2011 stray current corrosion control system evaluation

Transcription

2011 STRAY CURRENT
CORROSION CONTROL SYSTEM EVALUATION
2011 STRAY CURRENT
METRO LIGHT RAIL
605 S. 48TH STREET
PHOENIX, ARIZONA 85034
Submitted by
CORRPRO PROJECT No. : 340160354 – DOC 1, REV 1
1
03/21/2012
Comments Incorporated
E. Goldberg
Sarvjit Singh
0
03/01/2012
Issued for Approval
E. Goldberg
Sarvjit Singh
REV
DATE
DD/MM/YY
REMARKS
PREPARED BY
REVIEWED BY
Designation/ Project
CORROSION CONTROL EVALUATION
2011 STRAY CURRENT
340160354 – DOC 01
Page 1 of 14
Rev 1
2011 STRAY CURRENT
TABLE OF CONTENTS
1.0 EXECUTIVE SUMMARY .................................................................................. 3 2.0 INTRODUCTION .............................................................................................. 5 3.0 CONCLUSIONS ................................................................................................. 7 3.1 3.2 3.3 3.4 3.5 STRAY CURRENT EXCHANGE BETWEEN METRO TRACKS AND EARTH .............................. 7 METRO TRACK-TO-EARTH RESISTANCE ...................................................................................... 7 METRO TRACK-TO-EARTH POTENTIALS ..................................................................................... 8 METRO YARD–MAINLINE AND YARD-SHOP ELECTRICAL SEPARATION ............................ 8 SECTION 5.6 OF THE INTERGOVERNMENTAL AGREEMENT ................................................... 9 4.0 RECOMMENDATIONS ................................................................................... 11 5.0 DISCUSSION .....................................................................................................12 5.1 5.2 5.3 TRACK-TO-EARTH RESISTANCE .................................................................................................... 12 TRACK-TO-EARTH POTENTIAL ..................................................................................................... 12 STRAY CURRENT ................................................................................................................................ 12 6.0 TEST METHODS ..............................................................................................13 6.1 6.2 6.3 TRACK-TO-EARTH RESISTANCE TESTS ....................................................................................... 13 TRACK-TO-EARTH POTENTIAL MEASUREMENTS AT SUBSTATIONS .................................. 13 PIPELINE POTENTIAL MONITORING .......................................................................................... 14 APPENDICES
APPENDIX - A .......................................................... Track-to-Earth Resistance Test Data
APPENDIX - B .............................................. Traction Power Substation Potential Graphs
APPENDIX - C ........................................................ Pipeline Test Station Potential Graphs
APPENDIX - D ....................................................... Aerial Imagery Maps of Test Locations
APPENDIX - E ........................................ Section 5.6 of the Intergovernmental Agreement
340160354 – DOC 01
Page 2 of 14
Rev 1
2011 STRAY CURRENT
1.0
EXECUTIVE SUMMARY
This report outlines the results of an evaluation of the in-service stray current corrosion control
system associated with Valley Metro’s direct current (DC) powered light rail transit system.
Consistent with Corrpro’s recommended scope of work, the field aspects of the evaluation
were completed between December 5th, 2011 and December 9th, 2011. The field testing
included:

Track-to-earth resistance measurements for the entire mainline and for the yard
tracks.

Track-to-earth potential measurements at sub-stations.

Utility structure-to-earth potential measurements at representative locations,
principally the City of Phoenix ductile iron water pipelines and South West Gas
pipelines.
The measured, normalized track-to-earth resistance ranges from 103.70 Ohms-1,000 feet of
single track (2 rails) to in excess of 1,000 Ohms-1,000 feet. The average normalized track-toearth resistance is approximately 306 Ohms-1,000 feet. The minimum acceptance resistance
criterion for embedded track under test was 100 Ohms-1000 feet track.
The comparison of test data between the previous year’s testing and the current testing
indicates no decay in the track-to-earth resistance of the mainline tracks.
Along the Metro Light Rail route, pipe-to-soil potential data was recorded for the following at
randomly selected test points: ten (10) water pipeline test points, two (2) South West Gas test
points, and one (1) reinforcing rebar test point. The pipeline test point data recorded do not
indicate detrimental interference effects on these selected pipelines. The very low level effects
measured are of the same scale as reported during the 2010 evaluation. It should be noted
that the pipe-to-soil potential logging was carried out on different pipes (not on previously
tested pipelines) along the entire route of the mainline tracks. This reinforces that there are no
signs of degradation of the mainline track electrical isolation characteristics. The magnitude
and time characteristics of the track-to-earth potentials are considered normal with no
indication of anomalous conditions that could impact stray current control.
340160354 – DOC 01
Page 3 of 14
Rev 1
2011 STRAY CURRENT
The total stray current exchange between the Metro mainline tracks and earth is estimated to
be less than 2 amperes.
This level of stray current exchange is quite low, indicative of
effective stray current control. It is comparable to a low-output impressed current cathodic
protection system for a coated pipeline that is several miles long.
The track-to-earth potential logging data collected at the randomly selected TPSS’s (traction
power substations) is normal. Present track-to-earth potential levels are considered typical
with no anomalous conditions indicated.
Recommendations derived from Corrpro’s evaluation include continued periodic surveillance.
The next step in this regard would be to develop a standard operating procedure (SOP). A
sufficiently detailed SOP is in order to establish a solid foundation for the stray current control
program and to assure consistency in the future; the SOP was incorporated during the 2011
testing and is being issued as a separate document.
340160354 – DOC 01
Page 4 of 14
Rev 1
2011 STRAY CURRENT
2.0
INTRODUCTION
This report presents results of Corrpro’s annual evaluation of in-service stray current corrosion
control for the Valley Metro light rail in Phoenix, Arizona.
The system alignment is
approximately 21.5 miles long with 14 traction power sub-stations and 35 passenger station
platforms.
The stray current exchange between a direct current powered rail transit system and earth can
pose a risk of accelerated corrosion to the buried utility infrastructure as well as Metro
facilities. The Metro system includes state-of-the-art features that have been designed to
effectively control the level of stray current to practicable minimums. The primary design
measure is an electrically ungrounded traction power negative distribution system. This
includes the use of an electrically insulating rail boot for embedded mainline track-work
(predominant track type) and insulating rail fasteners for direct fixation track-work across two
bridges. While the stray current control measures are expected to be low maintenance, they
do require periodic monitoring to responsibly detect and correct anomalous conditions which
will undoubtedly occur from time to time as the system ages.
Prior to constructing the system, Metro entered into an intergovernmental agreement that
included Section 5.6 on corrosion control (The Agreement Sec. 5.6 is in Appendix E of this
report). The Agreement Sec. 5.6 stipulates that Metro will conduct stray current monitoring
and track-to-earth resistance tests on an annual basis. Track-to-earth resistances below 100
Ohms-1,000 feet (2 rails) for embedded track and 250 ohms-1,000 feet for direct fixation track
require corrective action based on the intergovernmental agreement page C-12.
The field aspects of Corrpro’s evaluation included:

Track-to-earth resistance measurements for the entire mainline and for the yard
tracks.

Track-to-earth potential measurements at sub-stations.

Utility structure-to-earth potential measurements at representative locations,
principally the City of Phoenix ductile iron water pipelines along with South West Gas
pipelines.
340160354 – DOC 01
Page 5 of 14
Rev 1
2011 STRAY CURRENT
The entire testing was carried out with full support from the support by the Valley Metro light
rail crew. All necessary work permits and access to various facilities was also provided and
obtained by the Valley Metro. Track-to-earth resistance testing was performed during nonrevenue hours of the train.
340160354 – DOC 01
Page 6 of 14
Rev 1
2011 STRAY CURRENT
3.0
CONCLUSIONS
3.1 STRAY CURRENT EXCHANGE BETWEEN METRO TRACKS AND EARTH
a) The calculated normal stray current exchange between the Metro mainline tracks and
earth is less than 2 amperes for the entire 21.5 miles.
b) Determined by the magnitude of stray current voltage, the level of stray current
exchange is quite low, indicative of effective stray current control. It is comparable to
a low-output impressed current cathodic protection system for a coated pipeline that is
several miles long.
c) The low-level stray current exchange between the Metro mainline tracks and earth is
considered consistent with design requirements.
d) The maximum average voltage change recorded for the utility test points was 20mV
and the minimum average voltage change recorded for the utility test points was
2.5mV; as depicted in Appendix – C.
3.2 Metro Track-to-Earth Resistance
a) All other factors equal, the higher the track-to-earth resistance, the lower the level of
stray current and resulting stray current corrosion impact on neighboring utilities and
transit structures.
b) The measured, normalized track-to-earth resistance ranges from 103.70 Ohms-1,000
feet of single track (2 rails) to in excess of 1,000 Ohms-1,000 feet. The average
normalized track-to-earth resistance for the mainline track is approximately 306 Ohms1,000 feet. [From Appendix – A: Mainline Track-to-Earth Resistance Average =
(414.85 + 250.73 + 623.03 + 308.38 + 139.24 +103.70) ÷ 6 ≈ 306 Ohms-1,000 feet.]
c) The calculated composite resistance-to-earth for the entire mainline track is
approximately on the order of 1.1419 Ohm. [From Appendix – A: Mainline Measured
Track-to-Earth Resistances in Parallel = 1 ÷ [(1/9.87) + (1/3.22) + (1/19.55) + (1/8.72)
+ (1/3.86) + (1/25.66)] ≈ 1.1419 Ohms.]
d) The measured mainline track-to-earth resistances are generally consistent with prior
data. They are in excess of the design and construction acceptance criterion of
minimum 100 Ohms-1,000 feet for embedded track and minimum 250 Ohms-1,000
feet for ballasted and direct fixation track.
e) The mainline track-to-earth resistance testing revealed no direct track to ground
electrical contacts (shorts) or other anomalous conditions that could result in
concentrated levels of high stray current exchange. Such conditions can occur,
340160354 – DOC 01
Page 7 of 14
Rev 1
2011 STRAY CURRENT
particularly with signaling circuits, switch machines, and along the direct fixation track
on the Tempe Town Lake Bridge and over Interstate 10 (I-10). Periodic surveillance
of the track-to-earth resistance allows for early detection and resolution of any stray
current problems.
f)
th
Corrpro carried out testing of the stray current control facilities between December 5 ,
2011 and December 9th, 2011. Precipitation (rainfall) during 2011 was recorded
approximately 1.41 inches based on the National Weather Service report. We did not
observe any rain during the time period of testing. The impact of previous precipitation
on track-to-earth resistance levels is not known. Based on statistics, the reported
normal annual precipitation for Phoenix is approximately 0.99 inches. Stray current
leakage levels typically increase during periods of precipitation and for some time
thereafter.
g) Testing of the track-to-earth resistance is a straightforward process. It should be
considered Metro’s first line of defense for effective stray current control. Manual
testing on an annual basis is the minimum requirement to comply with the
intergovernmental agreement.
3.3 Metro Track-to-Earth Potentials
a) The maximum track-to-earth potentials range from negative -4.95 volts (rails
accumulating stray current from earth in vicinity of measurement) to positive +4.0 volts
(rails discharging stray current to earth in vicinity of measurement) during peak transit
operating periods.
b) The magnitude and time characteristics of the track-to-earth potentials are considered
normal with no indication of anomalous conditions that could impact stray current
control.
3.4 Metro Yard–Mainline and Yard-Shop Electrical Separation
a) By design, for stray current control, the yard traction power system is intended to be
electrically separated from the mainline system under normal transit operations.
Similarly, the yard traction power system is to be electrically separated from the shop
system where the rails are grounded for electrical safety. The separation was found to
be in place during Corrpro’s field evaluation.
b) Transit and railed maintenance vehicles that are parked across the yard/mainline rail
insulating joints and or parked across the yard/shop rail insulating joints can cause
excessive, unacceptable stray current levels because they electrically connect the
different traction power electrification circuits. When the insulating joints are bridged,
they can lower the effective resistance-to-earth of the mainline rail system and
increase stray currents over extended distances.
c) The worst stray current corrosion conditions occur when the yard-shop insulating
joints are shorted concurrent with the yard-mainline insulating joints. Procedures need
to be maintained at all times to avoid these conditions.
340160354 – DOC 01
Page 8 of 14
Rev 1
2011 STRAY CURRENT
d) The track-to-earth resistance measured in the yard 329.66 Ω-1,000 ft.
e) Pipe-to-soil potentials were monitored at thirteen (13) representative locations along
the Valley Metro light rail tracks. Ten (10) of the test points were on ductile iron water
lines that included corrosion control test stations and galvanic current cathodic
protection (magnesium anodes). Two (2) test points were on South West Gas
pipelines, and the other test point was a rebar test station for the concrete pad below
the rail. The locations were selected to determine typical and expected worse-case
conditions based on analyses of the track-to-earth resistance and track-to-earth
potential data obtained during Corrpro’s field evaluation.
f)
There are two predominant transit-influenced stray current effects influencing the
water lines. The most prevalent is caused by transit operations along the mainline.
There is also a sporadic spike-type effect, which is believed to be associated with
transit vehicles entering or leaving the yard and shorting the yard-mainline rail
insulating joints. The spike-type effects are typically greater than those caused by the
mainline operations. This same condition was observed in our previous evaluation in
2010 and 2009.
g) Average maximum transit-influenced pipe-to-soil potential variations caused by
mainline operations are typically less than 0.020 volt referenced to the quiescent
potential that exists during non-revenue periods. The largest magnitude variation is
0.020 volt and occurs at the water line test point at 33.448073°, ‐112.022441°.
h) Average maximum spike-type changes in pipe-to-soil potential are typically less than
0.050 volt referenced to the quiescent potential that exists during non-revenue
periods. The largest spike-type change is 0.125 volt, occurring at the water line test
point at 33.446312°, -111.970915°.
i)
While the pipe-to-soil potential data indicate Metro is having an electrical effect on the
water lines, the effects are considered very low and do not present a corrosion threat.
Pipe-to-soil potential variations caused by mainline transit operations that are
consistently greater than 0.1 volt would typically warrant further evaluation relative to
corrosion control significance. The measured effects are much lower than this
threshold level.
j)
The low-level stray current effects detected at the structures tested is considered to
have very little impact on the operational reliability and service life of the utilities,
provided there is no substantial increase and the utility cathodic protection is
maintained.
3.5 Section 5.6 of the Intergovernmental Agreement
a) Corrpro’s evaluation of current conditions conforms to the breadth and intent of
Section 5.6 of the intergovernmental agreement on corrosion control.
b) A program consisting of periodic track-to-earth resistance testing for the entire Valley
Metro light rail system coupled with measurements at a sampling of utility monitoring
points is the most responsive and cost-effective method for complying with the
340160354 – DOC 01
Page 9 of 14
Rev 1
2011 STRAY CURRENT
intergovernmental agreement. This proactive approach will also keep overall stray
current levels to a practicable minimum.
340160354 – DOC 01
Page 10 of 14
Rev 1
2011 STRAY CURRENT
4.0
RECOMMENDATIONS
1. The information contained in this report should be conveyed to the City of Phoenix to comply
with the intergovernmental agreement. The information should also be conveyed to other
interested parties as appropriate.
2. Adhere to the written guidelines (SOP) for Valley Metro’s light rail system stray current
corrosion control maintenance and monitoring program as developed by Corrpro to assure
consistency in the future.
3. Conduct annual track-to-earth resistance tests as stated in the Intergovernmental Agreement
on Corrosion Control, Sec. 5.6. Track-to-earth resistances below 100 Ohms-1,000 feet (2 rails)
for embedded track and 250 ohms-1,000 feet for direct fixation track require corrective action
based on the agreement. Track-to-earth resistance testing should be considered Valley
Metro’s first line of defense for effective stray current control.
340160354 – DOC 01
Page 11 of 14
Rev 1
2011 STRAY CURRENT
5.0
DISCUSSION
5.1 Track-to-Earth Resistance
For this project, Corrpro measured the track-to-earth resistance. From Ohm’s law, increasing
track-to-earth resistance will decrease the amount of stray current exchange between the
traction power system and the earth.
Testing conducted during the 2011 survey indicates that the mainline track-to-earth
resistances are sufficient to satisfy the intergovernmental agreement for the mainline tracks
and effectively control stray current.
The track-to-earth test data and calculation sheets are provided in Appendix A.
5.2 Track-to-Earth Potential
Track-to-Earth Potential is used to estimate the amount of current exchange between the rail
tracks and the earth. Corrpro measured track-to-earth potentials at ten (10) traction power
substation locations along the alignment using Tinker & Rasor data loggers. Graphs of the
potentials recorded by the data loggers are provided in Appendix B.
5.3 Stray Current
Stray current, is current that travels along an unintended path, like traction power current
traveling through the earth to return to the substation via another route instead of along the
rails. As stray current moves through the earth it can be collected on and discharged from
buried metallic utilities.
At locations of discharge from the metal structure, the electrical
potential of the structure will be made more positive; at these locations the risk of accelerated
corrosion is increased.
The electrical potential testing carried out by Corrpro indicates that the level of stray current is
minimal and there is a low risk of accelerated damage of buried utilities due to the Valley
Metro’s DC traction power systems.
340160354 – DOC 01
Page 12 of 14
Rev 1
2011 STRAY CURRENT
6.0
TEST METHODS
6.1 Track-to-Earth Resistance Tests
This is the primary field measurement used to gauge the in-service effectiveness of Metro’s
stray current corrosion control measures. If the track-to-earth resistance is maintained at a
relatively high level, the risk of the transit system causing stray current on nearby utilities can
be kept to a minimum.
a) For the survey, Corrpro measured track-to-earth resistances for the entire mainline
system (≈ 21.5 miles) on a track section by track section basis, typically for dual track
section lengths an average of 16,000 feet.
b) The tests were performed during non-revenue service, roughly 12:30 AM to 4:00 AM.
c) The tests were conducted while temporarily disconnecting impedance bond cables
across certain rail insulating joints to sectionalize the rail network into approximate
lengths of 16,000 feet.
d) The data sheets include a sketch of each test set up with locations of potential
measurements, connections for the applied current and locations of insulating joints.
e) A direct current (DC) test voltage of approximately 12-volts was impressed between
the track section under test and an earth ground connection. The current output and
DC voltage shift due to the applied current was measured and recorded
simultaneously.
f)
Cross-bonds, TPSS negative return and signal wire connections to the rails were left
connected during the testing of the mainline.
6.2 Track-to-Earth Potential Measurements at Substations
Concurrent with the pipeline potential monitoring, Corrpro used the battery-powered data
loggers to monitor track-to-earth potentials at ten (10) TPSS’s. Using Ohm’s Law, the track-toearth potential data is used in conjunction with the track-to-earth resistance data to estimate
the magnitude and polarities of stray current exchange between the system rails and earth.
a) The data logger positive lead was connected to the track negative return and test
common lead was connected to the building ground bus. Test connections were made
safely with the traction power energized.
b) The monitoring period per substation was in excess of 12 hours and includes at least
one morning and or one afternoon rush-hour period.
340160354 – DOC 01
Page 13 of 14
Rev 1
2011 STRAY CURRENT
6.3 Pipeline Potential Monitoring
Corrpro used battery-powered data loggers to monitor pipe-to-soil potentials at ten (10) water
pipeline test station locations and two (2) South West Gas pipeline test stations along the
Valley Metro light rail alignment. This data helps evaluate the effects of the stray current from
the rail on the nearby foreign structures.
a) Monitoring was performed typically in excess of 12 hours to cover at least one period
of peak rail operation.
b) Measurements were also made at one power pole electrical ground rods. Experience
shows data from the ground connections can often provide an overall indication of
stray current effects in a given area.
c) Corrpro recorded the GPS coordinates (3 meter accuracy) for each of the utility test
points, traction power sub stations (TPSS), and catenary poles utilized during the
potential monitoring and testing. The locations are shown on the satellite imagery
sheets in Appendix - D.
END OF REPORT
340160354 – DOC 01
Page 14 of 14
Rev 1
2011 STRAY CURRENT
APPENDIX – A
Track-to-Earth Resistance Test Data
Table A1
Figure A1
Summary Table - Track-to-Earth Resistance
Track-to-Earth Resistance vs. Location
Track-to-Earth Resistance
Appendix A Reference Number
1
Stn. 909+86 to 1119+93
2
Stn. 1119+93 to 1509+01
3
Stn. 1509+01 to 1668+34
4
Stn. 1668+34 to 1845+08
5
Stn. 1845+08 to 2025+10
6
Stn. 2025+10 to 2045+30
7
Stn. 4+00 to 28+00 (Yard Entrance)
8
Yard Lines
Field Data, Calculation Sheets and
Sketches
340160354 – DOC 01
APPENDIX
Rev 1
2011 STRAY CURRENT
Number of
Crossovers and
other Special
Trackwork Sections
in Test
1119+93
21,007
42,014
9.87
414.85
2
North end of Lines to Pierson St.
2
Dec. 08, 2011
1119+93
1509+01
38,908
77,816
3.22
250.73
2
Pierson St. to 27th St.
3
Dec. 07, 2011
1509+01
1668+34
15,933
31,866
19.55
623.03
2
27th St. to 51st St.
4
Dec. 06, 2011
1668+34
1845+08
17,674
35,348
8.72
308.38
2
51st St. to 6th St.
5
Dec. 05, 2011
1845+08
2025+10
18,002
36,004
3.86
139.24
2
6th St. to Dobson Rd.
6
Dec. 05, 2011
2025+10
2045+30
2,020
4,040
25.66
103.70
2
Dobson Rd. to E. End of Tracks
7
Dec. 09, 2011
4+00
28+00
1,200
2,400
629.13
1,509.93
0
Main Line to Yard Entrance Tracks
Date Tested
System Length
(Feet)
909+86
End Stn. No.
Dec. 08, 2011
Start Stn. No.
1
Appendix A
Reference Number
Measured
Resistance (Ohms)
Normalized Trackto-Earth Resistance
(Ω-1,000 Ft. of
Single Track)
Summary Table - Track-to-Earth Resistance
Estimated Track
Length (including
Special Track)
Table A1
Notes
Yard Track Testing
8
Dec. 09, 2011
28+00
-
13,500
27,000
TOTAL
113,544
211,126
Miles
21.5
Average Normalized Track-to-Earth Resistance for entire Mainline system:
340160354 – DOC 01
12.20
329.66
2
The yard includes combination of direct fixation
and embedded tracks.
All in parallel Ω: 1.1419
306.65
(Ω-1,000FT)
APPENDIX
Rev 1
Figure A1
Track-to-Earth Resistance vs. Location
700
T# - Traction Power Sub-Station Approximate Locations
Yard Entrance at Stn 1647+25
306 Ohm-1,000 FT
Average for entire Mainline
500
100 ohm-1,000 FT
Minimum for compliance with Intergovernmental
Agreement
400
300
200
100
T2
T3
T4
T5
T6
T7
T8
T9
T10
1800+00
T1
1700+00
Yard Entrance
T11
T12
T13
Track Station Number
2100+00
2000+00
1900+00
1600+00
1500+00
1400+00
1300+00
1200+00
1100+00
1000+00
0
900+00
Normalized Track-to-Earth Resistance
(ohm-1,000 Ft of Track, 2 Rails)
600
Track-to-Earth Resistance Tests
Track Section Using Current Drop Method
Engineer:
Technician:
Date:
Client:
Job #:
Time:
Test Location:
Starting Station
Ending Station
Test 1 or 2 track directions
Track Length (FT)
Adder for Special Track (FT)
Test Location
Quantity Units, V, mV, Ohms
Track-to-Earth @ (1) Stn No.
Potential w.r.t. GRD for Catentary Pole
Current
Amps.
1119+93
Track-to-Earth @ (1a)
Track-to-Earth @ (2)
Track-to-Earth @ (5a) Stn No.
Average resistance measured
Page 1 of 2
Project Desc.:
Track-to-Earth Resistance Testing
Ed Goldberg
Mike Beebe
12/8/2011
Metro Light Rail - Pheonix, AZ
340160354
11:59 PM
North End of Line
1119+93 Pierson St.
909+86 End of Track
2
42,014
-
0.741
Weather/Notes:
Clear 45 ºF
Voltmeter S/N:
Fluke 187V S/N 12850307
Ammeter S/N:
Fluke with 0.01 ohm wire shunt
S/N 12850307
Other S/N
Voltage On Voltage Off
Voltage
Delta
Calculated
Resistance
Vdc
Vdc
Vdc

8.620
1.346
7.274
9.816
0.618
0.288
-
8.640
1.263
7.377
0.613
0.282
-
8.610
1.379
7.231
0.622
0.292
-
8.610
1.343
7.267
0.619
0.287
-
8.850
1.364
7.486
10.103
-
-
-
-
8.720
1.362
7.358
9.930
-
-
-
-
8.650
1.360
7.290
9.838
-
-
-
-
8.610
1.360
7.250
9.784
-
-
-
-
9.955
9.758
9.807
909+86
9.874
Ω
Test Location
Starting Station
North End of Line
1119+93
Estimated Track
Length (including
Special Track)
Start and End Station No.
1119+93
909+86
42,014
Page 2 of 2
12/8/2011
Date:
Average
Change
(∆V)
7.317
Current
Applied
(Amps.)
0.741
Measured
Resistance
(Ω)
9.87398785
Normalized Track-to-Earth
Resistance (Ω-1,000 Ft. of
Single Track)
414.85
Sketch/Calculations:
Notes:
1a
1
5
2a
2
6
3a
3
7
4a
4
8
5a
6a WB track
7a
8a
EB track
Voltage Applied with a timed interupter switch.
The current measured using calibrated Shunt.
Located at Station:
1119+93
*Calculation Note: [Average Voltage Change (∆V) ÷ Current Applied (Amps.)] × (Estimated Track Length ÷ 1,000)
= Normalized Track-to-Earth Resistance (Ω-1,000 Ft. of Single Track)
Engineer:
Technician:
Date:
Client:
Job #:
Time:
Test Location
Starting Station
Ending Station
Track Length (FT)
Test Location
Current
Amps.
1119+93
Page 1 of 2
Project Desc.:
Ed Goldberg
Mike Beebe
12/8/2011
340160354
11:59 PM
North End of Line
1119+93 Pierson St.
th
1509+01 27 St.
2
77,816
-
1.311
Weather/Notes:
Clear 45 ºF
Voltmeter S/N:
Fluke 187V S/N 12850307
Ammeter S/N:
S/N 12850307
Other S/N
Voltage
Delta
Calculated
Resistance
Vdc
Vdc
Vdc

5.913
1.450
4.463
3.404
1.329
2.160
-
5.886
1.446
4.440
1.355
2.187
-
5.863
1.485
4.378
1.357
2.412
-
5.879
1.495
4.384
1.385
2.258
-
5.632
1.900
3.732
2.847
0.500
0.450
-
-
5.649
1.901
3.748
2.859
0.480
0.465
-
-
5.658
1.390
4.268
3.256
0.476
0.726
-
-
5.660
1.280
4.380
3.341
0.801
0.780
-
-
3.387
3.339
3.344
1509+01
3.222
Ω
Test Location
Starting Station
North End of Line
1119+93
Estimated Track
Length (including
Special Track)
1119+93
1509+01
77,816
Page 2 of 2
12/8/2011
Date:
Average
Change
(∆V)
4.224
Current
Applied
(Amps.)
1.311
Measured
Resistance
(Ω)
3.22206331
Single Track)
250.73
Notes:
1a
1
5
2a
2
6
3a
3
7
4a
4
8
5a
6a WB track
7a
8a
EB track
Located at Station:
1119+93
Engineer:
Technician:
Date:
Client:
Job #:
Time:
Test Location
Starting Station
Ending Station
Track Length (FT)
Current
Amps.
1509+01
Weather/Notes:
Clear 46 ºF
Voltmeter S/N:
Fluke 187V S/N 12850307
Ammeter S/N:
S/N 12850307
Other S/N
th
1509+01 27 St.
st
1668+34 51 St.
2
31,866
-
Test Location
Page 1 of 2
Project Desc.:
Ed Goldberg
Mike Beebe
12/7/2011
340160354
11:59 PM
0.374
Voltage
Delta
Calculated
Resistance
Vdc
Vdc
Vdc

7.850
0.420
7.430
19.866
0.656
0.555
-
8.040
0.412
7.628
0.650
0.552
-
8.030
0.350
7.680
0.646
0.556
-
8.030
0.366
7.664
0.646
0.556
-
7.790
0.883
6.907
18.468
0.751
0.823
-
-
7.770
0.754
7.016
18.759
0.778
0.826
-
-
7.775
0.692
7.083
18.939
0.760
0.843
-
-
7.750
0.660
7.090
18.957
0.757
0.812
-
-
20.396
20.535
20.492
1668+34
19.552
Ω
Test Location
Starting Station
1509+01
Estimated Track
Length
Average
(including
Special Track) Change (∆V)
1509+01
1668+34
31,866
7.312
Page 2 of 2
12/7/2011
Date:
Current
Applied
(Amps.)
0.374
Measured
Resistance Resistance (Ω-1,000 Ft. of
(Ω)
Single Track)
19.5515374
623.03
Notes:
1a
1
5
2a
2
6
3a
3
7
4a
4
8
5a
6a WB track
7a
8a
EB track
Located at Station:
1509+01
Engineer:
Technician:
Date:
Client:
Job #:
Time:
Test Location
Starting Station
Ending Station
Track Length (FT)
Current
Amps.
1668+34
Weather/Notes:
Clear 44 ºF
Voltmeter S/N:
Fluke 187V S/N 12850307
Ammeter S/N:
S/N 12850307
Other S/N
st
1668+34 51 St.
th
1845+08 E. 6 St.
2
35,348
-
Test Location
Page 1 of 2
Project Desc.:
Ed Goldberg
Mike Beebe
12/6/2011
340160354
11:59 PM
0.460
Voltage
Delta
Calculated
Resistance
Vdc
Vdc
Vdc

4.970
0.825
4.145
9.011
0.495
0.350
-
4.971
0.825
4.146
0.510
0.360
-
4.960
0.836
4.124
0.510
0.357
-
4.900
0.824
4.076
0.500
0.370
-
5.101
1.256
3.845
8.359
0.872
0.109
-
-
5.080
1.217
3.863
8.398
0.869
0.101
-
-
5.101
1.145
3.956
8.600
0.837
0.996
-
-
5.090
1.140
3.950
8.587
0.847
0.980
-
-
9.013
8.965
8.861
1845+08
8.724
Ω
Test Location
Starting Station
1668+34
Estimated Track
Length
Average
(including
Special Track) Change (∆V)
1668+34
1845+08
35,348
4.013
Page 2 of 2
12/6/2011
Date:
Current
Applied
(Amps.)
0.460
Measured
(Ω)
Single Track)
8.72418478
308.38
Notes:
1a
1
5
2a
2
6
3a
3
7
4a
4
8
5a
6a WB track
7a
8a
EB track
Located at Station:
1668+34
Engineer:
Technician:
Date:
Client:
Job #:
Time:
Test Location
Starting Station
Ending Station
Track Length (FT)
Test Location
Current
Amps.
2025+10
Page 1 of 2
Project Desc.:
Ed Goldberg
Mike Beebe
12/5/2011
340160354
11:59 PM
East End of Line
2025+10 Dobson Rd.
th
1845+08 E. 6 St.
2
36,004
-
0.971
Weather/Notes:
Clear 40 ºF
Voltmeter S/N:
Fluke 187V S/N 12850307
Ammeter S/N:
S/N 12850307
Other S/N
Voltage
Delta
Calculated
Resistance
Vdc
Vdc
Vdc

-2.287
1.413
3.700
3.811
0.437
0.570
-
-2.305
1.416
3.721
0.444
0.568
-
-2.289
1.415
3.704
0.440
0.565
-
-2.310
1.419
3.729
0.440
0.573
-
-2.601
1.201
3.802
3.916
0.512
0.623
-
-
-2.598
1.189
3.787
3.900
0.512
0.619
-
-
-2.605
1.195
3.800
3.913
0.509
0.621
-
-
-2.599
1.199
3.798
3.911
0.512
0.622
-
-
3.832
3.815
3.840
1845+08
3.867
Ω
Test Location
Starting Station
East End of Line
2025+10
Estimated
Track Length
Average Change
(including
Special Track)
(∆V)
2025+10
1845+08
36,004
3.755
Page 2 of 2
12/5/2011
Date:
Current
Applied
(Amps.)
0.971
Measured
Resistance
(Ω)
3.867276
Single Track)
139.24
Notes:
1a
1
5
2a
2
6
3a
3
7
4a
4
8
5a
6a WB track
7a
8a
EB track
Located at Station:
2025+10
Engineer:
Technician:
Date:
Client:
Job #:
Time:
Test Location
Starting Station
Ending Station
Track Length (FT)
Test Location
Current
Amps.
2025+10
Page 1 of 2
Project Desc.:
Ed Goldberg
Mike Beebe
12/5/2011
340160354
11:59 PM
East End of Line
2025+10 Dobson Rd.
2045+30 E. End of Tracks
2
4,040
-
0.268
Weather/Notes:
Clear 40 ºF
Voltmeter S/N:
Fluke 187V S/N 12850307
Ammeter S/N:
S/N 12850307
Other S/N
Voltage
Delta
Calculated
Resistance
Vdc
Vdc
Vdc

9.520
2.380
7.140
26.642
0.502
0.609
-
9.531
2.400
7.131
0.516
0.600
-
9.610
2.460
7.150
0.512
0.613
-
9.621
2.462
7.159
0.532
0.589
-
9.740
3.250
6.490
24.216
-
-
-
-
9.780
3.125
6.655
24.832
-
-
-
-
9.810
3.117
6.693
24.974
-
-
-
-
9.790
3.175
6.615
24.683
-
-
-
-
25.668
Ω
26.608
26.679
26.713
2045+30
Test Location
Starting Station
East End of Line
2025+10
Estimated
Track Length
Average Change
(including
Special Track)
(∆V)
2025+10
2045+30
4,040
6.879
Page 2 of 2
12/5/2011
Date:
Current
Applied
(Amps.)
0.268
Measured
(Ω)
Single Track)
25.6683769
103.70
Notes:
1a
1
5
2a
2
6
3a
3
7
4a
4
8
5a
6a WB track
7a
8a
EB track
Located at Station:
2025+10
Engineer:
Technician:
Date:
Client:
Job #:
Time:
Test Location
Starting Station
Ending Station
Track Length (FT)
Test Location
4+00
28+00
Page 1 of 2
Project Desc.:
Ed Goldberg
Mike Beebe
12/9/2011
340160354
8:00 AM
Yard Testing
4+00 Main Line Entrance
28+00 Yard Entrance
2
2,400
-
Current
Amps.
0.020
Weather/Notes:
Clear 55 ºF
Voltmeter S/N:
Fluke 187V S/N 12850307
Ammeter S/N:
S/N 12850307
Other S/N
Voltage
Delta
Calculated
Resistance
Vdc
Vdc
Vdc

13.150
0.490
12.660
633.000
13.150
0.556
12.594
629.700
13.130
0.450
12.680
634.000
13.150
0.420
12.730
636.500
12.510
0.020
12.490
624.500
-
-
-
-
12.510
0.019
12.491
624.550
-
-
-
-
12.530
0.024
12.506
625.300
-
-
-
-
12.530
0.019
12.511
625.550
-
-
-
-
629.138
Ω
Test Location
Starting Station
Yard Testing
004+00
Estimated
Track Length
(including
Special Track)
4+00
28+00
2,400
Page 2 of 2
12/9/2011
Date:
Average Change
(∆V)
12.583
Current
Applied
(Amps.)
0.020
Measured
Resistance
(Ω)
629.1375
Single Track)
1509.93
Notes:
1a
1
5
2a
2
6
3a
3
7
4a
4
8
5a
6a WB track
7a
8a
EB track
Located at Station:
28+00
Engineer:
Technician:
Date:
Client:
Job #:
Time:
Test Location
Starting Station
Ending Station
Track Length (FT)
Test Location
Current
28+00
Amps.
0.264
Test Location
Starting Station
28+00
Page 1 of 2
Project Desc.:
Ed Goldberg
Mike Beebe
12/9/2011
340160354
8:00 AM
Yard Testing
28+00 Yard Entrance
2
27,000 Total Estimated
-
Weather/Notes:
Clear 55 ºF
Voltmeter S/N:
Fluke 187V S/N 12850307
Ammeter S/N:
S/N 12850307
Other S/N
Calculated
Resistance
Vdc
Vdc
Vdc

3.350
0.121
3.229
12.231
0.518
0.647
-
3.347
0.128
3.219
0.518
0.652
-
3.352
0.125
3.227
0.515
0.632
-
3.345
0.120
3.225
0.512
0.648
-
3.349
0.132
3.217
12.186
3.352
0.127
3.225
-
3.351
0.128
3.223
12.208
3.349
0.130
3.219
-
12.193
12.223
12.216
Inside Yard
Inside Yard
Inside Yard
Inside Yard
12.210
Ω
Yard Testing
028+00
-
Voltage
Delta
Estimated
Track Length
(including
Special Track)
27,000
Date:
Average Change
(∆V)
3.223
Current
Applied
(Amps.)
0.264
Measured
Resistance
(Ω)
12.209596
Page 2 of 2
12/9/2011
Single Track)
329.66
Notes:
Located at Station:
28+00
2011 STRAY CURRENT
APPENDIX – B
Traction Power Substation Potential Graphs
Table B1:
Table B2:
Figure B1:
Figure B2:
Figure B3:
Summary Table - Track-to-Earth Potential Datalogs
Summary Table - Estimated Current Exchange between Track and Earth
Data Logger Locations and Structure Type versus Location
Track-to-Earth Potential
Stray Current Exchange
Track-to-Earth Potential Traces
Appendix B
Reference
Location ID
Stn. No.
Number
1
TPSS#1
1003+50
2
TPSS#2
1051+25
3
TPSS#5
1301+50
4
TPSS#7
1496+25
5
TPSS#8
1578+20
6
TPSS#9
1693+50
7
TPSS#10
1787+15
8
TPSS#12
1925+00
9
TPSS#13
1996+90
10
TPSS#14
2037+50
Note: All measurements made using utility bond bus connection and substation grounding connection
inside the traction power sub-station buildings for above locations.
340160354 – DOC 01
APPENDIX
Rev 1
Figure B1 - Data Logger Locations and Structure Type versus Location
4
South West Gas-to-Earth Potential
3
Waterline-to-Earth Potential
2
Track-to-Earth Potential
Yard Entrance
1
T1
T2
T4
T5
T6
T7
T8
T9
T10
T11
T12
T13 T14
Track Location
Station Number
TPSS
2100+00
2000+00
1900+00
1800+00
1700+00
1600+00
1500+00
1400+00
1300+00
1200+00
1100+00
1000+00
900+00
0
2011 STRAY CURRENT
Table B1 - Summary Table - Track-to-Earth Potential Datalogs
Quiescent
Magnitude:
NonRevenue
Hours
(Volts)
Positive (Rails
Discharging
Stray Current)
Negative (Rails
Accumulating
Stray Current)
Average Maximum Potential
(Volt w.r.t. Ground Bus)
Location ID
Stn. No.
TPSS#1
1003+50
-1.50
2.25
-4
TPSS#2
1051+25
-0.50
1.50
-4.85
TPSS#5
1301+50
-0.50
2.40
-0.45
TPSS#7
1496+25
-1.00
1.95
-3
TPSS#8
1578+20
-1.00
4.00
-4.25
TPSS#9
1693+50
-1.50
0.95
-3.5
TPSS#10
1787+15
-1.00
2.25
-4.75
TPSS#12
1925+00
-1.50
2.00
-4.75
TPSS#13
1996+90
-1.50
3.00
-4.75
TPSS#14
2037+50
-1.00
2.00
-4.95
*No testing was done at TPSS: 3, 4, 6, and 11
*Potentials are all with respect to electrical ground
340160354 – DOC 01
APPENDIX
Rev 1
Figure B2 - Track-to-Earth Potential
6
4
0
-2
-4
-6
RED line: Average Maximum Positive Track-to-Earth Potential
(Rails Discharging Stray Current)
Black line: Average Maximum Negative Track-to-Earth Potential
(Rails Accumulating Stray Current)
T2
T3
T4
T5
T6
T7
T8
T9
T10
1800+00
T1
Yard Entrance
1700+00
-8
T11
T12
T13
2100+00
2000+00
1900+00
1600+00
1500+00
1400+00
1300+00
1200+00
1100+00
1000+00
-10
900+00
Track-to-Earth Potential (Volts)
2
2011 STRAY CURRENT
Table B2 - Summary Table – Calculated Current Exchange
Between Track and Earth
Average Maximum Stray Current
Exchange (mA per 1000 ft of track
system)
Location ID
Stn. No.
From Track to
Earth
From Earth to
Track
TPSS#1
1003+50
10.8
-19.3
TPSS#2
1051+25
12.0
-38.6
TPSS#5
1301+50
19.1
-3.6
TPSS#7
1496+25
15.5
-23.9
TPSS#8
1578+20
12.8
-13.6
TPSS#9
1693+50
6.2
-22.7
TPSS#10
1787+15
14.6
-30.8
TPSS#12
1925+00
28.8
-68.3
TPSS#13
1996+90
43.2
-68.3
TPSS#14
2037+50
38.5
-95.2
340160354 – DOC 01
APPENDIX
Rev 1
Figure B3 - Stray Current Exchange
Stray Current Exchange Between Tracks and Earth (milliampere per 1,000
FT of Track System - Four Rails)
60
40
RED line: Average Maximum Stray Current From Track to
Earth
Black line: Average Maximum Stray Current From Earth to
Track
20
0
-20
-40
-60
-80
Yard Entrance
T11
T12
T13
2100+00
T10
2000+00
T9
1900+00
T8
1800+00
T7
1600+00
T6
1500+00
T5
1400+00
T4
1300+00
T3
1200+00
T2
1100+00
900+00
1000+00
T1
-120
1700+00
-100
6
6
4
4
2
2
0
0
-2
-2
-4
-4
-6
-6
-8
-8
-10
-10
-12
-12
-14
-14
AC/DC
Unfiltered
DC Voltage
Time (Minutes)
Unit: Tinker & Rasor
s/n: 03138-E20
File: Config.dlg
12/7/2011 4:23:03
Substation
1 AM
Latitude, Longitude: 33.517680°, -112.098807°
Dates Data was Recorded: 12/07/11 to 12/09/12
10
10
5
5
0
0
-5
-5
-10
-10
-15
-15
AC/DC
Unfiltered
DC Voltage
Time (Minutes)
s/n: 02244-05102-E20
File: Config.dlg
12/7/201124:17:17 AM
Substation
15
15
10
10
5
5
0
0
-5
-5
AC/DC
Unfiltered
DC Voltage
-10
-10
-15
-15
-20
-20
Time (Minutes)
s/n: 03173-E20
File: Config.dlg
12/7/2011 4:59:20
Substation
5 AM
6
6
4
4
2
2
0
0
-2
-2
-4
-4
AC/DC
Unfiltered
DC Voltage
-6
-6
-8
-8
-10
-10
-12
-12
Time (Minutes)
s/n: 03138-E20
File: Config.dlg
12/6/2011 5:26:05
Substation
7 PM
20
20
15
15
10
10
5
5
0
0
-5
-5
AC/DC
Unfiltered
DC Voltage
-10
-10
-15
-15
-20
-20
-25
-25
Time (Minutes)
s/n: 03173-E20
File: Config(1).dlg
12/6/2011 6:16:59
Substation
8 PM
6
6
4
4
2
2
0
0
-2
-2
-4
-4
AC/DC
Unfiltered
DC Voltage
-6
-6
-8
-8
-10
-10
-12
-12
Time (Minutes)
s/n: 02244-05102-E20
File: Config(1).dlg
12/6/2011
Substation
9 5:05:00 PM
15
15
10
10
5
5
0
0
-5
-5
AC/DC
Unfiltered
DC Voltage
-10
-10
-15
-15
-20
-20
Time (Minutes)
Unit: Data Logger
s/n: 02811-E20
File: Config(1).dlg
12/6/2011 5:46:09
Substation
10PM
15
15
10
10
5
5
0
0
AC/DC
Unfiltered
DC Voltage
-5
-5
-10
-10
-15
-15
Time (Minutes)
s/n: 02244-05102-E20
File: Sub Substation
Station 12 12-5-11
12to 12-6-11.dlg
12/5/2011 11:01:34 PM
15
15
10
10
5
5
0
0
AC/DC
Unfiltered
DC Voltage
-5
-5
-10
-10
-15
-15
Time (Minutes)
s/n: 03173-E20
File: Config.dlg
12/6/2011 12:16:06
Substation
13 AM
10
10
5
5
0
0
-5
-5
-10
-10
AC/DC
Unfiltered
DC Voltage
-15
-15
-20
-20
-25
-25
Time (Minutes)
Unit: Data Logger
s/n: 02811-E20
File: Config.dlg
12/6/2011
12:36:16
Substation
14AM
2011 STRAY CURRENT
APPENDIX – C
Utility Potential Traces and Other Utility Data
Thirteen Datalog Traces of Utility Potential Versus Time
Appendix C
Reference
Number
Structure
Latitude
Longitude
Reference
Appendix
D Page
1
Fire Hydrant
33.446312°
‐111.970915°
6
2
South West Gas
33.438035°
‐111.946918°
9
3
Rebar
33.439816°
‐111.950642°
9
4
South West Gas
33.446290°
‐111.970724°
6
5
Fire Hydrant
33.483312°
‐112.073652°
2
6
Waterline
33.448094°
‐112.024303°
4
7
Fire Hydrant
33.482397°
‐112.073641°
2
8
Fire Hydrant
33.483758°
‐112.073664°
2
9
Waterline
33.448075°
‐112.023642°
4
10
Fire Hydrant
33.448079°
‐112.024780°
4
11
Fire Hydrant
33.448073°
‐112.022441°
4
12
Fire Hydrant
33.483218°
‐112.073666°
2
13
Fire Hydrant
33.481940°
‐112.073619°
2
340160354 – DOC 01
APPENDIX
Rev 1
DC Voltage
Time
Washington Street Fire Hydrant Test Station (Latitude, Longitude: 33.446312°, ‐111.970915°) *Date format of data logging: Year/Month/Day *Time format of data logging: 24hr Clock DC Voltage
Time
Washington Street South West Gas Test Station (Latitude, Longitude: 33.438035°,‐111.946918°) *Date format of data logging: Year/Month/Day *Time format of data logging: 24hr Clock DC Voltage
Time
Data Logger in Median at Parkside Drive Rebar Test Station (Latitude, Longitude: 33.439816°,‐111.950642°) *Date format of data logging: Year/Month/Day *Time format of data logging: 24hr Clock DC Voltage
Time
Washington Street South West Gas Test Station (Latitude, Longitude: 33.446290°, ‐111.970724°) *Date format of data logging: Year/Month/Day *Time format of data logging: 24hr Clock DC Voltage
Time
N. Central Ave. Fire Hydrant Test Station (Latitude, Longitude: 33.483312°, ‐112.073652°) *Date format of data logging: Year/Month/Day *Time format of data logging: 24hr Clock DC Voltage
Time
E. Washington Street Water Test Station (Latitude, Longitude: 33.448094°, ‐112.024303°) *Date format of data logging: Year/Month/Day *Time format of data logging: 24hr Clock DC Voltage
Time
Time
Time
E. Washington Street Water Test Station (Latitude, Longitude: 33.448075°, ‐112.023642°) *Date format of data logging: Year/Month/Day *Time format of data logging: 24hr Clock DC Voltage
Time
E. Washington Street Fire Hydrant Test Station (Latitude, Longitude: 33.448079°, ‐112.024780°) *Date format of data logging: Year/Month/Day *Time format of data logging: 24hr Clock DC Voltage
Time
E. Washington Street Fire Hydrant Test Station (Latitude, Longitude: 33.448073°, ‐112.022441°) *Date format of data logging: Year/Month/Day *Time format of data logging: 24hr Clock DC Voltage
Time
Time
N. Central Ave. & E. Catalina Dr. Fire Hydrant Test Station (Latitude, Longitude: 33.481940°, ‐112.073619°) *Date format of data logging: Year/Month/Day *Time format of data logging: 24hr Clock 2011 STRAY CURRENT
APPENDIX – D
Aerial Imagery Maps of Test Locations
340160354 – DOC 01
APPENDIX
Rev 1
Appendix - D
Page # 1
Appendix - D
Page # 2
Appendix - D
Page # 3
Appendix - D
Page # 4
Appendix - D
Page # 5
Appendix - D
Page # 6
Appendix - D
Page # 7
Appendix - D
Page # 8
Appendix - D
Page # 9
Appendix - D
Page # 10
2011 STRAY CURRENT
APPENDIX – E
Section 5.6 of the Intergovernmental Agreement
340160354 – DOC 01
APPENDIX
Rev 1

2011 stray current corrosion control system evaluation

Transcription

Similar documents