DOCSLIB.ORG

Energy Saving Potentials in Railway Operations Under Systemic Perspectives

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Energy Saving Potentials in Railway Operations Under Systemic Perspectives Research Collection Doctoral Thesis Energy Saving Potentials in Railway Operations under Systemic Perspectives Author(s): Bomhauer-Beins, Axel Publication Date: 2019-06 Permanent Link: https://doi.org/10.3929/ethz-b-000345776 Rights / License: In Copyright - Non-Commercial Use Permitted This page was generated automatically upon download from the ETH Zurich Research Collection. For more information please consult the Terms of use. ETH Library Axel Bomhauer-Beins Energy Saving Potentials in Railway Operations under Systemic Perspectives Schriftenreihe 185 Institut für Verkehrsplanung und Transportsysteme Institute for Transport Planning and Systems Diss. ETH No. 25937 DISS. ETH NO. 25937 Energy Saving Potentials in Railway Operations under Systemic Perspectives A thesis submitted to attain the degree of DOCTOR OF SCIENCES of ETH ZURICH (Dr. sc. ETH Zurich) presented by AXEL BOMHAUER-BEINS MSc ETH in Electrical Engineering and Information Technology born on May 9, 1989 Citizen of Germany and Uster ZH accepted on the recommendation of Prof. Dr. sc. techn. Ulrich Weidmann Prof. Dr.-Ing. Arnd Stephan 2019 The Whole is More Than The Sum of Its Parts Aristotle, 384–322 BC Science has become a Church Ernst Mach, 1838–1916 For all those who believed in me—and still do. Dedicated to all who still remember that science and engineering are only capable to fulfil their duties towards society if sanity and reason as well as consideration of the entire system —its internal and external interactions, and its boundaries— are applied as guiding qualities. In loving memory of my grandparents, Ursula & Dr. Volkmar Schmidt, from whom I learned a lot and where I always found interest in this work, but who left this world the year before this thesis was completed. Acknowledgement During my work for this thesis, I had the great pleasure to meet many different people, of whom most supported my work in one or another way. I would like to express my gratefulness for this support to all the major and minor supporters who stood by my side whenever I needed them. My first and very special thanks go to my thesis supervisor, PROF.DR.ULRICH WEIDMANN, who accepted me—an electrical engineer—as scientific assistant and doctoral student in the field of traffic engineering and railway operations. He offered me the outstanding opportunity to add a lot of traffic engineering knowledge to my profile, provided many very special chances, and supported my work and my personal development in an admirable way. Thanks to his strong belief in my final success and many interesting and fruitful discussions, he supported this thesis in the best imaginable way. A special credit is given to him for continuing the mentoring of his doctoral students after his election into the executive board of ETH Zurich. Moreover, I would like to give thanks to PROF.DR.-ING.ARND STEPHAN for taking over the duty as my co-examiner. In interesting discussions he opened my mind for additional ideas and approaches, for considerations to be included, and thereby shaped this work to a certain degree. In addition, many thanks go to PROF.DR.IOANNIS ANASTASOPOULOS for taking the chair of my defence. During my work in the group of Prof. Weidmann, I had different projects partly supporting this thesis, which were carried out with external partners. One of these projects was done in the context of the SBB Research Grant; for a good collaboration during this project, I would like to thank DR.STEFFEN SCHRANIL,DR.SIMON GINSBURG, and MR.MARKUS HALDER, from whom I also learnt a lot about the railway system in general and its energy demand in particular. Special thanks go to all of them for giving me the allowance to use the SBB data from that project for my doctoral thesis as well. Additionally, I would like to especially thank Dr. Steffen Schranil for his sup- port and co-authorship for publications resulting from this project, as well as for his sarcastic and partly cynical comments on research, practice, and the every day life, which tended to make the latter somewhat easier. In different persons, I found supporters who provided some very useful in- formation and/or data: Thank you, MR.DANIEL STEILING, for a highly inter- esting discussion on aerodynamics in railways. Thank you, MR.MATTHIAS TUCHSCHMID, for the helpful insight into the energy demand of comfort sys- tems of different trains. Thank you to DR.MARTIN FENGLER and the entire METEOMATICS AG, ST.GALLEN for the straightforward allowance to use the weather data they collect. – VII – Energy Saving Potentials in Railway Operations under Systemic Perspectives Also, I would like to mention MR.BETRAM HENNING,DR.MARCO LÜTHI, and MR.MARKUS ENZLER with whom I had interesting discussions on pos- sible measurements and data delivery by different railway companies—SZU, RhB, and RBS. Even though we did not find any possibility for a collaboration: Thank you for your interest and time! Especially mentionable are my remarkable colleagues that I had the great plea- sure to meet in Prof. Weidmann’s group. Dear all, thank you for a good time in this research group, thank you for good times off work, thank you for good col- laborations on projects, and thank you for productive and fruitful discussions concerning my thesis. Special thanks in this context go to my former colleagues DR.AMBRA TOLETTI,MR.MARTIN SOJKA,DR.MICHAEL SCHWERTNER, and DR.ERNST BOSINA, who delivered one or another interesting idea that helped me a lot in continuing my thesis. Also, I would like to thank DR.HERMANN ORTH for his continuous and successful efforts to create a team out of individu- ally working doctoral students, thereby establishing a remarkable atmosphere in the group that still lasted after he had left the institute. However, none of the above mentioned would have been possible without the strong, reliable, and lasting support of my parents. I would like to thank you, ASTRID and DR.RALF BOMHAUER-BEINS, so much for giving me the possibil- ity to develop all the basic skills that are necessary to even start a doctorate. Thank you for giving me the opportunity to study electrical engineering and for your support when changing the field afterwards to traffic engineering. Thank you for supporting me by providing a ready ear, some space for the easing of tension, good meals compensating the canteen, and so much more—thank you for all that you have done for me! Also, I would like to give warm and special thanks to all of my dear friends who stood by my side during this thesis. All of you supported me in an out- standing way, each of you in your very own way, and each of you infinitely valu- able. It would exceed this acknowledgement’s scope to name all of your merits that were much more than just stabilising me and supporting my volition to continue—but be assured, I am glad to know you, and I am grateful for what you have done for me. KEVIN CALUSER,MOANA RUSCH,CLAUDIA KRAWIETZ, ANNINA MOSER,KAROLINA KLUCZNIK, and MELODY GREMINGER: Thank you so very much! In addition, there were many people who supported this work—some know- ingly, others unintentionally. I would like to thank these people too, of whom in many cases I do not even know their name. Thank you for a smile in the street, for a nice word, or any other kind of support that somehow helped to keep my world revolving and gave me the necessary strength to continue my work! To all the people out there that supported this work to smaller or larger extent: Thank you, thank you, thank you! – VIII – Abstract This thesis deals with the comprehensive topic of energy saving in railway op- erations. In contrast to prevailing literature, it focuses on systemic aspects and interactions, given the research question “which energy-oriented optimisations in subsystems show positive effects considering the entire railway system—and which additional saving potentials disclose by holistic analysis?” To approach this question, a more comprehensive system understanding has to be gained. Due to the high degree of complexity, a closed analytic system de- scription is not possible. Thus, based on literature and some data, the—to the author’s best knowledge—first model describing the entire energy chain from primary energy to wheel—connecting the domains of energy generation, en- ergy transmission, operational decisions, vehicle driving dynamics, and drive chain—is developed. The model is built hierarchically, consisting of the five major subsystems vehicle, energy supply, track, operation control, and the en- vironment, which are themselves built up from sub-subsystems. Naturally, a that comprehensive model requires some simplifications in order to keep the scope manageable. While the driving dynamics—as core domain of railway operations—are described quite precisely, especially in energy trans- mission and drive chain modelling, significant simplifications are applied. For the prior, a constant catenary voltage is used to determine catenary current and losses, which is valid for 15 kV,16.7 Hz and, with some limitations, for 25 kV,50 Hz systems—but not for DC systems, in which the catenary voltage is strongly depending on the actual operational situation. Also, the description of the drive chain as cascade of efficiencies is limited in precision—however, electro-magneto-mechanical models are required for a higher degree of preci- sion, not being feasible for a first approach to a model of the entire system. Altogether, the definition and implementation of this comprehensive model is successful, fulfilling a task that prior projects—as Railenergy—formulated as goal, but did not reach it. Possible approaches to energy saving are then collected from literature as first source.
Load more

Recommended publications
  • Annual Report 2019
    Annual report 2019 Commission for Electricity and Gas Regulation Annual report 2019 Table of contents 1. Foreword .................................................................5 3.1.4. Implementation of European regulations and cross-border issues .............30 3.1.4.1. Access to cross-border infrastructure ..........................30 2. Key legislative developments ................................................9 3.1.4.2. Correlation of the development plan for the transmission system with the development plan for the European network...............34 2.1. Key European legislative developments ..................................10 3.1.4.3. Implementation of European regulations CACM, FCA, EB, SO, ER and RfG.............................34 2.2. Key national legislative developments....................................11 3.2. Competition .......................................................40 2.2.1. Capacity payment mechanism .......................................11 3.2.1. Monitoring of wholesale and retail prices ................................40 2.2.2. Offshore wind energy . 12 3.2.1.1. Studies conducted by the CREG ..............................40 2.2.2.1. Introduction of a competitive tendering procedure ................12 3.2.1.2. Monitoring energy market prices for households and small 2.2.2.2. Payment system for farms connected to the MOG.................13 professional users .........................................42 2.2.3. Social tariffs for gas and electricity .....................................14 3.2.2. Monitoring
    [Show full text]
  • RAILWAY NETWORKS CABLE SOLUTIONS and SERVICES a PRACTICAL GUIDE Nexans Railway 2016 Ok5 30/06/2016 12:17 Page2 Nexans Railway 2016 Ok5 30/06/2016 12:17 Page3
    nexans railway 2016_ok5 30/06/2016 12:17 Page1 RAILWAY NETWORKS CABLE SOLUTIONS AND SERVICES A PRACTICAL GUIDE nexans railway 2016_ok5 30/06/2016 12:17 Page2 nexans railway 2016_ok5 30/06/2016 12:17 Page3 Railway Networks cable solutions and services A practical guide 4 Presentation of Railway Networks cables 9 Fire reaction 13 Euroclasses construction directive for cables 14 Main line power cables & components 16 Main line signalling & communication cables & components 18 Train & subway station power cables & components 20 Station communication & safety cables & components 22 Urban mass transit power cables & components 24 Urban mass transit signalling & communication cables & components 26 Railway networks innovating technologies 28 Product families selection tables nexans railway 2016_ok5 30/06/2016 12:17 Page4 Railway Networks cables standards In a world which already Cables elements, LAN cables & standards that integrate counts around twenty Railway networks probably radiating cables. the type of engines, megalopolies of more contain the broadest range the frequency of the power than 10 million inhabitants of cabling solutions, Every cable family is linked feeding network and the and whose urbanization covering a lot of different to bundles of technical climatic conditions. is still expanding, urban, requirements based upon functions : And the mechanical regional and long local or international • Catenary lines and their requirements linked with distance public transport standards, simultaneously contact wires to power the vibrations induced by networks are steadily fulfilling safety functionalities, the train traction. the pantographs, has developing. like for instance fire • High voltage and medium steadily increased These transportation behaviour. voltage power feeder. proportionally with the solutions are privileged • High, medium and low Catenary cables historical development of because they represent voltage distribution the high speed traffic.
    [Show full text]
  • Of the Environmental Impact Assessment
    PKP Polskie Linie Kolejowe S.A. Modernisation of the E-30 railway line on the Kraków- Tarnów-Medyka/state border section Stage Three Environmental Impact Assessment Report – a summary Wrocław, August 2007 Project no. TEN-T 2004-PL-92601-S Issue no. Date August 2007 Prepared by: Lech Poprawski and team Proofread by: Jacek Jędrys Approved by: Erling Bødker General information about the report: • The report on the environmental impact from the investment is part of the preparation stage to modernisation of the E-30 railway line on the Kraków-Tarnów-Medyka/state border section (project no. TEN-T 2004-PL-92601-S”). The orderer is PKP POLSKIE LINIE KOLEJOWE S.A. ul. Targowa 74: 03-734 Warszawa. The Feasibility Study for this investment has been prepared by the consortium of companies COWI A/S, Denmark (consortium leader), BPK Katowice Sp. z o.o., Movares Polska Sp. z o.o. Elekol Wrocław ETC Transport Consultants GmbH Berlin. • The report has been prepared on the basis of the second chapter of the Nature Conservation Law – Procedures in the environmental impact assessment from the planned investments • Such report is indispensable to obtain environmental approval. The synthesis of the report will also be an attachment to the application for financial support for the investment • The report has been prepared for the whole of the investment. Apart from the collective report, it has been divided into two parts (separate part for the podkarpackie and małopolskie province). Scope of the report: The report consists of four parts: - the text, - graphic attachments (maps), - photographic documentation of some objects - standard data forms of the Natura 2000 areas.
    [Show full text]
  • Download [3] ETSI GS NFV-SWA 001 V1.1.1 (2014-12), “Network Functions Virtualisation (NFV); Virtual Network Functions Architecture”, 2014
    Ref. Ares(2019)3653288 - 06/06/2019 Contract No. 777596 INtelligent solutions 2ward the Development of Railway Energy and Asset Management Systems in Europe D2.1 IN2DREAMS Services, Use Cases and Requirements DUE DATE OF DELIVERABLE: 30/06/2018 ACTUAL SUBMISSION DATE: 06/06/2019 Leader/Responsible of this Deliverable: Valeria Bagliano – RINA CONSULTING SPA Reviewed: Y Document status Revision Date Description 1 20/06/2018 First issue 2 31/05/2019 Second issue 3 06/06/2019 Final Version after TMT approval and Quality Check Project funded from the European Union’s Horizon 2020 research and innovation programme Dissemination Level PU Public X CO Confidential, restricted under conditions set out in Model Grant Agreement CI Classified, information as referred to in Commission Decision 2001/844/EC Start date of project: 01/09/2017 Duration: 24 Months IN2D-T2.1-D-UBR-012-02 Contract No. 777596 List of Contributions by Partner Section Description Partner Pages 1 Introduction RINA-C 11 2 Use Cases RINA-C 12-16 The Integrated Communication Platform Sec. 3.1-Sec. 3.6 UNIVBRIS 17-28 3 Sec. 3.7 IASA 28-33 Sec.3.8 IASA/UNIVBRIS 33-37 Sec 3.9 IASA/UNIVBRIS 37-54 Sec. 3.10 PURELIFI 54-56 4 Validation of the Use Cases ISKRATEL 57-67 Techno-Economic Evaluation Sec.5.1 – Sec. 5.3 IASA/UNIVBRIS 67-86 Table 11: Processing Equipment Costs ISKRATEL 69,70 benchmark on Amazon Web Services 73 5 5.1.1.4 Energy Forecasting 5.2.1.4 Pre-heating/pre-cooling RINA-C automation for energy saving Sec.
    [Show full text]
  • System Energy Optimisation Strategies for DC Railway Traction Power Networks By
    System Energy Optimisation Strategies for DC Railway Traction Power Networks by Zhongbei Tian A thesis submitted to the University of Birmingham for the degree of DOCTOR OF PHILOSOPHY Department of Electronic, Electrical and Systems Engineering College of Engineering and Physical Sciences University of Birmingham, UK June 2017 University of Birmingham Research Archive e-theses repository This unpublished thesis/dissertation is copyright of the author and/or third parties. The intellectual property rights of the author or third parties in respect of this work are as defined by The Copyright Designs and Patents Act 1988 or as modified by any successor legislation. Any use made of information contained in this thesis/dissertation must be in accordance with that legislation and must be properly acknowledged. Further distribution or reproduction in any format is prohibited without the permission of the copyright holder. Abstract Abstract As a result of rapid global urbanisation, energy and environmental sustainability are becoming increasingly significant. According to the Rail Transport and Environment Report published by International Union of Railways in 2015, energy used in the transportation sector accounts for approximately 32% of final energy consumption in the EU. Railway, representing over 8.5% of the total traffic in volume, shares less than 2% of the transport energy consumption. Railway plays an important role in reducing energy usage and CO2 emissions, compared with other transport modes such as road transport. However, despite the inherent efficiency, the energy used by the rail industry is still high, making the study of railway energy efficiency of global importance. Previous studies have investigated train driving strategies for traction energy saving.
    [Show full text]
  • The Marginal Cost of Track Renewals in the Swedish Railway Network: Using Data to Compare Methods
    This is a repository copy of The marginal cost of track renewals in the Swedish railway network: Using data to compare methods. White Rose Research Online URL for this paper: https://eprints.whiterose.ac.uk/172750/ Version: Accepted Version Article: Odolinski, K orcid.org/0000-0001-7852-403X, Nilsson, J-E, Yarmukhamedov, S et al. (1 more author) (2020) The marginal cost of track renewals in the Swedish railway network: Using data to compare methods. Economics of Transportation, 22. 100170. ISSN 2212- 0122 https://doi.org/10.1016/j.ecotra.2020.100170 © 2020, Elsevier. This manuscript version is made available under the CC-BY-NC-ND 4.0 license http://creativecommons.org/licenses/by-nc-nd/4.0/. Reuse This article is distributed under the terms of the Creative Commons Attribution-NonCommercial-NoDerivs (CC BY-NC-ND) licence. This licence only allows you to download this work and share it with others as long as you credit the authors, but you can’t change the article in any way or use it commercially. More information and the full terms of the licence here: https://creativecommons.org/licenses/ Takedown If you consider content in White Rose Research Online to be in breach of UK law, please notify us by emailing [email protected] including the URL of the record and the reason for the withdrawal request. [email protected] https://eprints.whiterose.ac.uk/ The marginal cost of track renewals in the Swedish railway network: Using data to compare methods Kristofer Odolinski*,a Jan-Eric Nilssona Sherzod Yarmukhamedova Mattias Haraldssona * Corresponding author ([email protected]) a The Swedish National Road and Transport Research Institute (VTI), Malvinas väg 6, Box 55685, SE- 102 15, Stockholm, Sweden Abstract We analyze the differences between corner solution and survival models in estimating the marginal cost of track renewals.
    [Show full text]
  • Study on Pantograph Arcing and Investigation of Its Influencing Parameters: Case Study-Addis Ababa Light Rail Transit
    ADDIS ABABA UNIVERSITY ADDIS ABABA INSTITUTE OF TECHNOLOGY SCHOOL OF ELECTRICAL AND COMPUTER ENGINEERING Study on Pantograph Arcing and Investigation of its Influencing Parameters: Case Study-Addis Ababa Light Rail Transit By Dawit Seboka Advisor Abi Abate (Msc) A Thesis Presented to Addis Ababa University, Addis Ababa Institute of Technology In Partial Fulfillment of the Requirements for the Degree of Masters of Science in Electrical Engineering (Railway) April, 2016 Addis Ababa, Ethiopia ADDIS ABABA UNIVERSITY ADDIS ABABA INSTITUTE OF TECHNOLOGY SCHOOL OF ELECTRICAL AND COMPUTER ENGINEERING Study on Pantograph Arcing and Investigation of its Influencing Parameters: Case Study-Addis Ababa Light Rail Transit By Dawit Seboka April, 2016 APPROVAL BY BOARD OF EXAMINERS _________________________________ _________________________________ Chairman, Department of Signature Graduate Committee ________________________________ ________________________________ Advisor Signature ________________________________ ________________________________ Internal Examiner Signature ________________________________ _______________________________ External Examiner Signature Study on Pantograph Arcing and Investigation of its Influencing Parameters DECLARATION I hereby declare that all information in this document has been obtained and presented in accordance with academic rules and ethical conduct. I also declare that, as required by these rules and conduct, I have fully cited and referenced all material and results that are not original to this work. Dawit Seboka ____________ Name Signature Addis Ababa, Ethiopia April, 2016 Place Date of submission This thesis has been submitted with my approval as a university advisor. Ato Abi Abate ____________ Advisor’s Name Signature AAiT, MSc Thesis Page i Study on Pantograph Arcing and Investigation of its Influencing Parameters ACKNOWLEDGEMENTS I would like to express my gratitude and deep appreciation to my advisor, Ato Abi Abate, for his valuable comment, suggestions and advice during preparing this thesis.
    [Show full text]
  • An Influence of a Complex Modernization of the DC Traction Power Supply on the Parameters of an Electric Power System
    MATEC Web of Conferences 180, 02001 (2018) https://doi.org/10.1051/matecconf/201818002001 MET’2017 An influence of a complex modernization of the DC traction power supply on the parameters of an electric power system Jerzy Wojciechowski1,*, Krzysztof Lorek2, and Waldemar Nowakowski1 1Kazimierz Pulaski University of Technology and Humanities in Radom, ul. Malczewskiego 29, 26-600, Radom, Poland 2Sonel S.A., ul. Wokulskiego 11, 58-100, Świdnica, Poland Abstract. Urban and suburban public transport constitute basics of functioning of modern, urbanized metropolises. It is a comfortable, economic and ecological means of transportation. Thus, a stable and fast growth of this solution. One of its components is the power supply system. It should allow functioning of the whole transportation system, maintaining the following criteria: energy efficiency and modernity. These criteria have contributed to creation and modernization of power supply systems. Where it comes to DC systems, such an investment includes: replacing 6-pulse rectifiers with 12-pulse rectifiers and raising rated supply voltage. In this article, the authors have presented research results, based on measurements of electrical energy parameters before and after a modernization of a suburban transportation traction system. These parameters have been divided into two groups. The first consists of parameters mentioned in the EN50160 norm. Another group consists of parameters not mentioned in the norm. What has been presented are waveforms and graphs showing these parameters. In the final part of the article a discussion on reasonability of introducing new, modernized traction power supply system for suburban transportation has been performed. 1 Introduction and electrical energy given back to the units are basic technical problems of DC traction power supply systems The issue of energy efficiency in the traction power [6-14, 18-22].
    [Show full text]
  • Analysis of Low Frequency Electromagnetic Fields and Calculation of Induced Voltages to an Underground Pipeline
    1 Analysis of Low Frequency Electromagnetic Fields and Calculation of Induced Voltages to an Underground Pipeline B. Milesevic, Student Member, IEEE, B. Filipovic-Grcic, Student Member, IEEE and T. Radosevic, non member attention is given to the electric traction system which has its Abstract - Various regulations, aimed at the protection of uniqueness, so its operation is different from the operation of human beings and electrical equipment against possible adverse power transmission systems. Electric traction power supply effects resulting from exposure to electromagnetic fields, have system consists of traction power transformers which are been issued in many countries. Most of them are based on safety connected to traction supply network by cables. Traction guidelines published by international expert groups. In this supply network consists of overhead line placed above the paper, electric and magnetic fields are calculated in the vicinity railway. In this paper, electric and magnetic fields are of 25 kV traction line supplying railway traction system. Calculation results are compared to exposure limits specified by calculated in the vicinity of 25 kV (50 Hz) overhead line which safety guidelines and regulations. Possible countermeasures for is a part of railway traction system in Croatia. reduction of electromagnetic fields are proposed. Electric fields are created by differences in voltage: the Because of the continuous growth of energy consumption and the higher the voltage, the stronger will be the resultant field. tendency to site power lines and pipelines along the same route, Magnetic fields are created when electric current flows: the the close proximity of power lines and buried metallic pipelines greater the current, the stronger the magnetic field.
    [Show full text]
  • Electrifying Stories
    Railways | Electrification Electrifying stories Electrification of the world’s railways is more complex than passengers know. Behind every journey lies a story. 4 I Mott MacDonald I Electrifying stories Electrifying stories I Mott MacDonald I 5 Pantograph and contact wire Taiwan high speed rail Bright sparks behind electrification Railways around the world Electric trains are now To add to the complexities, Our multidisciplinary teams of rail engineers are cheaper to operate, third rail systems are used working around the world tackling every aspect have come a long way since easier to maintain and in a variety of voltages of railway electrification. Their unique solutions the Greeks invented the Diolkos are generally more reliable – 600V DC in Tokyo, range from voltage upgrades and discontinuous than diesel trains, which 850V DC in Moscow, electrification (short sections without power) paved limestone trackway, which largely replaced steam. 1.2kV DC in Berlin and to AC/DC changeover integration. was used to transport boats Electric trains are also 1.5kV DC in Guangzhou more environmentally as well as the more Clearances between live wires or rails and other across the Isthmus of Corinth sustainable and capable common 750V DC. objects or people are a major issue, particularly around 600 BC. Wooden railways of greater acceleration Overhead line supply when retrospectively electrifying legacy railways. performance resulting voltages vary too, from Meanwhile, protecting sensitive equipment in in the 16th century gave way to in shorter journey time 1.5kV DC and 3kV DC, buildings neighbouring a railway from electromagnetic steel as steam engines became for passengers. through 15kV AC to interference presents its own complexities.
    [Show full text]
  • This May Be the Author's Version of a Work That Was Submitted/Accepted for Publication in the Following Source: Ho, T.K., Chi
    This may be the author’s version of a work that was submitted/accepted for publication in the following source: Ho, T.K., Chi, Y.L., Siu, L.K., & Ferreira, L. (2005) Traction power system simulation in electrified railways. Journal of Transportation Systems Engineering and Information Technol- ogy, 5(3), pp. 93-107. This file was downloaded from: https://eprints.qut.edu.au/47491/ c Copyright 2005 Elsevier This is the author’s version of a work that was accepted for publication in . Changes re- sulting from the publishing process, such as peer review, editing, corrections, structural formatting, and other quality control mechanisms may not be reflected in this document. Changes may have been made to this work since it was submitted for publication. A defini- tive version was subsequently published in Journal of Transportation Systems Engineering and Information Technology, [VOL 5, ISSUE 3, (2005)] DOI: unavailable online. Notice: Please note that this document may not be the Version of Record (i.e. published version) of the work. Author manuscript versions (as Sub- mitted for peer review or as Accepted for publication after peer review) can be identified by an absence of publisher branding and/or typeset appear- ance. If there is any doubt, please refer to the published source. http:// www.sciencedirect.com/ science/ journal/ 15706672/ 11 Traction Power System Simulation in Electrified Railways 電氣化鉄道動力供電系統模擬 T.K. Ho1, Y.L. Chi1, L.K. Siu2 and L. Ferreira3 何天健 池云莉 邵樂基 L. Ferreira Department of Electrical Engineering, Hong Kong Polytechnic University, Hong Kong Kowloon-Canton Railway Corporation, Hong Kong School of Civil Engineering, Queensland University of Technology, Australia Abstract: Electricity has been the major source of power in most railway systems.
    [Show full text]
  • Reactive Power Compensation & Harmonic Mitigation in 25Kv
    ADDIS ABABA UNIVERSITY ADDIS ABABA INSTITUTE OF TECHNOLOGY SCHOOL OF ELECTRICAL AND COMPUTER ENGINEERING Reactive Power Compensation and Harmonic Mitigation in 25 kV AC Railway System Using Shunt Active Filter A Thesis Submitted to the School of Electrical and Computer Engineering, Addis Ababa University in Partial fulfillment for the Degree of Master of Science in Electrical Engineering for Railway Systems By Gebremedhin Hailay Advisor Mr. Abebe Demssie Addis Ababa, Ethiopia June, 2016 ADDIS ABABA UNIVERSITY ADDIS ABABA INSTITUTE OF TECHNOLOGY SCHOOL OF ELECTRICAL AND COMPUTER ENGINEERING DEPARTMENT OF POST GRADUATE IN ELECTRICAL ENGINEERING FOR RAILWAY SYSTEM Reactive Power Compensation and Harmonic Mitigation in 25 kV AC Railway System Using Shunt Active Filter By Gebremedhin Hailay APPROVAL BY BOARD OF EXAMINERS ____________________________ _______________ __________ Dean, School of Electrical and Signature Date Computer Engineering Mr. Abebe Demssie _____________ ________ Advisor Signature Date __________________________ _____________ ________ Internal Examiner Signature Date __________________________ _____________ ________ External Examiner Signature Date Declaration I declare that this thesis represents my own work, except where due acknowledgement is made, and it has not been previously submitted to this university or to any other institution for a degree or other qualification. Gebremedhin Hailay _________________ _______________ Name Signature Date This has been submitted with my approval as an advisor Abebe demssie _______________ ______________ Advisors name Signature Date Place: Addis Ababa, Ethiopia Reactive power compensation & Harmonic mitigation in 25kV Railway system 2015/2016 Abstract The AC railway systems show typically poor power quality due to their inherent electrical load characteristics. The moving and non-linear load characteristics of the locomotives consume the large reactive power and produce high harmonic currents, so that the total power factor becomes adversely affected.
    [Show full text]