................... x
List of Table ............................................................................................................... xii
1. INTRODUCTION ..................................................................................................... 1
1.1. Overview of Medium Voltage Feeding System. .................................................... 3
2. INTRODUCTION TO RAIL SYSTEM ELECTRIFICATION ............................... 4
2.1. Power System Features in Railway Systems ......................................................... 4
2.2. Substations ............................................................................................................. 5
2.3. Traction Power Substations ................................................................................... 5
2.3.1. Switchgear............................................................................................................ 6
2.3.2. DC Switchgear .................................................................................................... 7
2.3.3. Auxiliary Service Transformer ........................................................................... 8
2.4. Catenary system ..................................................................................................... 8
2.4.1. Rigid Catenary Line .......................................................................................... 10
2.4.2. Conventional Overhead Catenary Line ............................................................. 10
2.5. Third Rail System ................................................................................................ 12
2.6. Loads and Characteristics .................................................................................... 12
3. THEORETICAL BACKGROUND OF RAIL SYTEMS............................................................13
3.1. History of Rail Systems ....................................................................................... 13
3.2. Power Types of Urban Railway Systems ............................................................. 13
v
3.3. Urban Railway Systems ....................................................................................... 13
3.3.1. Metro ................................................................................................................. 14
3.3.2. Light Rail Train ................................................................................................. 15
3.3.3. Tramway. ........................................................................................................... 15
3.3.4. Monorail ............................................................................................................ 16
3.3.5 Commuter Train ................................................................................................. 17
4. POWER NETWORK MODELLING ..................................................................... 18
4.1. Traction Power Substations ................................................................................. 20
4.2. Traction Equivalent Circuit .................................................................................. 21
4.3. Transformer Capacity .......................................................................................... 21
5. M5 ÜSKÜDAR YAMANEVLER METRO LINE ................................................. 22
5.1. General informations about M5 metro line .......................................................... 22
5.2. M5 Metro Line Informations ............................................................................... 23
5.3. Timetable of M5 Metro Line ............................................................................... 24
5.4. Curvature of M5 Metro Line ................................................................................ 25
5.5. M5 Üsküdar-Yamanevler Metro Line Electrification .......................................... 25
5.6. Traction Power Substations .................................................................................. 26
5.6.1. Switchgear ......................................................................................................... 28
5.6.2. DC Rectifier ...................................................................................................... 29
5.6.3. Auxiliary Service Transformer ......................................................................... 29
5.6.4. Rigid Catenary Line .......................................................................................... 30
5.7. Monthly Energy Consumption ............................................................................. 31
5.8. M5 Metro line train workshop ............................................................................. 32
5. 9. Train Technical Specifications ........................................................................... 32
5.10. M5 Driverless Metro Line SCADA System ...................................................... 33
vi
5.11. Operation of M5 Metro Line .............................................................................. 34
6. M5 METRO LINE LOAD SHARING ANALYSIS .............................................. 35
6.1. M5 Üsküdar-Yamanevler Metro Line Simulation Program and ETAP Load Flow
Analysis Comparison ...................................................................................................... 36
6.1.1. Power Values from Analysis of Contingency Operating Conditions ................ 40
6.1.2. Power Values from Simulation of Normal Operating Conditions .................... 42
6.2. Load Flow Analysis ............................................................................................. 43
6.2.1. Operational Energizing Scenario ...................................................................... 43
6.2.2. Second Alternative Energizing Scenario ........................................................... 44
6.2.3. Third Alternative Energizing Scenario ............................................................. 46
7. CONCLUSION AND SUGGESTIONS FOR FUTURE WORK .......................... 47
REFERENCES ........................................................................................................... 49
APPENDIX A .............................................................................................................. 53
APPENDIX B ............................................................................................................. 54
APPENDIX C ............................................................................................................. 61
APPENDIX D ............................................................................................................. 72
CIRRICULUM VITAE .............................................................................................. 73
vii
SYMBOLS
C : Capacitance
°C : Temperature
I : Ampere
N : Newton
P : Watt (W)
R : Resistance (Ω)
viii
ABBREVIATIONS
AC : Alternative Current
ATO : Automatic Train Operation
CT : Current Transformer
DC : Direct Current
ECS : Environmental Control Systems
EMS : Electromechanical Systems
ETAP : Energy Transient Analyzer Program
HV : High Voltage
Hz : Frequency (Hertz)
Km : Kilo meter
kV : KiloVolt
KVA : Kilo Volt Ampere
kW/h : Kilowatt per hour
LRT : Light Rail Train
M1 : Metro 1
M5 : Metro 5
MV : Medium Voltage
MVA : Mega Volt Ampere
PCS : Power Control Systems
PLC : Programmable Logic Controller
RIO : Remote Input Output
RTU : Remote Terminal Unit
SCADA : Supervisory Control and Data Acquisition
S/I : Section Isolator
TEİAŞ : Turkish Electricity Transmission Corporation
TCP : Transmission Control Protocol
TCU : Train Control Unit
TPSS : Traction Power Substation
XLPE : Cross-Linked Polyethylene
ix
List of Figure
Figure 2.1. Medium voltage switchgear........................................................................ 7
Figure 2.2. 6-pulse rectifiers schema ............................................................................ 8
Figure 2.3. Overhead rigid catenary profile ................................................................ 10
Figure 2.4. Detail parts of the overhead catenary line ................................................ 11
Figure 3.1. Üsküdar-Yamanevler metro line Çarşı station ......................................... 14
Figure 3.2. İstanbul light rail train (LRT) line Yenikapı station ................................. 15
Figure 3.3. Bağcılar – Kabataş tram ........................................................................... 16
Figure 3.4. Bangkok’s monorail (Bangkok / Thailand) ............................................. 17
Figure 3.5. Halkalı – Gebze commuter train. ............................................................. 17
Figure 4.1. Forces exerting on the train ..................................................................... 18

Figure 4.2. Equivalent circuit model of drawn current by train .................................. 19
Figure 4.3. Equivalent circuit of traction power substation ....................................... 20
Figure 4.4. Equivalent circuit of train power demand. ............................................... 21
Figure 5.1. M5 Metro line stations.....................................................................................................................23
Figure 5.2. M5 Metro line vertical curve .................................................................... 23
Figure 5.3. Medium voltage distribution system one-line diagram ............................ 26
Figure 5.4. Traction power substation one line diagram............................................. 27
Figure 5.5. Ümraniye station medium voltage switchgear ......................................... 28
Figure 5.6. DC output signal of rectifier ..................................................................... 29
Figure 5.7. Auxiliary service transformer in M5 metro line substation. .................... 30
Figure 5.8. M5 metro line rigid catenary of Üsküdar station ...................................... 31
Figure 5.9. M5 metro line train workshop .................................................................. 32
Figure 5.10 General view of SCADA ......................................................................... 34
Figure 5.11. Passengers’ density in train and stations during rush hours ................... 35
x
Figure 5.12. Passengers’ density in train during night operation ................................ 35
Figure 6.1. Cable impedance values ........................................................................... 39
xi
List of Tables
Table 5.1. Information about M5 metro line .................................................................. 22
Table 5.2 Energy consumption of trains in M5 metro line ............................................. 24
Table 5.3 Energy consumption of trains in M5 metro line ............................................. 24
Table 5.4. The Timetable of M5 metro line (weekdays) ................................................ 25
Table 5.5. Passenger numbers ......................................................................................... 31
Tablo 5.6. Train specifications ....................................................................................... 33
Table 6.1. Substation installed power information ......................................................... 37
Table 6.2. Cable diameter and lengths ............................................................................ 38
Table 6.3. Busbar nominal current .................................................................................. 39
Table 6.4. Operating voltages of the trains ..................................................................... 39
Table 6.5. Load rate for minimum shuttle frequency when Fıstıkağacı TPSS is disabled
(simulation results) ......................................................................................................... 41
Table 6.6. Loading rate for minimum shuttle frequency when Fıstıkağacı TPSS is
disabled (ETAP results) .................................................................................................. 41
Table 6.7. Load rate of minimum shuttle frequency when the Fıstıkağacı TPSS is active
(simulation results) ......................................................................................................... 42
Table 6.8. Fıstıkağacı TPSS is active, the minimum shuttle frequency load rates (The
ETAP results) ................................................................................................................. 42
Table 6.9. Load flow analysis of step-down center when both are active ...................... 44
Table 6.10. Load flow analysis only when the Ümraniye step-down center is active .... 45
Table 6.11. Load flow analysis only when the Bağlarbaşı step-down center isactive.... 46
xii
1. INTRODUCTION
The systems which can travel on the railway, carry passengers and have varieties such as
subway, suburban, monorail, tramway, light subway and funicular are called rail systems.
Rail systems are widely used around the World, and its usage is continuing to expand [1].
Rail systems are continually developing; therefore the development of the traction motor
and the power supply system has played a key role in electrified rail systems. DC power
supplies are preferred (750 V and 1,5 kV) mainly because of ease of control. However,
there are some difficulties like DC motor commutation, limitations of feeding distance,
but these are overweighted by advantages, especially in a short distance. Using a high-
voltage AC power supply is a significant preference in long-distance railway
transportation. It is simple to control the torque-speed of DC motor. Among some central
European countries, low-frequency high-voltage transmission networks were used to 15
kV, provide feeding energy to commutator motors. In the early1950s, electrified railways
at the industrial frequency, 50 Hz were established [2].
The fault analysis and contingency situations of traction substations are critical issues in
railway systems. Therefore the reliability analysis of traction substations was
executed by various simulations and methods in literature.
The load flow of Tabriz urban metro systems was analyzed. Peak load flow and probable
contingency scenarios of traction substations were done with PowerWorld Simulator [3].
Rail power supply systems simulated by graphs theory, which consists of elements. The
whole system was divided into three subgraphs as AC, DC, and AC/DC link. After getting
incidence and adjacency matrices Kirchhoff”s laws implemented. The graph method
applied to the DC traction system [4].
The state-space average model of the traction power system was proposed for analysation
the short-circuit fault and oper circuit fault of the traction power system in urban railways.
The proposed model contains the traction network resistance, inductance, and rail-to-
ground resistance. Traction network current distributions were described [5].
DC traction power supply network of urban rail systems was modeled using the Simulink
environment [6].
1
AC traction systems modeled using the Power System Block set/Simulink package to
study the effect of loading and failure conditions. In order to investigate the performance
of loading conditions basic function blocks of individual subsystems were developed [7].
The traction power supply network is designed to provide the high service reliability in
case of an outage of any component or traction substation. The expansion planning of the
railway traction power distribution system is simulated by dynamic programming. To
ensure power distribution system reliability, voltage drops, and power demands of all
traction substations derived for using load flow analysis. Kaohsiung mass transit system
in Taiwan used for simulations [8].
The traction power systems are designed according to the N-1 criterion. In this method in
case of the outage of a single traction substation, doesn’t affect normal operation
conditions of all trains in the network. To find the loading of all traction substations,
AC/DC load flow analysis was performed. For simplicity, all probable outage situations
were calculated by load sharing analysis [9].
The unilateral and bilateral power supply systems are analyzed for determining the
voltage drops. The voltage drops can be decreased by 10% compared to unilateral system.
Moreover, the lowest voltage level of bilateral power supply systems is higher than that
of unilateral system [10].
The uncertainty and asymmetry of the traction loads affect negatively on the ac side of
the network. In order to analyze the impact of the these effects of traction loads on ac side
of traction network, a probabistic power flow model is proposed [11].
AC distribution network which feeds the DC traction network composed of load busbars
and infinite busbars. Load busbars contain constant and variable loads. Variable busbars
represent DC traction loads. Infinite busbars represent AC three-phase utility couple
points. AC-DC unified load flow proposed. The voltage differences among the AC side
rectifiers reflect on the DC side [12].
2
1.1. Overview of Medium Voltage Supply System
The selection of an appropriate traction power supply system is always very dependent
on the railway system objectives. In this system, the traction transformers are supplied
from the power grid, normally at 34,5 kV levels. This voltage is decreased to 1,2 kV
nominal voltage in traction substation of using 34,5/1,2 kV (no-load voltage)
transformers. Each substation has two 34,5kV independent power lines. The permanent
spare system is used [13].
In the studies conducted to date in the literature, there is no access to information

containing technical details such as train record unit data, train features, train test drive
data and values measured from SCADA, which are considered as internal information of
the metro line analysis. In this thesis, unlike the studies in the literature, the train record
unit data, train properties, train test drive data, and the values measured from SCADA
were obtained with the most realistic results. The examined line is 20 kilometers long,
but for ETAP software analysis purposes, only 10 kilometers is considered, which is
ranging from Üsküdar to Yamanevler; this is because of the ETAP program license
limitation. The program can calculate up to 100 busbars in our actual program license.
Due to this, the simulation result obtained for Üsküdar to Yamanevler stations that can
represent the whole 10-kilometer railway line. In the proposed feeding system, the
catenary-rail voltage is delivered by the feeder-catenary distribution system via traction
transformers. The traction transformer locations are designed to be one in two stations to
optimize load distribution and reduce the idle load loss of the traction transformers. Each
station has a feeder transformer 34,5kV / 0,4kV to provide the required voltage of stations.
This placement results in a system with lower voltage consumption along the line than
stations with traction power transformer in all stations voltage profile along the line.
When the voltage decreases, lower power is available to the train, and as a result, the
acceleration is reduced, and sometimes the top speed of the train is also reduced.
Therefore the load flow analysis for the evaluation of the performance of the traction
power supply system is an obligation. Hence, in this research, the effort is focused on the
load flow of the traction power supply system in terms of voltages, currents, and voltage
regulation [14].
3
2. INTRODUCTION TO RAIL SYSTEM ELECTRIFICATION
2.1. Power System Features in Rail Systems
Traction power substations with autotransformers, which are called traction transformer,
that supply 1,2 kV (nominal) voltage to the rectifier, concerning negative feeder.
Autotransformers are in service continuously along the line, interconnecting catenary,
negative feeder, and rails. The autotransformer turns ratio is 34,5:1,2 of primary to
secondary (catenary-to-rails) windings, in order to step-down the 34,5 kV. The supply
voltage between catenary and the negative feeder is 1,5kV which is suitable for the trains
[15].
Supply voltages are varying from 600V, 750V to 1500V in the subway, and tram lines.
The intercity and suburban lines feeder voltage is 25kV 50Hz, old suburban trains like
the nostalgic tram is 600V DC, light rail, and subway systems have 750V DC, and 750V
/ 1500V DC lines are used. Generally, most of the electricity catenary systems use DC
because of energy efficiency.
• Electrification of Rail Systems consists of the following systems:
• Substations
• Switchgears
• Voltage and Current Transformers
• Over Current Protection Relay
• Differential Protection Relay
• DC Switchgears
• Rectifiers
• Negative Feeder
• Catenary / 3rd rail System
• Signaling / Traffic systems
• Communication systems
• SCADA (Supervisory Control and Data Acquisition) and remote control systems
4
2.2. Substations
Generally, substations serve as sources of energy supply for the trains. Their main
functions are to receive energy from high voltage generating stations and reduce the
voltage to a value appropriate for the specified level. The voltage on the outgoing
distribution feeders can be regulated at a substation by using different tap levels on
transformers. A substation is a convenient place to make measurements to check the
operation of various parts of the system.
The required energy of the trains and stations in the rail system lines is met by the
substations continuing along the line. There are two types of transformers, while one of
them energize train another one provides energy for stations. This spare system gives an
advantage of energy continuity. The number and power of these substations vary
depending on the railway type and line length. In Üsküdar – Yamanevler Metro Line
Twin, 3,3 MVA transformers are used. These values decrease to 2,4 MVA in light rail
trains and 1,5MVA twin transformer for the tram.
2.3. Traction Power Substations
Substations are connected to 34,5 kV medium voltage electrical energy TEİAŞ (Turkey
Electricity Transmission Company) through an MV switchgear. In MV traction
substations, rectifiers are fed through AC 34,5 kV /1200 V traction power transformers.
Each substation has its spare system. Substations consist of AC switchgear, two rectifier
transformers, two rectifiers, four output feeders. The rectifiers convert the 1200V AC
voltage to a rated voltage of 1500V DC. Provided DC voltage transmitted to the rigid
catenary system or the 3rd rail system through the breaker and separator system that forms
the positive side. The 1500V systems provide a reduction in conductor losses (P = I2.R) by
comparison with 750V DC and cross-sections due to the decrease in the current drawn
from the source. Therefore, 1500V is preferred in the urban subway lines because the
priority is passenger safety. The passenger safety is considered as a limit, and there are
not very high voltages in the city lines. In the urban railway system, rails are used as the
negative pole of the electrical circuit. The DC supply current completes the DC circuit by
coming from the positive rectifier terminal at the substation and going to the catenary,
5
continues through the vehicle wheel, and completes the circuit again by connecting to the
negative end of the rectifier at the transformer center [16].
At each traction power substation, two separate 3-phase HV cables are drawn from the
step-down center network. These cables should be originating from the different step-
down centers, at least from different busbar systems. These may, however, be carried on
the same transmission centers. Each substation has two equally sized HV traction power
transformers, each transformer supplied from the same power grid. Both transformers are
energized under normal traction power supply system configuration, supplying power to
feed west and east of the substation section. The HV transformers are the outdoor type,
dry, self-cooled, with an appropriate rating [17].
2.3.1. Switchgear
Switchgear is designed to be used in transformer buildings, concrete, or steel kiosks for

medium voltage distribution systems up to 1-36 kV and must be used in building type
transformer high voltage facilities. They are factory-made systems that meet all energy
continuity and energy availability requirements. These systems, consist of three cells as
input, measurement, and output according to the demands and needs of the enterprise. In
Figure 2.1. Medium voltage switchgear is shown.
6
Figure 2.1. Medium voltage switchgear
2.3.2. DC rectifier
The 1200V DC voltage transmitted from the secondary side of the traction transformer is
transmitted to the DC rectifier switchgear via the busbar system, where the diode group
is located to rectify 6 – pulse alternating signal. Double secondary transformers are ideal
for rectifying applications. Every wave of 12 pulse signals has a 30-degree phase shift
with each other. Voltage-current rectification is performed by connecting the ends of delta
and star windings serially with six diodes in series. In figure 2.2, 6 pulse rectifiers schema
is shown [18].
7
Figure 2.2. 6 pulse rectifiers schema
2.3.3. Auxiliary service transformer
Auxiliary service transformers are used to supply medium voltage to low voltage and
supply all auxiliary services except trainload in rail systems. In the stations, all the
equipment that needs electricity, such as lighting, ventilation, engine, machinery, heating,
cooling are supplied by auxiliary service transformers.
2.4. Catenary Systems
The catenary is the system, which supply voltage through train pantograph. This system
consists of different structures according to the rail type and design. However, the main
task is to distribute the electrical energy from the substation to the vehicle engines. The
catenary system is divided into two types, conventional and rigid catenary systems. An
overhead catenary line consisting of feed wires, contact wire, hanging wire, dropper
wires, conductive transport structures, poles, insulators, electrical line mechanical
tensioning apparatus, weights, mounting apparatus, and spacers which transfer the
transmitted energy from the power center to the vehicles along the line. The operation of
the catenary system is generally as follows. The voltage coming from the supply points
that will provide energy comes to the medium voltage cells of the traction transformer.
Traction transformers are installed at certain intervals along the train route. The medium
voltage coming from the energy distribution center is converted to a lower voltage
8
(voltage level to be used on the rail) in MV panels through transformers. Then the voltage
is transferred to the rectifier board. This DC voltage is usually 1500V in the catenary
system.
The general characteristics of the overhead catenary systems can be listed as follows:
• The catenary system generally consists of a carrier wire, the travel wire contacted by the
pantograph, the carrier posts, and the Hoban assemblies used to hang the wires.
• Catenary, homogenous wear of the pantograph as much as possible
to navigate to the path axis (zig-zag).
• The catenary system is terminated at certain lengths (mechanically).
The stages are fixed at the center points.
• The electrical separation between two transformer zones by placing S/I
The features of the automatic stretched catenary system of a light metro line are as
follows:
It can be listed:
• Twin carrier, depending on the type of rail system messenger wire, includes a feed line
and a feeder wire.
• The catenary and travel wire are tensioned automatically. The automatic tensioning
system of wires each allows the time to maintain the nominal tensile forces and not to
sag. This is by placing the weighting devices on the line termination points.
• This system allows 120 km/h operating speed.
• Twin catenary wires are stretched with a total of 2400 kg, and contact wire with 1100
kg.
• Navigation is ± 250 mm, with curves 400 mm.
• The clearance between the poles varies between 22-60 m.
• The console system is used as a carrier [19].
9
2.4.1. Rigid catenary line
The rigid catenary is the newest railway system technology among the catenary system.
It is the more preferred system for electrification of underground vehicles such as the
subway, consisting of contact wire attached to the aluminum composite profile. Rigid
catenary has too many advantages such as low mechanical failure, constant and holistic
structure, low maintenance, and current carrying capacity. As an alternative to the third
rail system, easy to maintain/install and has high conductivity. The best advantage of the
rigid catenary system is that it can be installed in the same line with conventional catenary
systems. In Europe, there are subways (such as Barcelona metro), which have converted
the 3rd rail system into the rigid catenary system. It is preferred to use the rigid catenary
system, especially in underground subways, with tunnel structure. Besides, this structure
is used due to the constant structure of the bridges that open, and close as İstanbul Galata
Bridge [20]. Figure 2. 3 shows an overhead rigid catenary profile.
Figure 2.3. Overhead rigid catenary profile
2.4.2. Conventional overhead catenary line
The conventional catenary is an overhead line system that minimizes the loss of life and
property in all climatic conditions of the trains moving on the railway, on various
geometric routes of the railway, at the maximum speed, on the pantograph receiving area
10
of the trains and the contact wire. The conventional catenary system is preferred more in
light rail transit and tram lines. Air catenary line consists of feed wires, contact wire,
jumper, hanging wire, dropper wires, conductive transport structures, poles, insulators,
electrical line mechanical tensioning apparatus, weights, mounting apparatus, and spacers
which transfer the transmitted energy from the power center to the vehicles along the line.
A classical overhead catenary line is shown in Figure 2.4. [21].
Figure 2.4. Detail parts of the overhead catenary line
General characteristics of overhead (conventional) catenary systems can be listed as

follows:
 Mast
 Bracket
 Catenary Wire
 Contact Wire
 Insulator
 Dropper
 Feeder
11
2.5. Third Rail System
The third rail is the method used to provide electrical energy to railway vehicles. The
third rail is the oldest form of electrical transmission in rail systems. The third rails are
placed in a particularly rigid direction opposite to the station side to decrease the
possibility of electric shock. The third rail can sometimes be in the middle of the two
tracks rarely. The third rail system vehicle receives the energy on the third rail with the
help of the rail shoe on both sides of the vehicle. The contact conditions of the rail shoe
to the third rail may vary depending on the use. Energy can be taken from the third rail
by side, bottom, or top contact. Third rails are covered with insulator material to decrease
the negative effect of water dripping, rain, and any other environmental factors [22].
2.6. Loads and Characteristics
There are three main power grid from 3 TEİAŞ (Turkish Electricity Transmission
Corporation) incoming lines which are Bağlarbaşı, Ümraniye, and Dudullu (currently not
active).
Trains are constituting the major part of the loads, and station loads are just the minor part
of total consumption. Stations Loads are divided into three parts in the metro line.
Resistive, inductive, and capacitive loads. In subways, Resistive loads are heaters and
some electronic loads. Inductive loads are auxiliary service transformers, escalators,
lighting, air conditioning, engines, and pumps. Capacitive loads are feeder cables along
the line (more than 150 km of cable for 20 km Üsküdar–Yamanevler metro line), a
lighting fixture with electronic ballast and uninterrupted power supplies. Capacitive loads
are balanced with inductive reactors in three different stations of the subway. During the
operation times from 06.00 a.m. to midnight, inductive reactors working in a low capacity
to balance the reactive loads. When the operation period is over, cables are creating
massive capacitive loads that require full capacity work of inductive reactors to equalize
reactive force. The load characteristic of the subway is fluctuating continually because
trains are accelerating, cruising, and decelerating. During the accelerating state, the train
is increasing speed, with constant acceleration. When the train reaches the cruise speed
the velocity will be constant, so power consumption will be constant as well. In the last
state, the generated Energy while train decelerates transmitted to the line for other trains’
12
electricity demand [23].
3. THEORETICAL BACKGROUND OF RAIL SYSTEMS
Fundamental, information about rail systems and topics are provided in this chapter.
3.1. History of Rail Systems
The first horse-powered rail systems were used in the 16th century in Germany. The
modern type of rail system was first used in Britain in the 19th century. Therefore, Britain
is the oldest country in the modern rail system. The invention of steam engines and rail
systems in the United Kingdom was the most important invention of the 19th century,
which spark off inter-city public transportation with the rail system. In 1863, the first
underground rail system was opened in London. In 1880, electrified train motors were
introduced and more or less in a century most of the steam engines were replaced with
electrical motors. Today, high-speed rail systems are used around the world which
requires a particular track [24].
3.2. Power Types of Urban Railway Systems
There are three different types of power systems for railways:

• Direct current
• Alternative current which has same frequency with the national grid
• Alternative current which has different frequency with the national grid
In Turkey, the standard feeding voltage level for urban metros is 1,5 kV DC, and 25 kV
50 Hz AC.
3.3. Urban Railway Systems
There are too many types of urban and suburban rail systems provided to public use. For
instance, metro, tramway, light rail train, and monorail for urban transportation. In
addition to urban rail systems, there are two types of suburban rail systems; high speed
and suburban train. The criteria to classify urban rail systems are the passenger capacity
of the system, commercial speed, the number of wagons in a series, the acceleration of
the vehicle, the geometric characteristics of the railway, the signal system, the presence
13
of intersection points, station lengths, the distance between the stations, the frequency of
series operation at peak hour are the factors that are related to the capacity [25].
3.3.1. Metro
The public transportation system, which has one-direction passenger capacity between
60000 and 70000 people, is called the metro. Metro transportation has a series of 4, 6,
and 8 vehicles with a 1435 mm rail width. Metros are urban rail systems, which receive
energy from the catenary or third rail line and benefit the signaling system. The speed of
metro changes between 70km/h and 90km/h. Most of the stations are usually
underground, which is constituting the major factor in the high cost of construction of the
subway. Supply voltage from catenary can be 750V DC or 1500V DC according to the
preference of authors. Today some of the metro vehicles are operated without a driver,
which is called automatic train operation (ATO). Figure 3.1 shows an image of Üsküdar-
Yamanevler metro [26].
Figure 3.1. Üsküdar-Yamanevler metro line Çarşı station
14
3.3.2. Light rail train
One-way passenger capacity is around 34.000 – 35.000/one direction. Vehicle series are
generally 4, 3, or 4- 2 in series and with conventional catenary lines. Station distance is
shorter than the metros and can be operated by the automatic control system and full
signaling, or by a mechanic control. Although it has its reserve line, in some places, there
are underground and ground-level stations, open-close, splitting, viaducts, and short
tunnels. The maximum travel speed is 60 km/h – 80 km/h. Figure 3.2 shows an image of
the M1 Yenikapı-Kirazlı metro line [26].
Figure 3.2. M1 Yenikapı-Kirazlı metro line Yenikapı station
3.3.3. Tramway
Tramway is a type of rail system which uses the same road with car traffic, and its
maximum cruising speed is 40km/h. The transported passenger per hour is lower than the
metro and LRT. Most of the stations are above the ground, and the vehicles are designed
to be compatible with low-level stations. Approximately distance between the stations is
around 700 m-1 km. Comparison with other rail System types, consumption of Energy
values for the carried passenger is shallow. While the old trams use 600V DC, new trams
use 750V DC operating voltage. In Figure 3.3, Bağcılar – Kabataş Tram is shown [26].
15
Figure 3.3. Bağcılar – Kabataş tram
3.3.4 Monorail
Monorail, it is an electric rail vehicle that moves along a unique road above the street
level through specially made high structure columns and beams. Monorails are the
railroad, which divided into two different types, hangs in the form of a closed box or
hangs from the bottom of the vehicle or placed on top of the rail. The monorails have a
more advantageous position than the rail vehicles in overcoming the higher slopes and
sharp curves of the rubber wheels. There are monorail vehicles capable of climbing slopes
of 20% [27].
Overlap types of monorail systems are the most commissioned systems to date. These
types are the most environmentally compatible systems in cities visually because the
suspension systems are more likely to have sufficient vertical clearance underneath them
for motor vehicles. The thrust type monorail consists of vehicles moving on a narrow
concrete or steel line. The carrier tire wheels of the vehicle run over the track beam and
the guide tire wheels press on both sides of the same beam. Although some different
configurations have been developed, the basic principle is the same. In Figure 3.4.
Bangkok’s monorail Tram is shown [28].
16
Figure 3.4. Monorail in Bangkok (ABB) (Bangkok / Thailand)
3.3.5 Commuter train
The commuter train, also called a suburban train, generally operates within the border of
the city. The headway of commuter trains varies between 8 to 15 minutes. Rail width is
the same as another type of rail system; 1435mm and its supply voltage is between 15 kV
– 25kV. Operational costs are reasonable, and the energy consumption is low. An
example of a commuter train, Marmaray has 43 stops from Halkalı to Gebze and has been
serving since 12th March 2019. In Figure 3.5. a commuter train called Marmaray is shown
[29].
Figure 3.5. Halkalı – Gebze commuter train
17
4.TRACTION POWER DISTRIBUTION NETWORK MODELLING
In the traction power network, which works with direct current, the TPSS (traction power
substations) are the major energy source for trains. The TPSS is parallelly connected to
the DC catenary line, which energizes the busbar in double direction. When the catenary
line voltage is higher than the substation’s voltage, current flow in the reverse direction
is prevented through the protection relay of the rectifier unit.
There are three types of forces exerting on the train while moving. For instance, F is the
traction force provided by TPSS, G is gravitational force, and R is friction force. In figure
4.1. all forces exerting on the train are shown [30].
Figure 4.1. Forces exerting on the train
d2 p
Me dt2 =F-Mg.sin(α)-R (4.1)
Where;
Me : the effective mass of train [kg]
M : is the mass of train [kg]
P : is the position of the train [m]
F : is the traction force [N]
R : is the friction force [N]
t : is the time [s]
α : is longitudinal axis [rad]
18
G : is gravitational force [m/s2]
Trains are the main energy consumption component of traction power distribution
systems. In this thesis, continuous power value is used because energy demand is
fluctuating depending on the movement of the train. In figure 4.2 simple power model of
the train is shown [31].
Figure 4.2. Equivalent circuit model of drawn current by train
STR
Train current : ITR =( V ) (4.2)
C -VR
Catenary line current : IC = - ITR (4.3)
Rail current : IR= -ITR (4.4)
Negative feeder current : IF = 0 (4.5)
IC 1
I
[ R ] =ITR [ - 1 ] (4.6)
IF 0
Where;
STR: is Train Energy demand
VR: is rail voltage
VC: is rail current
The Catenary voltage to ground is 1500V the rail voltage is 0, the current drawn by train
can be calculated as:
STR 561 KW
ITR = (V )= = 374 A (4.7)
C -VR 1,5KV
19
According to the results, it is an obligation to provide 374 A current to ensure the efficient
performance of trains by traction power substations.
The lower the current provided, the lower the performance obtained from trains. For
instance, top speed and acceleration characteristics decrease [32].
Generally, the traction power substation has a three-phase 6-pulse rectifier with a parallel
transformer that has 30 degree difference in phase angle. Since the load of the traction
transformers is nonlinear, the output of the transformer is fluctuating depending on the
load characteristics [33].
In equation 4.8, DC output of traction transformer without load is shown. The detailed
formula is shown in equation 4.9.
3.√2.Vline
Vout = =1,35.Vline (4.8)
π
Vout =1,35.1200=1620 V (4.9)
If the load of the traction power substation is considered linear then, we can calculate the
equivalent resistance of the M5 metro line traction substation by equation 4.10 [34].
ΔV Vno load -Vrated 1620-1500

Rsub = ΔI = = ̅̅̅ Ω
=0,054 (4.10)
Irated -0 2200-0
The traction power substation can be modeled with serially connected voltage source,
(internal resistance of substation) resistance and a diode, as shown in Figure 4.3.
Figure 4.3. Equivalent circuit of traction power substation
20
4.2. Traction Equivalent Circuit
Train demand power is equal to the voltage demand of the train (Vtrain ) multiplied by the
current demand of the train ( Itrain ). This equality is expressed in equation 4.11.
Ptrain demand =Vtrain x Itrain (4.11)
Where;
Ptrain demand: is drawn power from the catenary line by train
Vtrain: is voltage received from the catenary line.
I train : is current drawn from the catenary line.
The train’s equivalent electrical circuit is modeled in figure 4.4. The train load is accepted
as non-linear. The received train power is equal to the train power demand [35].
Figure 4.4. Equivalent circuit of train power demand
4.3. Transformer Capacity
Max nominal current of the traction transformer is 2200 A, nominal voltage under load is
1500 V, therefore transformer capacity can be calculated by the equation 4.12
S=V x Imax (4.12)
Then,
S=1500V x 2200 A=3,3 MVA (4.13)
Overload percentage of transformer is 150%; in case of overload condition, the traction

transformer can carry on energizing the trains up to two minutes [35].
21
5. M5 ÜSKÜDAR YAMANEVLER METRO LINE
5.1. General information about M5 metro line
M5 metro line is the second metro line of the Anatolian side of Istanbul, but the first
driverless metro line of Turkey. Totally 16 stations, from Üsküdar to Çekmeköy. M5
metro line has high passenger capacity, and it will be extended to the Sultanbeyli region
through the scope of Istanbul metropolitan municipality works.
Within the scope of, Üsküdar – Çekmeköy metro line turnkey project, only the Üsküdar
– Yamanevler section will be examined in this thesis. Since total length in Üsküdar –
Çekmeköy line is approximately 17,2 km, DC type of voltage is preferred. DC voltage
usage comes up with its advantages, such as controlling the torque-speeded of DC motor
and conducting DC voltage through thinner conductors for a short distance and lower
power loss. There are two types of current used in rail systems AC and DC. AC voltage
is used in the high voltage side of the energy distribution process. DC voltage is used only
for traction power supply. Since, the complex structure of rail systems, it is necessary to
carry out critical studies such as load flow analysis of rail systems [26]. Through load
flow analysis, equipment to be used in rail systems (cable cross-section, MV switchgear,
transformer power, load separator, and breakers) and the characteristics of these types of
equipment are decided. In this chapter, technical information about, M5 Üsküdar –
Yamanevler metro line is provided. Moreover, load flow analysis will be made on
Üsküdar-Yamanevler metro line. In table 5.1, information about the M5 metro line and
in figure 5.1 stations of the M5 metro line is shown [32].
Table 5.1. Information about M5 metro line
Explanation Values
1st Phase Üsküdar – Yamanevler 15 December 2017
2nd Phase Çakmak – Çekmeköy 21 October 2018
Line Length 17,2 km
Number of Stations 16
Number of Trains 126
Shuttle Duration 32 minutes
Number of Passenger Daily 200.000
22
Number of Shuttle per day 358
Headway 5 min.
Figure 5.1. M5 Metro line stations
5.2. M5 Metro Line Informations
Figure 5.2. M5 Metro line vertical curve
In figure 5.2 the M5 metro line vertical curve is shown. Elevation of metro stations is
decreasing from Yamanevler to Üsküdar, which significantly affect the energy
consumption of trains. The elevation of station reaches its top point in Çarşı station and
descending to 0-meter elevation in Üsküdar station. Since Üsküdar station is close to the
sea, that station has the lowest elevation value. Mechanical movement energy is provided
from TCU (train control unit). The train control unit is the control panel of trains, which
allows the operator to measure the consumption of trains. In the following section table,
5.2 and 5.3 show how much the elevation of stations affect the energy consumption of
TCU.
Table 5.2 Energy consumption of trains in M5 metro line from Üsküdar to Yamanevler
23
Received Values from Manufacturer* Measured Values in Test Drive
4 TCU Active 331 kW/h
348,64 kW/h
3 TCU Active
1 TCU OFF 325 kW/h
TIMON Sampling Speed: 32 ms
Distance between Üsküdar-Yamanevler: 9.977 meters
* Üsküdar-Yamanevler TCU records
Table 5.3 Energy consumption of trains in M5 metro line from Yamanevler to Üsküdar
Received Values from Manufacturer* Measured Values in Test Drive

177,93 kW/h
3 TCU Active 1
TCU OFF 185 kW/h
TCU Sampling Speed: 32 ms
Distance between Üsküdar-Yamanevler: 9.977 meter.
* Yamanevler- Üsküdar TCU records
The TCU train control unit values of Üsküdar-Yamanevler and Yamanevler - Üsküdar
directions were taken from the energy analyzer on the train. Energy consumption of train
in Üsküdar to Yamanevler direction is almost double the value of Yamanevler to Üsküdar
direction.
5.3. The Timetable of M5 Metro Line
There is 350 (approximately) shuttle per day in the M5 metro line. Shuttle frequency
increases in the peak time of the day, the increase in shuttle frequency depends on the
passenger numbers at specific times. For instance, 07:00 – 09:00 and 16:00 – 20:00 are
rush hours of the day. In table 5.4 shows the time table of the M5 metro line.
24
Table 5.4. Timetable of M5 metro line (weekdays)
Days Time intervals Headways (min.) Double Direction Run
06:00-06:30 08:10 8 Train 10

06:30-07:00 06:30 10 Train 10
Monday, 07:00-09:00 05:00 13 Train 46

Tuesday, 09:00-16:00 06:30 10 Train 130
Wednesday,
16:00-20:00 05:00 13 Train 96
Thursday
Friday 20:00-22:00 06:30 10 Train 36
22:00-00:00 08:10 8 Train 30
Total 358
During rush hours, 13 trains are shuttling from one direction to another continuously. In
addition, headway decreases a minimum of 5 minutes during rush hours.
5.4. The Curvature of M5 Metro Line
System parameters that affect train performance are road profiles, station layouts,
operational performance requirements, and train structure, respectively. The information
obtained from the Bentley MX Rail V 2004 software, which is used for route design, is
used for the data of horizontal and vertical road profiles. For further information,
curvature of M5 metro line provided in appendix 1-table 1[32].
5.5. M5 Üsküdar-Yamanevler Metro Line Electrification
Electrical equipment is the most significant type of equipment of the metro line.
Therefore, all the equipment has its spare equipment to provide continuity of metro
operation.
• Electrification of Rail Systems consists of the following equipment,
• Substations
• Switchgears
• Voltage and Current Transformers
25
• Over Current Protection Relay
• Differential Protection Relay
• DC Switchgears
• Rectifiers
• Negative Feeder
• Signaling / Traffic systems
• Catenary / 3rd rail System
• Communication systems
• SCADA and remote control systems
There are two power grid points for Üsküdar – Yamanevler metro line. Bağlarbaşı and
Ümraniye power grids total power is 180 MVA which allow the metro line to continue
its operation even from one power grids. In figure 5.3 shows the medium voltage
distribution system of the M5 metro line.
Bağlarbaşı 20,3/ 35kV 80 MVA 2(3(1x240mm2)XLPE)
Ümraniye 20,3 / 35kV 100 MVA 2(3(1x240mm2)XLPE)
Figure 5.3. Medium voltage distribution system one-line diagram
Substations are connected 34,5kV medium voltage electrical energy TEIAS (Turkey
Electricity Transmission Company) through an MV switch gears. In MV traction
substations, rectifiers are fed through AC 34,5kV /1200V traction power transformers.
Each substation has its spare system. Substations consist of an MV switchgear, two
26
traction transformers, two rectifiers, four output feeders, and two auxiliary transformers.
The rectifiers convert the 1200V AC voltage to a rated voltage of 1500V DC. Provided
DC voltage transmitted to the rigid catenary system or the 3rd rail system through the
breaker and separator system that forms the positive side. The 1500V systems provide a
reduction in conduction losses (P = I2.R) and cross-sections, due to the decrease in the
current drawn from source by comparison with 750V DC. Therefore, 1500V is preferred
in the urban subway lines because losses in the transmission are lower and more
economical.
A traction power substation converts electric power to an appropriate voltage, current

type, and frequency to supply metro. In a substation, many electrical components work
together to carry out its functions, which include Switchgears, Distribution Bus, Circuit
Breakers, DC Circuit Breakers, Voltage transformer, Current Transformers, Isolators,
Conductor systems, Insulation, Overhead line terminations, Traction Transformer and
Power transformers. In figure 5.4. an example of the M5 metro line traction power
substation one-line diagram is shown.
Figure 5.4. Traction power substation one line diagram
27
5.6.1. Switchgear
There are six different purposes of switchgear usage in Üsküdar – Yamanevler Metro
line.
• Ring In/Out Switchgear
• Auxiliary Power Transformer Switchgear
• Traction Transformer Switchgear
• Busbar Coupling Switchgear
• Generator Switchgear
• Measurement Switchgear
A picture of Siemens 8BT2 medium voltage switchgear is shown in figure 5.5
Figure 5.5. Ümraniye station medium voltage switchgear
28
5.6.2. DC rectifier
There are two types of rectifiers 12-pulse and 6-pulses. 12-pulse versions are made up of
a series (B6U2S) or parallel (B6U2P) connection of 6-pulse bridge circuits. The number
of parallel diodes in the bridge arm can be positioned as n = 1-2 in the panel. Except for
exceptional cases, 6-pulse or 12-pulse rectifier circuits are used. 6-pulse circuits are
preferred for low powers, while 12-pulse rectifiers are preferred for considerable powers.
In figure 5.6 DC rectifier output signal is shown.
Figure 5.6. DC output signal of the rectifier

2π
1
Vout = π/3 ∫ Vm. sin(ωt). dωt=
π
3
(5.1a)
3
2π
3.Vm 3.Vm 2π π 3.Vm
Vout = ∫ sin(ωt). dωt=
π
3
.(-cos + cos )= (5.1b)
π π 3 3 π
3
Vm=√2 .Vline (5.1c)
3.√2.Vline
Vout = =1,35.Vline (5.1d)
π
12 Pulse DC output formula [37].
5.6.3. Auxiliary service transformer
The power of auxiliary service transformers varies from 1600 kVA to 2200 kVA
according to a load of the station. These transformers in rail systems are connected
29
parallelly to each other via cables or busbars and can be referred to as the electrical power
supply of the rail systems as a whole. Auxiliary transformer system has its spare in every
station since the continuity of energy is an obligation in the rail system. In figure 5.7
Auxiliary service transformer in the M5 metro line substation is shown.
Figure 5.7. Auxiliary service transformer in the M5 metro line substation.
5.6.4. Rigid catenary line
The rigid catenary line is consists of an aluminum composite profile mounted on the
ceiling in the closed (tunnel) sections of the line and the contact wire attached to it. The
contact wire is generally made of hard corrugated copper. In particular conditions,
catenary line is used with the regular catenary system in open sections of the line. In figure
5.8 rigid catenary line of the M5 metro line is shown [38].
Total line length : 20.636 meters
Voltage Level : 1.500 VDC
Contact Wire Diameter : 120 mm2
Height of contact wire : 4, 15 m
30
Figure 5.8. M5 metro line rigid catenary of Üsküdar station
5.7. Monthly Energy Consumption
After the opening of the second phase, passenger numbers increased significantly, around
64%. The increase in passenger reflected electrical consumption because the train used in
the M5 metro line increased proportionally. As it is shown in table 5.5, the passenger
increase in the metro line has a positive effect on the average consumption for the
passenger. The consumption per passenger decreased from 2,67 kWh/passenger to its
minimum value 0,81 kWh/passenger [27].
Table 5.5. Passenger numbers
Total Consumption Consumption per

Passenger
2018 Consumption
Numbers
Average Km
(kWh) (kWh/pass.) (kWh/km)
January 2.877.300 2.195.069 1,31

February 2.648.480 2.103.222 1,26
March 2.486.570 2.465.550 1,01
April 2.840.140 2.492.762 1,14
May 3.051.330 2.370.370 1,29
June 3.179.460 2.049.398 1,55 %40,74
Traction Power
July 3.573.100 1.340.542 2,67 Consumption Rate
August 3.228.320 1.578.206 2,05
Metro İstanbul
September 3.368.660 1.857.204 1,81

Octomber 3.705.180 3.585.606 1,03
November 4.182.660 5.147.560 0,81
December 4.401.000 5.199.064 0,85
2018 TOTAL 39.542.200 32.384.553 1,22 2,44
31
5.8 M5 Metro Line Train Workshop
The train workshop is the place where the trains are repaired or overhauled during the
operation time. M5 train workshop is equipped to provide the capabilities to realize a
wide variety of complex maintenance, repairing, and painting.
Routine jobs of train workshop
• Maintenance periodically
• Accident Repairs
• Full Strip-Down and Overhaul
• Bogie Overhaul
• Emergency Recovery
18.000-square meter train workshop facility with large height clearance and 35 tonne
overhead cranes allows the staff to tackle any job. In figure 5.9 M5 metro line train
workshop is shown.
Figure 5.9. M5 metro line train workshop
5.9. Train Techincal Specifications
The vehicle specifications constituting the train structure are given in table 5.6. These
values are average values taken per vehicle in a series of 6 vehicles [39].
32
Tablo 5.6. Train specifications
Field (None) 1 Value (None) 2
Consist Multiple 6
Weight 31805,671 kg
Length 21,440 meters
Maximum Train Length 6
Number of Axles 4
Continuous Power 561 kW
Maximum Adhesion 28 %
Motor Efficiency 85 %
Auxiliary kW Load 70 kW
Power Factor (Auxiliaries) 0,85
Maximum Speed 80 km/h
Initial Acceleration Limit 1,03 m/s²
Service Brake Rate 1,04 m/s²
Emergency Brake Rate 1,24 m/s²
Maximum Acceleration 1,1337 m/s²
Maximum Deceleration 1,1752 m/s²
Power Consumed During Dynamic Brake 0 kW
Passenger Capacity (Seated) 42
Passenger Capacity (Total) 270
Number of Pantographs 1
Nominal Line Voltage 1500 DC
Frontal Area 10,7327 m²
5.10. M5 Driverless Metro Line SCADA System
Metro SCADA systems are composed of double servers with redundant structure and
operator workstations connected to these servers. The visual user interface of the SCADA
software is accessed on the operator workstations. The workstations in the control center
are directly connected to the local computer network. Through its Server-Client
architecture, the SCADA system allows for large-scale applications. The main features
33
of the SCADA system used in Metro automation works are as follows. In figure 5.10
general view of the M5 metro line’s SCADA windows is shown.
Figure 5.10 General view of SCADA
PCS (Power Control Systems),
EMS (Electromechanical Systems),
ECS (Environmental Control Systems).
Siemens S7-400 PLC (CPU412-5H) was used.
RIO (Remote Input Output) Panel is used.
Ruggedcom RSG2100 switch is used.
Profinet, IEC60870-5-104, 61850,
Modbus TCP, Modbus RTU, Physical Communication protocols are used [40].
5.11 Operation Characteristics of M5 metro line
The operation time of the M5 metro line is starting at 6 a.m. and continues till midnight
for specific days (Sunday, Monday, Tuesday, Wednesday and Thursday). Friday and
Saturday operations are 24 hours. During the operation in a day, there are two different
periods; rush hours and regular hours. Especially, beginning and ending of working times
34
are rush hours (07:00 – 09:00 and 16:00 – 20:00) during those times passengers are
flooding the train and stations. In figure 5.11. Passengers’ density in trains and stations
during rush hours and in figure 5.12 Passengers’ density in train during night operation is
shown.
Figure 5.11. Passengers’ density in train and stations during rush hours
Figure 5.12. Passengers’ density in train during night operation
6. M5 METRO LINE LOAD SHARING ANALYSIS
Load flow analysis is solving an electrical system with nonlinear algebraic equations,
which gives the steady-state values of node voltages and power. Load flow analysis in
the metro line is the most significant work. The equipments (cable cross-sections,
switchgear, transformers power, load breakers, and circuit breakers) are selected based
on the obtained information from load flow analysis. In this chapter, ETAP software
results with the Metro Istanbul simulation report will be compared, and then the load flow
of the M5 Metro Line will be analyzed.
35
6.1 M5 Üsküdar-Yamanevler Metro Line Simulation Program and ETAP Load
Flow Analysis Comparison
In this part of the thesis, the characteristics of the equipment used in load flow analysis
are given. The values indicated in the tables are the values of the equipment on the M5
metro line. Transformer substation installed powers, cable cross-lengths, cable impedance
values, and nominal current values of MV busbars are given and these values are used in
the ETAP program. In the next step, the analysis made in the ETAP program will be
compared with the simulation report made on behalf of the Metro İstanbul M5 metro line
during the design phase [32]. Modeling with the traction power simulation program is the
study that uses the simulation program with the estimated values and rectifying load
values while the M5 driverless metro line is in the project phase. In this thesis, the
complete failure of a traction power substation, the failure of two non-adjacent traction
power substations, and the failure of two adjacent traction power substations are analyzed.
The same operations will be performed with ETAP, and the results will be compared with
each other. In table 6.1. The Installed power of the M5 metro line substations is given.
36
Table 6.1. Substation installed power information
Stations Auxiliary Service Tr. Traction Transformer
1- Üsküdar 2 x 2 MVA 1 x 3,3 MVA
2- Fıstıkağacı 2 x 1,6 MVA 2 x 3,3 MVA
3- Bağlarbaşı 2 x 1,6 MVA -
4- Altunizade 2 x 2 MVA 2 x 3,3 MVA
5- Kısıklı 2 x 2 MVA -
6- Bulgurlu 2 x 1,6 MVA 2 x 3,3 MVA
7- Ümraniye 2 x 1,6 MVA -
8- Çarşı 2 x 1,6 MVA 2 x 3,3 MVA
9- Yamanevler 2 x 1,6 MVA -
10- Çakmak 2 x 1,6 MVA 2 x 3,3 MVA
11- Ihlamurkuyu 2 x 1,6 MVA -
12- Altınşehir 2 x 1,6 MVA 2 x 3,3 MVA
13- Lise 2 x 2 MVA -
14- Dudullu 2 x 2,5 MVA 2 x 3,3 MVA
Dudullu Depot - 2 x 3,3 MVA
15- Necip Fazıl 2 x 2 MVA -
16- Çekmeköy 2 x 2 MVA 1 x 3,3 MVA
Dudullu – Gen 3 x 2 MVA -
Total Power 63,8 MVA 59,4 MVA
Total Transformer Power 123,2 MVA
37
In table 6.2. Cable diameters and lenghts are given and these values are used in both
simulation program.
Table 6.2. Cable diameter and lenghts

Current
Lenght Diameter
Cable Capacity
(m) (mm2)
(A)
Üsküdar 1-Fıstıkağacı 1 1635 240 641
Üsküdar 2- Fıstıkağacı 2 1635 240 641
Fıstıkağacı 1-Bağlarbaşı 1 1320 240 641
Fıstıkağacı 2-Bağlarbaşı 2 1320 240 641
Bağlarbaşı Teias 1 3500 240 641
Bağlarbaşı Teias 2 3500 240 641
Bağlarbaşı 1-Altunizade 2 1430 240 641
Bağlarbaşı 2-Altunizade 1 1430 240 641
Altunizade 1-Kısıklı 1 1435 240 641
Altunizade 2-Kısıklı 2 1435 240 641
Kısıklı 1-Bulgurlu 1 1770 240 641
Kısıklı 2-Bulgurlu 2 1770 240 641
Bulgurlu 1 - Ümraniye 1 1535 240 641
Bulgurlu 2-Ümraniye 2 1535 240 641
Ümraniye 1-Çarşı 1 1280 240 641
Ümraniye 2-Çarşı 2 1280 240 641
Ümraniye Teias 2 550 240 641
Ümraniye Teias 1 550 240 641
Çarşı 1-Yamanevler 1 1210 240 641
Çarşı 2- Yamanevler 2 1210 240 641
In figure 6.1 The cable impedance values are shown. Only 1x240 XLPE type cable is
used in energy distribution of M5 metro line. The indicated lenghts are provided in the
appendix b, and results are calculated by using these specifications. The current capacity
of cable values are taken from manufacturer brochure [41].
38
Figure 6.1. Cable impedance values
In table 6.3, busbar nominal current values are shown.
Table 6.3. Busbar nominal current

Rated values Values
Voltage kV 24 36
Frequency Hz 50/60 50/60
Short-circuit breaking current kA 31.5 31.5
Short-time withstand current, 3 s kA 31.5 31.5
Short-circuit making current kA 82 82
Peak withstand current kA 82 82
The normal current of busbar A 3150 3150
The normal current of feeders: A 3150 3150
In the load flow analysis to calculate the installed traction power and total load ratio, the
parameters related to the operating voltages of the trains are given in table 6.4.
Table 6.4. Operating voltages of the trains.

Explanation Values
Rated Voltage: 1500 V DC
Maximum Line Voltage: 1900 V DC
Motor Taper Voltage: 1200 V DC
Minimum Line Voltage: 1100 V DC
The maximum line voltage is the maximum allowed voltage level in the catenary line.
The catenary line reaches this voltage level with the regenerative energy that trains
39
generate while braking.
The motor taper voltage is the minimum line voltage level at which train engines can
operate without any loss of performance.
The minimum line voltage is the minimum voltage level at which vehicles can operate
without compromising the traction forces.
6.1.1. Power values from analysis of contingency operating conditions
In this simulation, load flow will be simulated in case of failure and analyzed.
The contingency of the Üsküdar substation which is one of the most critical failure
situations and the failure of the Fıstıkağacı substation will be analyzed. In the case of this
failure, the energy of Üsküdar and Fıstıkağacı must be provided from the Altunizade
station.
According to the traction simulation report on behalf of Metro Istanbul during the design
phase, while Fıstıkağacı and Üsküdar substations are disabled, the loading rate for the
traction transformer of Altunizade is 74%. Considering the load in the traction
transformer, it was considered appropriate to set the train interval to 300 seconds, as
shown in table 6.5. According to the simulation made with the ETAP program, load
values were found to be the same; the output of the program is shown in table 6.6.
In order not to affect the operational performance, it is necessary to install a substation on

both end stations, in case the substation at the most extreme stations is disabled, the
substation at the previous station will ensure the operation to continue [32].
40
Table 6.5. Load rate for minimum shuttle frequency when Fıstıkağacı TPSS is disabled
(simulation results)
Nominal
Shuttle Demand Current Load
Frequency (S) Station Item (A) (A) Rate %
Fıstıkağacı
Current
300 TPS (amp) 0 4400 0
AltunizadeCurrent
300 TPS (amp) 3237 4400 74
Bulgurlu Current
300 TPS (amp) 1847 4400 42
Current
300 Çarşı TPS (amp) 1482 4400 34
Table 6.6. Loading rate for minimum shuttle frequency when Fıstıkağacı TPSS is
disabled (ETAP results).
Nominal
Shuttle Voltage Demand Current Load Rate
Frequency (S) Station (V) (A) (A) %
300 Üsküdar 1,475 0 2200 0
300 Fıstıkağacı 1,499 0 4400 0
300 Altunizade 1,427 3265,6 4400 74,2
300 Bulgurlu 1,447 1835,6 4400 41,7
300 Çarşı 1,474 1505,2 4400 34,2
In the simulation, the same values were entered into the ETAP program based on the
current values drawn from the DC busbars. In this failure scenario, since Altunizade
station provides catenary energy of the trains in the previous and next stations, maximum
voltage drop and demand power are at the substation at this station. According to the
simulation, the load ratio of the traction transformer is 74%, while the ETAP program is
74,2%, the load ratios are very close to each other. Since the operating voltage of the
trains is above the taper voltage, which is 1200V, it can operate without loss of traction
performance. As a result of this scenario, it was seen that the frequency of 300 seconds
could be applied without any loss in train performance while Üsküdar and Fıstıkağacı
traction power substations are malfunctioned [32].
6.1.2. Power values from the simulation of normal operating conditions
When 2x2.200 amperes rectifier is selected, the maximum load is seen in Fıstıkağacı
TPSS with 127% maximum load for the power values obtained from the simulation of
41
operating conditions where Üsküdar station is disabled. In table 6.7. load rate of minimum
shuttle frequency when the Fıstıkağacı TPSS is active is shown.
Table 6.7. Load rate of minimum shuttle frequency when the Fıstıkağacı TPSS is active
(simulation results)
Nominal
Shuttle Demand Current Load Rate
Frequency (S) Station Item (A) (A) %
Fıstıkağacı
90 TPSS Current (amp) 5582 4400 127
Altunizade
Bulgurlu
90 Çarşı TPSS Current (amp) 5206 4400 118
In the traction power simulation report on behalf of Metro Istanbul, the voltage values for
the 90 seconds headway are not specified. In table 6.8. load rate of minimum shuttle
frequency when the Fıstıkağacı TPSS is active is shown according to the ETAP software
results.
Table 6.8. When Fıstıkağacı TPSS is active, the minimum shuttle frequency load rates
(The ETAP results)
Shuttle Voltage Demand Nominal Load Rate
Station
Frequency (S) (V) (A) Current (A) %
90 Üsküdar 1461 0 2200 0,00
90 Fıstıkağacı 1423 5572 4400 126,55
90 Altunizade 1420 5488 4400 124,7
90 Bulgurlu 1417 5036 4400 114,5
90 Çarşı 1331 5200 4400 118,2
The lowest voltage is in Çarşı station, 1331 V DC, as it is mentioned below table 6.4.
when the voltage is higher, than motor taper voltage (1200 V DC), the performance of
train engines is not affected. As a result of this scenario, it was seen that the frequency of
300 seconds could be applied without any loss in train performance. When the 2x2200
ampere traction power transformer is selected, the maximum loading rate is at the
Fıstıkağacı station, and this value is below 150%, which is a 2-hour overload rate
according to Class V and Class VI load class. This means that in the case of a fault, the
system can continue to operate for a period of 2 hours.
42
6.2. Load Flow Analysis
In this thesis, the load flow analysis of two different power grids of the M5 metro line
will be analyzed separately and together. The subway network’s elements are collected
from M5 Üsküdar–Yamanevler metro line. The ETAP model of M5 metro line is
provided in appendix c. The method for the load flow is Newton – Raphson, method has
less iteration and can provide results in a shorter time. The load flow studies consist of
the information of voltage, current, power, and reactive power at a different location in
the railway electrification system. Moreover, load flow studies provide the dynamics of
system operation, as well as the effects of another power system. While the loads in the
power distribution system almost constant, the load in the railway is dynamic because of
trains’ movement along the line (accelerating, cruise speed, and decelerating). Therefore
conventional methods are thus not as effective for load flow analysis in AC railways. The
power demand depends upon the train speed that, in turn, is related to several factors
categorized by system specifications and operating conditions. The former includes
traction equipment characteristics, track layout, signaling, and speed restrictions while
the latter covers the positions of trains, headway, traffic pattern, and drivers’ behavior.
As a result, the study of the traction power supply system becomes the central focus for
many researchers recently [36].
6.2.1. Operational energizing scenario
According to Üsküdar-Yamanevler load flow analysis, supplying the metro line from two
TEİAŞ power grid centers is the most efficient feeding type in terms of voltage drop. In
this supply method, the metro line has 154kV / 34,5kV step-down center at the third
(Bağlarbaşı) station and the seventh (Ümraniye) station. Therefore, the energized stations
are very close to the TEIAŞ step-down centers. The first step-down center energizes from
the first station to the fifth station. The second step-down center energizes from the sixth
station to the ninth station. If one of the entrances is lost, another input can energize the
entire metro line. The redundancy of energy supply is significant because the continuity
of the subway operation is an obligation. In table 6.9. Load flow analysis of the step-down
center when both are active is shown.
43
Table 6.9. Load flow analysis of step-down centers when both are active
Active Cable Losses Cable

Busbar Reactive
power Current (kW) Current
MV busbar voltage power
Capacity Capacity
(kV) (kW) (kVAr)
(A) (%)
Üsküdar 1 34,463 405,4 88,09 6,951 0,022 1,1
Üsküdar 2 34,446 262,6 40,87 4,454 0,009 0,7
Fıstıkağacı 1 34,465 669,6 130,7 11,43 0,048 1,8
Fıstıkağacı 2 34,447 812,6 177,9 13,94 0,072 2,2
Bağlarbaşı 1 34,468 1461,9 247,6 24,84 0,032 1,4
Bağlarbaşı 2 34,451 1888,7 391,1 32,32 0,077 2,2
Bağlarbaşı TEİAŞ 1 34,469 1462 247,7 24,84 0,052 3,9
Bağlarbaşı TEİAŞ 2 34,453 1888,8 391,2 32,32 0,088 5
Altunizade 1 34,447 813,4 168,9 13,92 0,008 0,7
Altunizade 2 34,466 528,4 85,32 8,966 0,008 0,7
Kısıklı 1 34,464 264 42,98 4,481 0 0
Kısıklı 2 34,446 263,5 31,46 4,448 0 0
Bulgurlu 1 31,686 224,4 26,43 4,105 0,008 0,6
Bulgurlu 2 31,666 510,3 121 9,532 0,007 1,5
Ümraniye 1 31,687 898,3 125,3 8,237 0,007 1,3
Ümraniye 2 31,669 1469,6 314,5 13,7 0,039 2,1
Ümraniye TEİAŞ 1 31,688 898,3 125,3 16,47 0,024 2,6
Ümraniye TEİAŞ 2 31,672 1469,7 314,6 27,31 0,067 4,3
Çarşı 1 31,685 449,1 62,62 8,237 0,041 0,6
Çarşı 2 31,666 734,9 166,9 13,7 0,115 0,6
Yamanevler 1 31,584 224,7 36,19 4,133 0 0
Yamanevler 2 31,565 224,4 36,15 4,131 0 0
TEİAŞ Baglarbası 154 3351,2 657,4 57,22 0,4 8,93
TEİAŞ Ümraniye 380 2368,2 447,7 43,89 0,308 6,85
The voltage drop is around 8% with 2935 V in Yamanevler station. This voltage drop
level is not out of the standards [42]. The eight percent voltage drop does not affect the
performance of train [32]. The maximum current capacity of cable is 5% in Bağlarbaşı
TEİAŞ 2 step-down center in operating energizing scenario. Since, the energy supply of
44
the entire line is designed to be provided from a single step-down center, there is no
situation exceeding the cable capacities according to load flow analysis. Reactive power
is totally 1105,1 kVar. Installed compensator power is 1900 kVar, which is more than
enough to balance the reactive power.
6.2.2. Second alternative energizing scenario
The energizing scenario that Bağlarbaşı power grid center is inactive, Ümraniye power
grid center is active, is the second alternative scenario. This energizing alternative is the
second alternative of the M5 Üsküdar-Yamanevler metro line. Load flow analysis of the
second alternative is made with real TEIAS values (31,7 kV) provided in appendix d. As
it is shown in table 6.10. among the MV busbars, the highest voltage drop is at Üsküdar
2 busbar with 2908 volts, and a significant voltage drop of 8,42% has been realized. The
maximum current capacity of cable is 9,2% in Ümraniye TEİAŞ 2 step-down center in
operating energizing scenario. The total drawn power is close to each other in the second
and third alternative energy supply methods.
5316,9 kW power was drawn from Ümraniye TEİAŞ step-down center. Reactive power
is totally 1058,6 kVar, up to 1900 kVar can be balanced through installed compansator
system. Load flow analysis only when the Bağlarbaşı step-down center is active shown
in table 6.10.
Table 6.10. Load flow analysis only when the Ümraniye step-down center is active
Active Cable Losses Cable

Busbar Reactive
Current (kW) Current
MV busbar voltage power power
Capacity Capacity
(kV) (kVAr)
(kW) (A) (%)
Üsküdar 1 31,634 365,5 81,93 6,815 0,021 1,1
Üsküdar 2 31,592 222,3 34,59 4,098 0,008 0,6
Fıstıkağacı 1 31,636 589,5 118 10,94 0,044 1,7
Fıstıkağacı 2 31,593 731,8 165,2 13,67 0,069 2,1
Bağlarbaşı 1 31,639 813,3 144,8 15,03 0,090 2,3
Bağlarbaşı 2 31,597 954,1 202,6 17,77 0,127 2,8
Bağlarbaşı TEİAŞ 1 34,5 0 0 0 0 0
Bağlarbaşı TEİAŞ 2 34,5 0 0 0 0 0
45
Altunizade 1 31,602 1463,8 333,7 19,16 0,148 3
Altunizade 2 31,643 1037,6 180,8 27,34 0,3 4,3
Kısıklı 1 31,648 1261,8 217,5 23,29 0,27 3,6
Kısıklı 2 31,61 1687,4 360,7 31,42 0,49 4,9
Bulgurlu 1 31,656 1486,1 244,2 27,38 0,323 4,3
Bulgurlu 2 31,621 2197,6 482,3 40,95 0,722 6,4
Ümraniye 1 31,664 2159,3 343,2 39,74 0,024 1,3
Ümraniye 2 31,633 3156 676,3 58,72 0,067 2,1
Ümraniye TEİAŞ 1 31,668 2159,6 343,5 39,74 0,244 6,2
Ümraniye TEİAŞ 2 31,64 3156,5 676,9 58,72 0,532 9,2
Çarşı 1 31,662 448,5 62,54 8,231 0,006 0,6
Çarşı 2 31,63 733,9 166,8 13,69 0,006 0,6
Yamanevler 1 31,661 224,3 36,14 4,131 0 0
Yamanevler 2 31,629 223,9 36,07 4,126 0 0
TEİAŞ Baglarbası 154 0 0 0 0 0
TEİAŞ Ümraniye 380 5316,9 1058,6 98,74 3,492 15,4
6.2.3. Third alternative energizing scenario
Third alternative scenario; Bağlarbaşı step-down center is active, and Ümraniye step-
down center is inactive. In this feeding method, the metro line has a step-down center at
the far end of the line. In this scenario, the voltage of the Yamanevler 2 MV busbar has
been subjected to the highest voltage drop compared to other busbars, but a voltage drop
of 133 volts does not negatively affect train performance and operation [32]. Totally
6025,5 kW power was drawn only when energy was supplied from Bağlarbaşı station.
Reactive power reaches the maximum level in this scenario with 1184,2 kVar. In three
energizing scenario, reactive power can be balanced by installed compensator system.
Load flow analysis only when the Bağlarbaşı step-down center is active shown in table
6.11.
46
Table 6.11. Load flow analysis only when the Bağlarbaşı step-down center is active
Cable Losses Cable

Busbar Active Reactive
Current (kWh) Current
MV busbar voltage power power
Capacity Capacity
(kV) (kW) (kVAr)
(A) (%)
Üsküdar 1 34,443 405,1 88,05 6,949 0,022 1,1
Üsküdar 2 34,402 261,9 40,76 4,449 0,009 0,7
Fıstıkağacı 1 34,445 669 130,6 11,42 0,048 1,8
Fıstıkağacı 2 34,404 811,2 177,7 13,94 0,072 2,2
Bağlarbaşı 1 34,448 2514,5 395,1 26,8 0,288 4,2
Bağlarbaşı 2 34,407 3509,2 728 41,75 0,699 6,5
Bağlarbaşı TEİAŞ 1 34,45 2514,7 395,2 42,66 0,153 6,7
Bağlarbaşı TEİAŞ 2 34,411 3509,5 728,3 60,14 0,304 9,4
Altunizade 1 34,395 2435,3 505,4 22,32 0,2 3,5
Altunizade 2 34,441 1581,6 232,6 32,26 0,417 5
Kısıklı 1 34,435 1317,5 190,1 17,84 0,158 2,8
Kısıklı 2 34,386 1885,8 367,6 27,83 0,386 4,3
Bulgurlu 1 34,429 1053,7 147 13,4 0,077 2,1
Bulgurlu 2 34,377 1622,8 335,8 18,38 0,145 2,9
Ümraniye 1 34,425 790,3 115,9 8,92 0,028 1,4
Ümraniye 2 34,371 1074 210,2 13,96 0,07 2,2
Ümraniye TEİAŞ 1 31,7 0 0 4,477 0 0
Ümraniye TEİAŞ 2 31,7 0 0 4,469 0 0
Çarşı 1 34,423 526,7 73,45 6,949 0,007 0,7
Çarşı 2 34,368 811,4 179,2 4,449 0,007 0,7
Yamanevler 1 34,422 263,5 42,45 0 0 0
Yamanevler 2 34,367 262,7 42,31 0 0 0
TEİAŞ Baglarbası 154 6025,5 1184,2 82,48 3,09 12,86
TEİAŞ Ümraniye 380 0 0 0 0 0
47
7. CONCLUSION AND SUGGESTIONS FOR FUTURE WORK
In this thesis, various scenarios are applied with two different TEİAŞ step-down center.
The first energizing scenario is generally used energizing scenario. Both step-down
centers are active and have reached the minimum level of power loss - voltage drop.
Seven stations and a train workshop are added to the second phase of Çekmeköy station,
which is an extension of the M5 metro line. Considering power loss and voltage drop, it
is best to have the 2nd phase step-down center at Dudullu station. Besides the stations, it
also feeds the train workshop and Dudullu depot. It is right in the middle of the power
grid points by location.
In the second alternative energizing scenario, only the Ümraniye step-down center is
active. According to the values displayed by SCADA, Ümraniye TEİAŞ step-down center
voltage quality is worse than Bağlarbaşı step-down center. The nominal voltage of 34,5
kV drops to 31,8 kV during the day, a 2700 volt drop corresponds to 7.8% of the nominal
voltage and is a severe voltage drop, a voltage drop of this level causes the equipment to
switch off the equipment to protect from the low voltage in any energy fluctuation. In
studies in the literature, the voltage level is considered to be 34500 V theoretically. In
practice, the voltage level is lower than the theoretical level. Therefore second alternative
energizing scenario analyzed with real voltage level. The reason for the voltage drop in
the TEİAŞ step-down center is that the voltage level of the 380 kV line decreases from
time to time due to the load on the interconnected line.
In the third alternative feeding method, the energization of the metro line entirely from
the Bağlarbaşı step-down center was analyzed. Bağlarbaşı station is the 3rd station from
Üsküdar and is 7,1 km away from the last station of the metro line. Although the distance
to the last station, the voltage drop is 0,36%. The reason why the voltage drop is so ideal
is the use of (3x (1x240) XLPE) cable in inter-station medium voltage distribution [42].
In all energizing scenario, there are losses in kWh level. For instance, the operational
energizing scenario has 79,2 kW (4,4 kWh x 18hours of the operating period) of power
losses daily. This power loss is equal to ten-day consumption of a house. Maximum power
loss realizes in the second alternative energizing scenario with 6.7 kW per hour, which
makes 120,6 kWh consumption in 18 hours of operation period. The daily power loss of
48
this alternative scenario is approximately 16 days of consumption of an ordinary house
[43].
In addition to power loss, installed power is higher than the drawn power, as it is shown
in table 6.2 total installed power (from Üsküdar to Yamanevler) is 60,9 MVA, the total
required active power is maximum 6025 kW. Considering the drawn power, 50% of
auxiliary power transformers and traction power transformers can be turned off to reduce
the power loss. Approximately 30 MVA installed power will be more than enough during
the operation. The gradient is another issue of power loss, train consumption from
Üsküdar to Yamanevler direction is (348,64 kW), 196,6% more than the train
consumption from Yamanevler to Üsküdar direction (178,93 kW). Considering the
consumption difference between two directions, it is strongly recommended to plan the
gradient of the metro line close to zero gradients in the design phase.
As a solution, the step-down center on the TEİAŞ side is taken by 154 kV, which has a
more stable waveform or on-load tap changers should be used in transformers. This will
reduce power loss. As a further solution, it is highly recommended to take energy from a
154 kV step-down center in case of an essential issue such as voltage quality.
49
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52
APPENDIX A
Curvature of M5 metro line
Stationing Curvature Superelevation Civil Speed

(Meters) (Degrees) (mm) Limit (Km/h)
0 + 000,00 0,00 0,00 Maximum
0 + 271,81 9,70 90,00 43,85
0 + 306,81 9,70 90,00 43,85
0 + 399,38 9,70 90,00 43,85
0 + 469,38 0,00 0,00 Maximum
0 + 552,04 0,70 20,00 110,07
0 + 622,04 0,70 20,00 110,07
0 + 682,13 0,70 20,00 110,07
0 + 752,13 0,00 0,00 Maximum
0 + 859,50 -0,70 20,00 110,07
0 + 929,50 -0,70 20,00 110,07
0 + 989,43 -0,70 20,00 110,07
1 + 059,43 0,00 0,00 Maximum
1 + 405,96 5,82 150,00 68,60
1 + 475,97 5,82 150,00 68,60
1 + 709,77 5,82 150,00 68,60
1 + 779,77 0,00 0,00 Maximum
2 + 046,01 -1,22 35,00 93,44
2 + 116,01 -1,22 35,00 93,44
2 + 183,48 -1,22 35,00 93,44
2 + 253,48 0,00 0,00 Maximum
2 + 510,96 -5,26 150,00 72,17
2 + 902,98 -5,26 150,00 72,17
2 + 972,98 0,00 0,00 Maximum
3 + 162,30 1,80 50,00 84,34
3 + 232,30 1,80 50,00 84,34
3 + 321,57 1,80 50,00 84,34
3 + 391,57 0,00 0,00 Maximum
4 + 195,58 4,66 135,00 73,58
4 + 265,58 4,66 135,00 73,58
4 + 572,88 4,66 135,00 73,58
4 + 642,88 0,00 0,00 Maximum
5 + 684,52 -5,26 150,00 72,17
5 + 754,52 -5,26 150,00 72,17
6 + 077,34 -5,26 150,00 72,17
6 + 147,34 0,00 0,00 Maximum
6 + 331,87 -5,26 150,00 72,17
6 + 401,87 -5,26 150,00 72,17
6 + 672,13 -5,26 150,00 72,17
6 + 742,13 0,00 0,00 Maximum
6 + 970,79 5,82 150,00 68,60
7 + 040,79 5,82 150,00 68,60
7 + 355,92 5,82 150,00 68,60
7 + 425,92 0,00 0,00 Maximum
7 + 845,64 -0,69 20,00 110,77
7 + 915,64 -0,69 20,00 110,77
8 + 026,39 -0,69 20,00 110,77
8 + 096,39 0,00 0,00 Maximum
8 + 235,23 4,08 115,00 73,93
8 + 305,23 4,08 115,00 73,93
8 + 433,75 4,08 115,00 73,93
8 + 503,75 0,00 0,00 Maximum
9 + 666,66 2,24 65,00 81,79
53
APPENDIX B
M5 Metro Line Single Line Diagram
54
55
56
57
58
59
60
APPENDIX C
M5 Metro Line ETAP Model
61
62
63
64
65
66
67
68
69
70
71
APPENDIX D
TEIAS STEP-DOWN CENTER SCADA VALUES
72
CIRRICULUM VITAE
Turan ÖLMEZ
B.Sc. Electrical and Electronics Eng.
E-Mail: turanolmez@hotmail.com
Adress: Yamanevler Dist. Alemdağ St., Çarşı Metro Campus, No: 109, 34768 Ümraniye,
İstanbul, Turkey
EDUCATION
B. Sc. 2014– İstanbul Aydın University, Faculty of Engineering and Architecture, Dept. of
Electrical and Electronics Eng., İstanbul
High School 2008– Handan Hayrettin Yelkikanat Anatolian Technical High School,
İstanbul
Primary School 2004– Kadir Has Primary School, İstanbul
EXPERIENCE
2016– Electrical Engineer, Metro İstanbul Co, Electrical Maintenance Department,

Ümraniye, İstanbul
2015–2016 Fam Energy Co. Electrical Engineer
LIST OF PUBLICATIONS
T. Ölmez, B. Kılıç, “Metro AC CER güç dağıtım sistemlerinde yük paylaşımının

modellenmesi,” Demiryolu Mühendisliği, no. 11, pp. 22-33, July 2020.
73

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MARMARA UNIVERSITY

INSTITUTE FOR GRADUATE STUDIES

ENERGY DISTRIBUTION MODELLING IN

Department of Electrical and Electronic Engineering

Prof. Dr. Osman KILIÇ

March 2020, İstanbul

ENERGY DISTRIBUTION MODELLING IN RAIL SYSTEMS

In Turkey, as a solution to traffic problems in metropolitan areas, public transportation

Raylı Sistemlerde Enerji Dağıtımının Modellenmesi

SYMBOLS. ............................................................................................................... viii

List of Figures ............................................................................................................... x

List of Table ............................................................................................................... xii

1.1. Overview of Medium Voltage Feeding System. .................................................... 3

2. INTRODUCTION TO RAIL SYSTEM ELECTRIFICATION ............................... 4

2.1. Power System Features in Railway Systems ......................................................... 4

2.2. Substations ............................................................................................................. 5

2.3. Traction Power Substations ................................................................................... 5

2.3.2. DC Switchgear .................................................................................................... 7

2.3.3. Auxiliary Service Transformer ........................................................................... 8

2.4. Catenary system ..................................................................................................... 8

2.4.1. Rigid Catenary Line .......................................................................................... 10

2.4.2. Conventional Overhead Catenary Line ............................................................. 10

2.5. Third Rail System ................................................................................................ 12

2.6. Loads and Characteristics .................................................................................... 12

3. THEORETICAL BACKGROUND OF RAIL SYTEMS............................................................13

3.1. History of Rail Systems ....................................................................................... 13

3.2. Power Types of Urban Railway Systems ............................................................. 13

3.3.1. Metro ................................................................................................................. 14

3.3.2. Light Rail Train ................................................................................................. 15

3.3.3. Tramway. ........................................................................................................... 15

3.3.4. Monorail ............................................................................................................ 16

3.3.5 Commuter Train ................................................................................................. 17

4. POWER NETWORK MODELLING ..................................................................... 18

4.1. Traction Power Substations ................................................................................. 20

4.2. Traction Equivalent Circuit .................................................................................. 21

4.3. Transformer Capacity .......................................................................................... 21

5. M5 ÜSKÜDAR YAMANEVLER METRO LINE ................................................. 22

5.1. General informations about M5 metro line .......................................................... 22

5.2. M5 Metro Line Informations ............................................................................... 23

5.3. Timetable of M5 Metro Line ............................................................................... 24

5.4. Curvature of M5 Metro Line ................................................................................ 25

5.5. M5 Üsküdar-Yamanevler Metro Line Electrification .......................................... 25

5.6. Traction Power Substations .................................................................................. 26

5.6.1. Switchgear ......................................................................................................... 28

5.6.2. DC Rectifier ...................................................................................................... 29

5.6.3. Auxiliary Service Transformer ......................................................................... 29

5.6.4. Rigid Catenary Line .......................................................................................... 30

5.7. Monthly Energy Consumption ............................................................................. 31

5.8. M5 Metro line train workshop ............................................................................. 32

5. 9. Train Technical Specifications ........................................................................... 32

5.10. M5 Driverless Metro Line SCADA System ...................................................... 33

6. M5 METRO LINE LOAD SHARING ANALYSIS .............................................. 35

6.1.1. Power Values from Analysis of Contingency Operating Conditions ................ 40

6.1.2. Power Values from Simulation of Normal Operating Conditions .................... 42

6.2. Load Flow Analysis ............................................................................................. 43

6.2.1. Operational Energizing Scenario ...................................................................... 43

6.2.2. Second Alternative Energizing Scenario ........................................................... 44

6.2.3. Third Alternative Energizing Scenario ............................................................. 46

7. CONCLUSION AND SUGGESTIONS FOR FUTURE WORK .......................... 47

CIRRICULUM VITAE .............................................................................................. 73

Figure 2.1. Medium voltage switchgear........................................................................ 7

Figure 2.2. 6-pulse rectifiers schema ............................................................................ 8

Figure 2.3. Overhead rigid catenary profile ................................................................ 10