Invitation to supplier meeting on assignment for railway power supply 2016-02-05
Oslo Kongressenter
Invitation to supplier meeting on assignment for railway power supply
Location: Oslo Kongressenter, Youngs gate 11, Oslo (Youngstorvet) Date: Friday February 5th 2016, 11:00 – 15:00 (light lunch 11:00-12:00)
Jernbaneverket will over the next years execute several projects to improve the quality and capacity of todays infrastructure for railway power supply (converters, catenary/autotransformers, 22 kV auxiliary power supply etc.).
Jernbaneverket Energy unit will in the time period 2016-2030 execute converter projects for more than 7.0 billion NOK. Jernbaneverket Infrastructure Projects will in the same time period carry out catenary/AT projects for more than 13.0 billion NOK.
To carry out this work we need skilled consultants and contractors.
Jernbaneverket hereby invite potential suppliers to a supplier meeting for further information on plans and tenders for railway power supply.
The presentations will be held in Norwegian only – presentations have been translated into English and handed out at the meeting and will also be available on our web site: www.jernbaneverket.no
Agenda railway power supply JBV Energi 2016 NORSK ENGLISH 11:00-12:00 Registrering/enkel lunsj 11:00-12:00 Registration/light lunch 12:00-12:10 Åpning og velkommen 12:00-12:10 Opening and welcome (Jan Andreassen) (Jan Andreassen) 12:10-12:30 JBVs utbyggingsplaner 12:10-12:30 JBV’s Overall development plans (Gorm Frimannslund) (Gorm Frimannslund) 12:30-12:45 SHA i JBV-prosjekter 12:30-12:45 HSE in JBV projects (Vigdis Bjørlo) (Vigdis Bjørlo) 12:45-13:00 Teknisk regelverk – nye krav jording 12:45-13:00 JBVs Overall technical regulations – (Øyvind Stensby) New earthing requirements 13:00-13::20 Pause (Øyvind Stensby) 13:20-13:40 InterCity-prosjektet - Teknisk design- 13:00-13:20 Coffee break basis/Ringeriksbanen (Johan Seljås) 13:20-13:40 InterCity project – Technical design 13:40-13:55 Ny Ulriken-tunnel – Bergen-Fløen-Arna demands/Ringerike line (Johan Seljås) (Stian Ekornaas) 13:40-13:55 Ulriken – new double track projects near 13:55-14:10 Nytt dobbeltspor Sandbukta-Moss-Såstad Bergen (Stian Ekornaas) (Geir Solvin) 13:55-14:10 New double track lines near Moss 14:10-14:30 Infrastrukturprosjekter (Geir Solvin) Elektrifisering av Trønder og Meråkerbanen 14:10-14:30 Infrastructure projects Fornyelse av KL – flere strekninger Electrification of Trønder and Meråker lines (Jon Brede Dukan) OCL renewals – multiple lines 14:30-15:00 Omformerprosjekter (Jan Andreassen) (Jon Brede Dukan) 15:00 Slutt leverandørdag 14:30-15:00 Converter projects (Jan Andreassen) 15:00 End supplier meeting
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4 WIFI •Log on to «Telenor» - conference code •Password: oks2016
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Maintenance requirements 2018–2029 Initiatives in relation to the NTP
Gorm Frimannslund
Budget spending 2006–2016 – nominal 6 000
5 000
4 000
3 000
2 000
1 000
0 K2006 K2007 K2008 K2009 K2010 K2011 K2012 K2013 K2014 B2015 1) B2016 - Fornyelse 519,5 640,0 665,9 1 294,7 1 559,5 1 302,2 1 207,9 942,0 1 813,5 2 263,6 3 059,4 - Forebyggende 459,6 490,4 539,6 709,4 841,7 890,1 895,1 947,0 1 057,2 1 052,0 1 283,0 - Korrektivt 221,7 238,3 277,9 286,0 336,3 347,9 355,4 415,0 455,2 371,0 450,0 Dovre line
Hundtorp-Fåvang, photo: Njål Svingheim Jernbaneverket
Operation and maintenance – challenges
1. Ever-increasing use of infrastructure and user demands ̶ Enough time to ensure that the infrastructure maintains its function
2. Climate change with more frequent and severe extreme weather conditions, involving strong winds, heavy rainfall and major temperature fluctuations ̶ Existing infrastructure is not robust enough
3. Major backlogs - Infrastructure is generally very old ̶ Major refurbishment is needed in the future ̶ The signalling system is technically obsolete and is being replaced by ERTMS ̶ Refurbishment of overhead contact line system ̶ Substructure work
Operation and maintenance – implementation
• Balance between ̶ Mechanical large-scale operation ̶ Replacement of individual units
• Balance between ̶ Rational schedule ̶ Shutdowns and inconvenience
• Balance between Jærbanen, photo: Øystein Grue Jernbaneverket ̶ Refurbishment ̶ Investment Overhead contact line system replacement – provisional figures
Strekning Beløp/år Mengde/år Periode (hele banen) Kongsvingerbanen 350 MNOK 44 km 2018-2020 Sørlandsbanen, Kongsberg – 400 MNOK 50 km - 2023 Nelaug Gjøvikbanen, Oslo S – Roa 250 MNOK 30 km 2022 - 2025 Dovrebanen, Fåberg – Dombås 525 MNOK 65 km 2023 – 2028 Dovrebanen, Dombås – Støren 550 MNOK 70 km 2023 – 2028 Bergensbanen, Hønefoss – 520 MNOK 65 km 2022 – 2026 Haugastøl Bergensbanen, Haugastøl – 260 MNOK 30 km 2022 – 2026 Bergen
Overhead contact line system – challenges
Kontaktledningsfornyelse Mengde Sportilgang Antall lag/ angrepspunkter Kongsvingerbanen 44 km 5 timer 2 Sørlandsbanen, Kongsberg – Nelaug 50 km 6 timer 2 Gjøvikbanen, Oslo S – Roa 30 km 5 timer 1 Dovrebanen, Fåberg – Dombås 65 km 5,5 timer 2 Dovrebanen, Dombås – Støren 70 km 5,5 timer 3 Bergensbanen, Hønefoss – Haugastøl 65 km 5 timer 2 Bergensbanen, Haugastøl – Bergen 30 km 5 timer 1
2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 Antall parseller 2 1 2 3 5 4 4 3 4 3 3 3 Totalt antall lag/ 3 2 3 4 6 5 5 5 5 4 4 4 angrepspunkter
Overview by section There are significant requirements during the 2018–2029 NTP period
18 000
16 000 Provisional figures 14 000
12 000
10 000
8 000
6 000
4 000
2 000
0
Fjerne etterslep Opprettholde etterslep NTP 2018-2027 – Vedlikeholdsetterslep (i 2014-kr)
Backlog and refurbishment requirements by line (2014– 2027)
Provisional figures Alternative dimensions of overhead contact line system refurbishment
Overhead contact line, km 200
180
160
140
120
100
80
60
40
20
0 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029
NTP – What happens next?
• All planning is based on work that was performed in 2015
̶ Discussions is still ongoing with regard to alternatives in the NTP (National Transport Plan)
̶ The agencies will submit proposals regarding the NTP to the Ministry of Transport and Communications in February 2016
̶ The Ministry of Transport and Communications will submit a proposal regarding the NTP to the Storting in early 2017
̶ The Storting will discuss the NPT by summer 2017 Photo: Øystein Grue, Jernbaneverket National Railway reform
The directorates responsibility Supervisory strategic planning Purchase of transport services Administration of financial policy instruments Coordinate management with the infrastructure company Expert assistance to the Ministry of Transport and Communications
The infrastructure company’s responsibility Operation and maintenance of the infrastructure Traffic management Construction Property management
Thank you for your attention!
Requirements regarding Safety, Health and the Working Environment (SHWE), and pay and working conditions
Vigdis Bjørlo
2016-02-05
Suppliers' obligations in relation to the Construction Client Regulations • Comply with the SHWE plan and the construction client's instructions • Incorporate risk factors in the construction client's SHWE plan in own internal control system • Plan the work, take account of any necessary risk assessments and allow sufficient time • Inform the construction client of any risk factors that are not described in the SHWE plan • Involve the HSE organisation • Responsible working hours arrangements • Satisfactory personnel rooms and accommodation Jernbaneverket requires
• Compulsory safety training • Reporting of undesirable incidents and near- misses • For work on and near operational tracks – Senior Safe Work Leader and Electrical Safety Supervisor are required • HSE cards • Protective clothing • When subcontractors are used – max. two links in the chain • Language requirements Supplier evaluation
• New tool • New module in Synergi • Implementation starts Q1 2016
Pay and working conditions
Jernbaneverket has a social responsibility to ensure that employees' pay and working conditions are equal to the conditions applicable to the relevant industry, and to prevent the restriction or distortion of competition to the disadvantage of the Norwegian labour market.
Extract from Chapter C1.pdf Chapter C1 General terms and conditions of contract section 44.2 Pay and working conditions
(...) In areas covered by regulations on the general application of collective agreements, the contractor must provide pay and working conditions in accordance with applicable regulations.
In areas not covered by regulations on the general application of collective agreements, the contractor must provide pay and working conditions in accordance with applicable national collective agreements for the relevant industry.
The contractor must also comply with requirements regarding pay and working conditions stipulated by applicable acts and regulations, including the Working Environment Act.
In this context, pay and working conditions mean provisions about minimum working hours, pay, including overtime supplements, shift and rotation supplements and inconvenience allowances, and payment of expenses for travel, subsistence and accommodation, wherever such provisions are stipulated by the collective agreement. Sanctions (contract provisions C1)
If these provisions are breached, the construction client may withhold up to 10 per cent of the contract price, or an amount equivalent to twice the employer's estimated savings, until it has been documented that the situation has been remedied for the entire period of the contract. If documentation is not provided, or if the situation is not remedied by the due date for the contractor's final invoice, the amount withheld will be deducted from the contractor's claim for remuneration. Any amount withheld in accordance with this provision will not prevent the construction client from cancelling the contract in accordance with point 29.
RISIKOKARTLEGGING LØNNS- OG ARBEIDSVILKÅR
Kontrakt: Leverandør: Deltakere ved kartelggingen: Dato: Saksnummer:
Markering for "Ja" og VURDERING av innhentet "Vet ikke" øker Nei Vet ikke Ja sannsynligheten for informasjon brudd ( Denne kolonnen fylles automatisk ut) Kjenner dere til negative erfaringer med leverandøren? Er bedriften en utenlandsk virksomhet? Er det krysset av for punkt 2 eller 3 i spm. 1a) fra egenrapporteringen? Skal det benyttes ufaglært, innleid, midlertidig eller utenlandsk arbeidskraft for oppdraget? Planlegges det med arbeidstid utover normal arbeidstid på 9 timer i løpet av 24 timer og 40 timer i uka? Mangler det gyldige avtaler om gjennomsnittsbergening etter AML 10-5? Er arbeidstagerne tilreisende til anlegget og er det aktuelt med dekning av utgifter ved reise, kost og losji? Er det underentreprenører? Er det oppgitt lite kjente eller ukjente underleverandører for oppdraget? Er det mangler/ avvik ved bestemmelsene om lønns- og arbeidsvilkår mellom leverandør og underleverandør? Er det mangler ved informasjon gitt om leverandørs oppfølging av lønns- og arbeidsvilkår hos sine underleverandører? Er mer enn halvparten av kolonnene til sammen rød og gul? Hvis ja, viser det til videre kontroll. Thank you for your attention!
[email protected] Tel. +47 46620546
Earthing in railway installations Jernbaneverket Technical Railway Technology
Øyvind Stensby, 5 February 2016
Outline of this presentation
• Introduction to electrified railways and the various overhead contact line systems • Legislation – Acts, regulations, TSIs and standards • Some important regulatory requirements • Hazard identification – what particular factors do we have to deal with on electrified railways? ̶ We list 7 situations • Review of hazards 1–7 ̶ 1–3 slides for each hazard • Brief description of the interface between the railway's return circuit and the network companies' earthing systems • New Technical Regulations
Electrified railways
Electrified railways – Running rails
• Return route for current from trains • Reference potential for equalisations • Earth electrode • Train detection
• Rails must also have certain mechanical properties in order to withstand the forces exerted by trains. Overhead contact line systems
Simple overhead contact line system
Draining transformer system with return in running rails More overhead contact line systems
Draining transformer with return-current conductor
Autotransformer system with PL, NL and segmented overhead contact line system
What governs us?
• Act relating to the inspection of electrical appliances and equipment (Electrical Inspection Act) • Act on the establishment and operation of railways, including tramways, underground railways and Laws: suburban railways, etc. (Railways Act)
• Regulations relating to electrical supply installations (FEF) • Regulations relating to low voltage electrical installations (FEL) • Regulations relating to interoperability of the railway system (Interoperability Regulations) Regulations • Technical specifications for interoperability (TSIs)
• NEK 900 (EN 50122-1) Standards • NEK 440 • NEK 400
• NNRA (Norwegian National Rail Administration): Technical Regulations Company requirements
An important regulatory requirement
Section 8-6 of FEF Systems must be designed to ensure that available differences in potential, touch voltage, earth leakage current and current in earthing conductors do not represent a risk of personal injury or damage to equipment or material.
Hazard identification
Identification Type Description Hazard 1 Touch hazard Insulation failure in traction power supply installation Overhead contact line system may come into contact with Hazard 2 Touch hazard conductive components and cause them to become energised The pantograph on a train may come into contact with conductive Hazard 3 Touch hazard components and cause them to become energised Loads and short circuits may create a difference in potential Hazard 4 Touch hazard between the return circuit and the surrounding area Damage to Return current and short-circuit current may pass through Hazard 5 equipment conductors that are connected in parallel with the return circuit Operational Hazard 6 disruption; Fault in train detection railway accident Damage to Hazard 7 Lightning current equipment Hazard 1: Insulation failure in traction power supply
This hazard is managed by equalising all exposed conductive components to the return circuit.
All short circuits occurring as a result of the insulation failure will then go directly to the return circuit:
• touch voltage is minimised • fault is detected by the protection equipment and results in (almost) immediate disconnection of the fault.
Hazards 2 and 3: Overhead contact line and live pantograph in contact with conductive components
EN 50122-1:
'overhead contact line zone': the risk zone into which the overhead contact line can fall
'pantograph zone': the risk zone into which a live pantograph can stray in the event of a fault
Hazards 2 and 3: Conductive components in the 'overhead contact line zone' and in the 'pantograph zone'
Conductive components that are in the 'overhead contact line zone' and the 'pantograph zone' must be protected so as to prevent any danger to people from energisations resulting from fallen overhead contact line or pantographs.
Normal protection: Equalisation to return circuit
Where this is not practical, other measures may be considered instead: • Barriers • Protective screen connected to return circuit • Locating out of range • Restricting access Hazard 4: Increase in potential in return circuit
Hazard 4 – Increase in potential in return circuit
Available permitted touch voltage is stipulated in NEK 900:
Duration up to 5 minutes: 65 V Duration up to 0.3 seconds: 480 V Duration up to 0.1 seconds: 785 V
This can be managed by:
• demonstrating that touch voltage arising from potential increase in the return circuit does not exceed the requirements (calculations, measurements)
• implementing measures to limit the danger arising from voltage increase in the return circuit
Hazard 4 Protection against return potential
• Use of equalisations
• Use of barriers
• Insulating standing surface from earth (e.g. dry gravel)
• Locating outside range
• Locating conductive components connected to the return circuit at arm's length from other conductive components
• Use of access control (trained personnel)
• Reduction of return potential by improving earth connections
Hazard 4 – About earth electrodes
Running rails are extremely good earth connections in themselves. As a worst-case scenario, the following resistances have been calculated: Frequency Impedance Impedance (3 km) ohm ohm Hz 16.7 2.5 35 50 4.0 35 Elements such as mast foundations that have been connected reduce resistance even further
Extra earth electrodes will only affect the resistance against true earth to a limited degree • It is not usually expedient to have extra earth electrodes
Hazard 5 Current in conductors parallel to the return circuit
Thermal heating as a consequence of current in lineside conductive components
• Fences and crash barriers Hazards resulting from a voltage • Handrails difference at segmentation points or from • Water pipes and district heating pipes disconnection must be assessed. • Cable guards • Earthing conductors and neutral conductors for low-voltage network
If the component has been designed to take the current, this can be equalised to the return circuit at several points.
If the component has not been designed to take the current, there must be segmentation between each connection point. Hazard 5 – current in lineside conductive components – cable guards Hazard 5 – current in lineside conductive components – low-voltage network
Hazard 6 Disruption to train detection
Train detection systems used by Jernbaneverket:
• Axle counters
• Track circuits ̶ Double-insulated 95/105 Hz ̶ Single-insulated 95/105 Hz ̶ TI 21 audio-frequency track circuit (2–4 kHz) ̶ FTG-S audio-frequency track circuit (4–17 kHz) ̶ Level crossings: 10/50 kHz Hazard 6 – track circuits – double-insulated 95/105 Hz
Possible solutions:
• Equalisation via filter impedance • Use of lineside earthing conductors • Equalisation via voltage limiting devices (VLD, NEK 900) • Insulation of equalised components from earth
Hazard 6 – track circuits
Earthing system and return current must not be configured so that a rail fracture can result in a safety failure.
This is a hazard if a rail fracture occurs in stations, and for this reason Jernbaneverket is preparing separate requirements for the design of return circuits in stations.
The example is one of three permitted principle solutions for stations with double-insulated track circuits.
Hazard 7: Lightning current
Lightning current is diverted to the return circuit via surge arresters
This leads to a high increase in potential, and can break down the insulation in cables and conductors and start fires. • Signalling systems are vulnerable
Measures to improve the immunity of vulnerable systems: • use of isolation transformers for conductors connected to running rails • length limits for cables connected to running rails • potential equalisation of cable guards and equipment for running rails
Measures to reduce emissions from surge arresters: • install impulse electrodes at surge arresters • connect surge arresters to return circuit via a large high-frequency impedance: ̶ filter impedance ̶ expedient configuration and connections
Interface between return circuit and network company earthing system
When components are connected, the following hazards may arise:
• Hazard 4: The potential from the return circuit can be transferred to the network company's earthing system. ̶ This hazard is normally manageable • Hazard 5: Where there are connections in several locations between the network company's earthing system and return circuit, the return current will go through the earthing system. ̶ This hazard is manageable by ensuring that the design of the earthing conductors is adequate
The most practical solution is often to separate the return circuit from the network company's earthing system, but: • Connection is permitted provided that agreement has been reached with the relevant network company about how to handle the hazard (NEK 900)
New Technical Regulations
Jernbaneverket's Technical Regulations for earthing contain requirements on how to handle the particular challenges posed by earthing on railway installations.
A complete revision of the Regulations has been published:
https://trv.jbv.no/wiki/Felles_elektro/Prosjektering_og_bygging/Jording_og_utjevning
Technical Regulations – what's new?
• Focus on hazards and risk assessments • Less focus on specific methods • Measures are to be used only if they are needed to manage the hazards. The use of measures must be justified
This means: • Fewer earth connections and equalising connections than before • More use of alternative protective measures • Less focus on 'checking' where the return current goes
It also means: • Greater need to calculate available voltage differences on specific sections • More use of NEK 900 and NEK 440 ̶ Calculation assumptions are specified in the standards
Risk assessment
Regulations relating to electrical supply installations, section 2-2:
A risk assessment shall be carried out in order to identify risks in, and in relation to, the electrical installation. The risk assessment shall then be used as a basis for the choice of solution to address these risks. This shall be documented.
• Jernbaneverket therefore expects all solutions chosen for projects to be on the basis of a documented risk assessment.
• Choosing solutions in accordance with selected standards and the Technical Regulations is regarded as a sufficient risk assessment. ̶ Where standards and the Technical Regulations indicate a number of solutions, the reason behind the choice must be documented
Thank you for your attention
The InterCity Project
2016-02-05 InterCity – order NTP 2014-23
Double track by • 2024 to Tønsberg, Hamar and Seut (Fredrikstad) • 2026 to Sarpsborg By 2026 there will also be one line section south of Tønsberg and one section north of Hamar, costing NOK 2 billion
Planned completion by 2030
Focus on efficient planning and uniform solutions
Consultancy contracts include • all-inclusive deliveries (public plans, all technical disciplines) • longer sections • options for later phases Concept document
1. Future-oriented infrastructure: ensures that infrastructure projects allow for planned future train services.
2. Includes all functions essential to train operations, stabling, operation and maintenance.
3. Uniform solutions on all IC sections with more standardisation.
4. Achieves targets.
5. Streamlines progress on the IC project.
Approved Sept. 2015 4
Technical Design Basis
The purpose of the Technical Design Basis for the InterCity Project is to: Propose uniform solutions for InterCity line sections that will improve standardisation Consider quality, safety and service life Propose cost-efficient solutions Select the right solutions in relation to the functions we need Streamline progress on the IC project
Status Revision 02 approved in November 2015.
5 IC statusEnergy supply
Overhead contact line system
• Autotransformer system with segmented overhead contact line system • Autotransformers will be located in places where they can service completed sections, thereby avoiding temporary autotransformers • In general, system 25 will be constructed (system 20 if necessary but the overhead contact line system will not restrict speed
IC statusEnergy supply
Infrastructure supply
• Dedicated lineside distribution network on 22 kV (report in preparation)
• Feed at available voltage level (normally 11 kV or 22 kV)
• Substations as required
• Low-voltage system as necessary (230V IT or 230/400V TN, to be evaluated by section)
InterCity – quantities New section planning from 14–17, construction from 17 • 93 km double track by 2024 to • Hamar 44 km • Tønsberg 23 km • Seut (north of Fredrikstad) 25 km • 55 km double track by 2027 to • Dovre Line section 28 km • Vestfold Line section 11 km • Sarpsborg 16 km • 90 km double track by 2030 to • Lillehammer 25 km • Skien 38 km • Halden 26 km The InterCity project is planning 230 km of double-track railway and 21 new stations
9 The Follo Line
Contract to be signed for the construction of the technical railway system at Klypen (approach to Oslo Central Station) in 2016, construction 2018–21
Comprises • Overhead contact line with AT feeders • 22 kV electrical supply installation
This will most likely be an Engineering, Procurement and Construction contract (EPC) Information about InterCity
Website www.jernbaneverket.no/intercity
Follow us on Facebook Jernbaneverket: InterCity
Introduction to the Arna – Bergen project
Arna – Bergen development (UAB)
ORGANISATION
• Construction client organisation UAB (Arna – Bergen development) • Reporting to Construction Projects East Major Projects
• Construction client organisation 45 people • Location: Nygårdstangen in Bergen city centre and Arna
SCOPE OF PROJECT
• Arna – Fløen 960242 • Bergen Station – Fløen 960128
Double track Arna – Bergen Station New Ulriken Tunnel (7.8 km) Arna Station upgrade Technical railway infrastructure Infrastructure in current Ulriken Tunnel New signalling system Infrastructure in Fløen
STATUS OF ONGOING WORK
• UUT 21 contract New Ulriken Tunnel in progress Tunnel boring with TBM in progress JVSS Skanska Strabag
• Preparatory contract UBF 32 Preparatory work (Bergen – Fløen) out for pricing Work to start at end of March 2016
• Preparatory contract UUT 15 Preparatory work Arna to be sent out in March 2016 Work to start at end of August 2016
STATUS
• Bergen – Fløen to undergo KS2 quality-control process
• The project team is working on the planning, design and contract strategy
CURRENT BERGEN – ARNA SYSTEM
• Overhead contact line system of varying age and quality • Overhead contact line system at Bergen Station is complex (multiple junctions/tracks, connections) The oldest system is from the 1950s, partially modernised in the 1990s. • Developed gradually • Complex configuration • Old train heating posts from the 1950s (fed from the overhead contact line system) • Point heaters • The signalling system's relay system, built in 1972, is in the attic at Bergen Station (and in the cellar in Arna Station). • Lighting system for the station area • Earthing system
SCOPE OF WORK BERGEN – FLØEN
Development and modification of the overhead contact line system (not everything is to be replaced), System 20 3 high-voltage transformers Bergen, fed from BKK Train heating posts (x 10) Point heaters Upgrade of lighting system Upgrade of earthing installation Interlocking system Telecom system Upgrade of technical building, Fløen New technical building, Bergen Station
SCOPE OF WORK ARNA – FLØEN
Approx. 11 km of new overhead contact line system, System 20 Modifications to overhead contact line system, Arna Station No AT to be constructed (exemption from Technical Regulations) Point heaters New lighting system Upgrade of earthing installation Interlocking system 10 technical buildings (1 in the station, 9 in cross- cut between old and new tunnels) Telecom system
Interface with Arna converter station (power supply to overhead contact line)
SCHEDULE
• Works: Bergen – Fløen To take place 2017 – 2021
Arna – Fløen To take place 2017 – 2021
• Procurements, estimated issue dates, respectively: End 2016 / early 2017 and End 2017 / early 2018
Planning separate Market Day in Bergen when these have been finalised
STATUS
• The project (Arna – Fløen & Bergen – Fløen) is to undergo the KS2 quality-assurance process
• Future progress on the project depends on political decisions and whether the project is included in the 2017 national budget
• Final decisions have not been made with regard to the procurement schedule and division into contracts.
CONTACT
• Stian Ekornaas • Head of strategy and contracts • Arna – Bergen development
• Tel. +47 94501346 • [email protected]
Sandbukta-Moss – Såstad List of projects in the 2016–2023 period
2016-02-05
Sandbukta–Moss–Såstad (SMS)
• Temporary Operational Phase 10.00: re- routing existing track closer to the sea, to provide more space for new station at Moss.
• Main works. • New double track 10.4 km • 2 tunnels totalling approx. 4 km • 4 evacuation tunnels • New station at Moss
Electrical power investments: 960168 Sandbukta–Moss– Såstad 2016–2023
SMS Pre-construction work Temporary Operational Phase.
• Overhead contact line system temporary tracks (2 tracks of approx. 950 m) • Point heating (7 points) • Site lighting • Re-routing existing cable system SMS Moss Station Phase 00.90 connecting temporary track prior to Phase 10.00. SMS Main works prior to Phase 20.00
Overhead contact line system: • Overhead contact line system with autotransformer to be constructed on 10.4 km double- track line. 4 tracks for platforms at new Moss Station. 3 tracks at Såstadskogen. • 6 x autotransformers 2 at Smørbekk converter (km 50.500). 2 at Moss Station (km 60.200). 2 at km 70.500. • New autotransformer feeder on spires between Smørbekk converter (km 50.500) and Sandbukta plot boundary (km 56.370).
Energy (22 kV and low voltage) • 22 kV cable system along 10.4 km new line ̶ 10 x substations with 22 kV switchgear and transformer 22 kV/0.4 kV. ̶ 2 of the substations will have feeds from network owner (Hafslund) Mosseporten km 56.650 transformer 11/22 kV and Såstadskogen km 64.600 transformer 17/22 kV. With associated high-voltage meter system and interface with network owner.
SMS Main works prior to Phase 20.00
Low-voltage system:
• 10 x substations with distribution boxes, UPS system, remote control (RTU), monitoring, etc. The substations will supply technical systems, site lighting, tunnel lighting, emergency lighting, point heating (35 points), telecommunication system, signalling system, etc.
• Lighting system. Site lighting (station and points areas) Tunnel lighting, telecom recesses, signal cabinets, emergency lighting in tunnels and evacuation tunnels. Lighting in station buildings and technical buildings
• Remote control/monitoring systems. Remote control/monitoring of overhead contact line switches and 22 kV switches. Monitoring of technical systems, alarms, status (UPS), etc.
• Access control
• Fire alarms
SMS overhead contact line – day zone principle
SMS overhead contact line – tunnel principle
SMS 22 kV system.
SMS electrical power system. Sandbukta–Moss
SMS electrical power system Moss– Såstad.
Jernbaneverket Infrastructure Management Suppliers' Day for railway power supply contract, 5 February 2016
Project Director Jon Brede Dukan Overhead contact line system with autotransformers Overhead contact line system with autotransformers
Project objectives
• To replace old power supply system
• To permit more, longer and heavier goods trains to run
• To reduce power losses in the transmission grid
Kristiansand – Egersund
Moi Egersund
Kristiansand Overhead contact line system with autotransformers
Kristiansand – Moi
• Scope: to build an autotransformer system onto the existing overhead contact line system.
• Construction contract to be announced: Q1 2017
• Construction period: 2017–2020
• Financial framework: NOK 200 million
Overhead contact line system with autotransformers
Moi – Egersund
• Scope: to construct an overhead contact line system with autotransformers. Involves complete replacement of the overhead contact line system.
• Construction contract to be announced: Q2/Q3 2016
• Construction period: 2016–2018
• Financial framework: NOK 400 million
Kongsvinger Line Overhead contact line system with autotransformers
Kongsvinger Line
• Scope: to construct an overhead contact line system with autotransformers Involves complete replacement of the overhead contact line system.
• Engagement of a consultant to update previous design: Q1 2017 • Construction contract to be announced: Q4 2017
• Construction period: start of construction 2018
• Financial framework: NOK 700 million
Electrification of the Trønder and Meråker lines Project scope Electrification of the Trønder and Meråker lines
Project scope
• The Nordland line ̶ Trondheim Central Station – Steinkjer – 121.5 km ̶ The Stavne – Leangen line – 5.5 km
• The Meråker line ̶ Hell – Storlien – 74 km
Electrification of the Trønder and Meråker lines
Project scope
• To electrify the current tracks ̶ Overhead contact line system for transmission of electrical energy from converter stations to trains ̶ 15,000 V and 16 2/3 Hz are used in Norway
• Autotransformer (AT) system ̶ Two feeders (one positive and one negative) ̶ Autotransformers at intervals of approximately ten kilometres along the track
• Two new converter stations ̶ Eidum and Steinkjer
Electrification of the Trønder and Meråker lines
Quantities
• Masts with foundations x 4,700
• Contact wire and messenger wire 230,000 m
• Negative and positive feeders 460,000 m
• Autotransformers x 23
• Converter stations x 2
Electrification of the Trønder and Meråker lines
Two new static converter stations
• Eidum • Heggesenget near Steinkjer
• The converters will contain: ̶ Eidum (3 x 15 MVA) fed by 132 kV from Statnett ̶ Eidum (2 x 15 MVA) fed by 66 kV from NTE
Electrification of the Trønder and Meråker lines
Contracts
• Engineering, Procurement and Construction contract (EPC) for overhead contact line & autotransformers to be announced: Q1/Q2 2016
• Engineering, Procurement and Construction contract (EPC) for converter stations to be announced: Q4 2016/Q1 2017
• Minor contracts to be controlled by the construction client (infrastructure such as bridges, etc.) to be announced: Q1 2017 onward
• Installation period: 2017–2021
• Financial framework: NOK 2,800 million Electrification of the Trønder and Meråker lines Implementation model for overhead contact line & autotransformers
2016 2017 2018 2019
Consultancy contract NS 8402 with JBV's modifications
Functional Interaction Interaction description part 1 part 2 Transfer of obligations &Sourcing 12 Jan. engage consultants for signing resources, Constru interaction with option to transfer obligations production ction Target P1 P2 price planning
Engagement of contractor for interaction Interaction Interaction with implementation option part 1 part 2 Implementation contract : NS 8407 with JBV's modifications
Construction contract NS 8405 with JBV's modifications Electrification of the Trønder and Meråker lines
Environmental objectives
• Enabling more trains to use renewable energy sources. • Reducing carbon emissions from train traffic by 25-30%, corresponding to a reduction of 12,000 tonnes of carbon per year. • Zero direct emissions to air of gases (SO2, NOX, CO, HC) and particles from electrified train traffic on these railway sections. • Less noise from train traffic because electrified trains are quieter at low speeds and when standing still.
Electrification of the Trønder and Meråker lines
Progress schedule
• NOK 184 million has been allocated for the first NTP period.
• Detailed planning 2015 – 2016
• Quality assurance of administration documents and cost estimates (KS2) in 2016 ̶ A licence application will be sent to the Norwegian Water Resources and Energy Directorate (NVE) in 2016 ̶ Production 2017– 2021
• The converter stations will be built in the early part/ at the start of the construction period: ̶ Eidum – construction 2017 – 2019 ̶ Steinkjer – construction 2018 – 2020
• Completion ̶ Line sections will be put into operation 2020 – 2021 ̶ Project conclusion 2023 at the latest (NTP)
Contact information
Project Director Infrastructure Projects Jon Brede Dukan
Email: [email protected] Phone: +47 916 72,627
Jernbaneverket Energi Converter projects 2016 - 2018
Development of railway power supply
Jan Andreassen 2016-02-05 Agenda
1. JBV Energi 2. Plans 3. Projects Org. chart of Jernbaneverket Railway power supply
• JBV Energi supply converted electrical energy to the entire Norwegian railway (50 Hz 3-phase to 16,7 Hz 1-phase) • JBV Energi is responsible for planning, engineering, building, operations and maintenance of railway power supply (converters) in Jernbaneverket • JBV Energi purchases and sell electrical energy to all train operators within Norway
Railway power supply system
ISO 9001:2000 ISO 14001:1996 OHSAS 18001:1999 Vision and scope for railway power supply
Vision • Railway power supply should not limit train traffic (cause no train delays or stop of train traffic) Scope
• Sufficient electrical capacity for desired train traffic (time schedules) • Sufficient availability for railway power supply (converters) • Fulfill demands given by law, regulations and JBV’s Technical regulations (internal)
Basis for simulations and analysis Simulation results General results from studies
• Need for more electrical capacity – power (MW) (new converter stations, expansions) • Fewer and larger converter stations (built one large converter station, close down two older ones) • Need for a new distribution grid for power transmission (AT-system) on all railway lines (to distribute enough energy) • Need for high development and activity rate the following years (to reach goals in National Plan for Transportation) Narvik Steinkjer
Stjørdal
Future railway Berkåk power supply
• 26 converter stations (12 new, 14 renovated)
• 1 transformer substation Fåvang
• 1 hydro power plant Voss • 5 mobile static converters Gjøvik Hamar • OCL with AT-system on Arna most railway lines
Oslo New converter stations
Stavanger Refurbished/ Solum renovated converter stations Budgets for JBV Energi 2016-2030
Budgets for investments and renewals: • Investment projects (new/expanded converter stations) are estimated to ca. NOK 4.000 mill. • Renewal projects (converter stations) are estimated to ca. NOK 2.000 mill. • Maintenance projects (converter stations) are estimated to ca. NOK 700 mill.
• TOTALT: ca. NOK 6.700 mill. (Average: 450 mill. NOK/year)
In addition there is a need for: • Renewal of OCL with AT-system – estimated to ca. NOK 13.500 mill. (Average: 900 mill. NOK/year) Budgets for converter projects JBV Energi
• Budgets 2008: 75 mill. NOK • Budgets 2010: 165 mill. NOK (2,2 x ift 2008) • Budgets 2013: 204 mill. NOK (2,7 x ift 2008) • Budgets 2015: 255 mill. NOK (3,4 x ift 2008) • Budgets 2016: 308 mill. NOK (4,1 x ift 2008)
High activity the following years to come (+ 50 % from 2018), especially new investment projects to increase electrical capacity New converter stations for static frequency converters • New converter stations (Arna, Gjøvik, Hamar, Stjørdal, Steinkjer, Oslo, Narvik etc.) • Renewals/expansions of converter stations (Kielland - Egersund) Electrification of the Trønder- and Meråker lines (near Trondheim) Stjørdal converter station – at Eidum Arna converter station – ground construction works
Renewals/refurbishment of converter stations • Civil works and electro technical renewal/ refurbishment (general) • Gives increased reliability for railway power supply and train traffic
Refurbishment of rotating converters
• Refurbishment of rotating converters (ca. 3 pc/year) – gives increased reliability • Extra converters are purchased and refurbished to increase redundancy • New concept for switch gear, power transformers and control in containers • 4 year frame contracts for repair after converter break downs • New service/ maintenance contracts
New power transformers
• Need for renewal of older and smaller power transformers • Need for new 3-phase and 1-phase power transformers for extra rotating converters Fault analysis and power quality
• Need for high resolution (ca. 10 kHz) quality measurement for fault analysis of the power supply • Need for new measurement equipment in all converter stations • Need for automatic evaluation of current/voltage/temperature parameters for the power supply in all converter stations Condition monitoring on converter/ substations/overhead lines
• Condition monitoring of converters/substations/ overhead lines • Condition monitoring (10 year maintenance tasks) will to a large extent be conducted by suppliers • Scope: – Civil constructions – Heating/water/plumbing – LV/HV installations – Converters (rotating/static) – Transformers – Switch gear/control/ protection relays Competitions from JBV Energi in general
• Turn key projects are used extensively (in most enterprises/contracts)
• TransQ is used in general as an prequalification arrangement – all contestants/suppliers must be registered to offer tenders
• Complete Tender Management (KGV) is used in general as an electronically management tool (e-procurement) for all competitions and tenders Need for consultants services
• JBV Energi will award parallel frame contracts for consultant services February 2016 for the time period 2016-2019: (Architecture, Civil/ground construction works, Heating/water/plumbing, LV/HV installations etc.) • JBV Energi will use these frame contracts in specific projects for: – Arna converter station – Stjørdal/Steinkjer converter stations – Gjøvik converter station – Hamar converter station – Oslo converter station – Kielland converter station • So called “Mini competitions” will be arranged between the consultant companies with parallel frame contracts – for projects in general
Investments JBV Energi 2016-2018
Project Duration Projects Railway line Contracting On site start no.: (years)
989005 Hamar converter station - new Dovre line 2017 2018 3 989009 Oslo converter station - new Follo line > 2016 > 2017 3 989013 Arna converter station (near Bergen) – Bergen line 2016 2016 3 ground construction works 989016 Narvik converter station - new Ofoten line > 2016 > 2017 3 960272 Stjørdal converter station Meråker line 2016 2017 3 (near Trondheim) - new 960272 Steinkjer converter station - new Nordland line 2016 2017 3 989020 Gjøvik converter station – Gjøvik line 2016 2016 2 new switching post BE_hhh Mobile switching posts and All 2016 2016 2 power transformer - new Renewals JBV Energi 2016-2018
Project Duration Projects Railway line Contracting On site start no.: (years)
889062 Electrical monitoring and surveillance All 2016 2017 4 (frame) of converter stations 889095 Track switch point – All 2016 2016 4 (frame) near converter stations 889102 Power transformers - renewals All 2016 2016 4 (frame) 889104 Sarpsborg converter station - protection Sarpsborg 2016 2016 2 relays and local control renewals 889106 Rotating converters – All 2016 2016 4 (frame) refurbishment/renewals 889105 Lunner converter station – Lunner 2018 2019 3 general refurbishment/renewal 889117 Kielland converter station – Egersund 2016 2017 3 converter renewals 889120 Entrance gates for converter stations – All 2016 2016 4 (frame) renewals BE_ggg Ground construction works – All 2016 2016 4 (frame) at converter stations BE_hhh Track renewals - at converter stations All 2016 2016 4 (frame) BE_jjj Warehouse for storage of components - Lillestrøm 2016 2017 2 new Maintenance JBV Energi 2016-2018
Project Duration Projects Railway line Contracting On site start no.: (years)
883007 Condition monitoring on converter/ All 2016 2016 4 (frame) substations/overhead lines 883013 55 kV overhead line maintenance – Sørland line 2016 2016 1 concrete poles 884500 Rotating converters – All 2016 2017 4 (frame) repair after break down BE_057 Rotating converters – All 2016 2017 2 refurbishment/renewals 2017 BE_058 Rotating converters – All 2017 2018 2 refurbishment/renewals 2018 BE_059 Rotating converters – All 2018 2019 2 refurbishment/renewals 2019 BE_060 Rotating converters – All 2019 2020 2 refurbishment/renewals 2020