EPS-02000 Traction Power Distribution System

Metrolinx Electrification Project
Metrolinx Contract No. RQQ-2011-PP-032

Metrolinx Project No. 109503
Electrification Performance Specification

EPS-02000 Traction Power Distribution System
Final Version
Document Reference No. PB 1011

April 4, 2014
Submitted to:
Metrolinx
Submitted by:
ELECTRIFICATION PERFORMANCE SPECIFICATIONS
Final Version – April 2014
Revision History
Date Version Purpose

March 3, 2012 1 First issue as stand-alone document.
June 15, 2012 2 Update based on Metrolinx Submittal Review
Oct 3, 2012 3 Update based on Metrolinx Submittal Review
Update based on Metrolinx comments ME-20-00111-GA-
Nov 2, 2012 4
12
Dec 10, 2013 5 Update based on Metrolinx Submittal Review
April 4, 2014 Final Update based on Metrolinx Submittal Review
Parsons Brinckerhoff Halsall Inc.

2300 Yonge Street, 20th Floor
Toronto, Ontario M4P 1E4
Canada
TABLE OF CONTENTS
1. Purpose........................................................................................................................ 4
2. Scope ........................................................................................................................... 5
3. Reference Documents ................................................................................................. 6
4. Responsibilities ........................................................................................................... 7
5. General Requirements ................................................................................................. 8
5.1 General Criteria ................................................................................................... 8
5.2 Design and Operational Speeds .......................................................................... 8
5.3 Climatic Data for OCS Design ........................................................................... 9
6. OCS Design Requirements ....................................................................................... 10
6.1 Load Cases ........................................................................................................ 10
6.2 OCS Conductors ............................................................................................... 10
6.3 Conductor Tensions .......................................................................................... 11
6.4 Contact Wire Height ......................................................................................... 12
6.5 Vehicle Assumption and Pantograph Information ............................................ 13
6.6 Pantograph Information .................................................................................... 14
6.7 Catenary Structure Location ............................................................................. 15
6.8 OCS Configuration ........................................................................................... 16
6.9 Catenary System Height ................................................................................... 17
6.10 Catenary Gradients............................................................................................ 17
6.11 Tension Length Limitations .............................................................................. 18
6.12 Overlap .............................................................................................................. 19
6.13 Staggers ............................................................................................................. 19
6.14 Hangers ............................................................................................................. 20
6.15 OCS Tolerances ................................................................................................ 20
6.16 Catenary Structures and Foundation ................................................................. 21
6.17 Catenary Station Arrangement .......................................................................... 26
6.18 Catenary Tensioning ......................................................................................... 27
6.19 Horizontal Clearance ........................................................................................ 28
6.20 Electrical Clearance .......................................................................................... 29
6.21 Safety Clearance ............................................................................................... 30
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6.22 Clearance to Vegetation .................................................................................... 30

6.23 Catenary Grounding .......................................................................................... 30
6.24 Catenary Section Insulators .............................................................................. 30
6.25 Switching Stations and Parallel Stations........................................................... 31
6.26 OCS Sectionalizing ........................................................................................... 33
6.27 Negative Feeders ............................................................................................... 33
6.28 Disconnect Switches ......................................................................................... 34
6.29 Phase Break ....................................................................................................... 34
6.30 Overhead Bridges.............................................................................................. 34
6.31 Underpass Consideration .................................................................................. 37
6.32 Public Protection at Overpasses ........................................................................ 39
7. Maintenance Facility and Yard OCS Design ............................................................ 42
7.1 Yard Catenary ................................................................................................... 42
7.2 Maintenance Facility OCS Arrangements ........................................................ 42
Appendix A: Standards ..................................................................................................... 43
Appendix B: Definitions ................................................................................................... 44
Appendix C: Abbreviations and Acronyms ...................................................................... 48
LIST OF TABLES
Table 1: Reference Documents ........................................................................................... 6

Table 2: Load Case ........................................................................................................... 10
Table 3: Conductor Particulars ......................................................................................... 11
Table 4: Conductor Tensions ............................................................................................ 12
Table 5: Contact Wire Gradients ...................................................................................... 18
LIST OF FIGURES
Figure 1: Vehicle Data ...................................................................................................... 14

Figure 2: Pantograph Diagram .......................................................................................... 15
Figure 3: Cantilever Structure for Single Track ............................................................... 22
Figure 4: Cantilever Structure for Double Track .............................................................. 23
Figure 5: Portal Structure for Multiple Tracks ................................................................. 24
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Figure 6: Portal Structure for Multiple Tracks with Cantilever ........................................ 24

Figure 7: Foundations for Pole and Guy Anchor .............................................................. 26
Figure 8: Balance Weight Assembly ................................................................................ 27
Figure 9: Fixed Termination ............................................................................................. 28
Figure 10: Back-to-back Cantilever Structure to Show Horizontal Clearance ................. 28
Figure 11: Section Insulator .............................................................................................. 31
Figure 12: Clearance Diagram for GO Standard Double Stack Freight ........................... 36
Figure 13: Clearance Diagram for GO Vehicle ................................................................ 37
Figure 14: Underpass Section for Double-Track .............................................................. 38
Figure 15: Underpass Section for Four Tracks ................................................................. 39
Figure 16: Bridge Protection Barrier ................................................................................ 41
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1. PURPOSE
Metrolinx intends to implement traction power electrification within Lakeshore and
Kitchener corridors. Studies have determined that this shall consist of a 1x 25 kV ac and
2x25 kV ac system delivering power to trains by means of an overhead contact system
(OCS), and collected by roof-mounted 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 EPS-02000 Traction Power Distribution System is to provide a broad
specification describing the traction power distribution system, hereinafter referred to as
Overhead Contact System (OCS) in this section, also includes paralleling and switching
stations, for Metrolinx Electrification including its performance, operational, and safety
requirements.
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2. SCOPE
The scope of this document includes the identification and description of the main design
requirements for the OCS. The OCS includes the aerial supply system that delivers 1x25
kV ac and 2x25 kV ac traction power from substations to the pantographs of Metrolinx
electric trains, comprising the catenary system messenger and contact wires, hangers,
associated supports and structures (including poles, portals beams and their foundations),
manual or motor operated disconnect switches, insulators, phase breaks, section
insulators, conductor termination and tensioning devices, down guys, and other overhead
line hardware and fittings.
Portions of the traction power return system consisting of the negative feeders and aerial
static wires, and their associated connections and cabling are addressed.
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3. REFERENCE DOCUMENTS
Metrolinx documents that contribute directly to the subject of OCS requirements are
listed in Table 1: Reference Documents. Established standards for electrified railways
and related topics relevant to the OCS 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

Date of
Document Title Issuer
Issue
GO Transit Design Requirements Manual (DRM) Mx Oct 2012
GO Electrification Study, Final Report, December 2010 Mx Dec 2010
DRM Heavy Rail, CI-0603-01, Figure 5.6.A – Clearance Envelope on All
Mx Oct 2012
Structures Over or Beside the Railway Tracks
DRM Heavy Rail, CI-0603-01, Figure 5.6.B – USRC Trainshed Minimum
Mx Oct 2012
Clearance Envelope
Metrolinx Electrification GO Transit Current and Future Projects for
Inclusion in the Conceptual and Preliminary Design, August 2012 – Version Mx Aug 2012
1.0
EPS-01000 – Traction Power Supply System Final Version PB April 2014
EPS-03000 – Grounding and Bonding Final Version PB April 2014
EPS-04000 – EMC/EMI Final Version PB April 2014
EPS-05000 – Signal System Compatibility Final Version PB April 2014
EPS-06000 – Operations and Maintenance Final Version PB April 2014
EPS-07000 – Maintenance Facilities Part 1 Final Version PB April 2014
EPS-07000 – Maintenance Facilities Part 2 Final Version PB April 2014
EPS-08000 – SCADA Final Version PB April 2014
EPS-09000 – Operation Control Centre Final Version PB April 2014
EPS-10000 – System Integration Final Version PB April 2014
EPS-11000 – System Assurance Final Version PB April 2014
EPS-12000 – Safety and Security Final Version PB April 2014

EPS-13000 – Sustainability Final Version PB April 2014
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4. RESPONSIBILITIES
It is the responsibility of all users of this document to:
 Develop detailed specifications and designs based upon the principles outlined in
this document;
 Support all design work with back-up calculations which shall be made available
to Metrolinx on request; and
 Inform Metrolinx in the event of any conflict between the contents of this
document and any other document produced for the Metrolinx Electrification
Project.
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5. GENERAL REQUIREMENTS
5.1 General Criteria
The OCS is the complete system necessary to deliver power from the power supply
equipment to the rolling stock through its pantograph, for the whole route of the project.
The design of the OCS shall be based on technical, economical, operational, and
maintenance requirements and shall be suitable for local climatic conditions. The
minimum and maximum system design temperature is estimated to be -40 to 44 ºC. The
OCS design shall be coordinated with the vehicle dynamic performance characteristics to
ensure that current collection is maintained within acceptable limits. The OCS shall also
accommodate the requirements of auxiliary systems associated with the rail car, such as
clearance envelopes, signalling systems, and communications system.
The OCS shall be designed for multiple pantograph operation at the full design speed,
with pantographs spaced in accordance with the specified train consists. The OCS shall
be designed to meet all operational criteria of the proposed vehicle and the vehicle-OCS
interaction for current collection as specified in American Railway Engineering and
Maintenance-of-Way Association (AREMA), Chapter 33.
Requirements of this performance specification are applicable to mainline, yard and
maintenance facility. For yard and maintenance facility specific requirements see Section
7 – Considerations for Yard and Maintenance Facility.
5.2 Design and Operational Speeds
Design of the OCS shall accommodate the maximum operational speeds of the Lakeshore
and Kitchener Corridors. The maximum operating speed is 95 mph on both the
Lakeshore Corridor and Kitchener Corridor. The maximum speed for the Lakeshore
Corridor is based on schematic diagrams from GO Transit Current and Future Projects
for Inclusion in Conceptual and Preliminary Design document and the maximum speed
for the Kitchener Corridor is based on the track diagram for Weston Subdivision
document.
For the operational speeds in the maintenance facility see EPS-07000.
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5.3 Climatic Data for OCS Design
The OCS design shall use the climatic data provided below. For specific load cases
developed for the Metrolinx project, refer to Table 2: Load Case.
Climatic data provided below are derived from CSA C22.3 No.1.
Maximum Temperature 44 °C
Minimum Temperature -40 °C
Maximum Wind velocity 90 kph
Maximum Wind velocity, during operation 130 kph
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6. OCS DESIGN REQUIREMENTS
6.1 Load Cases
Design of the OCS shall meet the design parameters developed for Metrolinx
Electrification considering climatic and operational requirements. Relevant load cases
are provided in Table 2: Load Case.
Table 2: Load Case
Temperature Wind Pressure Radial Ice Notes

Load Case Condition
2
°C °F N/m PSF mm in
OP1 Design 16 60 0 0 0 0
OP2 No ice 16 60 400 8 0 0
For messenger wire

-40 0 400 8 12.5 0.5
(see note in NO1)
OP3 Ice and wind
-40 0 400 8 3.1 0.125
Contact Wire 30%

OP4 Low temp, no wind, no ice -25 -10 0 0 0 0
Worn
CSA-C22.3 No.1,
NO1 C22.31 No.1 -20 0 400 8 12.5 0.5
Table 30: Heaving
Loading Area
NO2 High wind 16 60 766 16 0 0
NO3 High temp, no wind 43 110 0 0 0 0
6.2 OCS Conductors
Conductor particulars for the contact wire, messenger wire, static wire, and negative
feeder wire are provided in Table 3: Conductor Particulars.
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Table 3: Conductor Particulars

CONDUCTOR PARTICULARS MESSENGER WIRE CONTACT WIRE STATIC WIRE NEGATIVE FEEDER
SIZE 4/0 4/0 4/0 556.5 kcmil
MATERIAL COPPER COPPER ACSR ACSR
SOLID GROOVED
MAKE-UP 19 WIRES 6AL/1 STL 18AL / 1 STL
TROLLEY WIRE
TYPE HARD DRAWN HARD DRAWN PENGUIN OSPREY
AL 4.77 AL 4.46
STRAND DIAMETER (mm) 2.6797 -
STEEL 4.77 STEEL 4.46
OVERALL DIAMETER (mm) 13.41 12.243 14.3 22.3
2
CROSS SECTION AREA (mm ) 107 107.4 125 297
ASTM B8. CLASS B B47 B232 B232
WEIGHT (kg/m) 0.972 0.955 0.434 0.898
BREAKING LOAD (N) 42776 34512 37149 60951
MODULUS OF ELASTICITY (Pa) 1.17 X1011 1.17 X1011 7.86X1010 7.86X1010
o -6 -6 -6 -6
COEFFICIENT OF EXPANSION (/ C) 17 X10 17 X10 18.9 X10 18.9 X10
o
DESIGN TENSION (N) @ 16 C 20000 11000 8000 9000
ALLOWABLE WORKING LOAD (N) 25666 20707 22289 36571
Alternative conductor sizes can be used and shall be subject to additional analysis and
calculations and shall be reviewed by Metrolinx prior to proceeding with the detail
design.
6.3 Conductor Tensions
Tensions are calculated for various load cases for the contact wire, messenger wire, static
wire, and negative feeder wire. Load cases are provided in Table 2: Load Case and
indicative Conductor Tensions are provided in Table 4: Conductor Tensions.
The Conductor Tensions values can differ from the values indicated in Table 4:
Conductor Tensions, and based on the OCS design parameters, the value can be
increased. The increased values shall be based on the OCS dynamic analysis and
required design calculations and those shall be reviewed by Metrolinx prior to proceeding
with the detail design.
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Table 4: Conductor Tensions

Constant-Tension Fixed-Termination
Contact Messenger Contact Messenger
Static Negative
Wire Wire Wire Wire
Load Case Condition Wire Feeder
Tension Tension Tension Tension
kN kN kN kN kN kN
OP1 Design 11.0 20.0 8.9 13.3 8.0 9.0
OP2 No ice 11.3 20.1 9.2 13.5 8.5 10.4
- 28.1 - 21.3 16.4 25.8

OP3 Ice and wind
18.3 - 15.9 - - -
OP4 Low temp, no wind, no ice 11.7 21.0 9.5 14.2 15.4 24.7
NO1 C22.31 No.1 19.8 28.6 17.6 22.0 16.4 25.8
NO2 High wind 11.8 20.2 9.9 13.7 9.5 12.8
NO3 High temp, no wind 7.0 15.1 5.7 9.6 4.0 5.7
6.4 Contact Wire Height
The normal contact wire height for various alignment usages shall be:
1. 6961 mm (22.84 feet) at segregated right-of-way, at grade or elevated
sections, for GO Standard Double Stack Freight.
2. 5286 mm (17.34 feet) at segregated right-of-way, at grade or elevated
sections, for GO Transit Locomotive envelope.
3. Contact wire height at UP Express Spur: 5230 mm (17.16 feet)
4. Contact wire height at Union Station: TBD.
5. Contact Wire Height at Yard: Reference EPS-07000.
6. Contact wire height inside maintenance facility: Reference EPS-07000.
Contact wire height at supports shall take into consideration the effect from wire sag and
installation tolerances (both construction and maintenance), as well as the operating range
of the vehicle pantograph.
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Exception to these heights shall be addressed on a site-specific basis, and subject to

Metrolinx areview.
6.5 Vehicle Assumption and Pantograph Information
Vehicle data is required to calculate pantograph security, blow-off, catenary structure

span, vertical and horizontal clearance. Since the electric vehicles have not been
procured for the Metrolinx Electrification, there is not currently an adopted vehicle
specification.
In the absence of this information, this document is based upon characteristics of an
electric locomotive used in the Northeast Corridor, USA, which is expected to be typical
of the future Metrolinx locomotive. Figure 1: Vehicle Data provides general data for this
vehicle.
Electric Locomotive Class ALP-46A
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General Data
Track gauge 1435 mm / 4 ft 8.5 in
Clearance gauge AMTRAK
Type of vehicle Electric Locomotive
Railway system operator NJ TRANSIT (NJT)
Vehicle designation ALP-46A
Years of Commissioning 2009-2011
Technical Data
System voltage ac 25 kV/60Hz, 12kV/25 Hz
Train power supply 480V ac, 60 Hz, 3ph/1000kW
Wheelset arrangement Bo'Bo'
Drive system Fully suspended drive
Axle load 23 t / 50 706 lbs
Number of traction motors 4
Power at wheel rim 5.6 MW / 7500 hp
Dynamic braking effort at wheel rim 140 kN / 34 000 lbs
Maximum speed 201 km/h / 125 mph
Dimensions and Weights

Length over buffers 19 900 mm / 767.64"
Overall width 2 950 mm / 116.4"
Height over pantographs 4 489 mm / 173.73"
Distance between bogie centers 10 950 mm / 431.10"
Boogie wheel base 2 650 mm / 104.33"
Wheel diameter new 1 118 mm / 44.02"
Wheel diameter worn 1 046 mm / 41.18"
Mass of lococmotive 92 t / 202 822 lbs
Figure 1: Vehicle Data
6.6 Pantograph Information
The pantograph data are required to calculate pantograph security, blow-off, catenary
structure span, vertical and horizontal clearance. Since the electric vehicles including
pantograph have not been procured for the Metrolinx Electrification, there is not
currently an adopted pantograph characteristics. In the absence of this information, this
document is based upon characteristics of Brecknell Willis of equivalent pantograph
provided below.
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Manufacturer Brecknell Willis or equivalent

Model M 02680-01-L
Head mass 12kg
Effective dynamic mass of frame 15kg
Damping constant for head 0Ns/m
Frame damping (ascending) 95Ns/m
Frame damping (descending) 95Ns/m
Sliding friction in frame hinge 10N
Spring constant for head 3,000N/m
Static contact force 100N
Aerodynamic constant for head 0Ns2/m2
Coefficient of friction
(contact wire to head) 0.15
1194 mm
2006 mm
Figure 2: Pantograph Diagram
6.7 Catenary Structure Location
Catenary structure location is determined by the horizontal clearances and criteria for
span length. Criteria for span length and horizontal clearances shall be designed per
AREMA Chapter 33.
To determine the span length during OCS design, the designer shall consider the effects
of the following:
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1. OCS conductor blow off;

2. Contact wire height;
3. Contact wire stagger;
4. Contact wire mid-span offset;
5. Contact wire stagger effect on tangent track;
6. Contact wire deviation due to track movement;
7. Mast deflection due to imposed loading;
8. Vehicle dynamics;
9. Width and sway of the pantograph;
10. Track tolerances;
11. OCS erection tolerances; and
12. Pantograph security factor.
Vehicle roll into the wind shall be taken as equal to 50 percent of the maximum dynamic
roll value, in accordance with AREMA Chapter 33, Part 4 – Railroad Electrification
System. To minimize the possibility of harmonic oscillation in the catenary system, not
more than five equal spans shall be located successively. A span that is at least 10
percent shorter shall be inserted to minimize the possibility of any sympathetic
oscillation. Furthermore, in order to have effective distribution of loads on supporting
hardware, adjacent span length differences shall not be more than 25 percent.
The positioning of the catenary supports shall take into account the location of the rail
signals in order to ensure that they remain visible at all times to the train drivers. The
catenary supports shall also be coordinated with the signals to ensure that an approaching
train driver does not mistake a solid signal aspect for a flashing aspect due to the periodic
blocking of the signal by the catenary structures.
6.8 OCS Configuration
The mainline OCS system shall be a simple catenary, auto-tension system consisting of a
contact wire supported by hangers from a messenger wire. The maximum span allowed
for an auto-tension catenary shall be 65 metre (210 feet). In yards the OCS shall be a
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simple catenary, fixed-tension system. The maximum span allowed for a fixed-tension
catenary shall be 60 metre (195 feet).
At Union Station, where height is limited, a conductor rail or a catenary system (twin-
contacts) may be utilized instead.
The catenary system inside the maintenance facility shall be attached to the building
superstructure and its design coordinated with the shop designer and architect.
6.9 Catenary System Height
System height is the distance between the messenger wire and the contact wire. The
system height is one determining factor for calculating structure span. As a longer
structure span provides greater economy, where the aesthetic quality of the catenary is
not a determining factor, a nominal catenary system height of 1.2m (4.0 ft) shall be used.
6.10 Catenary Gradients
Catenary gradient is the rate at which the contact wire changes its height relative to the
track elevation, if the controlled of pantograph bounce and thereby the resulting arc is to
be avoided. Gradients in relation to track shall be based on the criteria in the following
table; these values shall be considered absolute, and not exceeded even after all OCS
tolerances have been applied:
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Table 5: Contact Wire Gradients

AREMA Table 33-4-7. Contact
Wire Gradients
Description Percent
Yard Conditions 2.30%
48 kph (30 mph) 1.30%
73 kph (45 mph) 0.80%
96 kph (60 mph) 0.60%
130 kph (80 mph) 0.50%
160 kph (100 mph) 0.40%
200 kph (125 mph) 0.30%
240 kph (150 mph) 0.20%
Over 240 kph (150 mph) 0.10%
The change in gradient from one span to the next should not exceed one-half of the value
stated above. (This does not apply to yards.) Grading of the contact wire shall take into
consideration absolute levels, where track grading may influence the absolute position
and behaviour of the wire. Under no circumstances shall grading of a wire beyond its
natural rise or fall limitations be permitted, as this would result in OCS/pantograph
performance issues that would have to be addressed in order to achieve compliant
acceptance.
6.11 Tension Length Limitations
The length of OCS wire located between anchors is defined as its tension length, or ½-
tension length if taken from the mid-point anchor. The wire length is governed by the
limitations imposed by the expansion and contraction due to temperature changes and the
system design chosen to accommodate this change while providing suitable tensioning of
the system. When defining the maximum tension length, particular attention must be
paid to the along-track movement and stagger change (constant tension system) as these
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factors could easily affect system and operational performance and therefore require a
shorter tension length. Overlaps between adjacent tension lengths shall be located and
wire anchoring shall be kept away from stations wherever possible to reduce the OCS
impact on aesthetics.
6.12 Overlap
At the interface between two tension lengths an overlap shall be installed. Overlap shall
be configured over three spans may be insulated or un-insulated depending on the
sectionalizing design. An insulated overlap electrically separates adjacent tension
lengths.
At the ends of each length, one set of conductors is taken out-of-running (not in contact
with the vehicle pantograph) connected to a balanced-weight assembly. The other set of
conductors, also connected to a balanced-weight assembly, is taken in-running (in contact
with the vehicle pantograph). The out-of-running and the in-running conductors shall be
installed side-by-side for one-span, and are profiled such that they are level for 3 m (10
ft.). The overlap span shall ensure the pantograph transitions smoothly from one tension
length to the other.
6.13 Staggers
The contact wire shall be displaced laterally (staggered) from the track centreline on both
tangent and curved tracks. Stagger is the deliberate lateral displacement of the contact
wire at each support to the left or right of the elevated track centreline. On tangent track,
the OCS is staggered primarily to achieve uniform wear of the pantograph collector strip.
On curved track, the wire offset displacement achieves tangent/cord construction
necessary for the straight wire catenary to negotiate the curve. Stagger for catenary on
tangent track shall be maximum 230mm (9 inches). Stagger for curved track shall be
maximum 300mm (12 inches).
Stagger sweep is the relative stagger difference between adjacent supports. The
maximum and minimum values to be applied determine evenness of wear of the
pantograph and promote good current collection. The minimum stagger sweep on
tangent track shall be 5 mm per metre (1/32 inch per foot) for standard spans, not
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including overlaps or sectioning spans. The maximum sweep shall be 20 mm per metre
(1/4 inch per foot) on tangent track.
6.14 Hangers
In an OCS, a hanger is a mechanical device installed at various locations in a span

between the messenger wire and the contact wire. The device is installed in various
lengths calculated to take into account the messenger wire sag while holding the contact
wire level. The hanger shall not be used as a conductive member; jumpers shall be used
for this function. The hanger may be a stainless steel rod design which contains a loop at
the messenger end which allows the contact wire to lift, without lifting the messenger
wire, as the pantograph passes the hanger location. The hanger may also be a flexible
strand type connected to the messenger and contact wires with clamps, with the hanger
flexing as the pantograph passes.
6.15 OCS Tolerances
The design and construction of the OCS shall incorporate the following construction
tolerances in relation to the design parameters. The design shall be capable of
functioning to all performance criteria incorporating the values given below. The values
given are not considered an exhaustive list but are considered as the fundamental criteria
for the OCS system.
Contact wire lateral alignment +/- 25 mm (1 inch)
Contact wire vertical alignment (at grade) +/- 75 mm (3 inches)
Contact wire vertical alignment + 25 mm (1 inch)
Messenger wire lateral displacement from CW +/- 50 mm (2 inches)
Messenger wire vertical alignment (at grade) +/- 75 mm (3inches)
Messenger wire vertical alignment + 25 mm (1 inch)
OCS pole position along track +/- 1000 mm (39 inches)
OCS pole position across track +/- 25 mm (1 inch)
OCS top of foundation level +/- 25 mm (1 inch)
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6.16 Catenary Structures and Foundation
Depending upon the location and type of catenary system, various types of supports shall
be required. Catenary structures, including, poles, portal structures, portal beams, and
foundation shall meet the requirements of Ontario Building Code (OBC), Ontario
Electrical Safety Code (OESC), CSA and AREMA standards, including recommended
safety factors.
Cantilevers
Cantilever support construction shall use hinged cantilevers supported on side or centre
poles.
The bracket used to attach the cantilever to the pole shall be fitted with hinge pins to
allow for the constant tension catenary along-track movement due to variations in
temperature.
The hinged cantilever shall also be used for the variable tension catenary system.
The registration arm shall allow free, unrestricted uplift of the pantograph, while
maintaining suitable mechanical clearance under all operating conditions. Cantilevers
shall be suitable for the loads imposed on them while being in keeping with Metrolinx
aesthetic objectives.
See Figure 3: Cantilever Structure for Single Track and Figure 4: Cantilever Structure for
Double Track.
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Figure 3: Cantilever Structure for Single Track
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Figure 4: Cantilever Structure for Double Track
Portals
At multiple track locations where cantilever frames are not practical, portal structures
should be used. Portal beams spanning more than four tracks may require truss-type
structures, depending on the loads from the catenary.
See Figure 5: Portal Structure for Multiple Tracks and Figure 6: Portal Structure for
Multiple Tracks with Cantilever.
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Figure 5: Portal Structure for Multiple Tracks
Figure 6: Portal Structure for Multiple Tracks with Cantilever
Page | 24
Poles and Foundations

OCS support poles shall be designed for local conditions and urban design requirements.
Side pole construction shall be preferred but centre pole construction (where track centre
spacing permits) is acceptable. Pole locations and design shall be coordinated with ac
feeder locations and track design.
Pole heights for each pole type shall be as uniform as practical, to limit the number of
required spares, but shall be based on a value of no more than 500 mm (20 inches) pole
height above the top mast bracket. Exceptions shall be considered only when a standard
pole height is deemed perceptibly inappropriate, on a case-by-case basis.
Poles shall support a simple constant tensioned catenary or a simple fixed tension
catenary. Pole finish shall be in accordance with Metrolinx design criteria. All poles,
except those on existing overpass or underground structures, shall be installed on
reinforced concrete foundations by means of embedded bolts. On bridges and viaducts
poles shall be supported by means of anchor bolts installed through the deck or cast into
piers. Poles shall be grounded by connecting the pole to a new static wire (ground wire)
connected to the pole.
Foundation design shall be coordinated with the track designers and underground
utilities, and shall meet all applicable structural, geotechnical, and other environmental
requirements. The design and construction of pole foundations and guy anchor
foundations shall conform to established geotechnical and structural engineering
practices, as well as applicable codes and standards. The foundations shall be reinforced
concrete and shall be capable of withstanding the design load imposed during installation,
operation, and maintenance. Foundations shall be designed to limit the total effect of
foundation rotation and pole deflection during train operating conditions to 50 mm (2
inches) at the contact wire level but in specific locations 40 mm (1.6 inches) shall apply.
Foundation and pole design shall not be based on balanced OCS loading as a permanent
condition, because construction and maintenance activities and sequencing may impose a
more onerous loading case.
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Figure 7: Foundations for Pole and Guy Anchor
6.17 Catenary Station Arrangement
OCS arrangements in stations will have to be adapted on a case by case basis during
future design phases in interface meetings between station architects and OCS engineers.
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6.18 Catenary Tensioning
Weights shall be used as the means of achieving the constant tension OCS system.
Balance weights in general should be located outside the poles providing constant tension
for the operating temperature range of the system. If weight stops are used, the
consequential hogging of the OCS system should be defined within the design and a
dynamic analysis should be performed to ensure adequate performance can be achieved
under the most onerous conditions such as maximum train speed, high wind and other
load cases identified in Table 4.
A use of midpoint anchors shall be allowed to prevent excessive movement towards
either of the balance weight assemblies.
The direct termination of a conductor under tension to a pole, beam or wall shall be
allowed at dead-ends.
See Figure 8: Balance Weight Assembly and Figure 9: Fixed Termination.
Figure 8: Balance Weight Assembly
Page | 27
Figure 9: Fixed Termination
6.19 Horizontal Clearance
Per AREMA Chapter 28, Clearances, the minimum clearance from centreline of track to
face of OCS poles shall be 2.547 metres (8 feet 4-1/4 inches), as indicated in Figure 10:
Back-to-back Cantilever Structure to Show Horizontal Clearance. This value shall be
increased on curve 25 mm per degree.
Figure 10: Back-to-back Cantilever Structure to Show Horizontal Clearance
Page | 28
6.20 Electrical Clearance
Per AREMA Manual Chapter 33, Part 2, Table 33-2-2, clearances shall be maintained
between energized parts of the OCS, vehicle to grounded structures, or ground parts of
the vehicle, as well as from ancillary conductors to ground structures.
Clearances between energized catenary and grounded structures or vehicles:
25 kV ac Static Passing
Normal Minimum 270 mm (10.5 inches) 205 mm (8 inches)
Absolute Minimum 205 mm (8 inches) 155 mm (6 inches)
For clearance between 25 kV negative feeders and energized catenary is 50 kV as the two
voltages are 180 degrees out of phase:
50 kV ac Static Passing
Normal Minimum 535 mm (21 inches) 410 mm (16 inches)
Absolute Minimum 410 mm (16 inches) 305 mm (12 inches)
Static clearance is the clearance between the catenary system and any grounded structure
when not subject to pantograph pressure.
Passing clearance is the clearance between the catenary system or pantograph and an
overhead structure or vehicle under actual operating conditions with the vehicle moving.
All design shall be based on the Normal Minimum as a starting point. Only a) in
circumstances where the Normal Minimum cannot be achieved, and b) with the
acceptance of Metrolinx, can the Absolute Minimum values be adopted.
Sag (droop) shall be considered in calculation of the clearance between the rolling stock
and the contact wire.
Page | 29
6.21 Safety Clearance
For safety, all conductor clearances shall meet the requirements of Canadian Standards
Association (CSA) C22.1 – Overhead System.
6.22 Clearance to Vegetation
Based on the requirements stipulated in European Standards (EN) 50122-1:2011 Clause

5.2.6, trackside vegetation shall be managed, such that there is no overhanging vegetation
and that a minimum clearance of 2.5 metres (8 feet) is maintained between the vegetation
and energized parts of the OCS at all times and under all climatic conditions.
6.23 Catenary Grounding
Catenary grounding requirements are provided in EPS-03000 Grounding and Bonding.
6.24 Catenary Section Insulators
The section insulator (SI) is a device installed in the catenary system for electrical
separation of two electrical feeds while allowing for the passage of a vehicle pantograph,
such as in a crossover between two adjacent tracks.
The SI is designed to take into account all of the required electrical clearances necessary
for the system voltage.
The SI shall consist of an insulator located in the messenger wire above an insulator
located in the contact wire immediately below it. The contact wire insulator is designed
to allow passage of a vehicle pantograph across it. To ensure continuous current
collection during the pantograph passage, the SI unit contains a side runner located on
each side of the unit; the side runners overlap. To ensure correct alignment of the unit,
adjustable hangers are installed from the messenger wire to the lower section of the unit.
The section insulator (see Figure 11: Section Insulator) shall be suitable for use on a
high-speed auto-tension catenary system. The section insulator shall accommodate
multiple pantograph passes at speeds from zero to the maximum operating speed.
Page | 30
Figure 11: Section Insulator
6.25 Switching Stations and Parallel Stations
Switching Stations (SWS)

General: The SWS interfaces the feeding sections of adjacent Traction Power
Substations (TPS). At SWS installations, electrical energy can be supplied to an adjacent
but normally separated electrical section during contingency power supply conditions.
For a typical layout of SWS, see EPS-01000 Traction Power Supply System.
Connection: The ac voltages on either side of any SWS shall usually be of different
phases, and even if the voltages have the same phase sequence, the angular displacement
may be different. Thus the SWS shall include a phase break. In normal operations the
phase break shall be open, isolating the two feed sections. Autotransformers (AT) shall
be connected on either side of the phase break, one AT per side, serving as the last AT of
the respective feed section.
Page | 31
The catenary and negative feeder (NF) buses shall be connected in turn to the primary
winding terminals of the AT via a two-pole circuit breaker. The AT winding centre tap
shall be connected to a neutral bus, which shall be locally grounded and connected to the
running rails of both tracks (through impedance bonds as required) and to the static wires.
Configuration: The SWS equipment shall include station’s electrical infrastructure,
switchgear with 25 kV circuit breakers, metering and protection device, as well as
motorized disconnect and bypass switches, lighting arrestors, etc. These shall be in a
configuration that allows isolation of an AT in case of problems, and as required for
maintenance.
The SWS design shall provide for electrical continuity across the phase break in
contingency operations. In the event the TPS on one side is out of service, the TPS on
the other side of the SWS shall be used to provide power to the sections normally served
by the out-of-service TPS. To achieve this, the catenary and NF on both sides of the
SWS shall be interconnected by closing normally open (N.O.) tie circuit breakers.
Furthermore, N.O. trackside, motorized, load-break disconnect switches shall be installed
at the SWS phase break to provide for electrical continuity in emergency conditions
between the OCS and NF, respectively, on either side of the phase break. In order to
prevent inadvertent bridging of feeds from two different substations, suitable interlocking
shall be provided between the tie-breakers and the phase-break bridging disconnect
switches at the SWS, and the circuit breakers of adjacent substations.
Paralleling Stations (PS)
General: The PS is a facility featuring an AT as a part of the 2x25 kV TES, station’s
electrical infrastructure, switchgear with 25 kV circuit breakers, metering and protection
device, as well as motorized disconnect and bypass switches, lighting arrestors, etc. The
PS helps boost the OCS voltage and reduce the running rail return current by means of
the autotransformer feed configuration. The AT installed along the line in the PS steps
down the 50 kV nominal voltage between catenary and negative feeder to the 25 kV level
between catenary and running rails.
Similar to the Traction Power Substations, the number and locations of the PS for the
Kitchener, Lakeshore, and UP Express corridors of the Metrolinx rail network have been
determined based on the results of a traction power study, and by taking into account
environmental and real estate considerations.
For a typical PS layout, see EPS-01000 Traction Power Supply System.
Page | 32
AT Connection: One AT serving all tracks shall be installed at each PS, along with a
line-up of medium voltage switchgear containing separate buses for connections to the
catenary and NF circuits. The switchgear shall include single-pole 25 kV catenary circuit
breakers and NF circuit breakers, and a double-pole 50 kV AT circuit breaker. The
catenary and NF conductors shall be connected to the switchgear buses via no-load type
motorized disconnect switches and the switchgear.
The catenary and NF buses shall be connected in turn to the primary winding terminals of
the AT via a two-pole circuit breaker. The AT winding centre tap shall be connected to a
neutral bus, which shall be locally grounded and also connected to the running rails of
both tracks, through impedance bonds as required, and to the static wires.
PS Configuration: An OCS sectionalizing gap of the overlap type shall be provided at
the PS. A common bus paralleling the catenary system of all tracks on both sides of the
sectionalizing gap in normal configuration shall be provided. If a PS is serving only two
main tracks, this configuration shall result in four single-pole circuit breakers for the OCS
bus. Similar arrangements shall be provided for the NF side, where the negative bus shall
be connected to the two along-track feeders via four single-pole circuit breakers. In the
event the entire PS, including the buses, is out of service or taken temporarily off line,
N.O. motorized load break bypass switches shall be installed at the sectionalizing gap to
provide for electrical continuity of the catenary system and NF circuits.
See EPS-01000 Traction Power Supply System.
6.26 OCS Sectionalizing
The catenary is divided into electrical sections for maintenance and operating purposes.
On main line sections electrical sectioning is normally provided by insulated overlaps.
On other sections or deviated tracks, high speed section insulators can be used.
The continuity of the electrical sections of the catenary is performed by using normally
closed disconnect switches. Disconnect switches will be motorised in the main line.
For more information, please see EPS-01000 Traction Power Supply System.
6.27 Negative Feeders
25 kV negative feeders will be attached to the OCS poles.
Page | 33
In 2x25 kV areas, the line will be equipped with negative feeders supplying the
autotransformer substations. In single track areas only one negative feeder will be used.
In two-track or multi-track area two negative feeders will be used, one on each side of the
tracks. The negative feeders are generally placed on the field side (except on viaducts).
When the feeder is placed on the track-side (on viaducts or in some other specific cases),
the poles are lengthened to provide clearance to the OCS.
6.28 Disconnect Switches
Disconnect switches on the mainline shall be load break motor operated. Yard
disconnect switches shall be load break manually operated switches. Disconnect
switches shall be pole mounted and equipped with locking mechanisms to guard against
unauthorized operation.
6.29 Phase Break
Phase breaks are insulating units installed in the OCS system that achieve electrical phase
separation while allowing physical continuity of the contact wire for the passage of a
pantograph. The Phase Break is used to separate different catenary electrical phase
sections. The Phase Break shall be a non-bridging type (either air gap or section
insulator) with suitable arcing horns and arc trap. The Phase break shall be suitable for
use in a high-speed auto-tension catenary system, and shall accommodate multiple
pantograph passes at speeds from zero to the maximum operating speed. The Phase
Break may operate with the centre section grounded or a floating centre section.
Phase breaks must be located away from passenger stations, signals, or any location
where a train may stop, as the train must coast through the phase gap at a reasonable
speed for optimum operation. Phase breaks should also be located on level, tangent track
if possible. Signs are required to alert the train operator to power down prior to entering
a phase gap.
6.30 Overhead Bridges
At existing overhead bridges, clearances from top of rail to the underside of bridges shall
be surveyed to ensure that adequate vertical clearance is provided. Vertical clearance is
Page | 34
predicated upon the height of the vehicle, the electrical (air) clearance, the height of the
catenary, catenary tolerance, track tolerance, bridge structure tolerance (for a new
overhead bridge), and (where required) flash plates. Criteria for determining minimum
vertical clearance are provided in AREMA, Chapter 33, Part 2 – Clearances.
To achieve sufficient clearance at overhead bridges, grading the catenary system height
down while maintaining a level contact wire is an option.
Provision shall be made at bridges to allow for proper grounding of OCS support
steelwork.
Whenever practicable, OCS assemblies shall not be attached to an overhead bridge. If
the bridge width or reduced clearances dictate that OCS assemblies must be attached,
then the quantity should be minimal. To minimize pantograph bounce and consequent
loss of power, a soft resilient assembly type should be installed. A clearance study shall
be performed at each bridge to determine that clearances are adequate. Loading on the
bridge shall be identified and provided to the bridge owner to receive suitable acceptance
prior to any construction activity at the bridge. Any locations requiring reduced electrical
clearance below the minimum standard shall be communicated to Metrolinx and
reviewed for acceptance. Fibreglass sheets may be used as an option to provide
insulation.
See Figure 12: Clearance Diagram for GO Standard Double Stack Freight and Figure 13:
Clearance Diagram for GO Vehicle.
Page | 35
Normal Minimum Absolute Minimum

Metric Imperial Metric Imperial
(mm) (in) (mm) (in)
Flash Plate 0 0 0 0
CA = Static Electrical Clearance for OCS Components 270 10.5 205 8
T1 = OCS Tolerance (above) = 25 1 13 0.5
D = OCS Depth 160 6.25 160 6.25
T2 = OCS Tolerance (below) = 25 1 13 0.5
PA = Passing clearance for OCS Components (See Note 4)

205 8 155 6
B = Vehicle Bounce (Assumes B included in Y) 0 0 0 0
Y = Static vehicle load height 6706 264 6706 264

(22'-0") (22'-0")
T3 = Track maintenance tolerance 25 1 13 0.5

Track Lift 0 0 0 0
Total 7416 291.77 7265 285.77
24' 3-3/4" 23' 9-3/4"
Clearances calculated based on AREMA Chapter 33, Part 2- Clearances with clearance envelope in GO Design Requirement Manual.
Notes:
1. For new bridges, add construction tolerance (20mm.)
2. Flash plates to be installed on all concrete bridges.
3. No allowance included for track lifts.
4. CA should be used if B<65mm for Normal Minimum or B<45 for Absolute Minimum.
5. Bounce is assumed to be included in the vehicle clearance diagram. This requires confirmation.
Figure 12: Clearance Diagram for GO Standard Double Stack Freight
Page | 36
Normal Minimum Absolute Minimum

Metric Imperial Metric Imperial
(mm) (in) (mm) (in)
Flash Plate 0 0 0 0
T1 = OCS Tolerance (above) = 25 1 13 0.5
D = OCS Depth 160 6.25 160 6.25
T2 = OCS Tolerance (below) = 25 1 13 0.5

(See Note 4)
Y = Static vehicle load height 4966 195.5 4966 195.5

(bounce not included in Y) 16' 3-1/2" 16' 3-1/2"
T3 = Track maintenance tolerance 25 1 13 1

Track Lift 0 0 0 0
Total 5741 225.75 5575 219.26
18' 9-3/4" 18' 3-1/4"
Clearances calculated based on AREMA Chapter 33, Part 2- Clearances with clearance envelope in GO Design Requirement Manual.
Notes:
1. For new bridges, add construction tolerance (20mm.)
2. Flash plates to be installed on all concrete bridges.
3. No allowance included for track lifts.
4. GO Transit clearance diagram provides the
vehicle height Y, which does not include bounce of
vehicle. Since bounce of vehicle is not known, the
clearance is calculated using Ca. In the event B is
provided, Pa+B should be used when B>65 for
normal
Pa minimum
= Passing and B>45
Electrical for absolute
Clearance and Bminimum.
= Vehicle Bounce
Figure 13: Clearance Diagram for GO Vehicle
6.31 Underpass Consideration
Lights, walkways, and ancillary items shall meet the minimum clearance and vehicle
clearance diagrams, and minimum requirements of CSA-C22.3 No. 1 to conductors.
See Figure 14: Underpass Section for Double-Track and Figure 15: Underpass Section
for Four Tracks.
Page | 37
Figure 14: Underpass Section for Double-Track
Page | 38
Figure 15: Underpass Section for Four Tracks
6.32 Public Protection at Overpasses
A protective barrier and screening device shall be provided to protect members of the
public, including pedestrians using the overhead bridges, against direct contact with
adjacent live parts of an overhead contact line system for voltages up to 25 kV ac to
ground. These barriers shall also protect against damage to the overhead contact systems
passing under the bridge. Warning labels shall be attached permanently to the bridge
structure, protective barrier and screening device as determined required for safety of
operating and maintenance personnel, passengers and general public.
Bridge Protection Barrier Requirements
The minimum height of the protective barrier shall be 1980 mm (6 feet 6 inches). This
barrier shall be of a solid material.
Barriers of greater height may be required in areas where vandalism is prevalent.
Page | 39
Where a walkway exists on the bridge a curved fence shall be installed on top of the solid
barrier over its entire length. Where no walkway exists, the fence shall be straight.
The length of the protection barrier shall be extended a minimum of 3050 mm (10 feet)
laterally beyond the live parts of the overhead contact line, outside of the bridge.
The length of the protection barrier shall extend a minimum of 3050 mm (10 feet)
laterally beyond signal power or traction power feeder wires that pass under a bridge.
At bridge abutments and wingwalls that can be accessed by pedestrians and are within
3050 mm (10 feet) of any live wires, a solid protection barrier shall be required.
Metallic Protection barriers shall be grounded by bonding to the static wire (aerial ground
wire) at not less than two locations. All other metallic items on the bridge or overpass,
within the lateral range of not less than 3050 mm (10 feet) beyond any energized and
uninsulated equipment shall be bonding to accommodate maximum fault current. Bond
wire shall be no less than 2/0, and may be copperweld to prevent theft.
Where the vertical clearance between the OCS conductors and the (existing or new)
concrete bridge is less than 915 mm (3 feet), protection panels (flash plates) shall be
installed above the OCS, attached to the underside of the structure, and interconnected to
the static wire at not less than two locations. For steel bridges, the steel girders shall be
interconnected and bonded to the static wire at not less than two locations.
See Figure 16: Bridge Protection Barrier.
Page | 40
Figure 16: Bridge Protection Barrier
Page | 41
7. MAINTENANCE FACILITY AND YARD OCS DESIGN

Criteria stated in Section 5 and Section 6 applies to maintenance facility and yard design
unless noted below.
7.1 Yard Catenary
Low speed section insulators may be considered for use in the yard.
7.2 Maintenance Facility OCS Arrangements
The catenary system inside the maintenance facility shall be attached to the building
superstructure. The catenary system, layout, and support shall be coordinated with the
facility operations manager, structural engineering, and the architect. A moveable
catenary (swing arm) may be considered in areas where additional space for certain
activities, such as overhead cranes, is required. See EPS 07000 Maintenance Facility for
further information.
Page | 42
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. It shall be the contractor’s responsibility to ensure that all applicable standards
are identified and utilized in the development of the program.
Organization Standard
AREMA American Railway Engineering and Maintenance-of-Way
CSA Canadian Standards Association
EN European Norms
ASTM B8 Standard Specification for Concentric-Lay-Stranded Copper
Conductors, Hard, Medium-Hard, or Soft
ASTM B47 Standard Specification for Copper Trolley Wire
ASTM B232 Standard Specification for Concentric Lay Stranded Aluminum
Conductors, Coated Steel Reinforced (ACSR)
OBC Ontario Building Code
OESC Ontario Electrical Safety Code
Page | 43
APPENDIX B: DEFINITIONS
Auto-tensioned OCS An OCS arrangement whose conductors are maintained at a
constant tension over a specified range of temperature by
means of balance weight, springs, or pneumatic and
hydraulic tensioning devices.
Along-track Movement Movement of OCS of an auto-tensioned OCS due to thermal
expansion and contraction of the conductors.
Balance Weight 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
Blow-off Lateral displacement of OCS conductors caused by wind
pressure
Cantilever A frame for supporting OCS, often including solid core

insulators; for auto tensioned systems, cantilever
connections at the pole are hinged to allow for along-track
movement
Catenary A system consisting of two or more conductors, hangers,
and in-span hardware of an overhead contact system,
including supports
Contact Wire An overhead wire with which the pantograph or other
current collector is designed to make contact
Constant Tension OCS See “Auto-tensioned OCS”

Contact Wire Gradient Slope of a contact wire relative to top-of-rail
Contact Wire Height Height of underside of the contact wire above a road or top-
of-rail level when not uplifted by the pantograph
Contenary A twin contact wire system. OCS construction wherein the

messenger of a simple catenary system is locally substituted
with a contact wire, that can be installed alongside the
Page | 44
primary contact wire to create a catenary system of

extremely small system height which is a practical solution
for wiring bridges with very low clearances
Dead-end Assembly A fixed termination for OCS or other tensioned conductors
Disconnect Switch Provided at locations to isolate power from one catenary
section to another. Usually pole mounted and can be motor
operated or manually operated
Disturbance Limit Disturbance limit is the limit to which the in-situ ground
will be impacted during OCS construction
Feeder A conductor which supplies power to, or augments the
power-carrying capacity of the OCS
Hanger (dropper) A fitting providing vertical support between the messenger

and contact wires of a catenary
Insulated Overlap Overlap with insulators added so that it also functions as a

Section Insulator
Jumper An electrical connection installed in an overhead contact

system to provide continuity between tension lengths or
conductors
Messenger Wire The wire from which the contact wire or auxiliary
messenger is suspended by means or hangers in a catenary
Negative Feeder An energized feeder adjacent to the catenary system that

utilizes autotransformers to boost or maintain OCS voltage
at selected points, and provide dual voltage transmission
capability, and provide some mitigation of electrical
interference to adjacent electrical circuits
Page | 45
Overlap Section 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 pantograph
Pantograph Current collector apparatus comprising a mechanically
jointed frame mounted on top of electrically power rail
vehicles that provide a sliding electrical contact with the
contact wire
Phase Break An arrangement of insulators or non-bridging 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
Section Insulators A device for dividing an OCS into electrical sections while
maintaining mechanical continuity and continuous path for
pantograph collectors
Simple Catenary A simple catenary is a two wire system consisting of a
messenger wire and contact wire. The contact wire is
suspended from the messenger wire by means of hangers
Portal Structure An OCS structure consisting of a crossbeam or truss
supported by two columns placed on either side of multiple
tracks for supporting catenary conductors
Span Length Distance along an alignment or track between supporting
points
Stagger 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
Static Wire Wire or cable located above OCS conductors to conduct
atmospheric electricity (lightning) to ground
System Height Distance between messenger and contact wire of a catenary

system normally at the support structure
Page | 46
Tensioning Device An assembly containing weights used to maintain constant

conductor tension in an auto-tensioned catenary, typically
placed at end of a tension section
Tension Length Length of OCS between its mechanical terminations.
Page | 47
APPENDIX C: ABBREVIATIONS AND ACRONYMS

ac alternating current
ACSR Aluminum Conductor Steel Reinforced
AL Aluminum
AREMA American Railway Engineering and Maintenance-of-Way Association
ASTM American Society for Testing and Materials
AT autotransformer
CSA Canadian Standards Association
ºC degrees Centigrade
DRM Design Requirements Manual
EMU Electric Multiple Units (rail car)
EN European Standards
kcmil thousand circular mil
kph kilometres per hour
kN kilo-Newton
kV kilovolt
mm millimetre
mph miles per hour
NF Negative Feeder
N Newton
N.O. Normally Open
OBC Ontario Building Code
OCS Overhead Contact System
OESC Ontario Electrical Safety Code
PS paralleling station
Page | 48
SI section insulator
ST Steel
SWS switching Station
TPS traction power substation
Page | 49

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Metrolinx Electrification Project

Metrolinx Contract No. RQQ-2011-PP-032

Electrification Performance Specification

Document Reference No. PB 1011