Sydney Light Rail

SYDNEY LIGHT RAIL PROJECT
Presentation to the
Bruno PETIN
28 April 2016
Agenda
1. Introduction
2. Project Overview and Organisation
3. Focus on System Engineering
4. Focus on APS
5. Focus on HESOP
6. Focus on Citadis X05
7. Focus on EMC Studies
8. Focus on Sustainability
9. Other Engineering Challenges
© ALSTOM 2015. All rights reserved. Information contained in this document is indicative only.
No representation or warranty is given or should be relied on that it is complete or correct or will apply to any particular project.
2 This will depend on the technical and commercial circumstances. It is provided without liability and is subject to change without notice.
Reproduction, use or disclosure to third parties, without express written authority, is strictly prohibited.
Agenda
1. Introduction
4. Focus on APS
5. Focus on HESOP
Project Overview and Organisation
Sydtrack Design Operations &

& Construct JV Maintenance
Civil Works Rolling Stocks

and Systems
Maintenance
4
Sydtrac - Acciona and Alstom
 Acciona has been operating in Australia since 2002. Globally it has approx. 32,000
employees in 30 countries and is headquartered in Madrid, Spain
 Acciona’s capabilities are focused globally on engineering, financing, constructing and
operating solutions. Its core businesses include:
• Renewable Energy
• Water
• Infrastructure
 Alstom has a presence in over 60 countries with approx. 32,000 employees worldwide.
 Global leader in rolling stock manufacturing and rail infrastructure
 Alstom specialise in:
• The TGV high speed train
• The Tilting Pendolino trains
• Citadis trams
• Hi-tech Metropolis metro trains and world leading signalling technologies
5
Scope of works
 12 km :
• Central : 6 km (CBD +
Central to
Robertson Road Junction)
• Two 3 km branches :
 Randwick
 Kingsford
 10 Substations
 2 x 1600 m of APS
 Depots :
• Stabling – Randwick
• Depot – Rozelle (on IWLR)
 One integrated OCC (for
both CSELR – IWLR)
 60x Citadis 305 in double
units
6
A small video from TfNSW
7
Agenda
1. Introduction
4. Focus on APS
5. Focus on HESOP
System Engineering – How do we size a System?
Performance Requirements
PPHPD
Frequency
Simulate and Size the Choice of the vehicle

Power system Capacity&Frequency Couple
Sizing the fleet Simulate the travel Time
CSELR – Normal Operation
 Normal operation consists of two services :

• Between Circular Quay and Randwick
• Between Circular Quay and Kingsford
 Capacity requested :
• 9000 pphpd in the common trunc
• 4500 pphpd on each branch
Univ. High Street

Royal Randwick
Randwick Terminus SS
Marting place SS
Randwick race course SS

Lang Road SS
Hay street SS
Randwick
Circular Quay
Queen Victoria
Proposed new bridge 21+180

Central Station
Grosvenor Street
World Square
Town Hall
Moore Park
Surry Hills
Chinatown
Wynyard
Rawson
High Street SS 31+830

Stabling
Kingsford
Wire-free (APS)
Todman
Carlton Street
Strachan Street
Univ. NSW Anzac
Olivia Garden SS
Anzac Parade SS
Chalmers street SS
To existing IWLR
Circular Quay SS
Sydney
10
LRT – BoId220628 – Architecture review Rev A
This will depend on the technical and commercial circumstances. It is provided without liability and is subject to change without notice.
CSELR – Special services
 Special services are identified as follow :

• In addition to Normal Operation :
 Central station and Moore Park – 10800 pphpd
 Central station and Royal Randwick Racecourse – 7500 pphpd
• Without other operation :
 Central station and Moore Park – 13480 pphpd
Univ. High Street

Royal Randwick
Randwick race course SS

Lang road SS
Randwick
Hay street SS
Randwick Terminus SS
Marting SS
Circular Quay
Queen Victoria
Proposed new bridge 21+180

Central Station
Grosvenor Street
World Square
Town Hall
Moore Park
Surry Hills
Chinatown
Wynyard
Rawson
High Street SS 31+830

Stabling
Kingsford
Wire-free (APS)
Todman
Carlton Street
Strachan Street
Univ. NSW Anzac
Olivia Garden SS
Anzac Parade SS
Chalmers street SS
To existing IWLR
Circular Quay SS
Sydney
11
LRT – BoId220628 – Architecture review Rev A
Crushing the numbers
 9000 PPHPD = Capacity of the Tram x Number of trams per hour
>=3 Min in
Trams
Capacity >=
9000/(60/3) = 450
Passengers
Choice of the right Vehicle
WITH CITADIS X05
24M VERSION
(2.40 m only) (CITADIS 205)
32 TO 37M
VERSIONS
233 x 2 (CITADIS 305)
= 466>450
(2.40 m only)
(2.40 m only)
43 TO 45 M
VERSIONS
(CITADIS 405)
Simulating the speed profile and Travel time with Muesli
Power Supply
Alignment Speed limits
Other (Noise and

Rolling Stock Vibration,…)
LSD
Software
• Design of Speed diagram Bridge
• Alignment and Speed Diagram transfer
to MUESLI
• Collection of Train Speed from MUESLI
• Display of all main line key information
in a single comprehensive layout.
Simulating the speed profile and Travel time with Muesli
Stations names Crossroads and APS Train Speed

Altitudes Gradients Curves Substation
and locations shared zone Zone Speed Diagram
Sizing the Fleet
Round Trip time = Travel Time A to B + Travel Time B to A + Turnback

time at A + Turnback time B
Fleet Requirement = Round Trip Time / Headway
Fleet Size = Fleet Requirement + Hot Spare + Maintenance allowance
For SLR :
Round Trip Time = 88min on each branch
Headway = 8 min start (6 min 30 s ultimate) on each branch
Fleet requirement = 11 per branch
Fleet size = 2 x 11 + 3 = 25 (30 ultimate)
Sizing the Traction Power supply system
Power supply architecture definition

 Simulations with ELBAS software
 Optimization of Power Scheme
 Analysis of HESOP performance
Simulate to optimize architecture
To Achieve this via recurrent design
Agenda
1. Introduction
4. Focus on APS
5. Focus on HESOP
Wireless trams : no overhead contact line
Tramway Al Safooh – 04/09/2008 Slide 20
20
APS projects locations
Reims
Dubaï Reims
Bordeaux
Angers
Tours
Cuenca
Orléans Rio
George street in a couple of years
Catenary-less solutions: 3 steps to choose
Recommended solution: APS

Very hot temperature Reason: behavior and reduced life time of on-board energy
1.
storage solution with very high temperature
PROJECT
LOCATION Nordic countries
Recommended solution: full on board autonomy
with hard winter conditions
Reason: avoid de-icing product and ice cleaner necessary
with APS or other system with collecting shoe
2. Severe slopes or long stops Recommended solution: APS or APS with on-
SPECIFIC
due to traffic jams board supercap
PROJECT Reason: on-board solutions cannot cope with huge amount
REQUIREMENT of energy
If solution not defined

after steps 1 & 2, Smaller the fleet size and long catenary-less
all solutions are feasible section: on-board technology is the best solution
3.
CAPEX
AND OPEX
Big fleet size and short catenary-less section:
COSTS APS technology is the best solution
ANALYSIS
APS basic principles: Movie
APS – Simplified architecture
Conductive segments Tram Power boxes
Running rail
APS rail
Running rail
+Va
Current
0Vr return
Safety line emitter

Cable ducts or APS
Safety line + Auxiliary PS + supervision rail
APS APS
Interlocking connexion to 0Vr
Sub-station Half section Half section Sub-station

controlled by left sub-station controlled by right sub-station
APS MAIN COMPONENTS
On-board equipment
Battery Cubicle Main Switch Cubicle
- Allows train motion in case of - Allows switching the power source

loss of power on the APS rail from APS rail to OHW or Battery
- Includes a battery charger 6 - Includes the APS safety emitter

kVA and the battery (15 A.h)
Collector shoe Brush
- Collect the traction current from - A bumper to eject objects such cans
the APS rail (physical contact)
- A brush to clean the rail from sand
- Include the APS coded signal and smaller objects
antennae
Reproduction, use or disclosure to third parties, without express written authority, is strictly prohibited. Strictly Private & Confidential 26
APS MAIN COMPONENTS
Mechanical equipment (installed by CW)
• APS rail
− Insulated support frame (rubber beam)
− Conductive segment
− Neutral zone
Neutral zones
APS Conductive segment
APS rail unit 11m (min 7m)

3m 8 m (min 4m)
• Branching box / Box for Junction
− Box for Junction ensures mechanical connection between two APS rails.
− Branching box ensures the same functions as a BJ but also ensures connections to the electrical equipment
inside the APS manhole.
BR/BJ
© ALSTOM 2015. All rights reserved. Information contained in this document is indicative only. Neutral zone
APS MAIN COMPONENTS
Electrical equipment
• APS cabinet
− Installed inside each APS Traction Power Substation and interfacing with the
High Speed Circuit Breaker.
• APS power box

− Located in the APS manhole and supplying one or two APS conductive
segments.
• APS rail antenna

− Detection loop connected to the PB are embedded in the APS rail support
frame in order to receive the coded signal sent by the tramway.
• Cables
− Feeders cables and positive equipotential boxes,
− MFC cables (Safety line + 230Vac + Communication),
− 0vr cables,
− Antenna cables,
− Safety interlocking line between APS cabinets in TPS
• End of line emitter

− Supply and monitor the safety line.
APS MAIN COMPONENTS
Mechanical equipment (installed by CW)
• APS manhole
− Pit installed along the track which contains APS trackside electrical equipment.
• APS turnout
− Specific APS parts designed to fit
with turnout configuration.
APS basic principles: Summary
22m
 The tram is powered through two collector shoes sliding on a third rail (APS rail).
22m
 The standard APS rail is segmented every 11m: 8m conductive segment / 3m neutral zone.
 Spacing between collector shoes is slighlty higher than 3m:

 At least one collector shoe is in contact with the conductive segment.
 No power loss while crossing 3m long standard neutral zones.
APS Collector shoes

22m
 The tramway sends a coded signal to the ground to announce its presence.
 The tramway safe detection is managed by an electronical unit called « Power Box ».
 Once the tramway is safely detected, the conductive segment potential is set to 750V by the Power Box.
 After the tram passage, the segment is connected to the running rail potential by the Power Box.
 Tramways are 33m long, covering every powered segments.
What is APS main Engineering Challenge?
Safety
Is it safe when it rains?
Safety
Safety
APS basic principles: APS Rail segments
APS Basic Principle: Power Moving Bloc
Both collector shoes are on the same conducting segment

Return current via the running rail
Presence detection loop detects both presence detection signals generated at the level of the collection shoes
The leading collector shoe leaves the active conducting rail

The trailing collector shoe is still on the conducting rail and supplies power to the tram
The leading collector shoes activates the detection loop of the next APS zone
The associated contactor in the APS box is closed at no load
The next conductive segment is energized at no load
As the leading collector shoe reaches the energised conducting segment, power flows from the power box to the tram through both shoes
The rear collector shoes leaves the rear conducting segment that stays energized as the rear shoe is still over the
associated conducting segment presence detection loop
Power flows only through the leading brush
The detection loop associated to the rear segment no longer detects the rear shoes
The loss of detection signal triggers the closing of the associated contactor at no load.
The rear conducting segment is no longer powered and is connected to the running rail
The tram still protects the segment
Both collector shoes are on the same conducting segment

Presence detection loop detects presence both detection signals
APS embedded safety
APS system has been designed to:

• ensure a full safety when an unwanted event occurs.
• maintain the operation in most of the cases.
OK OK OK KO OK OK OK OK
APS embedded safety : Nominal mode
Each Power Box continuously and safely

checks its connection to the running rail
potential (OVr).
Use of static relays (no risk of spontaneous

closure)
OK OK OK OK OK OK OK OK
APS embedded safety : Nominal mode
A Power Box not connected to the running rail potential (Ovr) when the tramway is
detected (safety detection) is a nominal mode.
OK OK OK KO OK OK OK OK
APS embedded safety: Unwanted event management
A Power Box not connected to the running rail potential when the tramway is not anymore detected is an
unwanted event.
The unwanted event is immediately reported upstream to the APS cabinet in the substation.
OK OK OK KO KO OK OK OK
The total section is unpowered and set in a safe status.
While no energy is available from

the APS rail, auxiliaries are fed by the APS
on-board battery
OK OK OK KO KO OK OK OK
Automatically, the static relay inside the Power Box switches to the running rail potential and is locked in this
position. This status is called “Power Box isolated”.
While no energy is available from

the APS rail, auxiliaries are fed by the APS
on-board battery
OK OK KO OK OK OK
OK OK
 The electrical section is then re-energised to the 750V.
 The operation resumes with an isolated power box.
Unpowered area
OK OK KO OK OK OK
OK OK
 Next trams will proceed on momentum with auxiliaries supplied by battery on this isolated Power Box until
its replacement.
Unpowered area
KO OK OK OK OK OK
OK OK
its replacement.
Unpowered area
OK KO OK OK OK OK
OK OK
its replacement.
Unpowered area
OK OK OK OK OK OK
OK OK
 Next trams will proceed on momentum with auxiliaries supplied by battery on this isolated Power Box until its
replacement.
 As soon as the train is back on an powered segment, it switches automatically back to APS mode.
Unpowered area
OK OK KO OK OK OK
OK OK
 If a train is stopped in a de-energised area, the driver can use the battery for traction to exit the critical area
(degraded mode)
Unpowered area
OK OK KO OK OK OK
OK OK
APS remains safe with waterlogged platform
 Measurement performed on  Test Area Set-up

different type of :
• Dry asphalt
• Wet asphalt
• Wet Grass
• Etc…
Fogging near the APS rail

Result on wet asphalt and 40g/l salt (equivalent sea water)
> 120V = Red zone

90 to 120V = Yellow zone
60 to 90V = Green zone
< 60V = Light blue zone
Simulation with 2cm of some water (Drinkable or salty)
Other simulations with :

• 15cm of some water
• Insulated ground
• 10cm of drinkable water 9.5 W.m

• Conductive ground 100 W.m
• Underground 0V at -20cm
Agenda
1. Introduction
4. Focus on APS
5. Focus on HESOP
A small Video on HESOP
What is HESOP?
Definition
 An advanced reversible substation with a single converter both rectifier & inverter
 For DC networks from 600V to 1500V and from 900kW to 4MW (urban & suburban)
Main advantages :
• To capture recoverable energy in braking mode
• To provide dynamic voltage regulation to optimize power use in traction mode
What is HESOP?
How is Energy lost?
 During braking, electric motors in a train behave like generators, transforming

movement into electricity, or 'braking energy‘
 Some of this energy is used by the train itself and by trains running nearby,
but the rest is lost.
Brake resistors
Braking energy dissipated into the on-board resistors

What is HESOP?
Different Architecture
Classic substation HESOP substation

High Voltage High Voltage
Circuit Breaker Circuit Breaker
Transformer Transformer
Including AC filters
Diodes IGBT
rectifier Converter
Including coupling
contactor
Isolation
Disconnector
Rail OCL
Rail OCL
IGBT : Insulated-Gate Bipolar Transistor
• No energy recovery • 99% braking energy recovery

• No traction optimization • Traction optimization
Why HESOP is adapted to Sydney
SLR = High Capacity System Very High Sustainability

HESOP Optimises the use of Target
substations Good for OPEX
Reduced Reduced
~ 20 Less substations
Infrastructure Energy Low Harmoniscs
Costs consumption
HESOP
Low Harmoniscs
99 % Braking energy Environmentally Optimized Voltage Regulation
recoverable
friendly operation
Reduced Harmonics, in line
with Ausgrid requirements
Very High Sustainability
Reduced susceptibility to AC
Target
voltage fluctuation
Re-Generation TfNSW
Reduced use of Mechanical
requirement
brakes
Agenda
1. Introduction
4. Focus on APS
5. Focus on HESOP
X05 : A LITTLE VIDEO
Citadis2200
More than : les références
Citadis sold worldwide with 1700 in service
FRANCE EUROPE
22 cities – 1005 trams Barcelona – 41 trams
Dublin – 73 trams
Jaen – 5 trams
AFRICA
Kassel – 28 trams
Algiers – 41 trams
Madrid – 47 trams
Casablanca – 124 trams
Murcia – 11 trams
Constantine – 51 trams
Nottingham – 22 trams
Mostaganem – 25 trams
Rotterdam – 113 trams
Oran – 58 trams
St Petersburg – 4 trams
Ouargla – 23 trams
Tenerife – 26 trams
Rabat – 44 trams
The Hague – 72 trams
Sidi Bel Abbes – 30 trams
Tunis – 55 trams
ASIA
MIDDLE EAST Shongjiang – 30 trams
Dubai– 11 trams
Istanbul – 37 trams
Jerusalem – 46 trams
Lusail - 35 trams
SOUTH AMERICA AUSTRALIA

Cuenca – 14 trams Adelaide – 6 trams
Rio de Janeiro – 32 trams Melbourne – 41 trams
Buenos Aires – 1 tram Sydney – 60 trams
X05 IN SYDNEY – WHAT IS SPECIFIC?
Fireprotection:
Carbody : Passenger areas with Smoke detection
HVAC : high performance Cabin and 5 passenger cars, low floor
Passenger area units 6 double doors per side
High Capacity:
Operation in double unit
68 m long
>450 passengers Accessibility
Inductive loop in suspended modules Traction System :
Compliance with Disability Standards for Compatible for
accessiblepublic transport -OHW / pantograph
-APS / track captation
X05 SYDNEY – DETAILED LAYOUT
AW3 Load (4p/m²) AW4 Load (6p/m²)

Passenger
Seats Surface Area Standees Total Standees Total
(m²)
Tip-up
seats Up 48 46.25 185 233 277 325
position
Tip-up
seats Down 60 42.79 171 231 256 316
position
HOW DOES IT LOOK LIKE INSIDE?
HOW DOES IT LOOK LIKE INSIDE?
EXTENSIVE 3D MODELLING USE
NOT ONLY FOR THAT
BUT ALSO FOR THAT
• SPACE PROOFING
• ACCESSIBILITY
• CONSTRUCTION SEQUENCES
• MAINTAINABILITY
• ERGONOMICS
• VALIDATION
DYNDYNAMICCRASH
CRASH MODELLINGAMIC
DYNAMIC MODELLING IN 3D
OTHER USE OF NEW TECHNOLOGIES
HIGH-TECH 3D MODEL? NOT EVERYTHING
NOTHING REPLACES A LITTLE BIT OF HANDS-ON ACTIVITIES…
HUMAN FACTORS INTEGRATION
Depreparation
proposed to be
Operating
moved to Zone 2
Odometer Time meter

Safety Loop
 Door Safety Loop Isolation Deadman

Direct power
supply
IsolationReserve
Control proposed Tram Depreparation

to be moved to
Zone 2
Panto lowering
APS shoe raising Rollback detection
Isolation
Reserve
Obstacle Detection
Isolation
APS Traction
Inhibition Leading Vehicle Trailing Vehicle

Isolation Brake Isolation Brake Isolation
Towing Pushing
Reserve Reserve Reserve Reverse Driving
Reserve
Brake
Isolation
Presentation title - 11/12/2015 – P 17

© ALSTOM 2013. All rights reserved. Information contained in this document is indicative only. No representation or warranty is given or should be relied on that it is complete or correct or will apply to any particular project. This will depend on the technical and commercial
79 Thiswithout
circumstances. It is provided willliability
depend on tothe
and is subject technical
change without notice.and commercial
Reproduction, circumstances.
use or disclosure It is written
to third parties, without express provided without
authority, is liability and is subject to change without notice.
strictly prohibited.
HUMAN FACTORS INTEGRATION
Proposed move from Zone

2. Requires consideration
AC Plug added to for functional group
minimise Driver
distraction
Recommendation
to cover all
controls
Presentation title - 11/12/2015 – P 18

© ALSTOM No
2013. All rights reserved.
representation Information
or warranty contained
is given in this
or should document
be relied is indicative
on that only. No
it is complete representation
or correct or warranty
or will apply to anyisparticular
given or should
project.be relied on that it
80
is complete or correct
This or will apply
will depend to any
on the particular
technical andproject. This will
commercial depend on the
circumstances. It technical andwithout
is provided commercial circumstances.
liability and is subjectIt to
is change
providedwithout
without notice.
liability and is
subject to change without notice.
Reproduction, use orReproduction,
disclosure touse orparties,
third disclosure to third
without parties,written
express withoutauthority,
express written authority,
is strictly is strictly prohibited.
prohibited.
HUMAN FACTORS INTEGRATION- THE RESULT ON
THE DRIVER’S DESK
Zone 3
Zone 2
Zone 1
Zone4
Floor Pedals
Zone 5
Presentation title - 11/12/2015 – P 13

© ALSTOM No
2013. All rights reserved.
representation Information
or warranty contained
is given in this
or should document
be relied is indicative
on that only. No
it is complete representation
or correct or warranty
or will apply to anyisparticular
given or should
project.be relied on that it
81
is complete or correct
This or will apply
will depend to any
on the particular
technical andproject. This will
commercial depend on the
circumstances. It technical andwithout
is provided commercial circumstances.
liability and is subjectIt to
is change
providedwithout
without notice.
liability and is
subject to change without notice.
Reproduction, use orReproduction,
disclosure touse orparties,
third disclosure to third
without parties,written
express withoutauthority,
express written authority,
is strictly is strictly prohibited.
prohibited.
Agenda
1. Introduction
4. Focus on APS
5. Focus on HESOP
ENGINEERING CHALLENGE – PROXIMITY OF UNSW
AND PRINCE OF WALES HOSPITAL
CONTEXT: UNSW EM SENSITIVE BUILDINGS
Buildings
containing EM
sensitive
equipment
CONTEXT: PRINCE OF WALES HOSPITAL EM
SENSITIVE BUILDING
Buildings
containing EM
sensitive
equipment
FOREWORD ON THE MAGNETIC PERTURBATION
Radiofrequency (RF) and extremely low frequency (ELF) are the two main forms of EM Fields
FOREWORD ON THE MAGNETIC PERTURBATION
• The Magnetic perturbation generated by the tram is caused by:
− The local distorsion of a magnetic field (earth magnetic field) by a

ferromagnetic object (Steel parts of the LRV)
− The generation of a magnetic field by the electric equipment (current

through feeder cables, injection cables, OCS, LRV, rails)
PRINCIPLES OF EMC COMPATIBILITY VERIFICATION
Example of a sensitivity
graph
DEALING WITH EARTH FIELD DISTURBANCE
• A moving metallic object is locally disturbing the earth magnetic field

=> metallic parts of a LRV should be reduced to a minimum
In SLR Project, the steel mass of a

LRV is about 20t spread along 33,4m.
Most of the frame is made of
Aluminium.
Bogies constitute local mass

concentration.
4350 3300 4350

Kg Kg Kg
More than half of the tram mass is not ferromagnetic
• The low steel density LRV (compare

to road vehicle) significantly reduces
the geomagnetic perturbation.
=> confirmed by measurements

(November 2015)
• @7m from the track, the perturbation

is similar to that of a bus at 10m.
* Measurements performed in Reims at night between the

30/11/2015 & 01/12/2015 on an equivalent LRV.
Convoy moved at 15km/h
• @21m from the track, the

perturbation is negligible*
* Measurements performed in Reims at night between the

30/11/2015 & 01/12/2015 on an equivalent LRV.
Convoy moved at 15km/h
REDUCING THE DC MAGNETIC FIELD
MAIN PRINCIPLES/IDEAS
• REDUCTION OF THE OVERALL IMPEDANCE OF THE TRACTION

NETWORK:
• LESS IMPEDANCE = LESS LOSSES = LESS CURRENT FOR
SAME POWER
• REDUCTION OF THE SIZE OF THE FIELD EMITTING LOOP

• GREATER DECAY RATE OF THE FIELD.
REDUCING DC MAGNETIC FIELD
• Normal design : 1 injection every 300m Summary of the EM Perturbation

@10m
EM perturbation on normal section :

100
• Enhanced design : 1 injection every 30m Summary of the EM Perturbation

@10m
−Feeder Pole every 30m
−Feeder Box every 30m - 28% EM perturbation on normal section :
100
−Injection Cables every 30m EM perturbation with injection every 30m :
−Additional Traction fault equipment 72
−Additional Surge Arrestor
• Enhanced design : More feeder cables Summary of the EM Perturbation

@10m
−2 additional 400mm² Cu feeder cables
EM perturbation on normal section :
=> reduction of the resistance - 39% 100
EM perturbation with injection every 30m :

72
EM perturbation with added feeder cables :

61
• Enhanced design : Crossbonds every 30m Summary of the EM Perturbation

@10m
−Track crossbond every 30m
−OCS crossbond every 30m EM perturbation on normal section :
100
=> Total equipotentiallity of the rails & OCS - 47%
EM perturbation with injection every 30m :
72
EM perturbation with added feeder cables :

61
EM Perturbation with crossbonds every 30m :

53
RESULTS AT 10 M
100
53
RESULTS AT 20 M
100
31
Agenda
1. Introduction
4. Focus on APS
5. Focus on HESOP
SLR - Sustainability requirements
 52 credits
 3 levels for each credit

 23 Compulsory initiatives
 Objective: Excellent - 65/100
 208 Discretionary initiatives
 Objective: Gold – 80/100
 17 pages document
 Requirements to comply with

other standards:
• ISO 14040, 14064
• AS 5334-2013
• BS 8903
• ISCA
• SDG
Climate change
• 1st project requesting analysis to demonstrate resilience to climate change of proposed equipment and infrastructure
Heatwave events across NSW actual and projections
Actual data: 1990 - 2009 Near future: 2030 Far future: 2070
Maximum duration (days) across all heatwave
events
Source: heatwaves climate change impact snapshot
=> Tram system designed to withstand outside T°> 40°C (infrastructure and equipment resistance , HVAC dimensioning)
and even >50°C in degraded mode
Reducing project energy & carbon footprint
• Monitoring, reduction and use of renewable energy
 SLR target: energy requirements reduced by 15-25% vs. business as

usual (level 2 of 3 in ISCA dedicated category)
 Achievable for Systems thanks to:
• Citadis X05 generation
Target: -15 to 25%
• Permanent magnet motor
• HESOP system
 Civil work footprint reduction:

• Use of recycled materials:
- Aggregate
- Concrete
• Substitution of 30% of cement
 Other:
• 150 kW solar panels on depot roof
Limiting water use
• Monitoring, reduction and use of non potable water
• Target: 80% of water for the wash machine to be collected, recycled and reused
• Water will be mostly harvested rainwater

Agenda
1. Introduction
4. Focus on APS
5. Focus on HESOP
Flooding issues
Extensive 3D flood modelling used on the project. A feast of

Engineering! And a real technical challenge.
Courtesy of
Utilities
Finding a place for the SLR infrastructure is a challenge !
Courtesy of
Take-Away
• SLR project is an Engineering Feast with Innovation at all levels

−APS system in CBD
−HESOP traction power system
−Latest development of Citadis
−Extensive use of 3D modelling
−Sustainability engineering to a state-of-the art level
• New disciplines of engineering emerge in our activity (Dynamic modelling, 3D, Virtual reality, etc)
• There is a fantastic opportunity for all sorts of people with different background to bring
something in the world of Transport engineering
Thank you for your attention
Any Question?

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SYDNEY LIGHT RAIL PROJECT

2. Project Overview and Organisation

3. Focus on System Engineering

6. Focus on Citadis X05

7. Focus on EMC Studies

9. Other Engineering Challenges

2. Project Overview and Organisation

3. Focus on System Engineering

6. Focus on Citadis X05

7. Focus on EMC Studies

9. Other Engineering Challenges

Sydtrack Design Operations &

Civil Works Rolling Stocks

2. Project Overview and Organisation

3. Focus on System Engineering

6. Focus on Citadis X05

7. Focus on EMC Studies

9. Other Engineering Challenges

Simulate and Size the Choice of the vehicle

Sizing the fleet Simulate the travel Time

 Normal operation consists of two services :

Univ. High Street

Randwick race course SS

Proposed new bridge 21+180

High Street SS 31+830

 Special services are identified as follow :

Univ. High Street

Randwick race course SS

Proposed new bridge 21+180

High Street SS 31+830

 9000 PPHPD = Capacity of the Tram x Number of trams per hour

WITH CITADIS X05

Other (Noise and

Stations names Crossroads and APS Train Speed

Round Trip time = Travel Time A to B + Travel Time B to A + Turnback

Fleet Requirement = Round Trip Time / Headway

Fleet Size = Fleet Requirement + Hot Spare + Maintenance allowance

Power supply architecture definition

Simulate to optimize architecture

2. Project Overview and Organisation

3. Focus on System Engineering

6. Focus on Citadis X05

7. Focus on EMC Studies

9. Other Engineering Challenges

Recommended solution: APS

If solution not defined

Conductive segments Tram Power boxes

Safety line emitter

Sub-station Half section Half section Sub-station

Battery Cubicle Main Switch Cubicle

- Allows train motion in case of - Allows switching the power source

- Includes a battery charger 6 - Includes the APS safety emitter

Collector shoe Brush

Mechanical equipment (installed by CW)

APS rail unit 11m (min 7m)

• Branching box / Box for Junction

• APS power box

• APS rail antenna

• End of line emitter

Mechanical equipment (installed by CW)