Contract
Concessionaria per la progettazione, realizzazione e gestione del collegamento stabile tra la Sicilia e il Continente Organismo di Diritto Pubblico
(Legge n° 1158 del 17 dicembre 1971, modificata dal D.Lgs. n°114 del 24 aprile 2003)
P O N T E S U L L O S T R E T T O D I M E S S I N A
PROGETTO DEFINITIVO
EUROLINK S.C.p.A.
IMPREGILO S.p.A. (MANDATARIA)
SOCIETÀ ITALIANA PER CONDOTTE D’ACQUA S.p.A. (MANDANTE) COOPERATIVA MURATORI E CEMENTISTI - C.M.C. DI RAVENNA SOC. COOP. A.R.L. (MANDANTE)
SACYR S.A.U. (MANDANTE)
ISHIKAWAJIMA - HARIMA HEAVY INDUSTRIES CO. LTD (MANDANTE)
A.C.I. S.C.P.A. - CONSORZIO STABILE (MANDANTE)
IL PROGETTISTA Ing. E.M. Veje Dott. Ing. E. Pagani Ordine Ingegneri Milano n° 15408 | IL CONTRAENTE GENERALE Project Manager (Ing. X.X. Xxxxxxxxxxx) | STRETTO DI MESSINA Direttore Generale e RUP Validazione (Xxx. X. Xxxxxxxxxx) | STRETTO DI MESSINA Amministratore Delegato (Xxxx. X. Xxxxxx) |
PI0008_F0
Unità Funzionale Type di sistema Raggruppamento di opere/attività
Opera - tratto d’opera - parte d’opera
CODICE
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Titolo del documento
OPERA DI ATTRAVERSAMENTO IMPIANTI TECHNOLOGICI ESERCIZIO E MANUTENZIONE
Management and Control Systems
Design Specifications - Mechanical and Electrical
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REV | DATA | DESCRIZIONE | REDATTO | VERIFICATO | APPROVATO |
F0 | 20/06/2011 | EMISSIONE FINALE | ABR | JASJ | ABR/JCA |
INDICE
INDICE 3
Abbreviations 13
1 Executive Summary 17
1.1 Introduction 17
1.2 Aim of the Design Specifications 17
1.3 Traffic Management System (Roads) 17
1.4 Electric Power Supply System 17
1.5 Communication Systems 18
1.6 Control and Monitoring Systems 18
1.7 Lighting Systems 19
1.8 Safety Systems 19
1.9 Lighting Protection and Earthing 19
1.10 Monitoring of Structures 20
1.11 Water Distribution and Fire Fighting 20
1.12 Drainage 21
2 Introduction 22
2.1 Stretto di Messina Link 22
2.2 Basis Documents 22
2.3 Electrical and Mechanical (M&E) Installations and Systems on the Bridge 23
2.3.1 Common Systems 23
2.3.2 Bridge Installations and Systems 23
3 General Design Requirements 24
3.1 Priority of Codes and Standards 24
3.2 Environmental conditions 24
3.3 Seismic Conditions 26
3.4 System of Units 26
3.5 Design life 26
3.6 Safety during operation 27
3.7 Operation 27
3.8 Inspection and Maintenance 28
3.9 Electromagnetic Compatibility 29
3.10 Vibration Resistance 29
3.11 Standardization and inter-changeability 29
3.12 Operation Costs 29
3.13 Mechanical Stress 30
3.14 Aesthetical and Ergonomic Characteristics 30
3.15 Voltage Levels 30
3.16 Pipes and Ducts Tightness 31
3.17 Corrosion Protection 31
3.18 Degree of protection by enclosure 32
3.18.1 General 32
3.18.2 Tropicalisation and Prevention of Condensation 32
3.18.3 Protection against Insects and Vermin 32
3.19 Environnemental pollution 33
3.19.1 Noise 33
3.19.2 Chemical pollution 33
3.19.3 Lighting pollution 33
4 External Lighting Systems. 33
4.1 General 33
4.2 Road Lighting 34
4.2.1 System design specification 34
4.2.2 System Design Improvement 35
4.3 Architectural Lighting 36
4.3.1 General 36
4.3.2 Towers 36
4.3.2.1 System Design Specification 36
4.3.2.2 System Design Improvements 37
4.3.3 Suspension System 37
4.3.4 Superstructure 38
4.3.5 Luminaires 38
4.4 Navigation Warning Lights 41
4.5 Aircraft Warning Lights 42
5 Internal Lighting and Power 44
5.1 General Requirements 44
5.2 Interior Lighting 45
5.3 Socket Outlets 47
5.4 System design improvements 47
6 Road Traffic Management System (RTMS) 47
6.1 General 47
6.2 Portals 50
6.3 Communication Infrastructure 51
6.4 Traffic Management 52
6.4.1 Traffic monitoring 52
6.4.1.1 Automatic monitoring of road traffic parameters 52
6.4.1.2 Operator based monitoring of road traffic parameters 54
6.4.1.3 Axle weight monitoring and traffic load assessment 55
6.4.2 Bridge traffic load prediction 57
6.4.2.1 Vehicle classes 58
6.4.2.2 10 minutes estimate algorithm 58
6.4.2.3 Flow monitoring 60
6.4.3 Traffic information 60
6.4.3.1 Variable Message Signs (VMS), text 61
6.4.3.2 Variable Message Signs (VMS), speed limits 61
6.4.3.3 Variable Message Signs (VMS), other 62
6.4.4 Traffic control 63
6.4.4.1 Moveable barriers, bridge access 63
6.4.4.2 Retractable barriers, cross over access 64
6.4.4.3 Lane Control Signals (LCS) 64
6.5 Incident Management System (IMS) 64
6.5.1 Automatic Incident Detection (AID) 64
6.5.2 Event verification and logging 65
6.5.3 Incident management 66
6.6 Technical infrastructure 67
6.6.1 Data Processing and Management 67
6.6.2 RTMS Central Computer 68
6.6.3 Local Substations 68
6.7 Road weather monitoring 69
6.8 Automatic monitoring of train weight 70
6.9 Overview of RTMS parameters 71
7 Power Supply and Distribution 73
7.1 General 73
7.2 Electrical loads analysis 74
7.2.1 Load Types 74
7.2.2 Loads Classification 75
7.2.3 Power Demand 76
7.3 System Configuration and Operation 76
7.3.1 System Configuration 76
7.3.2 Operation Modes 77
7.3.2.1 Normal operation 77
7.3.2.2 Emergency operation 78
7.3.3 Distribution Voltages and Topology 81
7.3.4 Monitoring of the Power Supply System 82
7.4 M V Switchboards 82
7.4.1 General specifications for all MV switchgear 82
7.4.2 Withdrawable type switchgear 88
7.4.3 Fixed circuit breaker type switchgear 90
7.4.4 Surge arresters 92
7.5 LV Switchboards 93
7.5.1 LV switchgear 93
7.5.2 Surge protection 95
7.6 Transformers 95
7.7 Power factor correction 100
7.8 Packaged substations 100
7.9 Cables 101
7.9.1 Cables for connection of 20kV substations to ENEL grid 101
7.9.2 Cables 20 kV for connection of transformers 102
7.9.3 Cables 6kV for connection to transformers 103
7.9.4 Cables for 6kV power distribution 105
7.9.5 Low voltage cables for power distribution (Cavi di bassa tensione per la distribuzione) 106
7.9.6 Cables for installation in surface-mounted or embedded conduits 108
7.9.7 Cables for security systems 111
8 Emergency power supply 116
8.1 General 116
8.1.1 General design criteria 116
8.1.1.1 System of units 116
8.1.1.2 Voltage 116
8.1.1.3 Climatic conditions 116
8.1.1.4 Design life time 117
8.2 Diesel generator sets 117
8.2.1 Scope of works 117
8.2.2 Design criteria 117
8.2.2.1 Standards 117
8.2.3 Functional requirements 117
8.2.4 Technical specifications 118
8.2.4.1 Prime mover 119
8.2.5 Diesel Generator Test 125
8.2.6 Execution of the works 125
8.3 Uninterruptible Power Supply (UPS) 125
8.3.1 Scope of works 125
8.3.2 Standards 125
8.3.3 Functional requirements 126
8.3.4 Technical specifications 126
9 Lightning protection 127
9.1 Standards 128
9.2 Analysis of Risks during Lighting Discharges 128
9.3 Other Design Criteria 128
9.4 Towers 128
9.5 Tower Foundations 129
9.6 Anchor Blocks 130
9.7 Main Cables 130
9.8 Hangers 130
9.9 The Deck 131
10 Earthing and Bonding Installations 131
10.1 General Requirements 131
10.2 Earth Electrodes 131
10.3 Earthing System at the Bridge Deck 132
10.4 Earthing of technical installations 133
10.5 Bonding 133
10.6 Design Improvements 133
11 Cable Ways 134
11.1 General Requirements 134
11.2 Design Requirements 134
11.3 Improvements 135
12 Railway Traffic Management System 135
12.1.1 Monitoring of Railway Traffic 136
12.1.2 Monitoring of Trains 136
13 Management and Control System 137
13.1 General 137
13.2 Scope of Works 138
13.3 System Configuration 139
13.4 Supervisory Control and Data Acquisition (SCADA) System 139
13.4.1 General Functions and Connected Expert Systems 140
13.4.2 Specific Monitoring Functions 141
13.4.3 SCADA Man-Machine Interface (MMI) 144
13.4.4 Data Handling 144
13.5 Management and Control System (MACS) 145
13.6 Computing, Simulation & Prediction (CSP) 145
13.7 Worksite Management System (WSMS) 145
13.8 Bridge Management System (BMS) 145
13.9 Information & Coordination Management System (ICMS) 145
13.10 Electronic Document Management System (EDMS) 145
13.11 Structural Health Monitoring System (SHMS) 145
13.12 Control and Monitoring System (CMS) 146
13.12.1 General requirements 146
13.12.2 Human Machine Interface 147
13.12.3 Control requirement 147
13.12.3.1 General 147
13.12.3.2 Weather station 147
13.12.3.3 Roadway Lighting System 148
13.12.3.4 Towers and suspension cables (and Superstructure) Lighting System 148
13.12.3.5 Technical Areas Lighting (Internal lighting) 148
13.12.3.6 Aircraft warning Light System 148
13.12.3.7 Navigation warning light 148
13.12.3.8 Dehumidification 149
13.12.3.9 Lifts 149
13.12.3.10 Fire detection 149
13.12.3.11 Fire fighting 149
13.12.3.12 Utility water 149
13.12.3.13 Frost protection 149
13.13 Power Management System (PMS) 150
13.13.1 General requirements 150
13.13.2 Human Machine Interface 150
13.13.3 Control requirement 151
13.13.3.1 General 151
13.13.3.2 MV switchboards 151
13.13.3.3 Transformers 151
13.13.3.4 LV main distribution switchboards 151
13.13.3.5 UPS 152
13.13.3.6 Emergency power plants 152
14 Communication Systems 152
14.1 Outside the scope of this design components. 153
14.2 General 153
14.3 Communications and Transmission Systems 154
14.3.1 Network Concepts 155
14.3.2 Technical Specifications 161
14.3.2.1 IT Infrastructure Passive 161
14.3.2.2 Communication and transmission equipment 166
14.3.2.3 Switch hardware requirements 169
14.3.2.4 Switch software requirements 170
14.3.2.5 Quality of Service (QoS) 173
14.3.2.6 Data Flow 176
14.3.3 Network Services 176
14.3.3.1 XXX 000
14.3.3.2 DHCP 177
14.3.3.3 AAA 177
14.3.4 Management of Communication Systems 179
14.3.4.1 Network Management System (NMS) 179
14.3.4.2 Cable Management System 186
14.3.4.3 Telecommunications Management System 186
14.4 Radio Communication System 189
14.4.1 Assumptions 189
14.4.2 Functional Specifications 189
14.4.3 Technical Specifications 190
14.4.4 Equipment and cable specifications 191
14.5 Telephone System 192
14.5.1 Functional Specification 192
14.5.2 Technical Specifications 193
14.5.3 Emergency Telephones 197
14.6 General application and system requirements, Server based systems 198
14.6.1 General 198
14.6.2 Functional requirements 198
14.6.3 Documentation 200
14.7 Interfaces 201
14.8 Quantities 201
15 Water Distribution System (Fire Fighting and Washing System) 203
15.1 Purpose 203
15.2 Norms and Standards 203
15.3 System description 204
15.3.1 Pump stations 204
15.3.2 Water Distribution 205
15.3.2.1 Bridge 205
15.3.2.2 Towers 206
15.4 Design requirements 207
15.4.1 Fire Hydrant system 207
15.4.1.1 Flow 207
15.4.1.2 Pressure 207
15.4.2 Utility water System 208
15.4.2.1 Flow 208
15.4.2.2 Pressure 208
15.4.3 Frost Protection 208
15.5 Function and operation - fire system 209
15.5.1 Operation mode 209
15.5.2 Normal operation 209
15.5.2.1 Maintaining of system pressure 209
15.5.2.2 Water filling up of fire water tanks 209
15.5.2.3 Automatic/Alternating program 209
15.5.3 Fire operation 210
15.5.4 Leakage protection 210
15.5.5 Frost protection 210
15.5.6 Pump test 210
15.5.7 Redundant el-supply 211
15.5.8 Emergency operation 211
15.6 Function and operation - utility water system 211
15.7 Material 211
15.7.1 Pumps 211
15.7.1.1 Electrical pumps 211
15.7.1.2 Diesel pumps 212
15.7.2 Pipes 212
15.7.2.1 Stainless Steel - Utility & fire piping 212
15.7.2.2 GRE (Glass-fibre Reinforced Epoxy) - Utility and fire piping at bridge girders . 214 15.7.3 Fire hydrants 216
15.7.3.1 Fire hydrants on the bridge 216
15.7.3.2 Fire hydrants in towers 216
15.7.4 Wash valves 217
15.7.4.1 Wash valves on the bridge 217
15.7.4.2 Wash valves in towers 217
16 Drainage 217
16.1 Purpose 217
16.2 Norms and standards 218
16.3 System description 218
16.4 Design requirements 218
16.4.1 Rain Intensity (First Flush) 218
16.4.2 Catchment area 218
16.4.3 Slopes 219
16.4.4 Spacing of Gullies 219
16.4.5 Drain pipes 219
16.4.6 Vertical downpipes 220
16.4.7 Reception Xxxxxxxx 220
16.4.8 Sand Trap 221
16.4.9 Retention Reservoirs 221
16.4.10 Oil and Petrol Separators 221
16.5 Material - Drain pipes 222
16.6 Function and operation description 224
16.6.1 During a rain event with rain intensities below 20 mm/hr (First flush) 224
16.6.2 During a rain event with rain intensities above 20 mm/hr 224
16.6.3 During a spill accident at the bridge 224
17 Safety systems 225
17.1 Fire detection in technical rooms/substations 225
17.1.1 General 225
17.1.2 Fire detection 226
17.2 Fire fighting in technical rooms/substations 228
17.3 Portable fire extinguishers 229
17.4 Control by CMS 230
18 Interfaces 230
18.1 External Interfaces 230
18.2 Internal Interfaces 230
19 Installation and Testing 231
Abbreviations
AC | Alternating Current - corrente alternata |
AID | Automatic Incident Detection - sistema di identificazione automatica |
ALPR | Automatic Licence Plate Recognition (Targa di riconoscimento automatico) |
ANSI | American National Standards Institute (istituto nazionale americano per gli standard) |
ASTM | American Society for Testing and Materials |
AVC | Automatic Vehicle Classification (classificazione automatica del veicolo) |
BAN | Bridge Area Network |
Bridge | Messina Strait Bridge |
BS | British Standard |
CCD | Charged Coupled Device |
CCITT | Comité Consultatif International Téléphonique et Télégraphique(4) , livello mondiale |
CCTV | Closed Circuit TeleVision-(televisione/telecamera a circuito chiuso) |
CEI | Comitato Elettrotecnico Italiano |
CEN | Comité Européen de Normalisation, livello europeo |
CMS | Control and Monitoring System |
CSP | Computing, Simulation & Prediction |
dB | deciBel |
xXx | Xxxx relative to isotropic antenna |
dBm | Power level relative to 1 mW |
DC | Direct Current - corrente continua |
EBB | Equipotential Bonding Bar -Barra equipotenziale |
EMC | ElectroMagnetic Compatibility-Compabilità elettromagnetica |
EN | Europa Norm |
ENEL | Italian Electrical Power Utility |
ETSI | Europeam Telecommunications Standard Institute |
GBIC | Gigabit Interface Converter |
General Contractor | Eurolink |
HMI | Human-Machine-Interface |
HV | High Voltage |
IR | Infra Xxxxx |
IEC | International Electrical Commission |
IMS | Incident Management System |
kA | kilo Ampere |
kV | kilo Volt |
LAN | Local Area Network - (rete ad estensione locale) |
LCC | Life Cycle Cost |
LCS | Roadway Lane Control Signals (Lanterne semaforiche veicolari di corsia). |
LPL | Lightning Protection Level-Livello di protezione |
LPS | Lightning Protection System - Sistema di protezione contro i fulmini |
LPZ | Lightining Protection Zone - Zona di protezione da fulminazione |
LV (BT) | Low Voltage (Bassa Tensione in c.a. (400/230V)) |
MDIX | Medium Dependent Interface |
M&E | Mechanical and Electrical |
MMI | Man Machine Interface |
NIC | Network Interface Controller |
PBX | Private Branche eXchange |
PDS | Premises Distribution System |
PE | Protective Earthing - Conduttore di protezione |
PEN | Conduttore di protezione e neutro |
PMS | Power Management System - Sistema di gestione del la potenza |
PSTN | Public Switched Telephone Network-(rete telefonica commutata ad accesso pubblico) |
RFI | The Italian Railroad authority "Rete Ferroviaria Italiana" |
RTMS | Road Traffic Management System (sistema di gestione del traffico stradale) |
RWiM | Railroad Weight In Motion system (sistema per il rilevamento dinamico del peso). In this document RWiM is solely referring to Weight In Motion systems for trains. See also WiM. |
SCADA | Supervisory Control and Data Acquisition system- Sistemi di Supervisione Controllo ed Acquisizione Dati |
SHMS | Structural Health Monitoring System |
SI | System of Units |
SILS | Serviceability level of the Bridge: Extreme accidental and environmental loading conditions |
SLS 1 and 2 | Serviceability level of the Bridge (Normal use) |
SPD | Surge Protection Device |
TCS | Traffic Control System (sistema di controllo del traffico) |
TETRA | TErrestrial Trunked Radio-(radio multiaccesso transeuropea) |
UNI | Ente Nazionale Italiano di Unificazione |
UPS | Uninterruptible Power Supply - alimentazione continua |
VLAN | Virtual Local Area Network |
VMS | Variable Message Sign (pannello a messaggio variabile) |
VoIP | Voice Over internet Protocol |
WAN | Wide Area Network-(rete a grande copertura geografica) |
WiM | Weight In Motion system (sistema per il rilevamento dinamico del peso). In this document WiM is solely referring to roadway WiM. See also RWiM. |
1 Executive Summary
1.1 Introduction
The Design Specifications together with the design drawings describe the Mechanical and Electrical (M&E) Works to be performed under the contract.
The M&E design work covers the main bridge between eastern viaduct bridge and western viaduct bridge. The bridge has a dual carriageway road with two lanes and an emergency lane in each direction and a dual railway track in the middle section of the bridge.
The railway installations and all M&E installations outside the Main Bridge and anchor blocks are not covered by these design specifications.
These Design Specifications are based on the contractual documents issued by Stretto di Messina S.p.A.
1.2 Aim of the Design Specifications
The aim of these Design Specifications is to describe the functions of the bridge installations and highlight improvements and updates of the design, if any, since award of the Contract in 2005.
1.3 Traffic Management System (Roads)
The objective of the traffic management system is to:
• to manage the traffic flow according to changing actual traffic, road, structural- and meteorological conditions achieving efficient and safe passage for road vehicles on the bridge.
• to provide a predictions basis for continuous provision of traffic data for traffic analysis purposes - primarily traffic statistical purposes and simulation of extreme situations for training purposes.
1.4 Electric Power Supply System
The electrical power supply and distribution provides electrical power to all the installations on the bridge. To maintain electrical power on failure on the primary electrical grids emergency generators
and Uninterruptable Power Supplies (UPS), are provided. The emergency generator and UPS systems maintain power to selected safety systems.
1.5 Communication Systems
The aim of the communication systems is to support the Operation and Maintenance staff working on the bridge in their duties and to support transmission of data for the various technical alarm, control and monitoring systems.
The communication systems will provide voice and data communication on and inside the bridge by a TETRA radio communication network and a data communication network, and by wired telephones installed in the bridge deck, the towers, substations, equipment shelters, the Control Room and the Toll Station. A gateway to the Public Switched Telephone Network will be included giving the users of the telephone network the possibility to communicate with external subscribers.
Emergency telephones will be installed along both sides of the bridge roads.
It is assumed that Police, Rescue and other emergency services have their own radio communication systems and that their respective technical organisations will provide the necessary radio coverage.
The communications systems are designed using state of the art digital technology in order to ensure flexibility and maximum lifetime of the equipment.
1.6 Management, Control and Monitoring Systems
The system for operation of the bridge will be designed to support real-time management, control and monitoring systems of the road and railway traffic and provide sufficient means for management of bridge maintenance and preparation of analysis and detection of risks in case of extreme weather or/and traffic conditions. The system will monitor and provide possibility for remote control of M&E electrically operated equipment.
The bridge management and control and monitoring systems will be interconnected with installations for all approaching parts of the traffic system.
This data input is not limited to daily operation events only, but will focus also on short term and long term prediction of traffic volumes, maintenance needs and optimization of interventions in
case of traffic restrictions due to weather conditions, special transports, traffic accidents and safety threats.
1.7 Lighting Systems
The following lighting installations will be established on the bridge.
• Navigation and aircraft warning lights
• Road lighting (including service roads).
• Architectural lighting for Towers and Suspension System, including Deck
The road lighting is designed with use of LED technology to minimise power consumption and spill light, and to facilitate maintenance.
Lighting will be installed in the internal volumes (bridge deck, towers, crossing beams, anchor blocks etc.) to allow operation, inspection and maintenance activities.
1.8 Safety Systems
The Bridge will be equipped with an efficient system for fire detection and fighting related installations in the technical rooms.
The security related installations are described in a separate report and will include access control and automatic and operator based detection of threats related to the bridge operation security.
1.9 Lighting Protection and Earthing
Lightning protection system and earthing facilities will be provided for the lightning protection and earthing of the installations on the bridge, as well as bridge structures. The lightning protection system will be based on natural parts of the structures which are made of steel, including bridge towers, steel girder and reinforcement bars in the concrete foundations.
In order to reduce the probability of damage due to lightning current flowing in the LPS, the down- conductors will be arranged in such a way that from the point of strike to earth:
• several parallel current paths exist;
• the length of the current paths is kept to a minimum;
• all metallic constructions are bonded to conducting parts of the structure All electrical systems will be earthed in accordance with the standards.
1.10 Monitoring of Structures
The Structural Health Monitoring System (SHMS) will be a sophisticated redundant set-up that will provide the owner and operator with important information concerning structural behaviour and safety as well as information that will assist with operation and maintenance planning. The SHMS will also provide a valuable tool for investigating and trouble-shooting unforeseen problematic behaviour such as wind induced vibrations.
1.11 Water Distribution and Fire Fighting
This system is designed for the pressurized water distribution for the following purposes:
• Fire fighting on bridge and towers (Fire hydrant system).
• Fire detection and fire fighting for technical installations.
• Washing system for steel structures.
The fire distribution main on bridge are placed on both sides of the railway girder.
The fire mains are connected to fire hydrants located along the main. The fire hydrants will be accessible from the roads.
In the towers will fire hydrants be located at the base and in each cross beam.
Fire hydrants for bridge will be for 1,000 l/min at 6,9 bar. Fire hydrants for towers will be for 300 l/min at 4 bar.
The utility water valves and the utility water distribution pipes for the bridge are placed on the one side of the railway girder next to one of the fire mains.
Wash valves will be placed along the utility water main for connection to mobile water reservoirs on the Inspection and maintenance gantry for suspended bridge.
Utility water to the wash valves in the tower will be supplied from the pump station located on ground site near the tower base.
The wash valves will be placed next to the gantry access doors inside the towers so they can be reached from the gantries, when the wash water tanks on the gantries are to be filled up.
The fire detection in technical rooms with electronic equipment will be based on smoke detectors connected to fire alarm control panels. In case of detection of fire the system will automatically release fire fighting by means of inert gas. The inert gas containers will be supplied for each technical room.
1.12 Drainage
The purpose of the drainage system is to collect polluted storm water from the bridge and treat it at land based facilities before discharge to the sea.
Secondly the drainage system at the bridge will be provided with overflow possibilities in order to better control surcharge of the drainage system at the bridge.
Drainage of the storm water from the bridge will be achieved by gravity.
2 Introduction
This design specification must be read together with the project design drawings.
2.1 Stretto di Messina Link
The characteristics and overall scope of the Permanent Works under this Contract are outlined as follows:
• The limits for these M&E design works cover main bridge only and are limited to the part of the bridge between the eastern viaduct bridge and western viaduct bridge, but covers anchor blocks also.
• A dual carriageway road on the bridge with two lanes in each direction and service road lanes.
• A dual railway track in the middle section of the bridge (except technical railway installations).
Furthermore, the M&E design cover preparations for these parts of the installations which will be installed outside the Main Bridge but are natural part of the bridge installations. These parts of the bridge installations are:
• Main power supply substations on shore in Calabria and Messina
• Water pumping station
• Control Room for operation and management of the Bridge
• Structural measurement sensors to be installed outside the Bridge area
The design of M&E systems outside the Main Bridge and anchorage blocks will be covered by separate design package prepared by the General Contractor at later stage.
2.2 Basis Documents
This Design Specifications and the design drawings are based on:
• The contractual documents issued by the Owner, Stretto di Xxxxxxx S.p.A
• Design Basis Doc. No. CG1000-PRGDPCG-0000000000-01A
A list of contractual documents covering the “Definitivo” and “Esecutivo” design for the Stretto di Messina Bridge is included in Appendix 1.
2.3 Electrical and Mechanical (M&E) Installations and Systems on the Bridge
The M&E installations and systems will guarantee reliable operation and safety of the bridge. They consist of common systems and bridge installations and systems.
2.3.1 Common Systems
The common systems are not related to any definite geographic location at the bridge. The common systems for the Stretto di Messina Link are:
• Traffic management system (roads).
• Redundant electric power supply system.
• Telecommunication system ensuring voice communication and data transmission
• Control and Monitoring systems.
2.3.2 Bridge Installations and Systems
The bridge installations and systems will include:
• External lighting systems
• Interior lighting
• Safety systems (fire fighting and detection)
• Security systems (separate report)
• Lightning protection and earthing
• Electrical distribution system for LV power supply of mechanical and electrical systems
• Emergency telephones
• Monitoring of structures
• Dehumidification (in separate report)
• Hydraulic Buffers (in separate report)
• Fire fighting
• Water distribution
• Drainage
• Ducting for electrical cabling
• Inspection and access facilities.
3 General Design Requirements
3.1 Priority of Codes and Standards
The priority of codes and standards will be in accordance with following sequence:
1 Italian acts in force
2 Document G.C.G.F.04.01
3 UNI EN (National Italian Standards) and CEI
4 Euronorm (EN, CENELEC)
5 BS-ASTM.
The most applicable standards are shown in Appendix 2.
3.2 Environmental conditions
The Environmental and Loads Conditions to be considered during the design are those specified in the document GCG.F.04.01 “Design Specifications and Performances required for the Bridge” and
GCG.F.05.03 “10.9.4.1 Parametri progettuales di base”. However the following further parameters will also be considered:
Table 3.2 Climatic conditions for electrical and mechanical equipment, installations and systems
Max Relative Air humidity | 100% |
Relative Air humidity at +20°C | <90% |
Relative Air humidity at +40°C | <50% |
Min. Environmental Temperature at the sea level | -5 °C |
Max. Environmental Temperature at the sea level | + 43°C |
Max Level of instantaneous rainfall | This to be understood as the design rain with a return period of 100 years. To identified during detailed design |
Rain per month | 51-160 mm |
Condensation | Yes |
Salt-fog | Yes |
Max wind speed ( as per CEI 11-17 ) | 180 km/h |
Level of wind velocity corresponding to serviceability limit SLIS | 60 m/s |
Level of wind velocity corresponding to serviceability limit SLS2. Occurrence: every 200 years | 47 m/s |
Prevailing Wind Direction | NW-S |
Seismicity | as per applicable regulations and table 3.3 below |
Lightnings | 1,5-2,5 number/year/km2 |
3.3 Seismic Conditions
Table 3.3 Seismic conditions for electrical and mechanical equipment, installations and systems
Seismic factor | Magnitude | Unit | Reference document |
Earthquake, max severity | M=7.1 | Xxxxxxx | Ref.: PP 2R B0 001/2.5.1 |
Earthquake, acceleration corresponding to serviceability limit SILS | 6.3 | m/s2 | Ref.: PP 2R B0 001/2.5.1 |
Earthquake, acceleration corresponding to serviceability limit SLS2 Occurrence: every 200 years | 2.6 | m/s2 | |
Tsunami, withstand | - | - | Any instrumentation equipment (sensors) that has interface to the sea. Ref.: Doc. no. PP 2R A 22/2.5.1 |
Tsunami, warning | - | - | Warning system will be proposed by others. Ref.: Doc. no. G.C.G.F.05.03 page 362 of part 2. |
3.4 System of Units
The International System of Units (metric system) as specified in IEC or BS 5555 will be used throughout the Contract.
3.5 Design life
The design life Ld of the bridge is 200 years.
The design life of M&E installations is shorter than 200 years due to technological development in this field and need for continuous upgrading of these systems in order to follow up on new technical developments. For electrical and mechanical installations a maintenance plan must be prepared and this plan will include periodical replacements of the components and/or whole systems.
The minimum design life for M&E components will comply with the requirements defined in Appendix 3.
3.6 Safety during operation
All the materials and the equipment will be designed and manufactured to insure safety to the personnel and machinery also in case of failure of the electrical or hydraulic network and related control and regulation systems.
The height and the size of the areas to be used by the personnel will be designed as per applicable standards to meet all the required safety conditions.
All the electrical components will be fire retardant, no toxic and zero smoke, if nothing else specified.
Dangers or any kind of risk will be outlined by using signage as per applicable regulation. All warning text will be in Italian language.
All the material and equipment will be provided with all the necessary safety devices to allow the correct use and maintenance (i.e. locks, earthing, etc…).
Furthermore he must guarantee a very high safety standard to passengers and personnel both in normal and emergency conditions.
The safe operation of electrical and mechanical systems will be ensured under normal conditions and in case of failure conditions.
The systems are dimensioned to ensure CF (Complete Functionality) of the bridge in case of failures such as failure in part of electrical power supply system or failure in the water supply system. At CF the operation of railway and road will be guaranteed.
The systems will ensure safe operation of the bridge in case of lack of adequate natural illumination.
3.7 Operation
All the components will have an identification tag carrying the main data of the project and the main identification parameter of the component itself.
All the apparatus, such as breakers, regulators, actuators, will be provided with a positioning indicator to allow immediate knowledge of its status.
The plants control devices will be easily to access.
All the measuring and indication devices will be orientated in order to facilitate the data reading. The technological plant of the Bridge are designed in order to allow:
• Centralized remote monitoring and remote management of the plants. The Control Room will be located in the “Centro Direzionale”.
• Local control and management of the equipment and plants.
• Recording of the events and critical status’ during the functioning period, to optimise itself and facilitate the RCM activity.
• Automatic management of the routine working conditions and, in case of emergency, of the proper automatic procedure. (The local and manual management system will be allowed as well as the centralized one).
3.8 Inspection and Maintenance
All the components will be constructed in order to facilitate the inspection and mounting/dismounting operations for maintenance and repairing/replacement purposes.
Furthermore all the electromechanical installation will not interfere with the maintenance activities of the main infrastructures.
The components will be designed to reduce the risk of liquid contamination during the dismounting or in general disassembly activities. Controlled liquid discharge and collection facilities will be provided.
All the main components will be provided with lifting accessories (hooks, lifting lugs, etc) to facilitate handling and transport.
3.9 Electromagnetic Compatibility
The electrical and mechanical apparatus and equipment will comply with EMC directive 89/336/ECC with later changes.
The equipment will be CE marked.
3.10 Vibration Resistance
The equipment will function correctly under vibrations of the bridge structures induced by:
• Railways: about 200 trains a day
• Road traffic: about 140,000 cars a day
• High wind velocities.
The equipment will withstand earthquake vibrations and shock of the bridge structures.
3.11 Standardization and inter-changeability
All the components will be interchangeable for the following, as minimum:
• Homologous pieces of materials and identical apparatus.
• Similar Accessories of different systems: i.e. electrical motors, pumps, Valves, electrical devices, etc.
The main data, tolerances, etc. to define the inter-changeability of the pieces will be included in the drawings.
3.12 Operation Costs
All the systems and components, will be designed to minimize the operation costs, energy demand satisfying the LCC requirements described in the Document GCG.F.06.02 “ RMC Studies and LCC Studies “.
3.13 Mechanical Stress
Particular care is taken to reduce the mechanical stresses due, for example, to vibrations, structural deformations, thermal expansions etc.
The following guideline are followed:
• The measurement, security devices, actuators, etc. will be installed and protected by vibrations by using shock absorbers, independent supports).
• The plants will be provided with expansion joints, where necessary, in order to ensure structural elasticity. All the elastic connections, expansion devices etc. will be designed in order to guarantee the integrity of all the strength, process continuity, isolation, tightness characteristics, etc.
Sleeves for pipes, cables, etc. will be foreseen to cross walls or diaphragms and to guarantee mechanical protection and /or, whenever required, liquid or gas tightness.
3.14 Aesthetical and Ergonomic Characteristics
Materials and components will be aesthetically acceptable and integrated in the environmental contest.
The selected materials have surfaces finishing and provide protections, shelters, etc., wherever necessary.
The apparatus and devices for management and viewing will be constructed accordingly to the ergonomic requirements as specified in the EN 292, EN 614, EN 894, ISO 6385, ISO 9241.
3.15 Voltage Levels
The power supply voltage from the utility (ENEL) will be 20 kV, 50 Hz. The power distribution voltages are:
• 6 kV 3 phase, 50Hz
• 400/230 V, 3 phases + neutral + PE, 50 Hz
• 24 V, 50 Hz
3.16 Pipes and Ducts Tightness
The Pipes and Ducts for liquids will be fully tight. No water, oil, grease or air leakage will be accepted.
The fluid discharges will be collected and evacuated by using proper circuits.
3.17 Corrosion Protection
All installation parts which may be exposed to corrosion will effectively be protected against corrosion, either by suitable coating or will be made of non-corrosive material.
No hygroscopic or subject to musty and fungus growth material will be used.
The electrical material will be tropicalized and class B isolated, as minimum. Higher class will be accepted providing that the heating class will remain within the class B.
The small apparatus will be provided with inox support material and screw. If these will not be available in the market, the pieces will be passivated or cadmium plated.
Electrical equipment must be provided with anti condensation heaters as required to eliminate condensations in switchboards and equipment.
When selecting materials and components due attention must be paid to the corrosive environment, especially to following climatic conditions:
• Salt-fog
• High relative humidity
• Condensation
• Galvanic corrosion
• Elevated temperatures.
The equipment will be protected against effects of mechanical wear, grease or other liquids.
3.18 Degree of protection by enclosure
3.18.1 General
The electrical and mechanical equipment will be protected against ingress of dust and liquids.
The outdoor equipment will be as a minimum protected against dust and low pressure jets of water: Protection degree minimum IP 55.
The indoor equipment will be as a minimum protected against objects over 1 mm and direct sprays of water: Protection degree minimum IP 43.
Other requirements will be as specified in the relevant requisition documents.
3.18.2 Tropicalisation and Prevention of Condensation
The equipment will be tested for operating in extended humidity and temperature range under salt- fog conditions.
All enclosures will be designed to minimise condensation, with provision for ventilation and drainage as appropriate. Openings for ventilation and drainage must not give access to sand, dust and salt-fog.
All electrical cubicles will be equipped with suitable dimensioned electric heaters for automatic humidity control.
All materials that are exposed to direct sun radiation will be made of UV-resistant materials.
3.18.3 Protection against Insects and Vermin
All equipment will be designed to withstand attack from insects, vermin such as rats and rodents.
Preservation will be carried out by means of careful selected materials, chemical preservation and mechanical barriers.
All enclosures containing electrical or mechanical equipment will be provided with gaskets, steel mesh or similar mechanical barriers to ensure effective protection against intrusion.
3.19 Environnemental pollution
3.19.1 Noise
All the equipment and auxiliary components will be designed to reduce the noise impact through sound, vibrations etc.
The noise limits for the machinery, components….will not exceed the NR 78 curve ISO 1996, that are fixed in 85 dB (A) maximum.
3.19.2 Chemical pollution
Chemical pollution will not be allowed.
3.19.3 Lighting pollution
The Bridge lighting system is designed in order to minimise lighting spill and impact on the sea and other surrounding areas.
4 External Lighting Systems
4.1 General
The following external lighting systems are designed:
• Sea and air traffic lights
• Architectural lighting for Towers and Suspension System, including Deck
• Road lighting (including maintenance and operation lanes).
In general, the lighting system for the air traffic will not affect the safety during the takeoff and landing operations (i.e. through threshold).
Furthermore during the design, the following has been taken under particular care:
• Light intensity, to avoid aircraft threshold
• The light colour complies with the applicable standards
• Light layout is designed to avoid similitude to airport runway, routes….
• Minimising the light spill on the sea surface
Laser and high intensity floodlights installation, if allowed, will be studied to meet the relevant standard and regulations.
The lighting system will also reduce the impact against the sea traffic. The external lighting systems include:
• Road lighting
• Illumination of the towers and the suspension cables
• Navigation warning lights
• Aircraft warning lights.
The systems will ensure safe and comfortable operation of the bridge in case of lack of adequate natural illumination. They will ensure the visibility and surveillance of the bridge.
4.2 Road Lighting
4.2.1 System design specification
Table 4.1 Required illumination and luminance values for roads
Illumination or luminance | Value |
Average horizontal illumination | 30 lux |
Ratio min/average illumination | 0.4 |
Ratio min/max illumination (%) | <10 |
Average luminance | 1.5 cd/m2 |
Longitudinal uniformity | 0.7 |
Comfort index | 7 |
The road lighting system will be based on luminaires with LED lamps, to provide high efficiency, long life time and fair colour rendering and be similar to the lighting on the other parts of the highway.
The maximum voltage variation at the luminaires will be kept within ± 5%.
The road lighting systems will be automatically switched by the SCADA system, with possibility of manual override at the transformer substations for maintenance situations. The automatic switching will have staggered time delays in order to reduce the total inrush current at switch-on.
Reduction of the lighting level during hours of low traffic intensity is provided. This function is controlled by CMS/SCADA.
The road lighting will be designed to minimise power consumption and spill light, and to facilitate maintenance.
The daytime appearance of the road lighting installations will be closely coordinated with the landscaping and architectural features of the bridges during the detailed design phase.
There will be two luminaires on each pole. Each of these two luminaires will be connected alternately to the two backbone cables in order to limit the consequences for traffic safety of a fault in one transformer substation or high voltage feeder or in one backbone cable.
4.2.2 System Design Improvement
All road light will be LED.
The use of LED provides a solution that reduces the impact of our environment. LED is very flexible regarding, lighting control, easy mounting and colour temperature.
LED has a long life time that means less maintained. The luminaires are easy to upgrade to benefit the latest technology improvements.
The use of the intelligent road light will reduce the power consumption, and dimming the light when there is low traffic intensity (RTMS) or increase the light locally on the bridge in case of road accidents or road repair to increase the safety for other user of the road.
The road light will be controlled in order to adapt the lighting level to the weather condition such as heavy rain, fog to make the road more visible and safe for the user of the bridge.
4.3 Architectural Lighting
4.3.1 General
The illumination will provide a pleasant and uniform luminance of the surfaces of the bridge structures. The luminance level will be kept low, approximately 2-10 cd/m2.
The final design of the floodlighting systems during Projetto Esecutivo phase, will optimise the uniformity of the luminance, and will minimise light spill and consequently light pollution. The lighting patterns caused by scattered light in foggy weather conditions will be particularly addressed during the design.
The luminaires will be directed or screened to prevent glare in the directions of road and sea traffic.
The aesthetical lighting systems will be automatically switched by the CMS/SCADA system, with possibility of manual override at the transformer substations for maintenance situations. The automatic switching will trigger a separate lighting control system, which will govern the dynamic switching patterns of the illumination.
The functioning of the lighting systems will be monitored by the CMS/SCADA system by monitoring the current of each final circuit supplying the lamps, with alarm for currents below 90% of the steady-state current measured with all lamps functioning. Fault signals from the dedicated lighting control system will also be monitored.
4.3.2 Towers
4.3.2.1 System Design Specification
The towers and cross beams will be illuminated by means of long range LED floodlights with controllable colour temperature of the light, ranging from warm white at about 2700 K to cool white at about 6500 K.
The illumination will provide a pleasant and uniform luminance of the surfaces of the bridge structures. The luminance level will be kept low, approximately 2-10 cd/m2.
The final detailed design (Projetto Esecutivo) of the floodlighting systems will optimise the uniformity of the luminance, and will minimise light spill and consequently light pollution. The lighting patterns caused by scattered light in foggy weather conditions will be particularly addressed during the design.
The luminaires will be directed or screened to prevent glare in the directions of road and sea traffic.
Alternative systems may be considered to limit the light pollution for instance the systems utilizing fibre optics.
4.3.2.2 System Design Improvements
The lighting will be based on the newest LED technology and provide possibility to control and adapt the illumination to the natural light conditions.
The design includes control of the individual luminaires, which will allow selection of different colour temperatures and different dynamic switching patterns.
The idea is to illuminate the bridge with white light in different hues of colour temperature, referencing the changing colours of the daylight. One example could be that the towers and cross beams are warm white, the cross beams cool white and the hangers neutral white.
The dynamic switching patterns will be programmable. One scenario could be that the illumination is first switched on at the towers, after that on the cross beams. Then the illumination of the hangers comes on, first near the towers and thereafter slowly progressing from each side towards the centre of the bridge.
4.3.3 Suspension System
The hangers of the suspension system will be lighted.
The illumination will be provided by very narrow spotlights mounted at the top of each hanger, grazing the light down along the hanger.
The beam spread must be very narrow, ideally max 2˚ to 4˚. Presently, LED luminaires with such narrow beam spread are not available, but with the current very rapid technological development of LED luminaires, such spotlights should be available at the time of construction.
The present design, which has been based on available technology, includes 150 W metal halogen spotlight luminaires for the illumination of the hangers.
4.3.4 Superstructure
In order to complete the visual night time impression of the bridge, and to outline the structure for the sea traffic and viewers on land on both side, the underside of the bridge deck will be illuminated. This will be realised by illuminating the sides of the cross girders located per every 30 m, thereby creating a repetitive pattern of light.
4.3.5 Luminaires
The illumination of bridge structures will be provided by floodlight luminaires with LED lamps, which produce a white light (colour temperature within 2700 K - 6500 K) with good colour rendering (Ra > 80). Luminaires with lamps in the range up to 250 W and with light distributions from narrow to wide may be applied.
The following luminaire types are envisaged:
• Type "A" for illumination of hanger cables, 150W metal halogen lamps, very narrow light distribution, 0.5 max I within ± 4º
• Type "B" for illumination of the sides of the cross girders, 250 W, narrow/wide LED, lType "C" for illumination of the tower structures, 250 W, narrow light distribution, Type "D" for supplementary illumination of main cables at positions without hanger cables, low intensity obstacle light type luminaire with omni-directional light distribution, max I = 25-40 cd. This type may be equipped with light emitting diodes for lamps.
The final selection of luminaires and their positions has been based on detailed calculations of the illumination. No luminaires will cause glare in the directions of the road traffic or the navigation channels.
All luminaires will be corrosion resistant, and have degree of protection by enclosure at min. IP 55.
All luminaires will be mounted in positions accessible for maintenance, or they will be mounted on movable and lockable supports which can bring the luminaires into maintainable positions. The
luminaires illuminating the sides of the towers will be mounted on hinged supports in order to allow passage of the maintenance gantries.
All luminaires will be equipped with bird spikes or equal to prevent birds from resting on the luminaires.
Description | Specification |
Manufacture | Philips or similar |
Type | eW Reach Powercore or similar |
Operation voltage | 100- 240 V AC / 50-60 Hz |
Lamp type | LED |
Optic | 0.5 max I0 within ± 5º, 0.5 max I90 more than ± 17º |
Light | White |
Control | On/off, no dimming |
IP rating | IP65 |
A suitable number of laser aiming devices will be delivered along with each luminaire type. Type "B"
Type "C"
Description | Specification |
Manufacture | Philips or similar |
Type | eW Reach Powercore or similar |
Operation voltage | 100- 240 V AC / 50-60 Hz |
Lamp Type | LED |
Optic | 0.5 max I within ± 5-8º |
Light | White |
Control | On/off, no dimming |
IP rating | IP65 |
Type "D" Lighting on the main cable
Description | Specification |
Manufacture | O.C.E.M or similar |
Type | LER or similar |
Wattage | 90 W |
Lamp Type | LED |
Colour/Beam | Neutral white |
IP rating | IP65 |
Ligthing on the top tower and cross girders
Description | Specification |
Manufacture | Philips or similar |
Type | eW Graze Powercore or similar |
Power | 60W |
Lampe type | LED |
Operation voltage | 100- 240 V AC / 50-60 Hz |
Colour/Beam | Warm white tower top/10*600 Cold white cross girders/ 10*600 |
IP rating | IP65 |
4.4 Navigation Warning Lights
The lighting system of the Bridge and the Strait is designed according to the applicable rules, standards and requirements issued by IALA and will be coordinated with requirements provided by the Marine Authority (i.e. COMANDO ZONA FARI – “ XXXXXXXX XXXXXXX”).
The bridge will not restrict the navigable water for any vessels with a height below the level of the bridge deck underside. The leading lights are placed in accordance with the navigation channels defined for the Messina Strait in 2008. These navigation channels may be modified by the naval authorities in accordance with the characteristics of the bridge. The navigation lights shall then be moved accordingly.
Red and green leading lights, and white range lights will equipped with long-life, LED lamps. The effective range of the lights will be 7.5 - 10 nm.
The operation will be monitored by current sensors, and will be signalled to the CMS/SCADA system.
Description | Specification |
Manufacture | Tideland or similar |
Type | MLED-140 or similar |
Operation voltage | 9 to 36 VDC |
Colours | Red, green, white |
Visibility | 3600 horizon |
Monitor and Control | Capable |
Operation temperature | - 40 oC to 60oC |
4.5 Aircraft Warning Lights
Obstacle lights are designed according to the ICAO, International Civil Aviation Organization, ( Annex 14 – Volume 1° - chapter 4° ) and “Regulation for the airport construction and operation”- ENAC, OAC, NIKAO standards.
White, flashing aviation warning lights, high intensity type A, will be located from the ground level to the top of the towers and at approximately 100 m spacing. Each light has a maximum spread of 120˚. Therefore, to ensure visibility from all bearings 4 lights will be placed at each level. The lights will be mounted in openings in the tower walls, to allow maintenance from the inside and to avoid that the luminaires create shadows in the architectural illumination of the tower surfaces.
The intensity of the light emission, is automatically adjustable by photocell / CMS/SCADA in three steps, corresponding to full daylight (200,000 cd), twilight (20,000 cd), and night (2,000 cd). The high intensity obstacle lights are equipped with xenon lamps.
The feeding of the mentioned switchgears will be continuous from UPS and with diesel genset backup and the UPS will have at least 1.0 hour back-up time.
Aeronautical marking of the cable stays will be medium intensity fixed red lights as ICAO type C, equipped with LED lamps.
White, flashing aviation warning lights, high intensity type A,
Description | Specification |
Manufacture | Orga or similar |
Type | L1000 or similar |
Operation voltage | 100-240 vac(+/-10), 50-60 Hz |
Power consumption | < 150 W |
Control | Internal microprocessor based for power management, flash character, daylight on/off and failure alarm control |
Alarms | Volt free dry alarm relay contact (2A) for lamp failure further alarms and status information via CIP control unit |
Photocell (Sunswitch) | Two internal photocells fitted in the light fixture for automatic day/night control |
Light source / life expectancy | Xenon flash tube, >2 years life, safe plug fitting |
Colour | White |
Effective intensity Daytime Twilight Night | 200.000 Cd white +/-25% 20.000 Cd white +/-25% 2.000 Cd white +/-25% |
Flash character | 40-60 fpm |
Operation temperature | - 55 oC to 55oC, 95 % relative humidity |
Ip | IP67 |
Aeronautical marking of the cable stays will be medium intensity fixed red lights as ICAO type C,
Description | Specification |
Manufacture | Orga or similar |
Type | L350 or similar |
Operation voltage | 100-240 vac(+/-10), 50-60 Hz |
Power consumption | < 35 W continuous or 20 fpm during night time |
Control | Internal microprocessor based for power management, flash character, daylight on/off and failure alarm control |
Alarms | Volt free dry alarm relay contact (2A) for lamp failure further alarms and status information via CIP control unit |
Photocell (Sunswitch) | Internal photocells fitted in the light fixture for automatic day/night control |
Light source / life expectancy | High performance LED |
Lensdiameter / Colour | Ø300 mm UV resistant clear dome |
Effective intensity | 2.000 Cd white +/-25%, set to operate at night time |
Flash character | 20 fpm or steady burning |
Operation temperature | - 55 oC to 55oC, 95 % relative humidity |
Ip | IP65 |
5 Internal Lighting and Power
5.1 General Requirements
Internal lighting will be installed in the internal volumes (bridge deck, towers, cross beams, anchor blocks etc.) to allow operation, inspection and maintenance activities.
This lighting system will be integrated also with battery powered lamps, to allow evacuation and increase safety in case of power supply failures.
All the maintenance and inspection routes will be provided with power sockets (at intervals of 30 m) for tools or auxiliary lamps connection.
5.2 Interior Lighting
All interior light will be LED-tubes, that reduce the power consumption and have a long life time and less maintenance, than standard incandescent or fluorescent lamps.
The installations include interior lighting and power in all parts of the bridge that are accessible for inspections, maintenance or service.
An average illumination level of minimum 200 lx will be provided at all areas where regular work, maintenance or operation takes place. The uniformity (E minimum/E average) will be ≥ 30 %.
An average illumination level of minimum 50 lx will be provided along walkways. The uniformity (E minimum/E average) will be ≥ 30 %.
Emergency lighting along access ways / escape routes, as well as at working area will be provided.
The emergency lighting will provide minimum 5 lx. The uniformity (E minimum/E average) will be
≥ 5 %.
Luminaires will be manufactured in such a way that it is easy to replace lamps by using common hand tools.
Every third of the internal luminaires will be equipped for emergency lighting and will be supplied from UPS which have a capacity at minimum one hour back up time.
The emergency lighting will switch on automatically when the power supply to general lighting circuit is off for any reason.
5.2.1 Terminal blocks
18W Luminaires will be places 2 m above each stair landing mounted with wire from the above stair landing.
5.2.2 Specification
The luminaires will have reinforced non-flammable polyester body and be able to function at an ambient temperature of 55 degrees Celsius. The IP code will be 65 and the security class will be II (double insulated).
Luminaire housing
Description | Specification |
Manufacture | Glamox or similar |
Type | I40 or similar |
IP | 65 |
Vandal class | Class II |
Light source | T8 18-36-58W |
Mounting | Ceiling, walls, luminaire tracks, on horizontal wire and suspension brackets |
LED Tube
Description | 9W | 18W | 36W |
Manufacture | |||
LED quantity: | 180 PCS | 300PCS | 576PCS |
Beam angle | 120-180 ° | 120-180 ° | 120-180 ° |
Input voltage | 85VAC-265VAC | 85VAC-265VAC | 85VAC-265VAC |
Luminous flux | 650-700 Lm | 1600-1800 Lm | 2900-3500 Lm |
5.3 Socket Outlets
All the maintenance and inspection routes will be provided with power sockets (at intervals of 30 meters) for tools or auxiliary lamps connection.
All socket outlets will have a screwed-on cover to the outlet, providing a degree of protection min. IP 56, and be impact proof.
Socket outlets (except where one single outlet is required) will be placed in clusters (or built together as a switchboard assembly).
A cluster will as a minimum contain:
• One 400V AC (3 phase + neutral + earth), 16 A switched socket outlet.
• One 230V AC (2 phase + neutral), 16 A switched socket outlet.
• One 24V AC (2 phase + neutral), 16 A switched socket outlet.
The 400 V and 230 V socket outlets will be protected against indirect contact by residual current circuit breakers.
The 24 V socket outlets will be supplied via a step - down safety transformer providing galvanic isolation from the network.
5.4 System design improvements
All internal lighting will be based on LED technology.
6 Road Traffic Management System (RTMS)
6.1 General
This chapter states the functional specifications of the Road Traffic Management System (RTMS) for the Messina Strait Bridge. The purpose of the RTMS is to provide information on predicted and actual road traffic conditions, as well as selected information on rail traffic, to allow the Traffic Management Centre to exercise appropriate management of the road traffic and to assess predicted and actual static loads on the bridge by road and rail traffic. The RTMS is also referred to
as "Bridge TMS". The terms RTMS and "Network TMS" are used for installations on the bridge and on the approach networks respectively.
Traffic Management Systems on the road network (network TMS) outside the bridge is covered by Component No. 2
Actual railroad traffic management for the bridge is handled by RFI and is outside the scope of this document. However train weight and axle counts for trains entering and leaving the bridge will be monitored as part of Network TMS. . The weighing and counting functions will be implemented in a subsystem called Railway WiM (RWiM).
In this chapter the term "traffic" will be taken to mean road traffic unless it is specifically stated otherwise.
The main characteristics of the RTMS are:
• the RTMS will be implemented as two segregated environments, a production environment and a training environment
• the production environment comprises a dual-server configuration with one server being active and one server providing hot standby
• the RTMS will allow operators in the control centre to maintain an overview of current road, weather and traffic situations on the bridge
• the RTMS will allow operators in the control centre to execute and control all required dynamic traffic management operations on the bridge
• the RTMS will be implemented as a distributed control system, which - through a number of local substations - collects data to the RTMS server and conveys commands from the RTMS server to the roadside equipment via the local substations
• the RTMS will be an application built on top of the SCADA system platform, utilising the SCADA system's Man-Machine-Interface for input of control instructions from operators and display of status and events. The SCADA system's storage facilities will be used for long and short term holding of acquired data and calculated results
The key objectives of the RTMS are:
• to provide a system basis for continuous provision of traffic data for:
- prediction purposes, including prediction of traffic load and the traffic load's static load on the bridge
- traffic analysis purposes - primarily traffic statistical purposes and simulation of extreme situations for training purposes
• to enable management of traffic flow on the bridge so as to make it safe and efficient under changing traffic, road and meteorological conditions
• to assess axle weight of vehicles entering the bridge for the purpose of logging of cases where overload is detected real-time
The RTMS will comprise the following main function groups:
• traffic management
- traffic monitoring
- traffic prediction
- traffic information
- traffic control
• incident management
- incident monitoring
- recovery coordination
• technical system operation and maintenance
- monitoring of all RTMS systems and modules
- monitoring of all communication infrastructure
• monitoring of selected road weather parameters
• monitoring of train axle weight
• interfacing to other systems according to section 6.3 below.
Data collected in the production environment will furthermore form a reference basis for an off-line traffic management simulation
- replay of recorded incidents and traffic information
- verification of traffic management scenarios
These simulation functions will be realised in the training system environment.
For Man-Machine Interface (MMI), asset management, and other system administrative functions the general functions provided by the SCADA system will be used.
6.2 Portals
Traffic management equipment on the bridge will primarily be placed on 8 portals (VMS type 1) each spanning the road. In between the portals speed limit variable signs (VMS type 2) are placed on separate masts on both sides of the road. The location of portals, speed limit VMS', RTMS Substations (RTS), Road Weather Stations (RWS) and connected sensors are shown in a table in section 6.9.
In order to avoid conflicts with light poles and bridge hangers each portal and speed limit mast is placed on special consoles half-way between neighbouring girders.
Reference is made to the following drawings:
• XX0000 X 0X X X XX M4 GT 00 00 00 01 B - Distribution of the portals and VMS along the bridge.
• XX0000 X 0X X X XX M4 GT 00 00 00 01 B. Illustration of a portal, barriers and VMS. Note that not all equipment is installed on every portal.
• CG1000 P AX D P SS R4 00 00 00 00 16 A - Consoles for fastening of the portals to the bridge deck
The distance between portals and the intermediary speed limit signs vary between 240 and 300 meters due to constraints given by the location of power substations and planned or prepared vehicle crossings and service areas.
6.3 Communication Infrastructure
In general, communication within the RTMS and between the RTMS and other systems will be realised on the basis of the redundant fibre optical data network, the Bridge Area Network (BAN), spanning the entire length of the bridge and connecting the RTMS bridge installations with the Control Centre.
Detectors and actuators (e.g. VMS, barriers etc.) attached to a local substation on the BAN will be connected through local field networks managed via the substation in order to allow local monitoring and control to be performed without reliance on communication between the Control Centre and the local substation.
Each data connection will be monitored for problems and failure by a network management system (ref. sec. 14.3.4.1).
The general data flow is illustrated in Figure 6.1
STEP 4
Recent Traffic Data
STEP 3
Data Query
NOTE:
This image only shows data transfers required between SCADA components for traffic data
NOTE:
’Other’
Data conversion, delivery and query Layer
’Other’ short term data storage
This image does not show the normal data storage process
Network TMS
SHMS
CSP
Bridge TMS
Network TMS short term data storage
Bridge SHMS short term data storage
CSP short term data storage
Bridge TMS short term data storage
Data conversion, delivery and query Layer
Data conversion, delivery and query Layer
Data conversion, delivery and query Layer
Data conversion, delivery and query Layer
STEP 1 LIVE DATA-FEED
WiM Data RWiM Data
Overloaded Vehicle Data Traffic Flow Estimate Data
STEP 2 LIVE DATA-FEED
WiM Data RWiM Data
Traffic Flow Estimate Data
STEP 6
Processed Prediction Data
STEP 5
Processed Prediction Data
STEP 1 LIVE DATA-FEED
Traffic Flow Estimate Data
Database Service Layer
SCADA Common Database – long term data storage
SCADA Database
Figure 6.1: Data flow
6.4 Traffic Management
6.4.1 Traffic monitoring
Traffic monitoring is responsible for providing all real-time traffic information required to enable dynamic traffic management to be performed.
Traffic monitoring is also responsible for gathering traffic information for later use in the SHMS and in RTMS functions such as statistical analysis, traffic simulation, verification of traffic management scenarios etc.
Traffic monitoring makes use of 3 different types of video cameras. All cameras are installed on the portals above the traffic lanes. The location of the portals is listed in the table in section 6.9 and drawing XX0000 X 0X X X XX M4 GT 00 00 00 01.
Type A: Fixed cameras used for automatic monitoring (se section 6.4.1.1) and incident detection (see section 6.5.1). 3 cameras are installed on each portal.
Type B: Pan, tilt and zoom (PTZ) camera for manual monitoring (see section 6.4.1.2). 1 camera is installed on each portal.
Type C: Fixed camera for Automatic Licence Plate Detection (see section 6.4.1.1). 1-3 cameras are installed on selected portals.
6.4.1.1 Automatic monitoring of road traffic parameters
Automatic acquisition of the required traffic data will be accomplished via local substations and attached video cameras Type A In addition the licence plate of each vehicle entering the bridge will be identified using dedicated cameras type C installed in fixed positions above the traffic lanes on the first portal.
The Type A cameras will have the capability to detect speed and class of vehicles passing the portal with vehicle speeds up to 150 km/h. Sensitivity of the cameras allow for these functions to be
performed under light conditions of 0,1 lux. The cameras will be supplied with internal image processing hard- and firmware, with power supply board, remote control unit, and interface connection to fibre optic network.
The automatic monitoring system will be implemented so that the bridge is divided into a number of sections on each side of the bridge, each consisting of 2 normal traffic lanes and an emergency lane.
On the bridge, the following traffic parameters will be monitored for each lane in each section:
• traffic flow speed
• traffic volume (vehicle/hour)
• traffic density (i.e. number of vehicles pr. km)
• traffic composition1
To accomplish this, the system software will continuously track traffic in each lane and section by assigning to each observed vehicle:
• a vehicle speed (the traffic flow speed)
• a vehicle class (refer to section 6.4.2.1)
• a standard weight (see also section 6.4.1.3)
The identification of vehicle licence plates will be accomplished by cameras type C with automatic licence plate recognition ALPR) functionality. Type C cameras will be installed above each of the three lanes (2 traffic lanes and 1 emergency lane) at the first portal in the normal traffic direction. To support bi-directional operation lane 1 on the last portal will also be equipped.
The Type C cameras will have the capability to read licence plate information off vehicles passing the portal with speeds up to 150 km/h. The cameras will have built in infrared flash and will be supplied with internal image processing hard- and firmware, power supply board, remote control unit, and interface connection to fibre optic network.
1 expressed in vehicle category percentages of the total number of vehicles.
All data will be time stamped when acquired or calculated as close to the point of origin as possible. This is done in order to provide a high degree of comparability across data from different sources. Traffic data will also be tagged with geographical origin or reference information making it possible to identify the exact source of the data. Traffic data will be transferred to the SCADA database as a live data-feed. Traffic data (or "Traffic Flow Estimate Data" as referred to in SHMS report CG1000-P-2S-D-P-IT-M3-SM-00-00-00-01) will be copied to the SHMS from the SCADA database as a live data-feed.
6.4.1.2 Operator based monitoring of road traffic parameters
A CCTV system will provide Control Centre operators with 24/7 real-time visual coverage of the entire roadway system on the bridge. The visual coverage will be used as basis for the operators' evaluation of road, weather and traffic conditions on the bridge in conjunction with the real-time traffic information provided by the automatic monitoring system (see section 6.4.1.1). Further, the visual coverage will act as an important support tool to Control Centre operators performing incident management.
The CCTV system cameras Type B will provide full motion (25 frames/sec) full colour images in a resolution sufficient to enable Control Centre operators to distinguish individual vehicles and persons anywhere on the bridge under any foreseeable set of circumstances
The Type B cameras will, unlike the Type A and Type C cameras, allow the operators to pan, tilt and zoom (PTZ).
All video records will be displayable via the SCADA system:
• on operator workstation display units
• on large display wall in the Control Room
All data will be accessible for data presentation as follows:
• on local monitors/operator consoles
• on large display walls in the Control Room
• in custom designed reports
• in custom designed data presentation pictures, graphs and curves
The configuration and layout of diagrams, pictures, reports, graphs, etc. will be developed as part of detailed design of the system.
Any Control Centre operator will be able to select live video feed from any camera - or any combination of cameras - in the CCTV-system, for display on his own workstation monitor and/or on the video wall system in the Control Room. All video feeds will have encoded information about time and place of recording and compass orientation of camera.
All elements of the CCTV-system (cameras, data communication, server and displays) will support:
• video streaming protocol: H.264 (MPEG-4)
• resolution: High Definition TV (HDTV) - 1920 x 1080p25
, or superseding best practise protocols and resolution at the time of installation.
6.4.1.3 Axle weight monitoring and traffic load assessment
The RTMS will acquire axle weight data for each vehicle entering and leaving the bridge using Weigh-in-Motion systems (WiM) in order to:
• record cases of vehicle overload
• create and maintain a database of average loads of vehicles in up to 5 vehicle classes
• provide accurate vehicle data to the SHMS for monitoring of total traffic load on the bridge
• provide accurate vehicle data to Computing, Simulation and Prediction (CSP) for predictions of traffic load on the bridge. Refer to section 13.6.
The monitoring of the accurate real-time total traffic load on the bridge is important for the continuous monitoring of residual load capacity of the bridge, which will influence the control of traffic (vehicle and rail) on the bridge. The monitoring of residual load capacity of the bridge shall be performed by the SHMS.
Real-time axle weight monitoring will be performed on each lane using WiM systems positioned on the bridge approaches just off the bridge itself. The WiM systems will therefore be installed as part of the Network TMS, presented in Component No 2.
The traffic load on pre-defined sections of the bridge will be monitored continuously using traffic data recorded by video detectors (see section 6.4.1.1), with fixed standard weights assigned to each vehicle category on the basis of statistically compiled average loads for different vehicle categories as recorded by the WiM systems.
The WiM sites will be equipped with cameras (Type A) so that detected overloads can be documented by digital images of the offending vehicle. The documentation will be stored by the WiM and a notification sent to the operator. At later stage it can be decided exactly how the stored documentation will be used.
WiM data will include:
• time and location information
• vehicle type
• time of passage of first axle
• vehicle classification according to 6.4.2.1
• weight of vehicle
• length of vehicle
• speed of vehicle
• for each axle:
- axle weight
- distance to the previous axle of the same vehicle (value will be e.g. null for the first axle)
A data record will be provided for each vehicle. For each vehicle weighed, a unique data set identifier will be assigned. WiM data will be stored based on the data set identifier only.
The WiM systems will be installed in a suitable location that is sufficiently stable and level, so that the negative influence of any dynamic behaviour of the support structure and vehicles is minimised. The WiM site will be a location that is not susceptible to flooding, and will be well- drained. The WiM systems will be designed in accordance with the design requirements for a Type
II system as presented in ASTM E 1318-94. A discussion concerning the selection of an appropriate WiM system, as well as information on a current suitable system, is given in Appendix 6.
WiM data will be transferred to the SCADA database as a live data-feed. WiM data will be copied to the SHMS from the SCADA database as a live data-feed.
6.4.2 Bridge traffic load prediction
In order to be able to continuously predict bridge traffic load from road traffic and trains, a running 10 minutes estimate shall be calculated. The road topology within 10 minutes / 20 km of driving distance includes several junctions. A significant part of the road traffic that crosses the bridge may potentially start or end journeys within 10 minutes from the bridge. The accuracy of 10 minute predictions will therefore be limited.
The 10 minutes estimate will be based on:
• statistical road traffic data on the actual weekday and time. The statistical basis will be automatically adjusted based on the actual traffic intensity measured by Type A cameras 20 km north from the bridge on the A3 motorway and immediately north of Messina. In addition, the staff can adjust the basis manually based on knowledge of special events, processions, road maintenance or accidents. Data input needed is traffic intensity divided in small and large vehicles at the measuring stations
• Input from the Railway Weigh-in-Motion systems (RWiM) discussed in section 6.82
The RTMS will not include functions specifically aimed at controlling traffic influx to the bridge as a function of predicted and actual traffic flow on the road and rail network on and off the bridge, but the bridge Control Center staff will have at their disposal all the traffic management functions implemented in the RTMS and the agreed operational procedures. Depending on the agreed operational procedures, the following traffic management actions can be considered by the staff:
• delay train access to the bridge
• throttle road traffic from Sicily at the toll station
2 note, for practical reasons this information cannot be supplied with a 10 minutes look ahead
• throttle road traffic by using lane control signals on and off the bridge
• throttle road traffic off the bridge by means available in the Network TMS, presented in Component No. 2.
6.4.2.1 Vehicle classes
RTMS will support classification of road vehicles into the following categories:
• cars
• cars with trailers
• lorries
• lorries with trailers
• buses
Classification into each category will be made with a minimum accuracy of 90%, and minimum 95% of all vehicles will be detected by the classification system.
6.4.2.2 10 minutes estimate algorithm
The 10 minutes traffic estimate will build on the following detailing of road traffic data:
• statistical road traffic data on the actual weekday / holiday / season and time
• the statistical basis will be automatically adjusted based on the traffic intensity assessed at selected points in the road network
• the operations staff can adjust the statistical basis manually based on knowledge of special events, processions, road or bridge maintenance or accidents
The traffic estimate will make use of statistics showing the traffic intensity per vehicle class in 15 minutes and 60 minutes resolution for each weekday (peak hours and off-peak hours respectively) and in 60 minutes resolution for special days separate.
Statistical data will be factored in the traffic estimate by the number of vehicles, the average weight per vehicle and the average speed.
…
1. May
Epiphany day (6. January)
New years day
Sundays
Saturdays
Fridays
…
Thursdays
Mondays
Example on statistical basis:
From Sicily to Calabria:
117 cars / 1,216 t / 118 km/h
From S3icilyrstowCithaltarabirliear: / 1,695t / 75 km/h 117 ca5r3s s/ o1l,e21lo6rrties / 14,129t / 92 km/h
rs1w2itlhortrriaeislewr i/th1,t6ra9i5let r / 22,693t / 88 km/h sol2o lbourrsies // 91,41,2162t9/t 95 km/h
7 lorries with trailer / 22,693t 3 buseFsr/o
om Calabria to Sicily cars / 1,159t
Fr
75
24:00
Sicily
ria to
9m,1C26atlab
…
01:00
0 ca
41
00:50
00:40
00:30
00:20
00:10
Traffic intensity data will be assessed by the local substations and one hour rolling averages of traffic intensity per vehicle class will be calculated. Actual assessments will be compared with historical intensity data matching vehicle class, day of week and time of day resulting in a calibration index. For example if on Chistmas Day 1050 cars has been counted the last hour, and 1000 cars was recorded the same hour last Christmas Day, the calibration index for cars will be 1.05.
The statistical basis for the bridge traffic will then be multiplied with the actual index per vehicle class in order to form a traffic estimate.
The Bridge Control Centre staff will be able to adjust each index based on actual local information.
This will be relevant if for example a public event in Calabria south of the bridge intersection are expected to attract an unusual amount of traffic, thus causing automatically calculated indexes to be misleading.
The load estimate will be calculated as: start
set load:=0
for each direction
for each class of vehicles
• take the 10 minutes basis (e.g. 117 for cars Tuesdays between 00:30 and 00:40) and multiply it with the current index (say 1,05) = 122,85
• multiply the result with 6 (as one hour is 6 times 10 minutes) and the bridge length in km (say 3,5 km) and divide with the average speed (118 km/h) = 21,9 cars on the bridge
• multiply the result with the average weight (1,216 t) = 26,6 tonnes
• add the result to the load
next class next direction print load
end
6.4.2.3 Flow monitoring
Cameras (Type A) installed on each side of the bridge at 4 equidistantly sited locations will determine vehicle class and speed of each vehicle, as discussed in section 6.4.1.1. Each vehicle will be allocated an average class specific weight derived from the statistical information provided by the WiM installations, as discussed in section 6.4.1.3.
6.4.3 Traffic information
Variable message signs (VMS) with text and pictograms, speed limits and lane signals (VMS type 1) will be placed on portals. VMS and other equipment on the portals is illustrated in drawing CG1000 P 2A D P IT M4 GT 00 00 00 01 A.
In between the portals additional speed limit VMS (VMS type 2) are located on separate poles.
The location of the portals and speed limit VMS is shown in table 2 and in drawing XX0000 X 0X X X XX M4 GT 00 00 00 01.
6.4.3.1 Variable Message Signs (VMS), text
VMS will have the following specifications:
• Fully remotely controllable from the Control Centre
• Based on light emitting technology with built-in automatic intensity control, that adjusts emitted light according to intensity of background light and direct light onto the VMS surface
• Free format text with three rows of 25 characters each
• Display colours: yellow, yellow/white, white matrix dots on black background as class C2 of EN12966
• Detailed feed back on operational status incl. information allowing TMC operators to assess the visual appearance of the sign display as perceived by road users
On bridge sections where two-way traffic will be supported, the VMS' will be dual-faced.
6.4.3.2 Variable Message Signs (VMS), speed limits
VMS for displaying dynamic speed limits will have the following specifications:
• speed limits: display of 3 digits, in any legal combination
• speed limit similar to the pictogram
• Remotely controllable from the Control Centre
• Based on light emitting technology with built-in intensity control, that adjusts emitted light according to intensity of background light and direct light onto the VMS surface
• Detailed feed back on operational status incl. information allowing TMC operators to assess the visual appearance of the sign display as perceived by road users
On bridge sections where two-way traffic will be supported, the VMS will be dual-faced.
6.4.3.3 Variable Message Signs (VMS), other
VMS for displaying dynamic messages other than speed limits are placed on top of the portals, and will have the following specifications:
• Ability to show the following pre/defined signs>
• Queue: similar to the pictogram shown but in contrasting layout.
• Slippery road: similar to the pictogram shown but in contrasting layout except for red triangle
• Accident: similar to the pictogram shown but in contrasting layout except red triangle
• Two-way traffic: similar to the pictogram shown but in contrasting layout except red triangle
• Other signs (pictograms) can be added by software.
• Remotely controllable from the Control Centre
• Based on light emitting technology with built-in intensity control, that adjusts emitted light according to intensity of background light and direct light onto the VMS surface
• detailed feed back on operational status incl. information allowing TMC operators to assess the visual appearance of the sign display as perceived by road users
On bridge sections/lanes where two-way traffic will be supported, the VMS will be dual-faced.
6.4.4 Traffic control
6.4.4.1 Moveable barriers, bridge access
Moveable barriers will be installed landside immediately north and south of the bridge. The purpose of these barriers is to prevent any traffic from entering the bridge in cases where accidents or adverse weather conditions make traffic on the bridge unwanted or unsafe.
The barriers will be remotely controllable electro mechanical devices that can efficiently block each of the traffic lanes and the emergency lane. Blocking of the emergency lane will operate independently from blocking of the traffic lanes in order to allow passage of rescue vehicles onto the bridge in any situation.
Each barrier will be equipped with two or three sets of flashing red warning lights, depending on the size of the barrier. The warning lights will flash alternating.
These barriers are illustrated in drawing CG1000 P 2A D P IT M4 GT 00 00 00 01 A...
6.4.4.2 Retractable barriers, cross over access
Retractable barriers will be installed in parallel with the left crash barriers in a manner that allows cross over openings to be established when needed. When access to crossing over is not required, the barriers will act as a fully integrated extension to the left side crash barrier providing the same protection to traffic as the normal crash barrier.
The barriers will be remotely controllable electro mechanical devices capable of efficient blocking access to crossing over (closed state) respectively providing access to crossing over (open state).
6.4.4.3 Lane Control Signals (LCS)
Lane Control Signals (LCS') will be installed under the portal cross beams, centred above each traffic lane and emergency lane. For lanes where two-way traffic is supported, the LCS' will be dual-faced. Each LCS will have the following minimum specifications:
• capable of displaying any of the following symbols - one at a time: "green down arrow" (lane open), "yellow left arrow" (merge left), "yellow right arrow" (merge right), "red diagonal cross" (lane closed)
• road users will experience clearly distinguishable symbols at approximately 500 m distance under any foreseeable environmental conditions where visibility is minimum 500 m
6.5 Incident Management System (IMS)
The RTMS will be provided with an Incident Management System (IMS) with the following functions:
• Automatic Incident Detection (AID)
• operator based event verification and logging
• operator based incident management
6.5.1 Automatic Incident Detection (AID)
AID will be implemented on the basis of a CCTV cameras Type A with automatic video processing software aimed at detecting the following incident types:
• stationary vehicles in any lane (incl. emergency lanes)
• stationary vehicles in any lay-by
• foreign objects on the roadway (people, lost goods etc.)
• slow moving traffic in any lane.
• traffic in emergency lane when not allowed
Cameras type A will be fixed (i.e. not pan, tilt, zoom (PTZ) type) and will be able to provide a video quality enabling AID functionality 24/7 in all foreseeable environmental conditions with minimum visibility of 500m3.
Figure 6.2: Example showing an AID system detecting a stopped vehicle on a bridge
6.5.2 Event verification and logging
All automatically detected incidents will require operator verification. The AID-system will be provided with an incident verification form for a formal registration and storing of events. A similar form will be devised for handling of operator based incident detection.
3 in situations with severely reduced visibility it is assumed that appropriate speed restrictions will be imposed on traffic crossing the bridge, so that reduced AID functionality in adverse weather conditions is being compensated for at least in part.
Verification of events will be protected by authentication of the operator
Further handling of each verified incident event will be in scope of the Incident and Control Management System.
All recorded incidents will be accessible for later use in incident analysis and for use in traffic simulations on the Simulator and Training Console.
6.5.3 Incident management
The RTMS will be provided with an incident management facility with the following functions:
• preparation and visualisation of incident response plans for handling incident scenarios. The predefined plans will cover all major functions to be handled by the operator in case of an incident
• definition of semi-automated information to be conveyed to road users via VMS signs and text when wanted/required
Semi-automatic implies that information scenarios are predefined but no action is taken (i.e. no information provided) before being approved by an operator.
The system will be prepared for predefined response to typical accidents, e.g.:
• major accidents
• minor accidents
• weather conditions
• stalled vehicle
• lost goods
Information on road weather conditions will be obtained from the road weather stations (RWS) as described in section 6.7.
6.6 Technical infrastructure
6.6.1 Data Processing and Management
The system software will be based on an industry standard software package with performance and quality proven in other similar RTMSs.
All data acquired or calculated by the RTMS system will be stored in the SCADA database system.
The RTMS will be capable of providing storage for selected aggregated historical data for a period of at least 10 years on line (hard disks or SAN) and for an unlimited time on magnetic tapes or similar technology.
The local substations will be equipped with a data storage system capable of storing data from the field equipment even in case of failure of the communication between the substation and the Control Centre. The local substations' storage will be capable of retaining a minimum of 200 hours of unprocessed information, without operator attendance regardless of the sampling regime in force.
After connection to the Control Centre is re-established, the local substations will transmit buffered data to RTMS so that the database of the RTMS holds a complete series of data regardless of any communication breakdown period less than 200 hours.
All data collected by the RTMS field equipment will be tagged and time stamped where first stored, so that data always can be traced back to a specific time and location. All data recorded will be time-stamped in accordance with the system clock. The RTMS will have a clock function capable of keeping permanent synchronisation with an external clock source to within +/- 10 ms. The RTMS will be responsible for keeping all attached field equipment synchronised to the RTMS clock with similar accuracy.
All real-time data will be stored in a short term storage within the RTMS system to allow internal RTMS assessments/calculations to be made in real-time. The RTMS system will stream a live data-feed to the SCADA database thus making data available to subscribing functions like the SHMS.
Alarms acquired from field equipment data communication equipment or generated in the RTMS server will all be transmitted to SCADA in real-time.
6.6.2 RTMS Central Computer
The RTMS' Central Computer will be installed in the Traffic Management Centre (TMC) in the Control Room located in the Bridge Administration Building ("Centro Direzionale").
The central computer will consist of computers/servers which together will comply with the following minimum specifications:
• Redundant system with duplication of all hardware and software, automatic detection of failure in the active system and taking-over by the standby system in a hot-standby configuration.
• All hardware suited for mounting in 19" racks
• Newest technology at the time of procurement
• Mean time between failure (MTBF) for major active components and subsystems not less than 1 year.
6.6.3 Local Substations
The RTMS comprises two types of local substations, one for traffic monitoring and traffic control equipment and one for road weather monitoring. The first type is referred to as Road Traffic Station (RTS) and the latter type is referred to as Road Weather Stations (RWS').
All RTS substations will be installed on the bridge deck in conjunction with portal installations.
The local substations will be constructed on the basis of distributed computers which together will comply with the following requirements:
• Newest technology at the time of procurement
• Industrial standard equipment
• Mean time between failure (MTBF) for major active components and subsystems not less than 1 year.
All local substations will have electrical power supplied from uninterruptible power supply (UPS) capable of supporting their function for at least 24 hours in case of failure on the power supply network. All local substations will also be installed in cabinets with heating/cooling, interface connection to fibre optic network, connectors to sensors, operating system, and remote control software.
6.7 Road weather monitoring
In order to enable safe pass ability of the bridge in adverse weather conditions, the following road weather related data will be monitored:
• Wind speed and direction (incl. gust)
• Road and air temperature
• Precipitation, type and intensity (rain, snow, sleet, hail)
• Road surface condition (water veil, ice, snow, freezing point etc.)
• Visibility (mist, fog etc.)
Information on road weather conditions will be obtained from RWS' equipped with appropriate detectors for assessment of the listed parameters. The RTMS will make observations available in the database for any subscribing function to use immediately after completion of the observation.
Observation points will be chosen in a manner so that observations can be taken as being representative or worst case as appropriate, e.g. wind effects will be measured where representative for the length of the bridge while road condition will be assessed at "worst case" points.
RWS' will be installed in conjunction with portals or VMS installations as appropriate so that sharing of access points to the BAN can be achieved. Each RWS will have a number of sensors attached so that the following parameters can be observed:
East side of bridge:
• RWS E1: road condition, air temperature, air humidity
• RWS E2: road condition, wind speed and direction, visibility
• RWS E3:road condition
• RWS E4: road condition, precipitation West side of bridge:
• RWS W1: road condition, air temperature, air humidity
• RWS W2: road condition, wind speed and direction, visibility
• RWS W3:road condition
• RWS W4: road condition, precipitation
Road condition sensors will be installed on both sides of the bridge at equidistant intervals roughly corresponding to 1/5'th of the length of the bridge.
6.8 Automatic monitoring of train weight
The total traffic (vehicle and rail) load on the bridge needs to be accurately monitored by the SHMS. WiM will provide accurate data on vehicle weights, as discussed in section 6.4. The weight of trains will also be monitored. The weight of trains entering the bridge will be measured on the approaches, using Railway Weigh-in-Motion systems (RWiM) installed at a distance from the bridge that is greater than the maximum train length. Train detection facilities will be provided at each end of the bridge on the track for trains leaving the bridge. The RWiM systems and train detection facilities will be installed as part of the Network TMS, presented in Component No. 2.
The RWiM will provide the following information:
• RWiM identifier (implicitly giving location and direction of train)
• Date and time of passage of first axle
• Total weight of train
• Total length of train
• Speed of train
• For each axle:
- Weight of axle
- Distance to the previous axle on the same train (value will be e.g. null for the first axle)
A data record will be provided for each axle. For each train weighed, a unique identifier will be assigned to the data set. RWiM data will be stored based on the data set identifier only.
The RWiM systems will be installed in a suitable location that is sufficiently stable and level, such that the negative influence of dynamic behaviour of support structure and trains on the weighing is minimised. The RWiM site will be a location that is not susceptible to flooding, and will be well- drained. The RWiM systems will measure axle weight with an accuracy of +/-10% or better, for all train speeds up to 120km/hr. A discussion concerning the selection of an appropriate RWiM system, as well as information on a current suitable system, is given in Appendix 6.
The RTMS will continuously compare information recorded for trains entering the bridge and trains leaving the bridge. An operator alarm will be raised if any discrepancies are detected.
RWiM data will be transferred to the SCADA database as a live data-feed. RWiM data will be copied to the SHMS from the SCADA database as a live data-feed.
6.9 Overview of RTMS parameters
The table below gives an overview of how the RTMS is distributed across the bridge.
Lato ovest del ponte West side of bridge | Lato orientale del ponte East side of bridge | |||||
Parametri Parameters | Installazione Installation | Infrastrutture Infrastructure | Posizione (km) Location (km) | Infrastrutture Infrastructure | Installazione Installation | Parametri Parameters |
ALPR | RTS | Portal / VMS type 1 | 151 | Portal / VMS type 1 | RTS | alpr |
Sicilia torre / Sicily Tower | 256 | Sicilia torre / Sicily Tower | ||||
VMS type 2 | 391 | VMS type 2 | ||||
rc | RWS, RTS | Portal / VMS type 1 | 631 | Portal / VMS type 1 | RWS, RTS | pc, rc, at, ah |
VMS type 2 | 871 | VMS type 2 | ||||
RTS | Portal / VMS type 1 | 1141 | Portal / VMS type 1 | RTS | ||
rc, ws, wd, vb | RWS | VMS type 2 | 1381 | VMS type 2 | RWS | rc |
REB | Cambio di carreggiata | 1471 | Veh. X-ing | REB | ||
RTS | Portal / VMS type 1 | 1621 | Portal / VMS type 1 | RTS | ||
Mezzo ponte | 1906 | Bridge middle | ||||
Rc | VMS type 2 | 1921 | VMS type 2 | rc | ||
RWS, RTS | Portal / VMS type 1 | 2191 | Portal / VMS type 1 | RWS, RTS | ||
REB | Cambio di carreggiata | 2341 | Veh. X-ing | REB | ||
rc | VMS type 2 | 2431 | VMS type 2 | rc, vb, wd, ws | ||
RTS | Portal / VMS type 1 | 2671 | Portal / VMS type 1 | RTS | ||
VMS type 2 | 2941 | VMS type 2 | ||||
pc, rc, at, ah | RWS, RTS | Portal / VMS type 1 | 3181 | Portal / VMS type 1 | RWS, RTS | rc |
VMS type 2 | 3421 | VMS type 2 | ||||
Xxxxxxxx xxxxx / Xxxxxxxx Xxxxx | 0000 | Xxxxxxxx xxxxx / Xxxxxxxx Tower |
alpr | RTS | Portal / VMS type 1 | 3661 | Portal / VMS type 1 | RTS | ALPR |
LEGEND
RWS Road Weather Station RTS Local SubStation
VMS Variable Message Signs REB Retractable barrier
ah air humidity
at air temperature
pc precipitation
rc road condition
vb visibility
wd wind direction
ws wind speed
ALPR Automatic Licence Plate Recognition in 3 lanes alpr Automatic Licence Plate Recognition in 1 lane
7 Power Supply and Distribution
7.1 General
The power supply and distribution networks will be established distributing electrical power to the installations on the bridge. The main components of the power distribution system are:
• Main power supply substation at Calabria side of the Bridge QMT-SS-Calabria 20 kV switchgear and 20/6 kV transformer.
• Main power supply substation at Sicily side of the Bridge QMT-SS-Sicily 20 kV switchgear and 20/6 kV transformer.
• Emergency diesel power supply station at Calabria side of the Bridge.
• Emergency diesel power supply station at Sicily side of the Bridge.
• Distribution substations on land in Calabria QMT-G-Calabria.
• Distribution substations on land in Sicily QMT-G-Sicily.
• 8 Distribution substations on the Bridge QMT-A1 to QMT-A8.
• 2 Distribution substations in the north tower QMT-A11 and QMT-A12
• 2 Distribution substations in the south tower QMT-A21and QMT-A22
• 2 Distribution substations at the water systems north QMT-A13 and QMT-A14
• 2 Distribution substations at the water system south QMT-A23 and QMT-A24
• Uninterruptible power supplies (UPS) in the power substations.
• Distributions boards downstream the distribution substations
• Medium voltage cable system.
• Low voltage cable system.
• The traction system for the railway is excluded from this design specification.
• This design specification provides the starting point for the detailed design of the Power Supply and Distribution systems.
7.2 Electrical loads analysis
For details please see the Electrical Calculation Report CG1000 P 4R D P IT E2 SI 00 00 00 01.
7.2.1 Load Types
On the bridge the main electrical loads are split into the below types for the analysis performed: Road lighting, service lane lighting, internal lighting, architectural lighting, navigation and aeronautical lighting, mechanical installations,Trafic management systems, communication systems, control and monitoring. The loads are grouped by the criticality of having the systems electrical powered at all times.
7.2.2 Loads Classification
The electrical loads are classified by criticality to ensure that systems safety and technical integrity is maintained during power failures:
a) Critical essential loads with a centralized UPS system
• Control Room equipment4
• Monitoring and supervision instruments
• Sea and air traffic lights
• TMS panels ( Variable Signal Panels )
• Telephone and data transmission
• Safety lighting
• Elevators alarm systems
b) Essential loads with back-up supply from emergency generators:
- Elevators
-Fire pumps
- UPS
- Road Lighting (depending on the anti-sabotage and risk analysis. UPS feeding will be available for a certain number of road lamps ).
- Internal lighting and maintenance routes lighting.
c) Normal loads disconnected on ENEL failure
• Power sockets
• Dehumidification system
• Architectural lighting and catenaries
4 The UPS for the bridge control room is excluded from this design specification.
7.2.3 Power Demand
Power demand is calculated based on power consumption during operation of M&E equipment. The power demand is calculated for night and daylight periods with the operation conditions:
• Normal operation
• Operation without power supply from ENEL.
7.3 System Configuration and Operation
7.3.1 System Configuration
The Electrical power supply for the bridge installations is provided from two redundant substations, QMT-SS-Sicily and QMT-SS-Calabria power supplied from the national grid, ENEL. The QMT-SS substations feed the bridge ring network distributing the power to the bridge loads. Emergency generators are installed as back-up to the national grid supply.
Each of the QMT-SS substations will be designed to provide power for all installations on the bridge (2x100%)
Each of the Emergency Generators will be designed to provide power for half of the bridge essential loads (2x50%)
During power transfer between systems the consumers will be switched off. Where this is unacceptable UPS will be provided. (Critical loads).
Please refer to drawing Power Distribution – General Single Line Diagram – 6kV CG1000 P 4A D P IT E2 DE 00 00 00 01.
The LV power distribution system will be a radial system distributing the power from the 400/230V substations to the electrical loads. Nominal voltage of the system is 400/230V with earthed neutral.
The systems of an area will operate on two independent circuits reducing the risks of loosing a completed system of an area.
Table 7.1 Location and number of main components
Location | Description | Number |
QMT-SS-Sicily QMT-SS-Calabria | 20 kV substation | 2 |
QMT-SS-Sicily QMT-SS-Calabria | 20/6 kV transformers | 2 |
QMT-G- Sicilia QMT-G-Calabria | 6.0 kV substations | 2 |
QMT-G- Sicilia QMT-G-Calabria | Emergency generators: 6 kV | 2 |
Towers | 6/0.4 kV substations | 4 |
Anchor blocks | 6/0.4 kV substations | 2 |
XXX-X0, X0, X0 xxx X0 Xxxxxx Xxxx Xxxx | 6 kV /0.4kV substations | 4 |
XXX-X0, X0, X0 xxx X0 Xxxxxx Xxxx Xxxx | 6 kV /0.4kV substations | 4 |
7.3.2 Operation Modes
7.3.2.1 Normal operation
During normal conditions the ring network on the bridge will be open and each of the 20 kV switchgears feed approximately half of the total electrical bridge load from the ENEL grid. Consequently half of the bridge is fed from the Calabria and the other half from Sicilia.
7.3.2.2 Emergency operation
If one of the 20 kV mains (ENEL power grid) fails the system must change to emergency operation. The faulty mains power supply will be disconnected and the ring will be closed, and all loads will be fed from the other healthy national grid supply.
Fig. 7.3.2.2-1 Fault operation scenario with utility supply from one side only - Scenario 2
If the situation escalates and both national grids fail, the bridge network will be isolated from the ENEL grids, the ring reopened and the 2 emergency generators fed the essential loads, half of the bridge each. The “normal loads” will be disconnected.
Fig. 7.3.2.2-2 Fault operation scenario with emergency power supply from diesel generator sets - Scenario 3
None of the electrical power supplies will run in parallel at any time and no synchronisation between the systems will be provided. On switching between the operation modes, affected systems will have a power cut during the transmission period. Systems not accepting a power-cut will be UPS powered.
The power system will be prepared for future installation of synchronisation facilities enabling the load transfer from the grid to the Emergency Generator and back without the need for a shut down of the electrical loads on the bridge.
The power distribution system is prepared for reconfiguring of the supply in case of failure in a transformer substation. In this case the faulty substation will be isolated by circuit breakers in neighbouring substations and supplied by the remaining healthy feeder.
Further specifications for the Emergency Power Supply appears from Section 8.
7.3.3 Distribution Voltages and Topology
The loads on the bridge will be supplied through 6/0.4kV transformers located along the bridge which gives:
• Reduction of weight and cross section of electrical cables
• Easier installation and maintenance
• Easier installation of compact transformers.
Selection of 6 kV voltage level facilitates the generation of energy directly on 6 kV level by means of 6 kV emergency alternators.
Two 20/6.0 kV switchboards will be located in proximity of the towers, where also the ENEL MV feeders will be located.
The QMT-G-Sicilia and Calabria substations will feed all electrical loads in the towers and on the bridge.
Table 7.2 Distribution Voltages
Location | Nominal Voltage kV |
QMT-SS switchgear Sicilia | 20/6 |
QMT-SS switchgear Calabria | 20/6 |
QMT-G-Sicilia | 6/0.4/0.23 |
QMT-G-Calabria | 6/0.4/0.23 |
Anchor block | 6/0.4/0.23 |
Tower high altitude | 6/0.4/0.23 |
Tower low altitude | 6/0.4/0.23 |
Bridge | 6/0.4/0.23 |
Water reservoir | 6/0.4/0.23 |
The voltages will be kept within the guidelines of EN 50160. The design will aim to have a voltage variations from nominal limited to ±4% on the MV, ±5% for lighting circuits and ±6% on other systems.
7.3.4 Monitoring of the Power Supply System
All transformers, generators, UPS and switchboards will be monitored and controlled from the computer-based Power Management System (PMS) and Control and Monitoring System (CMS). The electrical systems will provide the I/Os required by the PMS and CMS.
For further details please refer to section 13.
7.4 M V Switchboards
7.4.1 General specifications for all MV switchgear
The MV switchgear will comply with the following general main requirements:
Description | Specification |
Design standards | IEC |
Nominal voltage (Tensione nominale) | 24kV 3 phases |
Operation voltage | 20kV depending on location |
BIL (livello nominale di isolamento (tensione di tenuta ad impulse 1.2/50µs a secco verso terra e tra le fasi (valore di cresta) | 125 kV |
Rated short time power frequency voltage (Livello nominale di isolamento (tensione di tenuta a frequenza industriale per un minuto a secco verso terra e tra le fasi) | 50 kV |
Power frequency (frequenza nominale) | 50 Hz |
Nominal current (corrente nominale) | 630 A |
Rated short circuit breaking current (1s) | 31.5 kA (or 20 kA) decided in Projetto esecutivo |
Seismic zone | UBC zone 4 |
Circuit breakers (interrutore) | SF6 or vacuum (decided in Projetto esecutivo) |
Circuit breaker close and latch | ≥80 kA |
Circuit breaker interrupting time | ≤3 cycle |
Lightning protection | Zone 2 |
Protection relays | Electronic relays, as shown on the drawings |
Current and voltage transformers | Cast resin (class and ratio to be decided in the Projetto esecutivo phase) |
Degree of protection by enclosure , IEC 60529 | IP3X |
Interlocks | Effective interlocks between disconnector, circuit- breaker and earthing switch. Operation of all switching devices with the door closed. |
Table 7.3a General requirements to 20 kV switchgear
Description | Specification |
Design standards | IEC |
Nominal voltage | 7.2kV 3 phases |
Operation voltage | 6kV depending on location |
BIL (livello nominale di isolamento (tensione di tenuta ad impulse 1.2/50µs a secco verso terra e tra le fasi (valore di cresta) | 60kV |
Rated short time power frequency voltage (Livello nominale di isolamento (tensione di tenuta a frequenza industriale per un minuto a secco verso terra e tra le fasi) | 20 kV |
Power frequency | 50 Hz |
Seismic zone | UBC zone 4 |
Circuit breakers (interrutore) | SF6 or vacuum (decided in Projetto esecutivo) |
Circuit breaker close and latch | ≥80 kA |
Circuit breaker interrupting time | ≤3 cycle |
Lightning protection | Zone 2 |
Protection relays | Electronic relays, as shown on the drawings |
Current and voltage transformers | Cast resin (class and ratio to be decided in the Projetto esecutivo phase) |
Degree of protection by enclosure , IEC 60529 | IP3X |
Interlocks | Effective interlocks between disconnector, circuit- breaker and earthing switch. Operation of all switching devices with the door closed. |
Table 7.4b General requirements to 6 kV switchgear
For the electrical design of the outgoings from the switchboard please see the project single line drawings and protection schemes.
The switchgear assembly will have dead-front steel structures containing equipment compartments with switching apparatus, primary bus system, ground bus system, auxiliary compartments and transformers, protection and control devices, control bus (as required) and connection provisions for primary, ground, and control circuits.
The switchboard will be designed for front access only. The switchboards will be provided with single line diagram on the front and operation equipment for easy and safe operation. The
switchboard will be provided with facilities for local operation with indications of the switchboard status, voltages, relay protection, trips and currents as well as switch position.
The basic structure will be of modular construction and fabricated of galvanised steel complete with a corrosion protection sufficient for use in saliferous environment on the bridge.
Bus bars will be copper and will be completely isolated and coated with an insulation that is flame retardant, non-hygroscopic and high-dielectric. Bus supports will be flame retardant. Earth bus bars will match the max earth fault current at the location but minimum 125mm2 . Internal wiring will be manufactures standard.
The design will be for bottom cable entry. Switchboard maximum dimensions will be limited by the location of installation. Minimum space around the switchboards will be: Front 1200mm, side 30mm and top 35mm.
Control switches, instruments, meters, position indicating lights, protective relays, etc. will be in a separate compartment from the circuit breaker.
All other monitoring devices such as CT’s and limit switches may be located within other compartments.
Low voltage compartment door mounted devices will be mounted on the front of the switchgear panels and arranged in logical and symmetrical manner.
The breaker cubicles and circuit breaker units will be constructed so that units of the same rating are interchangeable. The circuit breaker enclosure will have interference blocking to prevent the insertion of improperly rated breakers.
The power circuit breakers will be electrically operated, 3-pole type, with motor charged spring type stored energy operating mechanism, with manual back-up function.
Voltage and Current transformers, VT’s and CT’s will be designed to withstand the Basic Impulse Level (BIL) of the switchgear. Transformers will be cast resin type.
Voltage transformers will be protected against short circuit currents.
All protective relays, auxiliary relays, indicating instruments, recording instruments, indicating lights, transducers, etc. will be housed in the low voltage compartment. The low voltage compartment will be isolated from the above equipment.
The protection relays will from the front be IP51 where practically achievable.
A multi-function, 3-phase microprocessor based protection and control relay system will be provided and installed in the low voltage compartments. This system will be interfaced with a Power Management System (PMS). For operation and interface requirements to the PMS please see the specification of the PMS system.
Protection relays will be provided with the functions indicated on the protection scheme drawings but with a minimum of:
• 3-phase overcurrent protection time and instantaneous, and directional in the ring units.
• Ground overcurrent (time and instantaneous)
• High set instantaneous
• Ammeter, demand and peak demand ammeters
• Event recording
• Accumulation of breaker interrupting duty
• Continuous self-checking
• Communications ports for remote terminal connection.
The protection relays will protect the units and connected equipment. The switchboard protections design will ensure that protection, safety trips and interlocks are maintained even on loss of PMS and CMS systems.
The protection equipment of the ring-main switchboards will include directional relays with an accuracy enabling reasonable discrimination in the system independent of power flow direction. These relays will also have provision for remote operation and reset function to ensure quick recovery of healthy systems from the Control Room.
Breakers can close only on a deenergized bus, if not covered by synchronisation facilities. This will be monitored and controlled by a separate dead bus protection relay.
The control voltage will be from 230V AC UPS unit.
The switchgear will provide control and monitoring signals for remote operation and monitoring as required by the computerised power management system and monitoring and control system (PMS and CMS).
Manufactures standard test in accordance with IEC will be performed.
7.4.2 Withdrawable type switchgear
The switchboards of the main substations, QMT-SS and QMT-G will be provided with withdrawable type switchgear.
The switchboards will be equipped with solidly grounded poly carbonate shutters, which shall automatically open when the breaker is racked into the connected position and close (covering the primary contacts and current transformers) when racked to the test or disconnected positions or withdrawn from the cell. Shutter earthing will be by dedicated ground wires. The actuation of the shutters shall be by the movement of the circuit breaker and be padlockable in closed position.
The power circuit breakers will be electrically operated, 3-pole, draw-out type, with vacuum interrupters and motorised charging of a spring type stored energy operating mechanism. The power circuit breaker will be provided with self-aligning line-side and load-side disconnecting devices. The breaker racking system will allow smooth, consistent breaker movement with the door closed and will have three positions in addition to the fully withdrawn position; disconnect, test and connected.
The circuit breaker will stop and lock in all three positions, requiring operator action to move from one position to another. The circuit breaker will be provided with an integral racking mechanism.
The draw-out mechanism will hold the breakers rigidly in the CONNECTED (primaries and secondaries engaged), TEST (primary contacts disconnected and shutter closed, but control contacts engaged) and DISCONNECTED (both primary and secondary contacts disengaged) positions, with the door closed.
The secondary contact plug will automatically disconnect when the breaker is moved from the TEST to the DISCONNECTED position. The disconnecting device will be positioned and constructed as to not expose the operator to live parts.
Interlocks will be provided in order to prevent connecting the breaker to, or disconnecting it from the bus stabs unless the breaker is OPEN (tripped), assuring proper sequencing and safe operation. The close springs of the circuit breaker will automatically discharge when the breaker is released from the cell by pulling in on the truck latch assembly.
The switchgear shall be constructed in accordance with the following main requirements:
Description | Specification |
Switchgear type | Withdrawable |
Rated current | See drawings |
Interrupting capacity | ≥1000 MVA |
Circuit breaker interrupting capacity | ≥31.5kA (or 20 kA - to be decided during the Projetto esecutivo phase) |
Busbar | Single |
Breaker close and latch | ≥80 kA |
Degree of protection by enclosure , IEC 60529 | IP3X |
Table 7.4a Technical data for 20kV
Description | Specification |
Switchgear type | Withdrawable |
Rated current | See drawings |
Interrupting capacity | ≥1000 MVA |
Circuit breaker interrupting capacity | ≥10.0kA |
Busbar | Single |
Breaker close and latch | ≥80 kA |
Degree of protection by enclosure , IEC 60529 | IP3X |
Table 7.4b Technical data for 6 kV switchgear
7.4.3 Fixed circuit breaker type switchgear
The switchboards on the bridge and in the towers will be fixed circuit breaker type switchboards. This to keep the installations physically small to enable the substations to be installed on the bridge obtaining easy access to the facilities and a good working environment for maintenance and repair. The dimensions of the switchgear compartments will not exceed the following dimensions:
• Depth≤ 1000mm
• Height≤ 1800mm
These, compact type switchgear will comply with the following main requirements:
Description | Specification |
Circuit breaker type | SF6 or vacuum |
Circuit breaker mounting | Fixed-mounted |
Busbar | Single |
Table 7.5 Technical data for MV fixed mounted switchgear
The switchgear will be factory assembled type and sealed - for - life design according to IEC 62 271-200 (sealed pressure system).
The switchgear will be constructed to withstand:
• Salt water
• Air humidity up to 95%
The feeder earthing switch will be make-proof. The switchgear will be wall-standing design.
Cable connection access will be from front or rear, bottom entry.
The switchgear shall be constructed in accordance with the following main requirements:
Description | Specification |
Switchgear type | Fixed |
Rated current | See drawings |
Busbar | Single |
Degree of protection by enclosure, IEC 60529 | IP 4X |
Environmental class | Tropical with thermostat controlled ventilation of compartments |
Table 7.6 Technical requirements to MV switchgear substation in the bridge
7.4.4 Surge arresters
The medium voltage switchboards will be equipped with lightning arresters in the cable feeder compartments.
The surge arresters will be screened gapless surge arresters (Metal oxide arrester) designed for direct connection onto outer cone bushings in accordance to EN50180 or EN50181. The insulation of the screened surge arrester is made of a highly modified silicone rubber characterized by high tracking resistance, elongation at break and non-flammability. The active part is a metal oxide arrester which meets the requirements of IEC-60099-4 for separable and dead-front arresters. The combination of screened connector and surge arrester exceeds CENELEC HD 629.1 S1
requirements.
The main characteristics of the arrester will be as follows: For 6 kV switchgear
• Rated current: 10kA
• Operating duty impulse withstand current (4/10μs): 100 kA
• Continuous operating voltage Uc: 6kV
• Rated voltage: 7.5kV
• Residual voltage at 20 kA (8/20 μs): 20kV
• Residual voltage at 40 kA (8/20 μs): 22.5kV
• Energy high current impulse: 5,3 kJ/kV Uc
For 20 kV switchgear
• Rated current: 10kA
• Operating duty impulse withstand current (4/10μs): 100 kA
• Continuous operating voltage Uc: 20kV
• Rated voltage: 22kV
• Residual voltage at 20 kA (8/20 μs): 68kV
• Residual voltage at 40 kA (8/20 μs): 79kV
• Energy high current impulse: 5,3 kJ/kV Uc
7.5 LV Switchboards
7.5.1 LV switchgear
The low voltage switchboards will comply with the following main requirements:
Description | Specification |
Type | Fixed |
Rated nominal voltage | ≥ 690 V |
Operating voltage | 400/230V, 3phase, |
Rated frequency | 50 Hz |
Short circuit strength (1sec) | 20 kA |
Nominal current of bus bars | Sized in accordance with IEC 60439 |
Degree of protection, EN 60529 | IP 43 |
Separation of busbars from the functional units | Form 4b |
Table 7.7 Relevant standard specification
For the electrical design of the outgoings from the switchboard please see the project single line drawings and protection schemes.
The LV switchboards will consist of incoming section and power distribution circuits. All switchboards shall be accessible only from the front and no rear access will be necessary for operation and maintenance.
The design, material, construction and performance of the low voltage switchboards will comply with the latest international standards.
The switchboards will be cubicle type with a logical arrangement of cubicles, terminal compartments and cable channels for easy operation and maintenance.
Access to the inside of cubicles containing protective devices will be by means of a hinged door fixed shut by means of a moulded lever type latch which shall be able to be locked with the means of a proprietary locking system.
All fixing accessories will have anti-corrosion finish.
Each individual switchboard will have min. 20% spare space for future installation.
Electrical construction, general requirements
The earthing system will be TN-S, i.e. the protective (earth) conductor and the neutral conductor will be electrically separate throughout the installation and only be connected at one place in the main switchboard receiving the transformer feeder. The switchboard will be provided with 4 bus bars. 3 phases and neutral sized for the switchboard In. but minimum 200mm2, and the earth busbar will be minimum 250mm2. Internal wiring will have a minimum cable size of 1.5mm2.
Overcurrent protection will generally be fuseless.
Switchboards will be provided with equipment to detect failing voltage in the main supply. All handles of control circuit switches will be accessible without opening of doors.
Anti condensation heaters will be installed inside switchboards. These heaters will be thermostatically controlled.
The main structure of the switchboard will be bonded directly to the earth bar. Installed devices, module steel cases and framework shall be bonded to earth. All hinged covers will be bonded to module cases via a separate flexible copper conductor min. 2.5mm2.
A selector switch "local/remote control" will be installed at the front of the switchboard switching from local operation to remote operation from the control room.
Ground fault protection will be provided as required by the electrical standards.
Manufactures standard test in accordance with IEC will be performed.
7.5.2 Surge protection
The SPDs shall be installed in all main switchboards. These SPDs will be located in a transition zone between zone LPZ 0B and zone 2 and shall be rated for possible induced lightning current as in zone 0B. The SPDs shall comply with the following minimum specifications:
SPD according to EN 61643-11 | Type 1 |
Nominal ac voltage UN | 230 / 400 V |
Max. continuous ac voltage UC | 255 V |
Lightning impulse current (10/350) [L,N-PE] Iimp | 25 kA |
Nominal discharge current (8/20) In | 25 / 100 kA |
Voltage protection level [L-PE] UP | ≤ 1.5 kV |
All other SPDs in switchboards would be rated for zone 2. The SPDs shall comply with the following minimum specifications:
SPD according to EN 61643-11 | Type 2 |
Nominal voltage ac UN | 230/400 V |
Max. continuous ac voltage UC | 275 V |
Nominal discharge current (8/20) In | 20 kA |
Short circuit withstand capability at max. mains-side overcurrent protection | 50 kArms |
TOV voltage UT | 335 V / 5 sec. |
All local control switchboards for connection of traffic signs, CCTV etc. will be equipped with SPDs for IT systems in accordance with EN 61643-21:2001. The final protection of this equipment will be decided depending of the equipment manufacturers specifications during the Projetto Esecutivo phase.
7.6 Transformers
Power and distribution transformers shall comply with all relevant IEC/CEI standards, ref. section 3.1, and in particular XXX 00-0, XXX 00-00, XXX XX 00000 (dry type transformers applicable sections), CENELEC HD 46451, CENELEC HD 538.1 S1 & S1/A1, CEI 14-4 (dry type
transformers applicable sections), CEI 14-28 and CEI 14-12. Saranno inoltre fabbricati seguendo un sistema di Garanzia di Qualità conforme alla norma UNI. EN 29001 - ISO 9001.
The power substation transformers (designation BBT10 and BBT20) will comply with the following technical specifications:
Description | Specification |
Insulation type | Dry, cast resin or similar |
Design standard | As specified above |
Nominal voltage for HV side | 20 kV |
Nominal voltage for LV side | 6 V |
Rated frequency | 50 Hz ± 0.2 % |
Rated power | 3.200 kVA |
Primary BIL | ≥ 125 kV |
Secondary BIL | ≥60 kV |
Impedance | 6% |
No load losses at T=75 °C | ≤1% |
Tapings on HV side | 2x±2.5%, off-load |
Vector group | DYn 11 |
Insulation class | F |
Cooling | Natural (ONAN) |
Windings temperature monitoring and alarm | 4 sets of PT 100 in all 3 phase windings and neutral and one temperature monitoring of each winding at the transformer connected as follows: I trasformatori dovranno essere equipaggiati di un sistema di protezione termica comprendente: • n° 3 termoresistenze Pt 100 nell'avvolgimento BT; • n° 1 termoresistenza Pt 100 nel nucleo magnetico; • n° 1 cassetta di centralizzazione contenente i morsetti delle suddette termoresistenze, posta sulla parte superiore del nucleo; • n° 1 centralina termometrica digitale a 4 sonde prevista con visualizzazione della temperatura delle tre fasi e del neutro determinazione del 'set point' di allarme e sgancio predisposizione per il controllo automatico dei ventilatori di raffreddamento tensione di alimentazione universale AC/DC ed uscita seriale. |
Environmental protection | Installed in transformer room |
Climatic and Environmental classification | C2 and E2 (Più precisamente la classe E2 garantirà l’idoneità della macchina a funzionare in ambiente con presenza di inquinamento industriale ed elevata presenza di condensa, mentre la classe C2 garantirà l’idoneità del trasformatore ad essere stoccato e a funzionare con temperature fino a -25 °C.) |
Fire safety | Self extinguishing, fire class F1 |
Table 7.6.1 Relevant standard specification for MV/MV power substation transformers
All MV/LV transformers comply with the following main requirements:
Description | Specification |
Insulation type | Dry, cast resin or similar |
Design standard | As specified above |
Nominal voltage for HV side | 6 kV |
Nominal voltage for LV side | 400/230 V |
Rated frequency | 50 Hz ± 0.2 % |
Rated power | As shown on single line diagrams |
Primary BIL | ≥ 125 kV |
Secondary BIL | - |
Impedance | 4% (<250kVA) 6% (>630kVA) |
No load losses at T=75 °C | ≤1% |
Tapings on HV side | 2x±2.5% |
Vector group | DYn 11 |
Winding temperature monitoring and alarm | 4 sets of PT 100 in all 3 phase windings and neutral and one temperature monitoring of each winding at the transformer connected as follows: |
I trasformatori dovranno essere equipaggiati di un sistema di protezione termica comprendente: • n° 3 termoresistenze Pt 100 nell'avvolgimento BT; • n° 1 termoresistenza Pt 100 nel nucleo magnetico; • n° 1 cassetta di centralizzazione contenente i morsetti delle suddette termoresistenze, posta sulla parte superiore del nucleo; n° 1 centralina termometrica digitale a 4 sonde prevista con visualizzazione della temperatura delle tre fasi e del neutro determinazione del 'set point' di allarme e sgancio predisposizione per il controllo automatico dei ventilatori di raffreddamento tensione di alimentazione universale AC/DC ed uscita seriale. | |
Environmental protection | Steel enclosure, IP 23, with forced internal ventilation controlled by thermostat, except transformers in portal buildings. |
Climatic and Environmental classification | C2 and E2 (Più precisamente la classe E2 garantirà l’idoneità della macchina a funzionare in ambiente con presenza di inquinamento industriale ed elevata presenza di condensa, mentre la classe C2 garantirà l’idoneità del trasformatore ad essere stoccato e a funzionare con temperature fino a -25 °C.) |
Fire safety | Self extinguishing, fire class F1 |
Table 7.6.2 Relevant standard specification for MV/LV transformers
The transformer enclosure will be provided with automatic controlled cooling fan.