Electrical Networks Principles and Performance

Transcription

1 Engineering Standard Electrical Networks Electrical Networks Principles and Performance Version: 1 Issued: January 2015 Owner: Chief Engineer Approved By: Paul O Halloran Chief Engineer PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION

2 Approval Amendment Record Approval Date Version Description 16/01/ Initial issue under MTM PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 1 of 16

3 Table of Contents 1 Purpose Scope Abbreviation Definitions References & Legislations General MTM Standards/Documents Australian Standards/Documents International Standards/Documents Related Documents Safety and Environmental Functionality Network Principles High Voltage Distribution System Essential Services Distribution System Signalling Power Supply to Existing Lines Industrial Power Supply System V DC System Rail to Earth Voltages Future Proofing Requirements Apparatus Supplied by the High Voltage Distribution System Apparatus Supplied by the Essential Services Distribution System Apparatus Supplied by Industrial Power Supply System Apparatus Supplied by 1500V DC System Electrical Network Control and Indication Electrolysis Mitigation PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 2 of 16

4 1 Purpose To define the Standards for the performance of the electrical networks for the Melbourne metropolitan railway. 2 Scope 2.1 This Standard sets the principles and performance of all new electrical networks projects for the metropolitan railway. 2.2 This Standard also applies to the major upgrading of the existing electrical networks. 2.3 This Standard is the Parent Standard for all electrical systems for the Melbourne metropolitan railway. 2.4 The electrical networks comprise the high voltage alternating current supply from the supply companies, the distribution of that supply to railway substations and other assets, the Essential Services Distribution System, the signalling system supply, the industrial power supplies, the direct current traction supply system and the railway component of the electrolysis mitigation system. 2.5 This document does not apply to low voltage lighting and power installations supplying general apparatus at stations. The Standards for low voltage installations are given in MCST Lighting and Power Design and Construction. 2.6 This Standard applies to works on the Infrastructure Lease and to works undertaken on other land which are intended to expand or enhance the provision of passenger services and to form part of the Infrastructure Lease. 3 Abbreviation ACCB CBI DCCB PTV kv UPS V Alternating current circuit breaker Computer based interlocking Direct current circuit breaker Public Transport Victoria kilovolt Uninterruptable Power Supply Volt 4 Definitions 4.1 The Infrastructure Lease has the meaning as in the Franchise Agreement. 4.2 Normal means, in relation to the electrical networks, the supply voltages, currents and electrical infrastructure are operating as designed with all levels of network redundancy available for use as required. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 3 of 16

5 4.3 First order failure means the failure of one item of electrical apparatus such as a circuit breaker, rectifier unit, transformer or cable. Electricity remains available to provide the energy for the intended function. Examples are: Failure of a DCCB Failure of a rectifier unit Failure of one 22kV supply Failure of a transformer supplying the Essential Services Distribution System or signalling power supply system Note1. While supply remains available the nature of a particular failure may require limitations on train services delivery but not the suspension of services. Note 2. Failure of the overhead wiring system does not fit within this definition as services are disrupted. 4.4 Second order failure means the failure of two items of electrical apparatus such that the supply of electricity is severely compromised or unavailable to provide the energy for the intended function. Examples are: Failure of two DCCB s supplying the one overhead section Failure of a DCCB bus Failure of two rectifier units in one or two adjacent substations Failure of two 22kV supplies to one or two adjacent substations Failure of two transformers supplying the one region of the Essential Services Distribution System or Signalling Power Supply System 4.5 High Voltage Distribution System means the 22kV or 11kV system comprising incoming supplies from the supply companies and the feeders at these voltages within the Infrastructure Lease. 4.6 Essential Services Distribution System means the 3.3kV system sourced at substations and distributed within the Infrastructure Lease for the supply of the signalling system, communications systems and other electrical systems essential for the safe and reliable operation of the railway detailed in section 17 of this Standard. Note. The network traditionally known as the Signal Power Supply System is a component of the Essential Services Distribution System. 4.7 Industrial Power Supply System means those portions of the 22kV or 11kV system supplying industrial facilities such as train maintenance depots, wash plants and workshops V DC System means the direct current traction system supply for the trains. 4.9 Designated Essential Devices means the devices, apparatus and systems to be supplied by the Essential Services Distribution System as listed in clause PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 4 of 16

6 4.10 Electrolysis Mitigation System means the devices, apparatus and systems provided for the protection of underground assets from the effects of stray current corrosion Shall Is used as the descriptive word to express a requirement that is mandatory to achieve conformance to the standard. Should Standard Is used as the descriptive word to express a requirement that is recommended in order to achieve compliance to the standard. Should can also be used if a requirement is a design goal but not a mandatory requirement. A set of high level requirements that are mandatory to be adhered to achieve MTM s objectives. 5 References & Legislations 5.1 General The electrical networks shall be designed and constructed in accordance with this Standard and relevant MTM Standards and Australian, Rail Industry and International Standards The design and construction of the electrical networks shall comply with all legislative requirements and codes Where a conflict arises between Standards or clarification as to the applicability of a Standard or a part of a Standard is required, the matter shall be referred to the MTM Chief Engineer for determination. 5.2 MTM Standards/Documents Document Number MEST MEST MEST MEST MCST MCST MEST L0-SQE-PLA-005 L1-CHE-PRO-004 Title Traction Substations and Tie Stations Overhead Line Electrification Train Maintenance Buildings Electrical Systems Earthing and Bonding Railway Bridges Electrical protection and Bonding Metropolitan Railway Stations Lighting and Power Design and Construction Track Bonding For Signalling and Traction Return Current Environmental Management Plan (Franchise Agreement Requirement) Type Approval Procedure PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 5 of 16

7 L1-AMS-PRO-003 L1-AMS-MAN-005 RAMS Procedure RAMS Manual 5.3 Australian Standards/Documents Document Number AS/NZS 3000 Title Wiring Rules 2007 Electrical Installations N/A Electrical Safety (Installations) Regulations 2009 N/A N/A Electricity Safety (Cathodic Protection) Regulations International Standards/Documents Document Number EN :2011+A1:2011 EN : 2010 Title Railway applications. Fixed installations. Electrical safety, earthing and the return circuit. Protective provisions against electric shock Railway applications. Fixed installations. Electrical safety, earthing and the return circuit. Provisions against the effects of stray currents caused by d.c. traction systems 6 Related Documents 6.1 The PTV has prepared the Melbourne Metropolitan Rail Plan and Metro Trains the Network Development Plan. These plans and their subsequent revisions shall be considered in the formation of the scope of works for the electrical networks. 6.2 MEMF Electrical Networks Functional Requirements 7 Safety and Environmental 7.1 Safety and risk assessments shall be undertaken for electrical networks projects, addressing all areas of specification, design, construction, operation and maintenance of the electrical networks. The risk assessment shall assess the risks arising from the loss of supply. 7.2 The approach to the operation and maintenance of the electrical networks shall be based on the principle of providing a safe and functional electric supply in so far as is reasonably practical. 7.3 Where new materials or systems are to be introduced for the electrical networks, the materials and systems shall be subject to type approval for use on the metropolitan train network. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 6 of 16

8 7.4 The design, construction and operation of the electrical networks shall comply with the MTM Environmental Management Plan. 8 Functionality 8.1 The Electrical Networks shall deliver the functionality described in this Standard and as detailed in Form MEMF Electrical Networks Functional Requirements. 8.2 The design and construction of the electrical networks shall comply with the MTM Reliability, Availability, Maintainability and Safety system as detailed in L1-AMS-PRO-003 and L1-AMS-MAN Network Principles 9.1 Electric supply is taken for the purpose of providing traction power for trains and supporting railway infrastructure. The principles support the safe and reliable operation of trains and the provision of services to rail travellers. 9.2 A first order failure of a supply, subsystem or component of the electrical networks shall have minimal impact on the reliable operation of trains. 9.3 Under a first order failure of the 1500V traction system, train acceleration may be reduced but all timetabled services shall be capable of reliable operation. 9.4 Under a first order failure of the 22kV system, train services shall be capable of operation to the timetable. 9.5 The incoming supply for the railway network shall be at 22kV, three phase. Where existing supplies are at 11kV they may remain in service. 9.6 The configuration of the traction supply system, including the locations of substations, the capacity and number of high voltage supplies and the capacity and number of rectifiers shall be set by traction system modelling. 9.7 The modelling shall be based on achieving the system performance based on a future projected timetable with the details as stated in Form MEMF Electrical Networks Functional Requirements. 9.8 Energy developed by the braking of trains shall be used to support the operation of other trains or returned to the high voltage AC network. 9.9 Each overhead mainline traction section shall be supplied by two circuit breakers from independent substations Each Essential Services Distribution System, incorporating the signalling power supply system, shall have at least two sources of supply and shall withstand first and second order failures without impact on train services The Essential Services Distribution System shall include an On-line (Double Conversion) Uninterruptable Power Supply which provides power conditioning and no-break supply to the connected apparatus All signalling apparatus shall only be supplied from the Essential Services Distribution System. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 7 of 16

9 9.13 Stations shall generally be supplied from the street distribution supply. Stations may be supplied from the Essential services Distribution System. The particulars shall be as stated in Form MEMF Electrical Networks Functional Requirements The Essential Services Distribution System shall be used to supply all essential apparatus at stations. Where a loss of the street distribution electric supply would result in a public safety issue being created, the Essential Services Distribution System may be used to supply sufficient apparatus to maintain a safe environment. 10 High Voltage Distribution System 10.1 The 22kV supply is currently a number of separate systems. The independent supplies may be interconnected in future to provide improved capacity, reliability and redundancy A master plan for the 22kV network is to be developed with PTV Supply is generally to be taken from highly reliable dedicated sources being terminal stations or zone sub stations. Supplies that are shared with other electricity consumers should be avoided Supply may be taken from the supply company at 22kV or 66kV but shall be distributed within the railway network at 22kV The reliability of the 22kV supplies shall be high as appropriate for the electrical systems supporting assets involving public safety, such as avoiding the loss of supply that may stop trains between stations, placing public areas into darkness and compromising emergency response systems Independent supplies should be capable of being paralleled during switching of the network to maintain supply to the railway The 22kV network shall be designed to be fully rated for the current and projected loads over a minimum ten year period. The loads shall be as stated in Form MEMF Electrical Networks Functional Requirements. System Protection 10.8 The protection of the 22kV network shall be determined in conjunction with the supply companies The 22kV network shall be designed and fitted with electrical protection that discriminates fault currents and limits the loss of supply to the minimum number of locations consistent with the protection of the network. 11 Essential Services Distribution System 11.1 Railway stations are generally supplied from the street distribution system with all electrical devices at the station supplied from that system. This Standard requires that at new stations and existing stations where major renewal of electrical assets is undertaken, designated essential devices are to be supplied from the Essential Services Distribution System The Essential Services Distribution System is a 3.3kV supply from the traction substations. The supply shall have two sources from independent substations which shall also be supplied from two independent sources. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 8 of 16

10 11.3 The Essential Services Distribution System shall be backed up by an UPS located at the supply point in the substation. The UPS shall be an On-Line (Double-Conversion) type providing protection against electrical network disturbances and loss of supply The Essential Services Distribution System shall supply all signalling apparatus. Signalling apparatus shall not be supplied from sources other than the Essential Services Distribution System The mean time between loss of power to any part of the system and its connected apparatus that causes delays or cancellation of train services shall be in excess of 10 years. System Protection 11.6 The 3.3kV network shall be designed and fitted with electrical protection that discriminates fault currents and limits the loss of supply to the minimum number of locations consistent with the protection of the network The system shall be fitted with a detector that will generate an alarm at the electrical control centre in the event of a phase to earth fault. 12 Signalling Power Supply to Existing Lines 12.1 Where it is practical for the Essential Services Distribution System to be fully introduced and the signalling apparatus supplied from the system, this is to be implemented Where the complexity of the signalling apparatus and the particular project parameters prohibit the full introduction of the Essential Services Distribution System, a compromise as described following is to be put in place. The detailed requirements shall be as stated in Form MEMF Electrical Networks Functional Requirements The change from the existing 2200V and other single phase systems to the new 3.3kV system will be made progressively over many years. As a transition plan, with the upgrading of the signalling power supply locations, the equipment installed shall conform to that for the future being the 3.3kV, three phase system with UPS If necessary, the output of the 3.3kV, three phase system shall be transformed to provide a single White-Blue phase supply to the trackside. The supply shall be in phase with the existing system. The detailed requirements shall be as stated in Form MEMF Electrical Networks Functional Requirements. 13 Industrial Power Supply System 13.1 Major stations, rolling stock maintenance depots, under floor wheel lathes and train wash plants are candidates for an industrial supply The industrial power supply system may be derived from the High Voltage Distribution System or from a separate local supply. The detailed requirements shall be as stated in Form MEMF Electrical Networks Functional Requirements. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 9 of 16

11 System Protection 13.3 The industrial power supply system shall be designed and fitted with electrical protection that discriminates fault currents and limits the loss of supply to the minimum number of locations consistent with the protection of the network V DC System System Voltage 14.1 The nominal voltage of the direct current traction system is 1500V. The system voltage is variable with loading and regeneration provided by braking trains The minimum voltage at the train pantographs under maximum demand with the traction system in normal condition shall be 1350 volts. Maximum demand is defined as occurring with the maximum number of trains in peak service operating in accordance with the timetable The minimum voltage at the train pantographs under maximum demand with the traction system in a first order degraded state shall be 1150 volts The maximum voltage under regeneration shall be 1850 volts at the train. Current Capacity 14.5 The current carrying capacity of the traction supply sections shall be based upon the maximum demand per train, the number of trains in the section, the peak current flow and the 15 minute heating effect current flow Each traction supply section shall be fully rated for the number of trains in the section under timetable and service disruption conditions. The loading conditions shall be projected ten years into the future The service disruption conditions shall assume that the loading in the traction supply section is 120 per cent of the maximum load due to the projected timetabled services The entire electrical circuit comprising circuit breakers, overhead wiring, rails, signalling equipment and negative conductors shall be fully rated for the fault, peak and 15 minute heating effect currents applicable to the section. System Protection 14.9 The 1500V DC System shall be protected against fault currents and overload currents that may damage the trains or the electrical infrastructure The protection shall be based on the principle that the operation of the protection and the removal of supply shall be limited to the affected electrical zone or section Protection of the overhead wiring system shall include instantaneous over current, over temperature detection and other contemporary proven direct current protection systems The protection system shall be designed and constructed to take account of the current generated by braking trains. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 10 of 16

12 Substation Locations Traction substations and tie stations shall be located as close as is practical to that location determined from analysis and modelling of the voltage, current flow and electrical system protection requirements of the network to support the reliable delivery of passenger services. The analysis shall take account of the electrical system parameters applying with the projected timetable services with a ten year time horizon and include the margin of 20% for additional electrical system loadings arising during recovery from service disruptions Taking the above point as the primary requirement, the actual location for the traction substations and tie stations shall be optimised having regards to: future railway easement requirements for additional tracks; availability of incoming electric supplies; access for construction and maintenance; topography of the land including required earthworks and likelihood of flooding; and heritage and environmental requirements. 15 Rail to Earth Voltages 15.1 The traction supply system shall be designed and constructed to maintain the rail to earth voltages under normal and first order failure modes within safe limits The system shall be designed such that under normal conditions the maximum rail to earth voltage is no greater than 60V in accordance with EN , In the event that the rail to earth voltage exceeds 120 volts instantaneously or 60 volts for a continuous period of more than 300 seconds, the rail shall be connected to earth through a contactor. The operation of the contactor shall generate an alarm at the electrical control centre. The opening of the contactor shall require manual intervention. 16 Future Proofing Requirements 16.1 The electrical networks shall be designed and constructed taking into account known and projected changes to the electrical systems. The Network Development Plan Metropolitan Rail, December 2012 and successor and similar documents of the State and Metro Trains shall be considered and the particular requirements for a project stated in Form MEMF Electrical Networks Functional Requirements The supply companies are moving to progressively lift the sub transmission supply voltage from 22kV to 66kV. The design of the future network shall have regard to the changes and the timing proposed by the supply companies and the impact on the availability of the 22kV supply to the railway The State or MTM may purchase energy from more than one source. As the system is developed, the opportunities to take energy from multiple sources at differing and beneficial rates should be explored. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 11 of 16

13 16.4 The 1500V traction system voltage is likely to be increased over time to provide a higher voltage at the train pantograph when powering and the regenerated voltage during braking will also increase. A network voltage at the pantograph of 2000V and a regeneration voltage of 2800V can be anticipated based on overseas experience Future rolling stock energy demand will be greater than that of the present trains as the trains will be longer (with increased mass) and acceleration will be required at a higher rate to a higher speed Contemporary signalling systems are based on train to infrastructure communications, referred to as communications based train control (CBTC). These systems require high quality power without interruption for the safe management of trains. The Essential Services Distribution System will meet the requirements for the security of supply to the CBTC. The loads to be supplied are to be determined for the specific CBTC installation. 17 Apparatus Supplied by the High Voltage Distribution System 17.1 The 22kV system forms the primary supply system to the railway The 22kV system, through the traction substations, supplies the 1500V DC System At substations, the 22kV is transformed to supply the Essential Services Distribution System At some traction substations and industrial substations, the 22kV system supplies industrial power At some locations the supply from the supply company is at 11kV. 18 Apparatus Supplied by the Essential Services Distribution System 18.1 The 3.3 kv Essential Services Distribution System supplies the signalling power supplies, communications power supplies and other essential services The specific devices, apparatus and systems that shall be supplied by the Essential Services Distribution System are as follows Digital Train Radio transmitters, receivers and communication nodes All fibre optic and communication devices associated with train operations, signalling, data transmission, passenger information and security Security systems to stations and signal boxes Air conditioners where the system is required for the safe and reliable operation of essential service devices CCTV systems Metrol (where practical) Centrol (where practical) Electrol (where practical) The Disaster Recovery Centre (where practical) Lighting to signal relay and signalling computer rooms PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 12 of 16

14 Emergency lighting at stations Back up supplies to lifts at stations Track circuits Signalling relays All signalling interlockings Signal lights Point machines and train stops All signalling control and indication devices Signal box computer screens, mimic panels and indicators Level crossing detection, control and operation Train Protection and Warning System Axle Counters Ticketing Equipment Future CBTC system 18.3 Specifically, the devices and apparatus listed in this section 18 are not to be supplied from the local street lighting and local power supply company distribution system General lighting and power supplies to Metrol, Centrol, the Disaster Recovery Centre, stations and signal boxes may not be supplied from the Essential Services Distribution System. 19 Apparatus Supplied by Industrial Power Supply System 19.1 The industrial power system includes the 22kV supply and the apparatus supplied at low voltage from that supply The industrial power system provides low voltage supplies for lighting and power for depots workshops and selected stations Supply taken from the local street distribution system at low voltage for depots and workshops is not regarded as part of the industrial power system The design and construction of the system shall ensure that the failure of the system does not adversely impact train operations. For example, train maintenance depots providing trains for services shall be regarded as essential locations with the appropriate reliability and redundancy incorporated into the system. 20 Apparatus Supplied by 1500V DC System 20.1 The 1500V system shall be used solely for the supply of traction power to the operating train fleet. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 13 of 16

15 21 Electrical Network Control and Indication 21.1 The reliability and integrity of the network control and indication system shall be of a high order consistent with an essential system controlling railway operating assets which involve public safety The design and construction of the network control and indication system shall withstand first, second and third orders of failure of cables and devices using techniques such as multiple power supplies, independent and separated cable routes, multiple routing of data and automatic switching The design and construction of the network control and indication system shall be based on supporting the operation of trains as required for timetabled services. The system design and construction shall be complementary to the network controlled and indicated Each electrical network shall be capable of being sectionalised and controlled to support the continuous delivery of services and release the electrical assets as necessary for maintenance. High Voltage Distribution System 21.5 The 22kV system shall be capable of being sectionalised by remote control into individual feeders, substations, substation zones and supplies to separate devices to ensure continuity of supply and facilitate maintenance of the electrical assets The sectionalising shall be such as to permit switching of the system to energise or deenergise apparatus as required but to also ensure that the 1500V DC, the Essential Services Distribution System and other supplies remain supplied as required All 22kV circuit breakers shall be controlled and indicated at the electrical control centre All 22kV incoming supply points and interconnecting feeders shall be provided with line alive indication The operation of over current, earth leakage and other protection devices shall be indicated and generate an alarm at the electrical control centre At supply points, (including 11kV) instantaneous current, periodic maximum demand and energy shall be measured and recorded and transmitted to the electrical control centre. The accuracy of the measurements shall be within 2% At each traction substation, the instantaneous current and periodic maximum demand shall be recorded and transmitted to the electrical control centre. Essential Services Distribution System The Essential Services Distribution System shall be capable of being sectionalised by remote control into individual feeders, zones and supplies to separate devices to ensure continuity of supply and facilitate maintenance of the electrical assets. Each line side signalling supply point shall be regarded as a separate location with remote control and indication of the apparatus at that location The sectionalising shall be such as to permit switching of the system to energise or deenergise apparatus as required but to also ensure that the signalling power supply system and other supplies remain supplied as required. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 14 of 16

16 21.14 The UPS of the Essential Services Distribution System shall be monitored and controlled from the electrical control centre. Monitoring shall include supervision of the UPS battery condition The operation of over current, earth leakage and other protection devices shall be indicated and generate an alarm at the electrical control centre All Essential Services Distribution System supplies shall be provided with line alive indication. Industrial Power Supply System The industrial power supply system shall be capable of being sectionalised by remote control to ensure continuity of supply and facilitate maintenance of the electrical assets All 22kV and other circuit breakers essential to ensure continuous supply to the industrial assets shall be controlled and indicated at the electrical control centre Line alive indications shall be provided to essential assets The operation of over current, earth leakage and other protection devices shall be indicated and generate an alarm at the electrical control centre At supply points, periodic maximum demand and energy consumption shall be measured and recorded and transmitted to the electrical control centre. The accuracy of the measurements shall be within 2%. 1500V DC System All 1500V DC circuit breakers shall be controlled and indicated at the electrical control centre The sectionalising of the 1500V DC system shall be in accordance with the MTM Overhead Line Electrification Standard. 22 Electrolysis Mitigation 22.1 The electrolysis mitigation system shall be designed and constructed to protect the railway and third party underground assets of the metropolitan area. The electrolysis mitigation system shall be to the requirements of the Victorian Electrolysis Committee The system shall be compatible with the operation of modern trains with full regenerative braking across the Melbourne Metropolitan railway The existing classes of braking trains will produce a voltage at the train of 1850V maximum. In future with new rolling stock, the regeneration voltage will be lifted to 2800V The output voltages at each traction substation shall be set by MTM to optimise the traction supply. Specific substations may be fitted with either two or four quadrant controlled rectifiers The practice of setting the rectifier output voltage to optimise electrolysis mitigation will not apply once alternative arrangements acceptable to the Victorian Electrolysis Committee are in place. PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 15 of 16

17 22kV Supply 22kV Supply UPS UPS 3.3kV 3 Phase, 3 wire NO NC NO NC 110V 110V 110V 110V 110V UPS 110V 400/230V Track Side Minor station with essential loads Track Side 400/230V Track Side Substation 1 110V Major station with essential loads Substation 2 PRINTOUT MAY NOT BE UP-TO-DATE; REFER TO METRO INTRANET FOR THE LATEST VERSION Page 16 of 16