Electrification Performance Specification EPS Operations and Maintenance Final Version

Transcription

1 Metrolinx Electrification Project Metrolinx Contract No.: RQQ-2011-PP-032 Metrolinx Project No.: Electrification Performance Specification Operations and Maintenance Final Version Document Reference No. PB 1015 April 4, 2014 Submitted to: Metrolinx Submitted by:

2 Revision History Date Version Purpose March 23, First issue as stand-alone document. June 15, Update based on Metrolinx Submittal Review Oct 3, Update based on Metrolinx Submittal Review Nov 16, Update based on Metrolinx Submittal Review Dec 10, Update based on Mx Comments April 4, 2014 Final Update based on Metrolinx Submittal Review Parsons Brinckerhoff Halsall Inc Yonge Street, 20 th Floor Toronto, Ontario M4P 1E4 Canada Page 2

3 TABLE OF CONTENTS 1. Purpose Scope Reference Documents Responsibilities Maintenance Concepts Maintenance Objectives Maintenance Levels Maintenance Implementation Preventive Maintenance Corrective Maintenance Overhaul/Renewal Maintenance Continuous Maintenance Improvements Logistics Levels of Maintenance Maintenance of the Traction Electrification System Maintenance Organization and Staffing Maintenance Activities Planning Preventive Maintenance Train Control Power Supply and Distribution Communications Response to Incidents and Emergencies Documentation Training Infrastructure Maintenance Main Equipment Specific and Specialized Tools Specialized Support Diagnostic Test Equipment Test and Measurement Equipment Spare Parts and Consumables Interface with the Operator Page 3

4 8. Design Criteria and Conditions Operation of Work Trains Design Criteria and Conditions on the Track/Line Design Criteria and Conditions for the Maintenance Facility Operations Concept Operation Objectives Operation Classes System Sizing Operation Hours Operation Pattern Operation of the Maintenance Facility Operation of Electrification Systems Railcars/Trainsets (Rolling Stock) Train Control Power Supply and Distribution Communications Appendix A: Standards Appendix B: Definitions Appendix C: Abbreviations and Acronyms LIST OF TABLES Table 1: Reference Documents... 7 Page 4

5 1. PURPOSE Metrolinx intends to implement traction power electrification within the system of GO Transit routes serving metropolitan Toronto. Studies have determined that this shall consist of a 2x25 kv ac system and a 1x25 kv system for the UP Express spur delivering power to trains by means of an overhead contact system (OCS), and collected by roofmounted pantograph current collectors on each train s locomotive or electric multiple unit (EMU) rail vehicles. The electrification performance specifications, 13 in all, have the purpose of establishing the basis for electrification design such that an efficient, safe, and cost-effective installation shall result. The purpose of is to provide a broad conceptual level specification describing the operations and maintenance (O&M) requirements for the Metrolinx Traction Electrification System (TES) that are impacted by the electrification. Page 5

6 2. SCOPE This section includes the contractor s requirements for the maintenance of the Traction Electrification System (TES), including the organizational requirements. The contractor is the entity who is responsible for the TES Design Build services. Maintenance requirements for trains, locomotives, and railcars shall be developed by the locomotive and railcar designer and manufacturer as the requirements are carbuilder specific. Page 6

7 3. REFERENCE DOCUMENTS Metrolinx documents that contribute directly to the subject of operations and maintenance requirements are listed in Table 1: Reference Documents. Established standards for electrified railways and related topics relevant to operations and maintenance are listed in Appendix A: Standards, at the end of this document. Other materials supporting the understanding of this document are provided in Appendix B: Definitions and Appendix C: Abbreviations and Acronyms. Table 1: Reference Documents Document Title Issuer Date of Issue NJ Transit (NJT) Electrical Operating Instructions TRO NJT 2006 Canadian Rail Operating Rules TC O 0-93 RAC May, 2008 EPS Traction Power Supply System Final Version PB April 2014 EPS Traction Power Distribution System Final Version PB April 2014 EPS Grounding and Bonding Final Version PB April 2014 EPS Signal System Compatibility Final Version PB April 2014 EPS Maintenance Facilities-Part 1 Final Version PB April 2014 EPS Maintenance Facilities-Part 2 Final Version PB April 2014 EPS SCADA System Final Version PB April 2014 EPS Operations Control Centre Final Version PB April 2014 EPS System Integration Final Version PB April 2014 EPS System Assurance Final Version PB April 2014 EPS Safety and Security Final Version PB April 2014 Page 7

8 4. RESPONSIBILITIES The operations and maintenance requirements are under the responsibility of the operations and maintenance managers. Also, it is the responsibility of all users of this document: To develop detailed specifications and designs based upon the principles outlined in this document; To support all design work by calculations that shall be made available to Metrolinx Electrification department upon request; and To inform Metrolinx Electrification Department in the event of any conflict between the contents of this document and any other document produced for the project. Page 8

9 5. MAINTENANCE CONCEPTS 5.1 Maintenance Objectives The selected contractor shall develop maintenance objectives and procedures that encompass monitoring, inspection, preventive maintenance and repairs of all components of the Traction Electrification System (TES) and subject to later Metrolinx decisions electric-powered rolling stock. The TES is a mission critical element. Without a properly functioning catenary and electrical system, the electric trains will literally be at a standstill. Providing proper maintenance is an essential part of ensuring the TES is safe, reliable and provides good service to Metrolinx. The contractor shall also meet other TES objectives including those related to EPS System Assurance and EPS Safety and Security, which in turn, is dependent upon the continuing integrity of all components of the TES. 5.2 Maintenance Levels The contractor shall determine the required frequency of maintenance inspections and maintenance activities within each specific area of TES design and document this in a Maintenance Plan. 5.3 Maintenance Implementation The contractor shall propose different maintenance levels to correspond with anticipated and proposed types of maintenance work. At a minimum, it is anticipated the contractor shall provide a Maintenance Plan which includes the following maintenance levels below: Page 9

10 5.3.1 Preventive Maintenance The contractor shall propose periodic inspections and scheduled maintenance (preventive maintenance) designed to detect unsatisfactory conditions and to service, adjust, and replace components of TES equipment and facilities at intervals that limit the frequency and cost of failures that affect operation of the system. For this contract, the maintenance philosophy shall emphasize and promote the concept of condition monitoring so that TES components approaching the end of its useful life are replaced prior to failure, and that requirements for unscheduled repair are limited. Again, the intent is to reduce the potential for in service failures by proactively replacing components prior to failure. Correspondingly, replacing components too soon before end of life can represent disposing of assets with usable life. A balance or optimal time to replace must be found for each TES element. The contractor shall develop methods to determine this optimal time to replace based upon statistical tracking, industry experience, vendor input, and other sources. The basis for such decisions shall be documented in a Maintenance Plan provided during the Final Design phase. The frequency shall be done at a minimum according to ANSI/NETA MTS-2007, Appendix B, Frequency of Maintenance Test, and work content of inspections and scheduled maintenance shall be based on the maintenance instructions and schedules prescribed by the equipment manufacturers and suppliers, and the experience and practices of other similar systems operating under comparable conditions. The contractor shall submit verifiable documentation of in-service performance of major components and subsystems, along with recommendations for life spans and optimal replacement times. As in-house experience is gained on the operation and maintenance of the Metrolinx electrified system, the contractor shall modify (as required) these maintenance schedules to reflect actual Metrolinx field experience. This time to replace concept shall underpin and apply to the entire TES maintenance philosophy. Page 10

11 5.3.2 Corrective Maintenance The contractor shall document in the Maintenance Plan methods for engaging in corrective maintenance. Corrective maintenance includes remedial, unscheduled maintenance actions to replace, repair, or adjust equipment that has failed or is found defective during operation or preventive maintenance activities. The intent of the overall maintenance philosophy is to try and reduce to as low as practical these types of incidents. The contractor shall propose methods for corrective maintenance to be conducted as soon as practical in order to return discrepant equipment to active service or a state of good repair Overhaul/Renewal Maintenance At specific longer intervals, whole assemblies shall be stripped, and defective, worn, or fatigued components shall be replaced, and the assemblies re-tested and restored to service. The contractor shall identify and propose in the Maintenance Plan the overhaul/renewal plan for each major component and subcomponent that would logically be subject to overhaul/renewal maintenance Continuous Maintenance Improvements The Maintenance Plan is not intended to be just a one time only document. Instead, the contractor shall provide updates to maintenance procedures to reflect changes in operations, to apply lessons learned during system operation, to take advantage of advances in technology and the like. 5.4 Logistics Levels of Maintenance There are two primary levels of TES applicable for TES maintenance. Page 11

12 Online Maintenance: Online maintenance is those maintenance activities that can be performed under operating conditions, without the need to take equipment out of service; and Offline Maintenance: Offline maintenance refers to maintenance activities that must be performed with the equipment out of service. This requirement is often associated to, or dictated by, safety issues. Page 12

13 6. MAINTENANCE OF THE TRACTION ELECTRIFICATION SYSTEM Because certain Metrolinx tracks will be electrified at 25 kv ac, the operations and maintenance staff not only those belonging to TES groups but other workers such as signals and track maintenance workers, must be trained in the safe working practices in and around electrified territory. Only qualified staff shall be allowed access to wayside infrastructure assets. The contractor, working in collaboration with Metrolinx, shall develop Electrical Operating Instructions to provide for safe working conditions. The contractor shall also develop a training plan and provide training for the following categories of workers (at a minimum): Traction Power Facility maintenance staff; OCS maintenance staff; Track workers; Signal maintainers; Transportation Department employees (Conductors, Engineers, etc.); Railcar/train maintainers; and Railroad supervisors and dispatchers. The contractor shall coordinate the specific training needs with Metrolinx and host railroads (as required). More specific training needs are discussed in a further section in this document. 6.1 Maintenance Organization and Staffing The introduction of new TES infrastructure will require a new supporting maintenance organization that will dovetail into the existing Metrolinx organization. The contractor shall propose a viable maintenance organization and define required levels of staffing by craft title and categories. This work shall be done in collaboration with and require the concurrence of Metrolinx. Page 13

14 It is expected that typically, different classes of employees are defined and trained accordingly: Class A - Electric Traction employees who are qualified to maintain the substations and OCS equipment. These employees are capable of turning off the electrical system to provide power outages for other workers to work safely. Class B These employees can work on electric traction systems under the supervision of Class A employees. Mechanical Class B These are Mechanical Department employees certified to work on rolling stock, such as roof-mounted electrical equipment in accordance with approved rules. Class C - These are other employees whose work is affected by electrification. The jurisdiction of the above employees responsibilities shall be defined using Standard Operating Procedures and Safety Rules. The contractor shall develop these procedures in collaboration with Metrolinx. The contractor shall develop specific procedures to establish and define the limits of responsibility between Metrolinx and Hydro One including coordinating and reporting requirements. 6.2 Maintenance Activities Planning With typically only a limited time slot available for maintenance of the electrified railroad infrastructure, it is prudent that the maintenance of all related infrastructure (e.g. OCS, track and signals) shall be integrated to occur at the same section and time by grouping maintenance activities, equipment, and staff. An example of this may entail maintenance of the OCS system by one set of workers, while a tree trimming crew is working within the same line section, while track switches are being maintained by a third set of workers all working concurrently in the same line section. This type of coordinated maintenance activities allows the electric overhead power to be shut down for one maintenance window and to benefit several maintenance activities at once. This type of coordinated working also makes good use of required railroad flagging protection (track and right of way protection against other train traffic) to apply for several maintenance activities simultaneously. Page 14

15 6.3 Preventive Maintenance Train Control The signal system equipment modifications required for compatibility with an overhead electrification system are not expected to have a significant effect on most maintenance equipment and procedures. However, one added responsibility shall be the maintenance of impedance bonds. The contractor shall propose methods to provide for periodic visual inspections needed to ensure that there is no physical damage to the bond housings or to connections to the tracks. Since the bond is an integral part of the track circuit, generally any problems occurring with a bond are readily detected by the track circuit and can be addressed promptly Power Supply and Distribution Traction Power Supply System (TPSS) The traction power supply system consists of Traction Power Facilities (TPF). The TPF includes Traction Power Substations (TPS), Switching Stations (SWS), Paralleling Stations (PS), and Wayside Power Control Cubicles (WPC). Associated with these facilities are the Traction Electrification System (TES) Supervisory Control and Data Acquisition (SCADA) system. Major TPSS equipment includes main transformers, autotransformers, auxiliary power transformers, HV, MV, and LV indoor and outdoor type switchgear, disconnect switches, busbars, control and relay panel assemblies, SCADA interface equipment, batteries, battery chargers and Uninterruptible Power Supply (UPS) equipment, cables and wires, ground grids, and ground mats. Each of the above elements requires maintenance. The contractor shall propose methods and procedures to ensure these above elements are maintained in a continuing state of good repair. The contractor shall recommend specific maintenance procedures. It is expected the preventive maintenance of traction power supply equipment shall range from visual inspections to disassembly and recalibration or adjustment of the equipment. Page 15

16 As described earlier in Section 5.3.1, the contractor shall develop a Maintenance Plan around the concept condition monitoring so that TES components equipment approaching the end of its useful life are replaced prior to failure, and that requirements for unscheduled repair are limited. A comprehensive equipment monitoring system at different levels shall be incorporated in the equipment design. The equipment status shall be amenable to monitoring by the TES SCADA system at the operations control centre (OCC), by the Fault Indicators at the control and relay panels, and by the monitoring PCs on-site at the traction power facilities (substations, switching stations, and paralleling stations) and the wayside power control cubicles. The information from the fault monitoring systems shall enable the maintenance staff to identify, pinpoint, and rectify equipment failures and defects expeditiously. The equipment status and fault messages generated through the TES SCADA system shall be monitored by the OCC power directors. This shall be the first indication that TPS equipment is not performing to specifications. Local monitoring equipment at the Traction Power Facility, accessed through the monitoring PCs shall provide more detailed information about the fault history of the equipment and shall allow the maintenance staff to perform fault diagnosis routines to pinpoint and isolate faulty modules and components. This diagnostic capability shall be used in conjunction with the fault indicators on the control and relay panels. In addition to the condition monitoring facilities described above, time (periodic) and usage (number of operations) based maintenance inspections shall also be provided to ensure reliability and availability of the TPS equipment. Batteries are an equipment type that requires frequent attention. The TPS design shall provide for maintenance-free or low-maintenance batteries to reduce maintenance requirements. Overhead Contact System (OCS) Inspection and maintenance of the OCS is one of the more intensive requirements of TES maintenance, because of the extent of mechanical equipment used, and its exposure to weather and exposure to wear. The contractor shall propose periodic scheduled inspections to verify that the OCS parts are within tolerance for alignment, wear, tension, and operating condition. Proper OCS-related inspection shall include a combination of Page 16

17 ground-level inspections supported by other more detailed inspections performed from a high-rail or work train vehicle (or via specialized vehicles) outfitted for each of the required inspection activities. The contractor shall propose and recommend the required maintenance vehicles. The contractor shall recommend the specialized procedures and equipment for inspection and maintenance at locations with limited access and working space, such as restricted rights of way, multiple tracks, low overhead clearances and limited access to the right of way. Visual inspections from the ground are generally performed during daylight hours. The OCS-related inspectors that shall be performing this work shall be trained by the contractor prior to the onset of electrification commissioning exercises for the UP Express. Such training shall take place under the guidance of experienced OSC training staff to employ appropriate inspection procedures while working safely in the electrified railroad environment. These inspections are expected to involve inspection of the following items, at a minimum: 1. Condition of OCS pole foundations, including inspecting bolts for corrosion/looseness; 2. Condition of OCS pole galvanizing; 3. Insulator inspection for cracks, damage, or pollution (by using binoculars); 4. Misaligned or broken OCS hangers and/or jumpers; 5. Proper operation of balance weight termination assemblies; and 6. Sighting of any items that may be been thrown or have fallen over the OCS. Besides the very important but simple visual inspections, the following typical items should be checked from the optimum vantage point of a works train platform or high-rail vehicle (using a raised, high-level platform): 1. Condition of the cantilever hinges that allow the frame to move freely with changes in ambient temperature as conductors sag or hog; 2. Integral condition of cantilever insulators; 3. Condition of the cantilever frame itself; 4. Bolts checks to ensure tightness to specifications; Page 17

18 5. OCS height levels and assurance that staggers are to design tolerances; 6. Physical condition of the messenger wire, including inspecting for abrasions or cuts; 7. Physical condition of the contact wire and its underside wear; 8. Assurance that clearances are in accordance with specifications; 9. Observing that OCS hangers are in proper locations and aligned correctly; 10. Observing that OCS jumpers remain installed correctly (i.e. not drooping); 11. Insuring that OCS conductor tensions are within design parameters; 12. Verifying that rail vehicle pantograph takeover at crossovers and overlap is appropriate; 13. Verifying that balance weight pulleys are operating correctly; and 14. Verifying that OCS wire termination yokes are aligned properly. In addition to the above, the contractor shall develop procedures to verify the condition of OCS sectionalizing equipment as part of the regular inspection process, include observations that a) sectionalizing and disconnect switches are in good working order and feeder connections are secure, b) pantographs are travelling with little or no arcing beneath section insulator runners, and section breaks are properly positioned for proper train movement in and out of station and interlocking areas Communications The communications systems required for electrification shall be part of the Metrolinx overall communications system and shall be maintained by the communications staff. 6.4 Response to Incidents and Emergencies The contractor shall develop procedures, subject to the approval of Metrolinx and other relevant parties (i.e. emergency services and first responders) for incident response and power shut offs required during emergencies. Page 18

19 6.5 Documentation The contractor shall supply maintenance and parts manuals for each of the major systems and subcomponents down to the level of a replaceable part. It is envisioned the contractor will use both information provided by vendors/supplier as well as adding the contractor s own information to develop these manuals. These manuals shall provide all information and document procedures required to operate, maintain, troubleshoot, repair, and replace the components at life end. All manuals shall be professionally published in a consistent format and style agreed upon by Metrolinx and shall not simply be a reprint of the Original Equipment Manufacturers (OEM) manuals; All manuals shall be clearly illustrated, and written to show step-by-step inspection, servicing, and maintenance procedures in a logical maintenance procedure. Each illustrated part shall be identified and referenced in the manual text; All manuals shall note the required parts, materials, and tools required prior to undertaking the maintenance procedure; All manuals shall clearly list associated safety warnings and identify potential safety hazards and provide instructions on how to work safely; The contractor s manuals shall reflect the configuration of the installed TES configurations, including all of the supplied equipment broken down by system, subsystem, applicable units, and elements). The manuals shall include operations manuals, maintenance manuals, illustrated parts catalogues, and a bill of materials; All manuals shall be published in English and written to a 7 th grade reading level; The contractor shall provide non-write protected Adobe PDF files for all manuals. All documents are to be provided on CD/DVD-ROM discs; An agreed upon number of paper copies shall be provided, printed and placed into sets of 3 ring binders; Page 19

20 All manuals shall have a title, sequential document number denoting sequence in set, revision number and revision dates; After final approval and throughout the warranty period, the contractor shall revise the manuals as needed, as may result from equipment changes, errors, omissions or other reasons. Each revision shall be recorded in a revision log. All revisions shall be provided in both print and via electronic format (CD/DVD- ROM); and All manual photographs and illustrations shall be developed in a manner to provide for ease of reproduction on a standard black and white photocopier. 6.6 Training The introduction of new electric infrastructure will require Metrolinx and affected third parties such as host railroads and emergency third parties to learn new procedures, protocols, and methods for safely working in and around electrified tracks. Similarly, the TES maintenance staff will need to learn new inspection, servicing, troubleshooting, maintenance, and repair procedures. Training is a critical aspect of the commissioning and on-going service delivery process; it must impart valuable new information to Metrolinx staff and affected parties. The contractor shall develop a comprehensive training programme based on the train the trainer approach. The goal of this training concept is to educate and enable in house instructors to lead and conduct additional training after the initial set of training provided by the contractor has been realized. The contractor is encouraged to propose a variety of innovative methods to provide training. This could include, but not limited to developing: Illustrated training manuals; Instructor s training kits; Student training guides; Safety training, including for third parties, such as first responders; Video-based training, such as may be provided via DVD or via the Internet; Computer based, self-paced, video based training; Training using virtual reality methods; Page 20

21 Training as required to meet required certifications; One-on-one training; Classroom based training; On-site, in field training; All training shall be provided in English; Training modules shall be readily updatable by others to reflect new procedures and methods; and Where required, the contractor shall provide evaluation tests and record test scores/results. 6.7 Infrastructure Maintenance Main Equipment The contractor shall define and list the quantities of required infrastructure maintenance equipment requirements at the start of final design. During the final design phase, this shall be refined to reflect revisions that may have occurred during the design process. 6.8 Specific and Specialized Tools The contractor shall define and list the quantities of specific at the start of final design phase. During the final design phase, this shall be refined to reflect revisions that may have occurred during the design process. The contractor shall list, describe, and propose quantities for specialized tools. The contractor shall note where long lead times are required, or where speciality tools may be difficult to procure. 6.9 Specialized Support The contractor shall identify the requirements for specialized equipment support and maintenance during Final Design. As appropriate, the contractor shall include a maintenance service agreement in the construction contract for a limited time to be established between Metrolinx and the contractor. Page 21

22 6.10 Diagnostic Test Equipment The contractor shall identify and provide all required diagnostic test equipment needed to operate and maintain the TES. The contractor shall also provide training to Metrolinx staff on the operation and use of such equipment. Maintenance and training manuals shall be provided. As some diagnostic equipment has space and utility requirements, the contractor shall make this known before the start of the Final Design Phase so as to allow for proper integration into the facility design Test and Measurement Equipment The contractor shall identify and provide all required test and measurement equipment needed to operate and maintain the TES. The contractor shall also provide training to Metrolinx staff on the operation and use of such equipment. Maintenance and training manuals shall be provided Spare Parts and Consumables The availability (or lack thereof) of spare parts can affect system functionality and reliability. To maintain high system functionality and reliability, the contractor shall develop a Spare Parts List that specifies: Type of part; Required quantities; Typical part life span (life expectancy); and Typical part ordering lead times. The contractor shall categorize the spare parts according to categories corresponding to part use and complexity. A typical category set may include: Consumable parts items that are consumed and replaced (not rebuilt), such as light bulbs, lubricants, etc.; Page 22

23 Non-repairable items parts which are not repairable when life expired with no pre-set life span. This includes items such as fuses which are used only when needed; and Repairable items parts which can be repaired or rebuilt and returned to service. The contractor shall provide documentation explaining how the above spare part quantities and life spans were determined, and shall explain how this ties in with the contractor s proposed maintenance regimen. The Spare Parts list as defined by the contractor shall correspond to the Illustrated Parts Catalog. For an agreed upon period to be determined with Metrolinx, the contractor shall provide sufficient quantities of spare assemblies and equipment to ensure that defective assemblies and equipment are replaced by operable assemblies, allowing repairs to be made off line. The contractor shall deliver the required spare parts in compliance with the above Spare Parts List. Page 23

24 7. INTERFACE WITH THE OPERATOR The contractor shall develop procedures to define the required interfaces between the Train Dispatcher and Traction Power Director required to cover both typical day to day operating procedures as well as emergency or unusual circumstances. See EPS Operations Control Centre for additional details. Page 24

25 8. DESIGN CRITERIA AND CONDITIONS The contractor shall develop the following operational concepts at the start of Final Design, with any required revisions updated and reflected in the Final Design phase: Operation of Work Trains Design Criteria and Conditions on the Track/Line Design Criteria and Conditions for the Maintenance Facility Page 25

26 9. OPERATIONS CONCEPT The contractor shall develop, in collaboration with Metrolinx, the following operational concepts at the start of the Final Design. The contractor shall update and refine these procedures during Final Design in conjunction with Metrolinx operating staff: Operation Objectives Operation Classes System Sizing Operation Hours Operation Pattern Operation of the Maintenance Facility Operation of Electrification Systems Railcars/Trainsets (Rolling Stock) Train Control Power Supply and Distribution Communications The contractor shall pay particular attention to developing operating and maintenance procedures for a concurrent, mixed railroad environment that may include GO Transit electric trains, GO Transit diesel trains, freight trains and VIA intercity trains, as well as specialty service protocols, such as steam train operations (as run by train charters or special white flag movements). Page 26

27 APPENDIX A: STANDARDS The latest versions of the standards and codes available at the time of issue of the RFP shall be the accepted versions unless the year of issue is specifically mentioned. In case of conflict between different standards, codes, and guidelines, the higher standards shall be used. AREMA OOHS NBCC OBC OESC CAN/CSA American Railway Engineering and Maintenance-of-Way Association Ontario Occupational Health and Safety requirements National Building Code of Canada Ontario Building Code Ontario Electrical Safety Code C22.3 No.1-06 Overhead Systems Page 27

28 APPENDIX B: DEFINITIONS Auto-tensioned OCS Along-track Movement Balance Weight Cantilever Catenary Contact Wire Constant Tension OCS Contact Wire Gradient Contact Wire Height Dead-end Assembly Electrical Section An OCS configuration whereby conductors are maintained at a constant tension over a specified range of temperature by means of balance weights, springs, pneumatic or hydraulic tensioning devices Movement of an auto-tensioned OCS due to thermal expansion and contraction of the conductors An assembly containing weights used to maintain a constant conductor tension in an auto-tensioned OCS placed at one or both ends of a tension length A structural frame for supporting the OCS, often including solid core insulators. For auto-tensioned systems, cantilever connections at the pole are hinged to allow for along-track movement A system consisting of two or more conductors, hangers, and in-span hardware, including supports The energized overhead wire with which the pantograph or other train current collector is designed to make contact with See Auto-tensioned OCS Slope of a contact wire relative to top-of-rail Height of underside of the contact wire above a road or top-of-rail level when not uplifted by the train s pantograph A fixed termination for OCS or other tensioned conductors The section of the OCS, which, during normal system operation, is powered from a TPS circuit breaker. The TPS feed section is demarcated by the phase breaks of the supplying TPS and by the phase breaks at the nearest SWS or line end. An electrical section may be subdivided into smaller elementary electrical sections. Page 28

29 Electrical Operating Instructions Messenger Wire Negative Feeder Operations Control Centre (OCC) Overlap Section Insulated Overlap Paralleling Station (PS) Phase Break A set of instructions issued for the protection of employees when working in electrified territory The wire from which the contact wire or auxiliary messenger is suspended by means of hangers. An energized feeder adjacent to the catenary system that uses autotransformers to boost or maintain OCS voltage at selected points, and provide dual voltage transmission capability, and provide mitigation of electrical interference to adjacent electrical circuits. The control centre for supervising and controlling the railroad. With electrification, the OCC shall include control of traction power systems, in addition to currently provided railroad dispatching operations. A portion of the overhead contact system between two main structures, where the contact and messenger wires of two adjoining sections overlap and terminate, while allowing for continuous collection of power by a train pantograph. Overlap with insulators added so that it also functions as a Section Insulator. An installation that helps boost the OCS voltage and reduce the running rail return current by means of the autotransformer feed configuration. The negative feeders (NF) and the catenary conductors are connected to the two outer terminals of the autotransformer winding at this location with the central terminal connected to the rail return system. OCS sections can be connected in parallel at PS locations. An arrangement of insulators or non-bridging Section Insulators and grounded or non-energized wires that is located between two sections of the OCS that are fed from different ac phases under which a pantograph may pass without shorting or bridging the phases. Page 29

30 Sag Span Length Stagger Section Insulators Static Wire (Aerial Ground Wire) Supervisory Control and Data Acquisition (SCADA) Switching Station (SWS) The vertical deviation of a conductor between two supports; the process of wire tensioning when employing the magnitude of sag measurement as a means to obtain a pre-set tension in a conductor Distance along an alignment or track between OCS supporting points. Lateral offset of the contact wire from a projected track centreline at a support due to registration, and created to distribute wear on pantograph carbon collectors. A device for dividing the OCS into electrical sections while maintaining mechanical continuity and continuous path for pantograph collectors. A wire, usually installed aerially adjacent to or above the catenary conductors and negative feeders, that connects OCS supports collectively to ground or to the grounded running rails to protect people and installations in case of an electrical fault. In an AC electrification system, the static wire forms a part of the traction power return circuit and is connected to the running rails at periodic intervals and to the traction power facility ground grids. If mounted aerially, the static wire may also be used to protect the OCS against lightning strikes. It is sometimes termed aerial ground wire The Operations Control Centre may contain one or more SCADA Systems. The general practice is to use different SCADA systems for different purposes. Typically most facilities have one for signals and one for traction power, both normally located in separate rooms or operating theatres, although both could be in the same theatre. Facility where the supplies from two adjacent TPS are electrically separated and where electrical energy can be supplied to an adjacent, but normally separated electrical section during contingency Page 30

31 Tension Length Traction Electrification System (TES) Traction Power Director Train Dispatcher Wayside Power Cubicle (WPC) power supply conditions. Also acts as a paralleling station (PS) The length of OCS between its mechanical terminations The system that converts utility power to levels required by the electric railcars and electric locomotives and distributes this power for use by those vehicles The qualified employee(s) responsible for controlling the traction power system including issuing clearances and coordinating with Hydro One s system operator The qualified employee(s) responsible for directing the movement of trains The supply system for the motor operated sectionalizing switches Page 31

32 APPENDIX C: ABBREVIATIONS AND ACRONYMS AC AREMA EMU EPS kv NF NO OBC OCC OCS OESC PS SCADA SWS TES TPF TPS WPC Alternating Current American Railway Engineering and Maintenance-of-Way Association Electric Multiple Unit railcar Electrification Performance Specification Kilovolt Negative Feeder Normally Open Ontario Building Code Operations Control Centre Overhead Contact System Ontario Electrical Safety Code Paralleling Station Supervisory Control and Data Acquisition Switching Station Traction Electrification System Traction Power Facility Traction Power Substation Wayside Power Cubicle Page 32