Electrified Lines Research Articles

Selection of energy storage systems for a special purpose rail vehicle based on simulation analysis

The issue of power supply to electric rail vehicles leads to a separation of the rail network into electrified and unelectrified portions, where the sections lacking electrification exclude the operation of electric rail vehicles powered from the overhead lines. The potential solution to this problem was found in adding energy storage systems to electric rail vehicles, to allow them some range of travel beyond the electrified lines. A simulation analysis of a special purpose rail vehicle travelling across a non-electrified section of railway line was conducted to assess the energy consumption rate and the necessary energy storage capacity. Three energy storage solutions were simulated, showing the travel range they can provide, with the aim of finding the lowest battery capacity solution that would still allow the vehicle to safely complete the simulated drive. The final selection of energy storage system capacity was done based on the assumed expected range outside electrified railway weighed against the mass and cost of the extra energy storage system added to the vehicle. For a vehicle with a mass of 65 tons a battery system with a capacity of 600 Ah was found to be sufficient.

The effect of attacks on the railway network of Hungary

Targeted attacks on the railway network of Hungary were modelled by using a weighted directed graph. Two attack strategies were analyzed, one based on the efficiency measure and one based on the betweenness centrality of the network elements. The results show that while the network elements with the most traffic make the efficiency to decrease the most, the network elements that make the efficiency to decrease the most are not always the busiest ones. The first network element to be destructed is always the Southern railway bridge (or its adjacent stations) at Budapest. The three Danube bridges become unusable in at most five steps. The next most endangered regions of the country to lose their railway connection to the rest of the network are the branch lines at Miskolc, and the three northeastern counties. As the national railway network is vital for the Hungarian Army, not only the protection of the highly threatened network elements is important but also the ability for their substitution which is mostly impossible due to the low ratio of electrified lines which implies the need for a larger fleet of diesel locomotives.

Design Methodology for the Electrification of Urban Bus Lines with Battery Electric Buses

Electrically powered buses reduce CO2 and noise emissions in urban areas and thus promote the trend towards more livable cities. Upon this reason, more and more cities are introducing their first electrified lines as pilot projects. However, no standardized technology has yet emerged, which is why statements on interactions between vehicle, operation and infrastructure in public transport are proving to be difficult to make. In order to be able to make statistically significant statements in this respect, a simulation model was developed that depicts the three subsystems vehicle, operation and infrastructure. On the basis of measurement data from the PRIMOVE research project in Mannheim, in which an urban bus line is operated with two electrically powered buses, the simulation model was validated and a data basis was laid for further investigations. As a result, simulation studies with more than 700 simulated operating days could be carried out, the results of which represent the input for the following statistical analysis. Based on this analysis, the interactions described above will be demonstrated in the design of the main technical parameters, the battery lifespan and the energy demand of electrical bus lines.Through the findings of these simulations, an optimized version of the already electrified bus line in Mannheim will then be presented. Finally, a novel design methodology for electrification based on a multi-objective optimization is introduced. All parameters of the system are variable in order to apply the presented methodology to other projects and thus underline the general validity of the work.

Industrial Safety at the Energy Sites of Electrified Railway Lines

The industrial safety system at JSC Russian Railways has been developing for decades. In the new economic conditions, many of its basic principles have been preserved, but new factors have emerged that require scientific analysis, experimental verification, and modern technological tools. In the course of the research, an assessment was made of labour safety situation at the energy sites of electrified lines of railways with particular regard to the use of a removable insulating tower for catenary repairs, assessment of high voltage hazards for employees, peculiarities of construction of fire protection compartments, fire risk calculations. It is concluded that the calculation of an individual fire risk cannot be used as a necessary and sufficiently autonomous basis for substantiating the size of fire compartments. The removable insulating tower carriage and shunt rod developed atRussianUniversityof Transport are presented. Many conclusions have general character and are of universal interest.

Influence of the Grounding System of the Traction Substation of the TOHOKU-SHINKANSEN Line by Stray Current from the D.C. Electrified Line

Influence of the Grounding System of the Traction Substation of the TOHOKU-SHINKANSEN Line by Stray Current from the D.C. Electrified Line

Особенности оптимизации подсистемы электроснабжения электрической тяги на железнодорожном транспорте

Objective: To assess the basic factors, innovative technologies, on the basis of which an integrated network of electrified lines of high-speed rail is to be created in Russia. Methods: Optimization of the traction power supply system according to characteristic criteria of resources and energy efficiency minimization. Results: Quality indices of power supply of hauling operations, voltage level of collectors for different electric propulsion systems with direct and single-phase alternating current were analyzed. The key factors, significantly influencing the performance indices, are the voltage level and type of current of an electric powered network. It was shown that the system of electric propulsion is a promissory system and possesses the best competitiveness indices, as its electric power supply subsystem is functioning on high-voltage direct current with the use of a 24 kW direct current electric stock on the basis of a new multipurpose generation converting complex. Practical importance: The suggested justification method of electrification variant by means of a dependence diagram depicting spacing between substations and catenary wire section makes it possible to justify a competitive high-voltage direct current electric propulsion system during the design of electric power infrastructure for busy railway lines.

ELECTRIFICATION OF THE RAILWAY TRANSPORT IN THE VOLGA REGION AND ON THE URALS IN 1956–1991

The main aim of the article is the investigation of the process of fundamental technical reconstruction of transport on the basis of electrification. In 1956 the Council of the Ministers confirmed the Railway Transport Electrification Master Plan. The railway transport of the Urals and of the Volga Region entered in the new period of progress connected with radical reorganization of the railway transport system. Electrification of the Ural railway transport had been predetermined by the great volumes of transportations, highlands and hard climatic conditions of the Urals. The analysis of great amount of documents proved that the railways of the Urals and of the Volga Region had been electrified as the local cuts of great railways of the USSR Great Siberian railway, Southern Siberian railway and main lines Moscow Sverdlovsk and Moscow Kazan. Electrification made deep changes in the material and technical basis of the railway transport: the heavy solid rails had been laid in the track on the metal ballast, radio communication had been spread on the railroads for the short time, the great impulse had been given to scientific investigations in the sphere of power system of railroads. But the most significant achievement of modernization became the foundation on the transport of the new institutes and technical schools where the large majority of engineers and technicians had been trained for exploitation of the electrified railroads.
 The author determined the main aims of electrification in the Volga Region and in the Urals. The electrified railways of the Volga Region increased the carrying capacity of communications of the central regions with the Bashkir Republic and Kazakhstan. The electrified lines of the Urals provided the modernization of the Great Siberian railway and improved the communications between the European regions of the USSR and the Western Siberian region. The author proved that modernization of the Ural and the Volga Region railways on the basis of diesel traction had small economic and technical effects. Electrification became the main and decisive way of modernization of the Ural and Volga Region railway transport.

Modelling of a Double-Track Railway Contact System Electric Field Intensity

Working conditions of personnel that serves contact system (CS) are affected by factors including health and safety, security and working hours (danger of rolling stock accidents, danger of electric shock strokes, work at height, severity and tension of work, increased noise level, etc.) Low frequency electromagnetic fields as part of both electric and magnetic fields are among of the most dangerous and harmful factors. These factors can affect not only the working personnel, but also a lot of people, who do not work with the contact system itself, but could be influenced by electromagnetic field as the result of their professional activity. People, who use public transport or live not far from the electrified lines, are endangered by these factors as well. There are results of the theoretical researches in which low frequency electric fields of railway contact system were designed with the use of mathematical and computer modelling. Significant features of electric field distribution near double-track railway in presence or absence of human body were established. The studies showed the dependence of low frequency electric field parameters on the distance to the track axis, height, and presence or absence of human body. The obtained data were compared with permissible standards established in the Russian Federation and other countries with advanced electrified railway system. Evaluation of low frequency electric fields harmful effect on personnel is the main result of this work. It is also established, that location of personnel, voltage and current level, amount of tracks and other factors influence electric fields of contact systems.

New stations in Melbourne, Australia: working in a live rail environment

This papers describes the design and construction of two new suburban rail stations in Melbourne, Australia, in a live rail environment. They were collaboratively designed to integrate with their surroundings and enhance the experience of rail travel. Located on existing electrified rail lines, design and construction methods also had to minimise disruption to rail services and the surrounding community. At Cardinia Road, a new 6 m span pedestrian underpass was installed in a single 55 h possession, using an open-cut box-jacking technique not previously used in Victoria. Both stations opened in April 2012.

ディーゼルエンジン－リチウムイオン電池ハイブリッド気動車のエンジン・電池容量設計法とその評価

Diesel engine lithium-ion battery hybrid vehicles are gaining attention because the energy consumption during their operation and exhaust emission can be reduced considerably. However, designing a reasonably accurate method for the engine power and battery energy has not yet been proposed, though the above mentioned type of traction system can help in realizing an environment-friendly railway vehicle. In this paper, a design method for the battery capacity (energy) and engine output is proposed in the case of a control strategy in which the sum of the kinetic energy of the vehicle and the battery energy is maintained constant. The proposed method is verified by the velocity/state of charge of the battery charts obtained in the experimental tests. The proposed design method can be used to develop the environment-friendly railway traction systems for non electrified lines.

The measurement of train noise: a case study in northern Italy

This paper analyses the interactions between vehicles, infrastructure and environment for rail traffic. It identifies variables having a significant influence on sound levels, defines a standard procedure for measuring noise, and develops a database for setting up and calibrating train noise models. A pilot study looks at two railway lines passing through Vercelli, a medium sized town in the north-west of Italy. Four main conclusions were drawn. First, in certain conditions, variables that normally influence noise production can be neglected (e.g. when surrounding environmental conditions are constant, different types of train do not cause a significant variation in noise level). Secondly, when diesel trains are travelling at less than 70 km/h, a speed change of 30–40 km/h significantly affects the maximum noise level (Lmax). However, for electrified lines, when speed is below 80 km/h, a change of 20–30 km/h does not cause significant variations in Lmax. Thirdly, for diesel trains transiting at low speeds––e.g. near stations––noise emissions are strongly affected by acceleration/deceleration. Lastly, an approach based on ‘sites types’ is able to produce useful results because site configuration and the presence of building significantly affect Lmax. High buildings along the line can increase noise levels and may nullify the advantages derived from technological advance in the vehicles.

Computerised Systems For Catenary GeometryAssessment

The paper deals with the development of the mobile diagnostic computerised systems adopted by the Italian State Railways (Ferrovie dello Stato = FS) for the automatic monitoring of contact lines and the relevant expected performances. In particular it refers to a new system providing the main geometrical data of the catenary, by using a special motor trolley, which performs continuous measurements while running. A great importance is given to the innovative measurement system of the residual thickness of the contact wires, which is able to check more than four conductors at the same time. The common employ of this new trolley and relevant computerized system in Italian railway electrified lines will produce a great improvement in the planning of catenaries maintenance and management. In particular, by using this mobile diagnostic, it is possible to organise better the working operations to be done during breaks in the track, improving the regularity of the train traffic mainly in high-speed running lines. The FS strategies on the extension of this type of systems and an estimation about the cost reduction expected are given, together with the aims of the development of similar monitoring systems.

Formation of electrified images using electron and ion beams

The ability to form high resolution electrified pattern enables the electrification method to be applied to the fabrication of electronic devices and new materials. In early studies, we developed a method for drawing patterns on an insulating ceramic substrate with an electron beam. In this work, an ion beam drawing method in addition to the electron beam method has been developed to obtain finer electrified patterns. The formation of the electrified images was carried out with a 5kV electron beam (EB) and with a 30kV focused ion beam (FIB) of a Ga +. The drawn images were observed with the voltage contrast method in which the electrified samples are scanned electron beam of 2.5kV. The former images showed bright contrast, which means negative polarity. In contrast, the latter images showed dark contrast, which means positive polarity. Sharpness of the images was evaluated by image analysis. The results indicated that the finest width of an electrified line is 8μm on FIB drawing and 24μm on EB drawing. It was conclusively shown that electrified lines drawn by FIB are finer and clearer than those made by EB drawing.

Specification Of Basic Operational/technical Performances Of New Railway Vehicle For Suburban/urban Transport

The new vehicles for suburban/urban transport, planned to be introduced on the network of electrified lines of Yugoslavia in the near future, should be maximally adapted to operational conditions they will operate in. For this reason a complex project was prepared, the purpose of which was the specification of these performances. The paper will present the results of this investigation which included 11 towns of Yugoslavia. The basic strategy of investigations was that vehicle performances can be defined only as a set of systematically investigated construction elements of the network of railway lines on which these vehicles are to operate, the established volume and characteristics of passenger flows, technology and organization of suburban/urban transport, new acquired knowledge, priciples and solutions in building new similar vehicles in the most developed countries and economic abilities of towns where such vehicles are to be used. By further investigatons a method of multi-criterion evaluation known as the outranking methods can be applied in specifying the desired performances.

British Railways—Glasgow Suburban Electrified Lines: Tyre and Rail Wear

British Railways—Glasgow Suburban Electrified Lines: Tyre and Rail Wear

French progress in railroad electrification

THE Société Nationale des Chemins de fer Francais (SNCF) covers 25,000 miles of route of which 4,000 miles are electrified: 3,000 miles in 1,500 volts d-c and 1,000 miles in 25 kv, single phase, 50 cps. These electrified lines now handle 50% of the total traffic.

Electronic tubes for locomotives

<dm:abstracts xmlns:dm="http://www.elsevier.com/xml/dm/dtd"><ce:abstract xmlns:ce="http://www.elsevier.com/xml/common/dtd" view="all" class="author" id="aep-abstract-id5"><ce:section-title>Publisher Summary</ce:section-title><ce:abstract-sec view="all" id="aep-abstract-sec-id6"><ce:simple-para id="fsabs045" view="all">This chapter discusses railway electrification. The benefits of using electrified lines for heavy traffic loadings are established and many countries now operate electric trains. The purpose of railway signalling is to control the passage of trains such that they may run at speed by maintaining a safe adequate distance between following trains and safeguarding their movement at junctions. Inherent in any system, therefore, must be the ability to detect the presence of all trains and vehicles and a means to ensure separation between them. The basis of modern signalling is the electrical track circuit to detect the presence not only of trains but also of single vehicles. Electric transmission is standard for high powered diesel locomotives. This system aids safety and operating by giving direct communication during all times without the need for drivers to leave their train and contact the control centre via signal post telephones. When stopped at a signal, a driver can send a data message by operation of a function key. The signalman can respond to this with the instruction by pressing a function key. This message is then displayed on the driver's display in his cab. The management processor is kept informed of train whereabouts by the signalling system and is thus able to identify each caller by the train running identity and pinpoint the location of the train.</ce:simple-para></ce:abstract-sec></ce:abstract></dm:abstracts>

Stereomicroscopes used on assembly Lines

<dm:abstracts xmlns:dm="http://www.elsevier.com/xml/dm/dtd"><ce:abstract xmlns:ce="http://www.elsevier.com/xml/common/dtd" view="all" class="author" id="aep-abstract-id5"><ce:section-title>Publisher Summary</ce:section-title><ce:abstract-sec view="all" id="aep-abstract-sec-id6"><ce:simple-para id="fsabs045" view="all">This chapter discusses railway electrification. The benefits of using electrified lines for heavy traffic loadings are established and many countries now operate electric trains. The purpose of railway signalling is to control the passage of trains such that they may run at speed by maintaining a safe adequate distance between following trains and safeguarding their movement at junctions. Inherent in any system, therefore, must be the ability to detect the presence of all trains and vehicles and a means to ensure separation between them. The basis of modern signalling is the electrical track circuit to detect the presence not only of trains but also of single vehicles. Electric transmission is standard for high powered diesel locomotives. This system aids safety and operating by giving direct communication during all times without the need for drivers to leave their train and contact the control centre via signal post telephones. When stopped at a signal, a driver can send a data message by operation of a function key. The signalman can respond to this with the instruction by pressing a function key. This message is then displayed on the driver's display in his cab. The management processor is kept informed of train whereabouts by the signalling system and is thus able to identify each caller by the train running identity and pinpoint the location of the train.</ce:simple-para></ce:abstract-sec></ce:abstract></dm:abstracts>

Electric traction using 50-c/s current

The paper compares the d.c. and 16⅔-c/s single-phase systems of electric traction, examines the problem of the choice of a particular system and shows why 50-c/s single-phase distribution was adopted. The advantages conferred and the economies made possible by this system are discussed, and the various types of locomotive drive which it allows are detailed. Some indication of the merits of each is given.Special attention is paid to the C0–C0 locomotives using single-phase/d.c. and single-phase/3-phase motor-generator sets, which are of particular advantage for hauling the numerous heavy freight trains on the Valenciennes–Thionville line and may be adapted for working at unity power factor.B0–B0 locomotives will be used to haul the majority of other traffic over many electrified main lines. The main drives employed are the single-phase motor and the d.c. motor with ignitron conversion, for which a great future is predicted.

London Transport Scheme

ARRANGEMENTS have been concluded between the Government and the Standing Joint Committee of the London Passenger Transport Board and the main line railways for the development of a transport scheme for London. On June 5, the Chancellor of the Exchequer announced to the House of Commons that a £35,000,000 plan had been concluded. In addition to the extensive schemes included in the Private Bill of the Transport Board, it is intended to electrify the suburban lines of the L. and N. E. Railway in north-east London entering Liverpool Street, and to extend tube railways to give new connexions between these electrified lines and the City and the West End. The high level at which Government credit now stands enables an Exchequer guarantee to be given of loans sufficient to enable the whole undertaking to be started at once. It involves the building of about 12 miles of new tube railways, the electrification of 44 miles of suburban railway and the doubling and electrification of about 12 miles of further suburban railways. In addition, we were glad to learn that trolley buses are to be substituted for tram cars on 148 route miles. These buses, like the cars, are driven by electricity, but they leave the highways more open and much safer for road traffic. It is hoped to complete the works within five years from the date of the loan. Among the improvements, we notice that escalators will be used instead of lifts and will provide ample accommodation for the increased traffic.