Germany – Electrical wiring and fitting work – ICE Depot Dortmund-Hafen - VP 04 Lot 7 - Railway power (BSV and EZVA)

Opportunity description

ICE Depot Dortmund-Hafen - VP 04 Lot 7 - Railway power (BSV and EZVA) The procurement as part of the new construction project for the ICE Depot Dortmund-Hafen essentially comprises the following systems. EZVA 1,000 V AC (Electrical train preheating system) The EZVA provides a stationary energy supply of 1000 V / 16.7 Hz to parked passenger trains for train preheating. The system consists of a 15 kV medium-voltage supply, two 800 kVA transformers, a 1,000 V switchgear system, a control cabinet, and the heating feeders to the supply points at the tracks. It is controlled via a central automation system connected to the higher-level control system, emergency stop system, and automatic shutdown and earthing system. BSV 670 V DC (Onboard power supply systems / depot supply) The BSV provides the 670 V DC supply for parked vehicles and supplies the trains’ onboard electrical system during maintenance and stabling periods. The system comprises transformers, rectifiers, low-voltage main distribution boards, control technology, and the associated supply and withdrawal equipment. It is implemented in accordance with the requirements of DB Fernverkehr and Siemens for modern ICE vehicles. K1-3 Integration of BSV and EZVA The central energy and control technology will be installed in the K3 technical area. From there, the power and control cables will be routed to the supply points in K1. The integration comprises the complete cable infrastructure, fire-protection seals between K3 and K1, earthing and equipotential bonding systems, and the connection to the higher-level control system, the automatic shutdown and earthing system, and other trades. Procurement Lot 1 - Onboard power supply systems / depot supply 670 V DC (BSV) The 670 V DC onboard power supply system (BSV) is used for the stationary supply of auxiliary systems of parked ICE vehicles during maintenance, inspection, and repair work at the ICE Depot Dortmund-Hafen. The system supplies tracks 601 to 604 with galvanically isolated 670 V DC voltage and enables the external supply of the vehicles’ onboard electrical systems when the overhead line is switched off. The central energy supply, control, and power electronics will be installed in building section K3 and connected via power, control, and earthing systems to the supply points in workshop hall K1. Energy is supplied from the depot’s central 10 kV medium-voltage system. From there, 2 dry-type transformers TRF004 and TRF005 are supplied via separate medium-voltage feeders. The BSV is supplied via feeder panels +K08 and +K09 of the depot’s medium-voltage distribution system. The medium-voltage supply provides power to the BSV as well as the required protection, measurement, and interlocking functions. Voltage transformation is performed by 2 dry-type transformers, each rated at 1,000 kVA. The transformers convert the voltage from 10 kV to 400 V AC / 50 Hz and feed the downstream low-voltage main distribution board NHV001. The transformers will be installed in the operating rooms and have their own temperature monitoring as well as protection and shutdown functions. The total installed transformer capacity is 2,000 kVA. The core of the energy distribution system is the low-voltage main distribution board (NHV). The distribution board has a rated voltage of 400 V, a rated current of 2,200 A, and a short-time current withstand capability of 65 kA. The busbar is divided into sections A and B and can be connected via a bus coupler. A total of 8 separate rectifier feeders are supplied from the NHV. Energy is recorded using MID-compliant meters. The core of the DC supply consists of 8 independently operating rectifier units (GR01 to GR08). Each rectifier unit consists of 1 isolation transformer cabinet, 1 rectifier cabinet with integrated control, and 1 contactor cabinet. Thus, a total of 8 isolation transformer cabinets, 8 rectifier cabinets, and 8 contactor cabinets will be installed. The rectifiers generate the required DC voltage of 670 V DC and have an output of 250 kW or a connected load of 263 kVA per unit. The current output is limited to 375 A. The DC network is operated as an isolated IT network with permanent insulation monitoring. The vehicles are supplied via a total of 16 supply points on tracks 601 to 604. Each track receives 4 supply points, resulting in a total of 16 vehicle connection points. The system is designed so that 2 supply points are assigned to each of the 8 rectifiers. An interlock ensures that only one supply point per rectifier can be operated at any one time. A maximum of 4 rectifiers can be active simultaneously. The resulting design capacity is 1,052 kVA with a total installed capacity of 2,104 kVA. Each of the 16 supply points consists of 1 control column (STS), 1 filter box with integrated predetermined breaking point (FIB), 1 dummy socket (BLD), and 1 connection cable with coupling plug. Thus, a total of 16 control columns, 16 filter boxes, 16 dummy sockets, and 16 vehicle connection cables will be installed. The filter box forms the transition between the permanently installed 670 V DC cable and the flexible vehicle connection cable. Depending on the vehicle position, the connection cables have lengths of between approximately 15 m and 20 m. A special function of the system is the so-called double supply for ICE 4 series vehicles (BR 412). For this purpose, 2 supply points electrically isolated from one another can be used simultaneously on each of tracks 602 to 604. The rectifiers responsible for this communicate with each other via fiber-optic cables and form a common insulation monitoring system. The operating status is indicated on the control columns by an additional blue signal light. The BSV is controlled via 1 central control cabinet and the decentralized controllers in the 8 rectifiers. All operating, protection, and fault signals are recorded via Profibus, transmitted to a data collector, and forwarded via TCP/IP to the higher-level control system (ÜLT). In addition, the system is fully integrated into the EMERGENCY STOP system and the automatic shutdown and earthing system (AuE). The prerequisites for subsequent remote maintenance are already being prepared. The cable infrastructure comprises the medium-voltage cables between the medium-voltage system and the 2 transformers, the 400 V cables between the transformers, NHV001, and the 8 rectifiers, as well as the 670 V DC power cables to the 16 supply points. Power cables with a conductor cross-section of 300 mm² are used for the DC supply. This is supplemented by the associated shielded and unshielded control, signaling, ÜLT, and EMERGENCY STOP cables. The connection between K3 and K1 is routed via raised floors, vertical cable routes, cable shafts, and conduit systems. The entire system is integrated into the depot’s earthing and equipotential bonding system. This includes 1 equipotential bonding bar PAS-BSV, 2 transformer equipotential bonding bars PAS-BSV-TRF004 and PAS-BSV-TRF005, and the earthing of all 8 rectifiers, all 16 filter boxes, all 16 control columns, and all 16 dummy sockets. The supply points are integrated into the vehicle hall’s earthing system via the common earth conductors of the inspection pits. Procurement Lot 2 - Electrical train preheating system 1,000 V AC (EZVA) The 1000 V Electrical train preheating system (EZVA) is used to provide a stationary railway power supply to the train busbars of parked passenger trains during maintenance, repair, and stabling periods at the ICE Depot Dortmund-Hafen. The system supplies tracks 601 to 604 with 1000 V AC / 16.7 Hz and ensures the vehicles’ necessary energy supply when the overhead line is switched off. The central energy supply, control, and switching technology will be installed in building section K3 and connected via power, control, and earthing systems to the supply points in workshop hall K1. Energy is supplied directly from the 15 kV railway power network via a pole-mounted disconnector on the overhead-line mast. From there, the medium voltage is routed via a railway power cable to the EZVA medium-voltage switchgear. The 1 medium-voltage switchgear system supplies 2 independent railway power transformers and performs the protection, measurement, and switching functions for the entire system. Energy consumption is recorded by medium-voltage metering and connected to DB Energie’s systems. Voltage transformation is performed by 2 dry-type railway power transformers, each rated at 800 kVA. The transformers convert the railway power voltage from 15 kV to 1000 V AC at 16.7 Hz and supply the downstream low-voltage system. The transformers will be installed in the operating rooms and protected by their own protection and monitoring equipment. The total installed transformer capacity is 1,600 kVA. The core of the system is the 1,000 V switchgear. It is supplied by the two transformers and distributes the railway power energy to the individual heating feeders. The switchgear consists of 1 incoming feeder panel, 2 heating feeder panels, the associated heating contactors, current and voltage transformers, frame protection, and monitoring equipment. A total of 13 switchable heating feeders and 1 spare feeder are available. The system is designed for a maximum operating capacity of 1,200 kVA. The vehicles are supplied via a total of 13 supply points on tracks 601 to 604. Of these, 4 supply points are allocated to track 601 and 3 supply points each to tracks 602 to 604. Each supply point is designed for an output of up to 300 kVA. Due to the specified simultaneity factor, a maximum of 4 vehicles can be supplied simultaneously. Each of the 13 supply points consists of 1 control column (STS), 1 predetermined breaking point (SBS), 1 dummy socket (BLD), and 1 heating cable with RIC plug. Thus, a total of 13 control columns, 13 predetermined breaking points, 13 dummy sockets, and 13 heating cables will be installed. The control columns are used for local operation and the display of operating and fault signals. The predetermined breaking points form the transition between the permanently installed power cable and the flexible heating cable and ensure safe shutdown of the system if the cable is inadvertently pulled. The dummy sockets hold the heating plugs when they are not in use and are continuously monitored. The heating cables are designed with cable lengths of between approximately 12 m and 20 m according to the respective vehicle positions. The EZVA is controlled centrally via 1 control cabinet. It performs all operating, protection, signaling, and monitoring functions of the system. These include heating feeder control, heating contactor monitoring, heating cable monitoring, diagnostic functions, data storage, and management of the various operating modes. The 13 control columns are connected to the central control system via control cables. The system will be fully integrated into the depot’s higher-level control system (ÜLT). All operating states, signals, and faults are transmitted to the ÜLT. In addition, the EZVA is linked to the automatic shutdown and earthing system (AuE) of the overhead-line system. In the event of danger or activation of the emergency-stop chain, the system is automatically shut down. Provision is already being made for subsequent remote maintenance. The cable infrastructure comprises 1 medium-voltage cable system between the overhead line and the switchgear, the railway power cables between the switchgear and the 2 transformers, and the 13 power cable feeders to the supply points. This is supplemented by the associated control, signaling, earthing, and return-conductor cables. Cables are routed via raised floors, cable trays, cable shafts, and conduit systems between building sections K3 and K1. The power cables are shielded in accordance with the guideline and earthed in accordance with the requirements of the railway power system. The entire system is integrated into the depot’s earthing and return-current routing concept. This includes 1 HES/HPAS-ZVA, the frame protection bars of the switchgear and transformers, the return-conductor busbars, and the earthing connections of the 13 supply points at the tracks. All metallic system components are integrated into the equipotential bonding system. Return-current routing is carried out in accordance with the requirements of DB Guideline 954.9102. Procedure: neg-w-call. Review the original TED notice for the complete requirement, lots, amendments and attachments.