Theoretical Background of Third Rail DC Traction Power Feeder
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Flash Recharging Tram Catenary Free: Impact Analysis on Italian Distribution Networks Claudio Carlini, Diana Moneta RSE Ricerca Sul Sistema Energetico
E-Mobility Integration Symposium – October, 23rd 2017 - Berlin Flash Recharging Tram Catenary Free: Impact Analysis on Italian Distribution Networks Claudio Carlini, Diana Moneta RSE Ricerca sul Sistema Energetico RSE S.p.A. (formerly CESI RICERCA SpA, ERSE SpA) has been established at the end of 2005, with the mission to take over funded research activities of national and international interest focused on electricity and energy sector and it started operating on January 1st 2006. RSE S.p.A. is currently owned by GSE, a publicly-owned company promoting and supporting renewable energy sources in Italy. • ~320 researchers and technicians in 4 departments (60% with degree) • Research on all aspects of energy sectors: security, power supply, regulation… 2 Skills e-MOTICON - e-MObility Transnational strategy for an Interoperable COmmunity and Networking in the Alpine Space • Programme priority 2 - Low Carbon Alpine Space - Increase options for low carbon mobility and transport • Project duration 30 months • Coordinator Collaboration with Lombardy Region: e-mobility recharging infrastructure guidelines Monography on electric mobility 3 Agenda Conclusions Study cases & Results Methodology Operational context 2050 decarbonisation scenario 4 Scenario EU 2050 Energy Roadmap (2011) Share of fuels in primary energy consumption % Final energy consumption by fuel in various scenario + Efficiency - Environmental impact 5 Paolo Nespoli from ISS (October 2017) Operational context Public transport vehicles evolution 7 Operational context Tram vehicle evolution 1980s: Low floor (Paris) 1980s: Articulated bodies and modular vehicle (Paris) 1990s: Rubber tyred solutions (Nancy, Caen, Clermont-Ferrand) 2000s: First off-wire solution (Bordeaux) 2010s: On-board energy storage (Zaragoza, Sevila) Approximately 30-40% of the new world- 2010s: Non-continuous permeable slab (Bordeaux) class tram lines are catenary free 2010s: Energy saving solutions (Qatar, The catenary free tram was born to avoid Kaohsiung) the wires visual impact within city centers. -
3 Power Supply
3 Power supply Table of contents Article 44 Installation, etc. of Contact Lines, etc. .........................................................................2 Article 45 Approach or Crossing of Overhead Contact Lines, etc................................................ 10 Article 46 Insulation Division of Contact Lines............................................................................ 12 Article 47 Prevention of Problems under Overbridges, etc........................................................... 13 Article 48 Installation of Return Current Rails ........................................................................... 13 Article 49 Lightning protection..................................................................................................... 13 Article 51 Facilities at substations................................................................................................. 14 Article 52 Installation of electrical equipment and switchboards ................................................. 15 Article 53 Protection of electrical equipment................................................................................ 16 Article 54 Insulation of electric lines ............................................................................................ 16 Article 55 Grounding of Electrical Equipment ............................................................................. 18 Article 99 Inspection and monitoring of the contact lines on the main line.................................. 19 Article 101 Records........................................................................................................................ -
Development and Maintenance of Class 395 High-Speed Train for UK High Speed 1
Hitachi Review Vol. 59 (2010), No. 1 39 Development and Maintenance of Class 395 High-speed Train for UK High Speed 1 Toshihiko Mochida OVERVIEW: Hitachi supplied 174 cars to consist of 29 train sets for the Class Naoaki Yamamoto 395 universal AC/DC high-speed trains able to transfer directly between the Kenjiro Goda UK’s existing network and High Speed 1, the country’s first dedicated high- speed railway line. The Class 395 was developed by applying technologies Takashi Matsushita for lighter weight and higher speed developed in Japan to the UK railway Takashi Kamei system based on the A-train concept which features a lightweight aluminum carbody and self-supporting interior module. Hitachi is also responsible for conducting operating trials to verify the reliability and ride comfort of the trains and for providing maintenance services after the trains start operation. The trains, which formally commenced commercial operation in December 2009, are helping to increase the speed of domestic services in Southeast England and it is anticipated that they will have an important role in transporting visitors between venues during the London 2012 Olympic Games. INTRODUCTION for the Eurostar international train which previously HIGH Speed 1 (HS1) is a new 109-km high-speed ran on the UK’s existing railway network. Hitachi railway line linking London to the Channel Tunnel supplied the new Class 395 high-speed train to be able [prior to completion of the whole link, the line was to run on both HS1 and the existing network as part known as the CTRL (Channel Tunnel Rail Link)]. -
Current Collector for Heavy Vehicles on Electrified Roads: Field Tests
Journal of Asian Electric Vehicles, Volume 14, Number 1, June 2016 Current Collector for Heavy Vehicles on Electrified Roads: Field Tests Mohamad Aldammad 1, Anani Ananiev 2, and Ivan Kalaykov 3 1 Center for Applied Autonomous Sensor Systems, Örebro University, [email protected] 2 Center for Applied Autonomous Sensor Systems, Örebro University, [email protected] 3 Center for Applied Autonomous Sensor Systems, Örebro University, [email protected] Abstract We present the field tests and measurements performed on a novel current collector manipulator to be mounted beneath a heavy vehicle to collect electric power from road embedded power lines. We describe the concept of the Electric Road System (ERS) test track being used and give an overview of the test vehicle for testing the cur- rent collection. The emphasis is on the field tests and measurements to evaluate both the vertical accelerations that the manipulator’s end-effector is subject to during operation and the performance of the detection and tracking of the power line. Keywords current collector, electrified road, hybrid electric vehi- cle, electric road system, field test 1. INTRODUCTION The tendency to replace the fossil fuels used by vehi- cles with electrical energy nowadays is clearly identi- fied worldwide. While the solution of storing electrical energy in batteries for small vehicles seems to be rela- tively effective, large vehicles like trucks and buses require a non-realistic large amount of batteries when driving to distant destinations. Therefore, transfer- ring electricity continuously to vehicles while driving Fig. 1 The developed current collector prototype, seems to be the solution [Ranch, 2010] by equipping taken from Aldammad et al. -
Management Report on Consolidated Financial Statements Fiscal Year 2015/16
MANAGEMENT REPORT ON CONSOLIDATED FINANCIAL STATEMENTS FISCAL YEAR 2015/16 1 1. Main events of fiscal year 2015/16 ................................................................................... 4 1.1. Alstom strategic move ............................................................................................... 4 1.2. Strong commercial and operational performance, Adjusted EBIT margin improving ... 7 1.3. Support to Alstom’s future development .................................................................... 9 1.4. Group Corporate Responsibility ................................................................................ 12 2. Objectives for 2020 confirmed ........................................................................................ 13 3. Commercial performance ................................................................................................ 14 4. Income Statement .......................................................................................................... 18 4.1. Sales ....................................................................................................................... 19 4.2. Research and development expenses ....................................................................... 20 4.3. Selling and administrative expenses ........................................................................ 20 4.4. Adjusted Earnings Before Interest and Taxes ........................................................... 20 4.5. Earnings before interest and taxes (EBIT) ............................................................... -
Transit Power Rail for Third Rail and APM Systems Conductix-Wampfler Transit Power Rail Conductix-Wampfler Transit Power Rail
www.conductix.us www.conductixtransit.com Transit Power Rail For Third Rail and APM Systems Conductix-Wampfler Transit Power Rail Conductix-Wampfler Transit Power Rail 3rd & 4th Rail • APM & PRT • Stinger Systems • Monorail 2 3 Conductix-Wampfler Transit Power Rail Conductix-Wampfler Transit Power Rail For over six decades, Conductix-Wampfler has built a worldwide reputation as a proven supplier of transit electrification products. We are your partner of choice when you need to power mass transit, people mover, monorail, and advanced light rail systems. Our mission is to design and build cost effective, energy efficient products, and to provide dedicated engineering expertise and support services that meet or exceed your expectations. We consistently meet your project needs in a variety of operating scenarios. Every component design is verified to meet the requirements of the application in our fully staffed test facility and through years of field experience. We set the standard for long term reliability and performance. Conductix-Wampfler has the engineering know-how, practical experience, and testing capabilities to be a partner in your success! You can choose from a wide variety of proven aluminum stainless conductor rail designs for mass transit systems. If you need a special rail design to meet unique and exacting criteria, Conductix-Wampfler can supply it! ISO9001:2008 Certified • Downtown People Movers • Automated Guideway Monorails • Light Rapid Transit • Amusement Park Scenic Rides • Automated People Movers • Maintenance Stinger -
CAPITAL REGION RAIL VISION from Baltimore to Richmond, Creating a More Unified, Competitive, Modern Rail Network
Report CAPITAL REGION RAIL VISION From Baltimore to Richmond, Creating a More Unified, Competitive, Modern Rail Network DECEMBER 2020 CONTENTS EXECUTIVE SUMMARY 3 EXISTING REGIONAL RAIL NETWORK 10 THE VISION 26 BIDIRECTIONAL RUN-THROUGH SERVICE 28 EXPANDED SERVICE 29 SEAMLESS RIDER EXPERIENCE 30 SUPERIOR OPERATIONAL INTEGRATION 30 CAPITAL INVESTMENT PROGRAM 31 VISION ANALYSIS 32 IMPLEMENTATION AND NEXT STEPS 47 KEY STAKEHOLDER IMPLEMENTATION ROLES 48 NEXT STEPS 51 APPENDICES 55 EXECUTIVE SUMMARY The decisions that we as a region make in the next five years will determine whether a more coordinated, integrated regional rail network continues as a viable possibility or remains a missed opportunity. The Capital Region’s economic and global Railway Express (VRE) and Amtrak—leaves us far from CAPITAL REGION RAIL NETWORK competitiveness hinges on the ability for residents of all incomes to have easy and Perryville Martinsburg reliable access to superb transit—a key factor Baltimore Frederick Penn Station in attracting and retaining talent pre- and Camden post-pandemic, as well as employers’ location Yards decisions. While expansive, the regional rail network represents an untapped resource. Washington The Capital Region Rail Vision charts a course Union Station to transform the regional rail network into a globally competitive asset that enables a more Broad Run / Airport inclusive and equitable region where all can be proud to live, work, grow a family and build a business. Spotsylvania to Richmond Main Street Station Relative to most domestic peer regions, our rail network is superior in terms of both distance covered and scope of service, with over 335 total miles of rail lines1 and more world-class service. -
Network Rail a Guide to Overhead Electrification 132787-ALB-GUN-EOH-000001 February 2015 Rev 10
Network Rail A Guide to Overhead Electrification 132787-ALB-GUN-EOH-000001 February 2015 Rev 10 Alan Baxter Network Rail A Guide to Overhead Electrification 132787-ALB-GUN-EOH-000001 February 2015 Rev 10 Contents 1.0 Introduction ���������������������������������������������������������������������������������������������������������������������1 2.0 Definitions �������������������������������������������������������������������������������������������������������������������������2 3.0 Why electrify? �������������������������������������������������������������������������������������������������������������������4 4.0 A brief history of rail electrification in the UK �����������������������������������������������������5 5.0 The principles of electrically powered trains ������������������������������������������������������6 6.0 Overhead lines vs. third rail systems ����������������������������������������������������������������������7 7.0 Power supply to power use: the four stages of powering trains by OLE 8 8.0 The OLE system ������������������������������������������������������������������������������������������������������������10 9.0 The components of OLE equipment ��������������������������������������������������������������������12 10.0 How OLE equipment is arranged along the track ������������������������������������������17 11.0 Loading gauges and bridge clearances ��������������������������������������������������������������24 12.0 The safety of passengers and staff ������������������������������������������������������������������������28 -
Solar-Powered Light Rail Vehicle and Tram Systems
Solar-powered light rail vehicle and tram systems Facoltà di INGEGNERIA CIVILE E INDUSTRIALE Corso di laurea magistr in TRANSPORT SYSTEMS ENGINEERING Candidato Mohammad Vajihi n° matricola: 1676208 Relatore Prof. Stefano Ricci A/A 2016/2017 Contents 1. Introduction . 1 1.1. Abstract . 1 1.2. Aims . 2 2. State of art overviews . 3 2.1. First solar train . .3 2.2. Solar train, economic and environmental worth . 4 2.3. Solar-Powered Trains . 4 2.3.1. Belgian solar tunnel . 4 2.3.2. Arizona's sun-powered train . 5 2.3.3. United Kingdom . 6 2.4. Solar light railways . .7 2.4.1. Vili, first solar light railcar . 8 3. Suggested systems . .10 3.1. Melbourne . 10 3.1.1. Determination of tram power usage . 10 3.1.2. Solar panel specifications . 11 3.2. Japan . 13 3.2.1. Energy need . 13 3.2.2. Photovoltaic generation. .14 3.2.3. Rapid charge . .15 3.3. Solar LRV, economic and environmental worth. 16 3.4. Unsolved problems . .16 4. Estimating power demand of tramway sections . .18 4.1. Transferring energy to railroad vehicles . 18 4.2. Calculation method . 18 4.3. Tractive force, energy and current need during an acceleration. 21 4.3.1. Simulink model . 22 4.3.2. Simplified model . 25 4.4. Resistive forces and current need during constant speed . 27 4.5. Current need during idling. 28 4.6. Simulating the tram path . .28 5. Estimating power production from the solar panels . .29 5.1. Production process . .29 5.2. Dimension of solar panels . -
CHAPTER 9 – RAILWAY ELECTRIFICATION Chapter
CHAPTER 9 – RAILWAY ELECTRIFICATION Chapter RAILWAY ELECTRIFICATION 9.1 Introduction espite the competition of airplanes, buses, Dtrucks and cars, trains still play a major transportation role in society, filling specific markets such as high-speed and non-high-speed intercity passenger service, heavy haul of minerals and freight, urban light rail systems and commuter rail. This chapter presents an Figure 9-1 Overhead High Speed Catenary - Courtesy of LTK, Inc. introduction to electrification of rail systems. It is intended to provide a historical perspective and an overview of typical design principles, construction practice, and maintenance considerations. Those interested in learning more are invited to review AREMA’s Manual for Railway Engineering, Chapter 33, Electrical Energy Utilization, and Chapter 17, High Speed Rail Systems, which contain sections devoted to electrification power supplies, traction power systems studies and guidelines for the design of overhead contact systems. 9.2 Development of Motive Power for Railways The earliest recorded tramway served a mine in Germany, beginning in about 1550. The tramway was developed because the rolling resistance of wheels on rails was much less 395 ©2003 AREMA® CHAPTER 9 – RAILWAY ELECTRIFICATION CDoes not create possible electrical safety hazards to the public due to the presence of the bare conductors of the contact system. When the cost of diesel fuel was 9 cents a gallon and the supply seemed unlimited, United States railways were not interested in alternative methods of propulsion. Railway electrification interest peaks during times of uncertainty in the energy industry. When fuel rose to 34 cents per gallon and the oil embargos occurred, much effort was expended studying alternatives to hydrocarbon fuels. -
Guidelines for Railroad Safety
Safety Bulletin #28 Railroads INDUSTRY WIDE LABOR-MANAGEMENT SAFETY COMMITTEE SAFETY BULLETIN #28 GUIDELINES FOR RAILROAD SAFETY These guidelines are recommendations for safely engaging in rail work, i.e., working onboard trains, in railroad yards, subways and elevated systems, or in the vicinity of railroad equipment. Railroads are private property requiring the railroad’s authorization to enter. Once authorization is given, everyone on scene must follow the railroad’s safety procedures to reduce hazards. There are strict rules governing rail work. These rules must be communicated to and followed by all cast and crew. Check with the Authority Having Jurisdiction (AHJ) and with the owner/operator for local regulations, specific guidelines, and required training. Additionally, each railroad property or transportation agency may have its own rules and training requirements. In many cases, everyone must receive training. PRIOR TO THE START OF RAIL WORK Prior to starting rail work, the Production, in conjunction with the railroad representative, will conduct a safety meeting with all involved personnel to acquaint cast and crew members with possible workplace risks. Consult with the appropriate Department Heads to determine if equipment, such as lighting, grip equipment, props, set dressing, electric generators or other equipment will be used. When using these items, ensure that they are properly secured and their use has been authorized by the railroad representative. Plan proper ventilation and exhaust when using electric generators. Electrical bonding may be necessary. Ensure conditions and weight loads of the work area and adjacent roads used for camera cars, camera cranes, horses, etc. are adequate for the intended work. -
Storage Electric Multiple Units on Partially Electrified Suburban Railway Lines
Aleksander JAKUBOWSKI1, Natalia KARKOSIŃSKA–BRZOZOWSKA2, Krzysztof KARWOWSKI1, Andrzej WILK1 Gdańsk University of Technology, Faculty of Electrical and Control Engineering (1), Civil and Environmental Engineering (2) doi:10.15199/48.2020.04.33 Storage electric multiple units on partially electrified suburban railway lines Abstract. The paper presents possible environmental, energy and economical gains implied by replacing conventional traction vehicles with independently powered electric multiple units (IPEMU) on partially electrified suburban railways. IPEMUs can operate in two modes of power supply – using an overhead catenary or the on–board battery storage. Appropriate computer simulations were carried out in the Matlab program, indicating the parameters of storage electric multiple units. Streszczenie. W artykule wskazano na potencjalne korzyści energetyczne, środowiskowe i częściowo ekonomiczne wynikające z zastąpienia konwencjonalnych jednostek trakcyjnych nowymi zasobnikowymi zespołami elektrycznymi mogącymi się poruszać na liniach kolejowych częściowo niezelektryfikowanych. Zespoły te mogą pracować w dwóch trybach – zasilania sieciowego lub zasobnikowego. Przeprowadzono odpowiednie symulacje komputerowe w programie Matlab wskazując na parametry zasobnikowych zespołów trakcyjnych. Zasobnikowe zespoły trakcyjne w transporcie podmiejskim Keywords: railway electric traction, vehicle hybrid power, energy storage devices, computer simulation. Słowa kluczowe: elektryczne pojazdy szynowe, hybrydowe zasilanie pojazdu, zasobniki energii, symulacja komputerowa. Introduction Improved versions of electric rail vehicles have been implemented for over 100 years, capable of crossing routes on non–electrified railway sections. The AT 3 series of two– car electric battery traction unit, known as Wittfeld after the name of the designer, eng. Gustav Wittfeld [1] is an interesting vehicle from the beginning of the 20th century. The train, which could seat 90 passengers, was powered by two 62 kW motors and reached speeds of up to 60 km/h with a tare weight of 60 t.