American Audio VELOCITY - REV 4-05 Instructions d'exploitation télécharger pdf (Page 153)

METRO RAIL DESIGN CRITERIA SECTION 9 / SYSTEMS

DE304.09 9-148 Revision 4 : 05/09/12

Metro Baseline Re-Baseline: 04/29/10

midpoint between support insulators placed 10 feet apart shall not be more

than 1/64 inch.

9. Protective cover shall consist of a curved insulating board covering the top of

the contact rail. Side coverboard shall be provided where the contact rail is

adjacent to safety or maintenance walkways in tunnel sections. Protective

covers shall have adequate clearance not to obstruct movement of current

collector shoes and to permit insertion of shoe paddles.

10. The protective cover shall extend a minimum of 12 inches beyond the tip of

the end approach.

11. Contact rail through stations shall be located at trackside opposite the

platform.

12. Contact rail at-grade shall be located in the area between running tracks,

except at the yard area, special trackwork and through center-platform

stations.

13. Contact rail anchors shall be provided at maximum 2,000-foot intervals at

midpoint between expansion joints. Spacing of anchors shall be adjusted to

provide an anchor near the middle of curved sections, with expansion joints

at points of tangent.

14. The contact rail shall be physically continuous between substations except

at crosswalks and special trackwork locations where it is necessary to have

separations in the contact rail. In addition, contact rail continuity shall be

broken at wayside locations where further sectionalizing is needed to

enhance operational flexibility. End approaches shall be provided at each

separation to facilitate vehicle current collector shoe return to the contact rail

without significant bounce.

15. The design of the entire contact rail system shall ensure that, during normal

operation, at least one current collector shoe of a two-car train is always in

contact with the rail.

16. The contact rail system shall be electrically continuous throughout the

specific Metro Rail System. At crosswalk and special trackwork locations (or

around expansion joints), electrical continuity shall be provided by jumper

cables either bolted or welded to the contact rail. At substations electrical

continuity shall be provided via DC switchgear, at wayside locations via

motorized disconnect switches, connected to the contact rail by cables. The

disconnect switches and cables shall provide conductivity that will not

reduce the circuit capacity of the contact rail.

17. Contact rail sectionalizing at substations and at the locations of the wayside

disconnect switches (as required to provide definite traction power zones)

shall be implemented by means of non-bridgeable-type gaps. The length of

the non-bridgeable gap between power zones shall be such that it cannot be

bridged by the front and rear shoes of a transit vehicle. In the vicinity of

passenger stations, each non-bridgeable gap shall be located preferably in

the normally decelerating zone. At stations where it is more economical to

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