Overhead Vs. Underground INFORMATION ABOUT BURYING HIGH-VOLTAGE TRANSMISSION LINES
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Specifying HV/MV Transformers at Large Sites for an Optimized MV Electrical Network
Specifying HV/MV Transformers at Large Sites for an Optimized MV Electrical Network White Paper 258 Revision 0 by Juan Tobias Daniel Radu Philippe Dogny Jean-Luc Belletto Executive summary Generally, large industrial site designs use standard specifications of the HV/MV transformer which leads to oversizing and a higher cost of the MV primary and secondary electrical distribution system. This paper introduces the factors to consider when specifying the HV/MV transformer and raises awareness of the impact of short circuit impedance (zt) on the cost of the HV/MV transformer and the MV electrical distribution installa- tion (MV switchgear and cabling). Finally, a case study of a large date center is presented to show how a reduction in the total cost of ownership (TCO) can be achieved. NOTE: this technical white paper is aimed at electrical engineers who are specifying HV/MV transformers for large industrial and data center sites. Schneider Electric – Data Center Science Center White Paper 258 Rev 0 2 Electrical utilities use four types of networks topologies to deliver electrical energy Introduction to the different types of load centers. The main network characteristics are pre- sented in Table 1. Table 1 Network characteristics of the four utility network topologies used to deliver energy to load centers Nominal Voltage Main Typical Network Type Function (typical range) topology Availability Extra High Voltage Transport bulk power over long 800kV < Un < 220kV Meshed 99.99999% (EHV) transmission distances Distribute power to main consump- -
High Voltage Direct Current Transmission – Proven Technology for Power Exchange
www.siemens.com/energy/hvdc High Voltage Direct Current Transmission – Proven Technology for Power Exchange Answers for energy. 2 Contents Chapter Theme Page 1 Why High Voltage Direct Current? 4 2 Main Types of HVDC Schemes 6 3 Converter Theory 8 4 Principle Arrangement of an HVDC Transmission Project 11 5 Main Components 14 5.1 Thyristor Valves 14 5.2 Converter Transformer 18 5.3 Smoothing Reactor 20 5.4 Harmonic Filters 22 5.4.1 AC Harmonic Filter 22 5.4.2 DC Harmonic Filter 25 5.4.3 Active Harmonic Filter 26 5.5 Surge Arrester 28 5.6 DC Transmission Circuit 31 5.6.1 DC Transmission Line 31 5.6.2 DC Cable 32 5.6.3 High Speed DC Switches 34 5.6.4 Earth Electrode 36 5.7 Control & Protection 38 6 System Studies, Digital Models, Design Specifications 45 7 Project Management 46 3 1 Why High Voltage Direct Current? 1.1 Highlights from the High Voltage Direct In 1941, the first contract for a commercial HVDC Current (HVDC) History system was signed in Germany: 60 MW were to be supplied to the city of Berlin via an underground The transmission and distribution of electrical energy cable of 115 km length. The system with ±200 kV started with direct current. In 1882, a 50-km-long and 150 A was ready for energizing in 1945. It was 2-kV DC transmission line was built between Miesbach never put into operation. and Munich in Germany. At that time, conversion between reasonable consumer voltages and higher Since then, several large HVDC systems have been DC transmission voltages could only be realized by realized with mercury arc valves. -
Status of TTC 2015 06 Final.Pdf
Status of the Transportation U.S. Department of Transportation Technology Center - 2015 Federal Railroad Administration Office of Research, Development, and Technology Washington, DC 20590 DOT/FRA/ORD-16/05 Final Report March 2016 NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. Any opinions, findings and conclusions, or recommendations expressed in this material do not necessarily reflect the views or policies of the United States Government, nor does mention of trade names, commercial products, or organizations imply endorsement by the United States Government. The United States Government assumes no liability for the content or use of the material contained in this document. NOTICE The United States Government does not endorse products or manufacturers. Trade or manufacturers’ names appear herein solely because they are considered essential to the objective of this report. REPORT DOCUMENTATION PAGE Form Approved OMB No. 0704-0188 Public reporting burden for this collection of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to Washington Headquarters Services, Directorate for Information Operations and Reports, 1215 Jefferson Davis Highway, Suite 1204, Arlington, VA 22202-4302, and to the Office of Management and Budget, Paperwork Reduction Project (0704-0188), Washington, DC 20503. -
Plasma Physics 1 APPH E6101x Columbia University Fall, 2015
Lecture22: Atmospheric Plasma Plasma Physics 1 APPH E6101x Columbia University Fall, 2015 1 http://www.plasmatreat.com/company/about-us.html 2 http://www.tantec.com 3 http://www.tantec.com/atmospheric-plasma-improved-features.html 4 5 6 PHYSICS OF PLASMAS 22, 121901 (2015) Preface to Special Topic: Plasmas for Medical Applications Michael Keidar1,a) and Eric Robert2 1Mechanical and Aerospace Engineering, Department of Neurological Surgery, The George Washington University, Washington, DC 20052, USA 2GREMI, CNRS/Universite d’Orleans, 45067 Orleans Cedex 2, France (Received 30 June 2015; accepted 2 July 2015; published online 28 October 2015) Intense research effort over last few decades in low-temperature (or cold) atmospheric plasma application in bioengineering led to the foundation of a new scientific field, plasma medicine. Cold atmospheric plasmas (CAP) produce various chemically reactive species including reactive oxygen species (ROS) and reactive nitrogen species (RNS). It has been found that these reactive species play an important role in the interaction of CAP with prokaryotic and eukaryotic cells triggering various signaling pathways in cells. VC 2015 AIP Publishing LLC. [http://dx.doi.org/10.1063/1.4933406] There is convincing evidence that cold atmospheric topic section, there are several papers dedicated to plasma plasmas (CAP) interaction with tissue allows targeted cell re- diagnostics. moval without necrosis, i.e., cell disruption. In fact, it was Shashurin and Keidar presented a mini review of diag- determined that CAP affects cells via a programmable pro- nostic approaches for the low-frequency atmospheric plasma cess called apoptosis.1–3 Apoptosis is a multi-step process jets. -
Colchester – Package 1 Share with Pride
Colchester – Package 1 Share with Pride 23-Jul-14/ 1 Colchester Station – Project and Planning History PROJECT SCOPE Colchester Station is a key interchange on the Great Eastern Mainline (LTN1) and is historically difficult to block for engineering access. The route through Colchester carries mixed traffic, with large commuter numbers, the single point of access for Electric Freight to Felixstowe Port and a growing leisure market at weekends. The original scope was to deliver 36 Point Ends in Modern Equivalent Form and circa 4100 Linear Metres of Plain Line. The primary driver for the renewal was poor ballast condition leading to Track Quality issues and the associated performance issues. TRACK ACCESS The renewal work for the S&C and PL at Colchester was originally proposed to be delivered a number of years earlier (some elements as long ago as 2008/9). The original planning workshops with the Route, National Express and the Freight Operating Companies explored different vehicles for delivery: - 2x 8 Day Blockades – to complete all works. -1x 16 Day Blockade – to complete all works. - A series of “conventional” 28 and 52 hour Possessions – totalling 26x 52 hour weekends spread over 2 years. These options were discussed in detail with the TOCs and FOCs. There were a number of caveats concerning a blockade strategy. The FOCs would still have had to pass trains through Colchester due to a lack of capacity on the non electrified diversionary route and the TOCs requested to run a service in from both Country and London through the midweek elements of the blockade due to the physical number of passengers they needed to move. -
DART+ South West Technical Optioneering Report Park West to Heuston Station Area Around Heuston Station and Yard Iarnród Éireann
DART+ South West Technical Optioneering Report Park West to Heuston Station Area around Heuston Station and Yard Iarnród Éireann Contents Chapter Page Glossary of Terms 5 1. Introduction 8 1.1. Purpose of the Report 8 1.2. DART+ Programme Overview 9 1.3. DART+ South West Project 10 1.4. Capacity Increases Associated with DART+ South West 10 1.5. Key infrastructure elements of DART+ South West Project 11 1.6. Route Description 11 2. Existing Situation 14 2.1. Overview 14 2.2. Challenges 14 2.3. Structures 15 2.4. Permanent Way and Tracks 17 2.5. Other Railway Facilities 19 2.6. Ground Conditions 19 2.7. Environment 20 2.8. Utilities 20 3. Requirements 22 3.1. Specific requirements 22 3.2. Systems Infrastructure and Integration 22 3.3. Design Standards 25 4. Constraints 26 4.1. Environment 26 4.2. Permanent Way 27 4.3. Existing Structures 27 4.4. Geotechnical 27 4.5. Existing Utilities 28 5. Options 29 5.1. Options summary 29 5.2. Options Description 29 5.3. OHLE Arrangement 29 5.4. Permanent Way 30 5.5. Geotechnical 31 5.6. Roads 31 5.7. Cable and Containments 31 5.8. Structures 31 5.9. Drainage 31 6. Options Selection Process 32 6.1. Options Selection Process 32 6.2. Stage 1 Preliminary Assessment (Sifting) 32 6.3. Preliminary Assessment (Sifting) 32 6.4. Stage 2: MCA Process – Emerging Preferred Option 33 DP-04-23-ENG-DM-TTA-30361 Page 2 of 40 Appendix A - Sifting process backup 35 Appendix B – Supporting Drawings 36 Tables Table 1-1 Route Breakdown 11 Table 2-1 Existing Retaining Walls 17 Table 5-1 Options Summary 29 Table 6-1 Sifting -
Electrification of the Freight Train Network from the Ports of Los Angeles and Long Beach to the Inland Empire
Electrification of the Freight Train Network from the Ports of Los Angeles and Long Beach to the Inland Empire The William and Barbara Leonard UTC CSUSB Prime Award No. 65A0244, Subaward No. GT 70770 Awarding Agency: California Department of Transportation Richard F. Smith, PI Xudong Jia, PhD, Co-PI Jawaharial Mariappan, PhD, Co-PI California State Polytechnic University, Pomona College of Engineering Pomona, CA 91768 May 2008 1 This project was funded in its entirety under contract to the California Department of Transportation. The contents of this report reflect the views of the authors, who are responsible for the facts and the accuracy of the information presented herein. This document is disseminated under the sponsorship of the U.S. Department of Transportation, The William and Barbara Leonard University Transportation Center (UTC), California State University San Bernardino, and California Department of Transportation in the interest of information exchange. The U.S. Government and California Department of Transportation assume no liability for the contents or use thereof. The contents do not necessarily reflect the official views or policies of the State of California or the Department of Transportation. This report does not constitute a standard, specification, or regulation. 2 Abstract The goal of this project was to evaluate the benefits of electrifying the freight railroads connecting the Ports of Los Angeles and Long Beach with the Inland Empire. These benefits include significant reduction in air pollution, and improvements in energy efficiency. The project also developed a scope of work for a much more detailed study, along with identifying potential funding sources for such a study. -
Lightning on Transmission Line of the Harm and Prevention Measures
Lightning on transmission lines hazards and Prevention Measures Wang Qinghao, Ge Changxin, Xue Zhicheng, Sun Fengwei, Wu Shaoyong, Li Zhixuan, Shi Dongpeng, Ren Hao, Li Jinye, Ma Hui, Cao Feiyi Fushun Power Supply Company, Liaoning Electric Power Company Limited, State Grid, China, [email protected] Keywords: power transmission line, lightning hazard, prevention measures Abstract. Through the analysis of lightning to the harmfulness of the power transmission line, puts forward the specific measures to prevent lightning accidents, improving insulation, installing controllable discharge lightning rod, reducing the tower grounding resistance, adding coupling ground wire and the proper use of send arrester electrical circuit transmission line. And take on the unit measures nearly were compared, statistics and analysis. Introduction Lightning accident is always an important factor affecting the reliability of the power supply of the electric line to send. Because of the randomness and complexity of lightning activity in the atmosphere, currently the world's research on knowledge transmission line lightning and many unknown elements. Lightning accident of overhead power transmission line is always a problem of safe power supply, lightning accidents accounted for almost all the accidents of 1/2 or more line. Therefore, how to effectively prevent lightning, lightning damage reduced to more and more by transmission line of the relevant personnel to pay attention[1-2]. At present, the measures of lightning protection of transmission line itself mainly rely on the erection of the overhead ground wire of the tower top, its operation and maintenance work is mainly on the detection and reconstruction of tower grounding resistance. Due to its single lightning protection measures, can not well meet the requirements of lightning protection. -
Overhead Conductor Rail Systems Furrer+Frey® Furrer+Frey® Overhead Conductor Rail Systems OCRS
Overhead Conductor Rail Systems Furrer+Frey® Furrer+Frey® Overhead Conductor Rail Systems OCRS For many decades Furrer+Frey® has maintained very close relations with train operating companies. The diminution of infrastructure costs and the reliability and safety of rail operations have always been, and still are, important discussion topics. This was the spur for us, at the beginning of the 1980s, to develop an alternative to the conventional overhead contact line. And the outcome was the Furrer+Frey® overhead conductor rail system. 1 2 2 The Furrer+Frey® overhead conductor rail system makes it possible to choose smaller tunnel cross-sections for new builds and allows the electrification of tunnels originally built for steam or diesel traction. The system‘s major advantage is its low overall height, plus the fact that there is no contact wire uplift even if operated with multiple pantographs. Our overhead conductor rail demonstrably offers high electrical cross-sections, so that additional feeders can be avoided. Moreover, this system‘s fire resistance is significantly greater than that of a catenary system. And, lastly, our experience of the 3 system which is now installed on over 1 700 km of track has proven that the Furrer+Frey® overhead conductor rail system is extremely operationally reliable and requires little maintenance. This is true regardless of the operating voltage, from the 750 V urban rail systems to the 25 kV high-speed rail lines. — [1] Electrical and mechanical testing, fire resistance tests and, finally, actual operational experience of the Furrer+Frey® overhead conductor rail system have demonstrated that the overhead conductor rail can perform reliably at speeds of up to 250 km/h. -
Electric and Magnetic Fields the Facts
PRODUCED BY ENERGY NETWORKS ASSOCIATION - JANUARY 2012 electric and magnetic fields the facts Electricity plays a central role in the quality of life we now enjoy. In particular, many of the dramatic improvements in health and well-being that we benefit from today could not have happened without a reliable and affordable electricity supply. Electric and magnetic fields (EMFs) are present wherever electricity is used, in the home or from the equipment that makes up the UK electricity system. But could electricity be bad for our health? Do these fields cause cancer or any other disease? These are important and serious questions which have been investigated in depth during the past three decades. Over £300 million has been spent investigating this issue around the world. Research still continues to seek greater clarity; however, the balance of scientific evidence to date suggests that EMFs do not cause disease. This guide, produced by the UK electricity industry, summarises the background to the EMF issue, explains the research undertaken with regard to health and discusses the conclusion reached. Electric and Magnetic Fields Electric and magnetic fields (EMFs) are produced both naturally and as a result of human activity. The earth has both a magnetic field (produced by currents deep inside the molten core of the planet) and an electric field (produced by electrical activity in the atmosphere, such as thunderstorms). Wherever electricity is used there will also be electric and magnetic fields. Electric and magnetic fields This is inherent in the laws of physics - we can modify the fields to some are inherent in the laws of extent, but if we are going to use electricity, then EMFs are inevitable. -
2) Equipment Outline of the Overhead Contact System (OCS
Preparatory Survey (II) on Karachi Circular Railway Revival Project Final Report (2) Equipment Outline of the Overhead Contact System (OCS) 1) Basic Conditions a) Electrification System: Alternate Current (AC) 25kV (Frequency 50Hz), Autotransformer Feeding System, Different Phase Feeding for Directions b) Overhead Catenary System: Simple Catenary System c) Climate Conditions: Climate conditions in the project area are extraordinary: in nearby coast areas it includes brackish water and is located within 10km from the seashore. The atmosphere is saliferous, humid, and highly corrosive, so particular attention will be paid to these severely corrosive conditions. On average, rainfall is light, although sudden extremely heavy rainfall (monsoons) does occur. According to the KESC’s Specification-Technical Provisions on overhead line and power cable, design criteria are as follows: x max. wind velocity:26.2m/s x magnitude of wind load:43kg/m2 (at wind velocity of 26.2m/s) x max. ambient temperature:40°C (in closed rooms and in shade: 50°C) x min. ambient temperature:0°C x everyday ambient temperature:30°C x max. temperature for copper and copper weld conductor:80°C x max. relative humidity:90% (for power cable:100%) x wind load on flat surfaces:146kg/m2 x wind load on round surfaces:89kg/m2 x wind velocity for conductor cooling:0.6m/s x ice load on structure and conductors:no consideration x isokraunic level days/annum :9.7days Based on information of climate conditions in Karachi City provided by the Meteorological Department, assumed defined -
High Voltage Testing
Application Note Revision: 02 AN 16-002 Issue date: 2019-08-06 Prepared by: Rainer Weiss Approved by: Dr. Ulrich Nicolai Keyword: isolation, insulation, dielectric, high voltage, test High voltage testing 1. General....................................................................................................................................1 1.1 High voltage type test...........................................................................................................1 1.2 High voltage routine test.......................................................................................................2 2. High Voltage Testing..................................................................................................................2 2.1 Test equipment....................................................................................................................2 2.2 Test conditions ....................................................................................................................2 2.3 Tested insulation..................................................................................................................3 2.4 Test procedure ....................................................................................................................3 2.5 Test voltage level.................................................................................................................7 2.6 Test failures ........................................................................................................................8