Railway Electrification Programme - The System Design Challenge
Railway Electrification Programme
- The System Design Challenge
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Railway Electrification Programme - The System Design Challenge
Agenda
1.
Introduction
Challenge 1
2.
Rail Electrification Systems
Challenge 2
3.
System Design
Challenge 3
4.
Summary
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Introduction
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Network Rail – Who we are
Britain relies on rail
►
We own and operate Britain’s railway infrastructure
►
We are constantly maintaining and improving the railway for
customers
►
We aim to provide a safe, reliable and efficient railway
►
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Why Electrify the Railway?
Reduce long term costs
► Rolling stock is cheaper to run and maintain
► Lighter rolling stock so less damage to the track
►
Improve reliability
► Simpler rolling stock – ‘Fewer moving parts to go wrong’
►
‘Greener’
► Less CO2 emissions and less noise pollution
► Regenerative breaking benefit
►
Better journeys
► More seats and faster journeys
►
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Railway Electrification Programme - The System Design Challenge
Railway Electrification Programme
Great Western
►
North West & Trans-Pennine
►
Welsh Valleys
►
Edinburgh to Glasgow
►
Electric Spine
►
Infill schemes
►
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Challenge 1
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Volume of Work
Biggest programme for a generation
►
Electrification Investment
£4 Billion
£260 Million
CP4
CP5
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Enablers
Rail electrification development group
►
Addressing skills, resources and other issues
►
Sharing good practice and building a collaborative electrification
community
►
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Rail Electrification
Systems
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Why AC?
Better efficiency
►
Supports faster and high density traffic
►
Lower capital, operating and renewal costs
►
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Booster Transformer System
BOOSTER
TRANSFORMER
RETURN CONDUCTOR
CONTACT WIRE
RAIL
FEEDER
STATION
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Booster Transformer System
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Autotransformer System
I
AUTOTRANSFORMER
1.5 I
0.5 I
CONTACT WIRE
2I
0.5 I
I
I
0.5 I
I
0.5 I
RAIL
0.5 I
0.5 I
AUXILIARY FEEDER
FEEDER
STATION
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Autotransformer System
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AT / BT Impedance Profile
0
10
MPTSC
ATS
ATS
SATS
FS
ATS
ATS
ATFS / FS
-10
FS
2
ATS
ATS
MPATS
TSC
TSC
MPTSC
TSC
TSC
MPTSC
TSC
SATS
4
ATS
ATS
6
TSC
8
MPATS
Impedance [ohms]
10
MPTSC
12
0
-60
-50
-40
-30
-20
20
30
40
50
60
Distance [km]
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Challenge 2
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Railway Electrification Programme - The System Design Challenge
Energy Risk
Supply shortage leading to Brownouts
►Electricity price rise
►
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Railway Electrification Programme - The System Design Challenge
Enablers
Largest single consumer of electricity in UK
►
Asset portfolio comparable to DNO
►
Opportunities in new technology and utilisation of our networks
►
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System Design
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Traction Power Modelling
Assessment of the impact of future
services on existing and proposed
infrastructure
►
Propose and analyse electrification
enhancements
►
Strategic view
►
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Technical Requirements
Technical Specifications for Interoperability
►
Bulk supply point assessment
►
Negative Phase Sequence
►
Equipment loading assessment
►
Voltage regulation
►
Rail potentials and induced voltages
►
Energy loss
►
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Example Compliance Outputs
From Western Route Traction
Power System Strategy
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Didcot GSP Feeding Area
- Simplified to support slides which follow
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Demand Analysis – Didcot Morning Peak
- GSP transformer naturally cooled ONAN rating 80 MVA
Transformer utilisation
compliant.
Analysis supports capacity
headroom definition.
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Railway Electrification Programme - The System Design Challenge
Voltage Analysis – Train Scatter Plot
- Minimum voltage compliance limit 19 kV [EN 50119:2009]
Train pantograph voltages
compliant.
Voltage decays away from
supply point, with the
largest voltage drop at
extremities of feeding
area. This places a limit
on how far a supply point
can feed since train
performance deteriorates
at lower voltages.
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Earth Potential Analysis
- Load conditions compliance limit 60 V [EN 50122-1]
Safe touch potentials on
rails compliant.
Jump in rail voltages is
because Didcot is the
point where the railway
changes from four tracks
to two tracks, hence larger
rail impedance.
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Electromagnetic Induction Analysis
- Fault conditions compliance limit 645 V [EN 50122-1] for safe touch potentials
Safe touch potentials on
lineside cables compliant.
Again jump in voltages is
because Didcot is the
point where the railway
changes from four tracks
to two tracks, hence larger
rail impedance.
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Fault Analysis
- Nominal fault level is 300 MVA (12 kA) [Network Rail Policy]
‘washing line’ appearance
is a result of lower
impedance at intermediate
autotransformer sites due
to paralleling.
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Energy Loss
- Portion of active power provided by GSP not transferred to train pantographs
Supports whole life cost
assessment of system.
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Electromagnetic Induction
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Return Screen Conductor
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Challenge 3
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Technical Complexity Whilst Delivering
Efficiencies
Distributed demand and power generation that is constantly moving
around network
►
Modelling is detailed and takes time
►
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Enablers
Need tools that well suited to future planning and option analysis
►
Traction Power Supply Strategies
►
Technological innovation
►
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Why are we moving to TPSS approach?
►
►
►
►
►
To identify better whole life cost options that may span multiple
control periods.
To move away from project by project timetable specific TP
enhancements.
To demonstrate to the regulator that our power projects are aligned to
the future needs of the railway.
To allow the Energy industry to have a better understanding of our
future energy needs.
To develop the fundamental system design early to allow projects to
focus on delivering and implementing the detailed design.
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Railway Electrification Programme - The System Design Challenge
Integrated Protection & Control (IPC)
Intelligent Electronic Device (IED)
Hardware
Communication
A typical device is shown which uses a
microprocessor to perform protection and control
functions .
IEC 61850
A standard architecture for communication
networks and systems in substations.
Marshalling
Rugged Ethernet Switch
A typical device (harden for use within a railway
substation environment) is shown which directs
Ethernet network traffic.
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IPC Development Suite
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Summary
1.
Biggest rail electrification programme for a generation
2.
Challenges ahead
3.
Exciting opportunities ‘to make a difference’ in system design
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