Abstract
Railway lines in Poland are either equipped with 3 kV DC traction system or not electrified for traction purpose. Presently maximum line speed is 200 km/h while maximum train speed is 250 km/h. Speeding up limit for 3 kV DC traction is estimated to be around 220-230 km/h. Already present in Poland trains for 250 km/h are equipped with three electric power supply systems: 3 kV DC used in Poland, 15 kV 16,7 Hz AC used in Germany, and 25 kV 50 Hz AC foreseen to be used in Poland on high speed lines. Introducing 25 kV 50 Hz AC traction power supply will be associated with safety challenges, which have to be taken into account already during constructioning, starting even at the predesigned phase. Two key questions arise. First of all question regarding methodology, which should be used for safety level acceptance and secondly how to ensure that all safety aspects will be taken into account. Answering first question for railway safety experts seems to be easy – let’s apply risk assessment and evaluation methodology described by EU regulation under Railway Safety Directive. The challenge is however to define risk acceptance criteria which will be required, and that is analysed in the paper. The second challenge is even more challenging. Author proposes using 10-by-10 safety matrix which was defined by the author in previous publications [9, 10]. Its concept as well as principles for its application for new type of power supply is also presented in the paper.
Highlights
Polish railway network is composed of 19.000 kilometres of railway lines mostly double track
Reports being published by the PKP PLK S.A. (Polish Railway Lines) show, that with station tracks infrastructure is composed by 38.000 kilometres of tracks
For many years the maximum line speed on the Polish railway lines as well as the maximum running speed of the Polish traction units which are running on those lines was 160 km/h
Summary
Polish railway network is composed of 19.000 kilometres of railway lines mostly double track. The “Energy” subsystem is defined as “The electrification system, including overhead lines and onboard parts of the electric consumptions measuring Equipment” This shows on one side, that power supply to substations are outside railway system. Railway tunnels’ specific safety aspects are covered by another dedicated Technical Specification for Interoperability - TSI known as TSI SRT [8] This TSI includes many different requirements e.g. for escape routes in railway tunnels, for ensuring places for rescue services in emergency, for communication, lighting, operational rules, as well as traction power supply both in relation to stationary traction equipment especially regarding reliability of traction system and its power supply in emergency situations and in relation to mobile traction equipment put in rolling stock especially regarding ability to run with fire on board of the train. All those detailed requirements [3,4,5,6,7,8] minimize risks by imposing defined solutions, they are not linked with identification of risks
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