02 oliver nenadovic

/Railway Electrification Programme - The System Design Challenge

24-July-2014 1

Railway Electrification Programme

- The System Design Challenge

/24-July-2014

Railway Electrification Programme - The System Design Challenge

2

Agenda

1. IntroductionChallenge 1

2. Rail Electrification SystemsChallenge 2

3. System DesignChallenge 3

4. Summary


24-July-2014 3

Introduction


24-July-2014 4

Network Rail Who we are

Britain relies on rail

We own and operate Britains railway infrastructure

We are constantly maintaining and improving the railway for customers

We aim to provide a safe, reliable and efficient railway


24-July-2014 5

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


24-July-2014 6

Railway Electrification Programme

Great Western

North West & Trans-Pennine

Welsh Valleys

Edinburgh to Glasgow

Electric Spine

Infill schemes


24-July-2014 7

Challenge 1


24-July-2014 8

Volume of Work

Biggest programme for a generation

Electrification Investment

CP4 CP5

260 Million

4 Billion


24-July-2014 9

Enablers

Rail electrification development group

Addressing skills, resources and other issues

Sharing good practice and building a collaborative electrification community


24-July-2014 10

Rail ElectrificationSystems


24-July-2014 11

Why AC?

Better efficiency

Supports faster and high density traffic

Lower capital, operating and renewal costs


24-July-2014 12

Booster Transformer System

BOOSTER TRANSFORMER

FEEDERSTATION

RETURN CONDUCTOR

CONTACT WIRE

RAIL


24-July-2014 13

Booster Transformer System


24-July-2014 14

Autotransformer System

AUTOTRANSFORMER

FEEDERSTATION

CONTACT WIRE

RAIL

AUXILIARY FEEDER

2 I

I

I

0.5 I

0.5 I

I

0.5 I

I0.5 I

0.5 I

0.5 I

1.5 I


24-July-2014 15

Autotransformer System


24-July-2014 16

AT / BT Impedance ProfileM

P

T

S

C

T

S

C

F

S

T

S

C

M

P

T

S

C

T

S

C

A

T

F

S

/

F

S

T

S

C

M

P

T

S

C

T

S

C

F

S

M

P

T

S

C

T

S

C

M

P

A

T

S

A

T

S

A

T

S

S

A

T

S

A

T

S

A

T

S

A

T

S

A

T

S

S

A

T

S

A

T

S

A

T

S

M

P

A

T

S

0

2

4

6

8

10

12

-60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60Distance [km]

I

m

p

e

d

a

n

c

e

[

o

h

m

s

]


24-July-2014 17

Challenge 2


24-July-2014 18

Energy Risk

Supply shortage leading to BrownoutsElectricity price rise


24-July-2014 19

Enablers

Largest single consumer of electricity in UK

Asset portfolio comparable to DNO

Opportunities in new technology and utilisation of our networks


24-July-2014 20

System Design


24-July-2014 21

Traction Power Modelling

Assessment of the impact of future services on existing and proposed infrastructure

Propose and analyse electrification enhancements

Strategic view


24-July-2014 22

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


24-July-2014 23

Example Compliance Outputs From Western Route Traction Power System Strategy


24-July-2014 24

Didcot GSP Feeding Area- Simplified to support slides which follow


24-July-2014 25

Demand Analysis Didcot Morning Peak - GSP transformer naturally cooled ONAN rating 80 MVA

Transformer utilisation compliant.

Analysis supports capacity headroom definition.


24-July-2014 26

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.


24-July-2014 27

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.


24-July-2014 28

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.


24-July-2014 29

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.


24-July-2014 30

Energy Loss - Portion of active power provided by GSP not transferred to train pantographs

Supports whole life cost assessment of system.


24-July-2014 31

Electromagnetic Induction


24-July-2014 32

Return Screen Conductor


24-July-2014 33

Challenge 3


24-July-2014 34

Technical Complexity Whilst Delivering Efficiencies

Distributed demand and power generation that is constantly moving around network

Modelling is detailed and takes time


24-July-2014 35

Enablers

Need tools that well suited to future planning and option analysis

Traction Power Supply Strategies

Technological innovation


24-July-2014 36

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.


24-July-2014 37

Integrated Protection & Control (IPC)

Intelligent Electronic Device (IED) A typical device is shown which uses a microprocessor to perform protection and control functions .

IEC 61850A standard architecture for communication networks and systems in substations.

Rugged Ethernet Switch A typical device (harden for use within a railway substation environment) is shown which directs Ethernet network traffic.

Communication

Marshalling

Hardware


24-July-2014 38

IPC Development Suite


24-July-2014 39

Summary

1. Biggest rail electrification programme for a generation

2. Challenges ahead

3. Exciting opportunities to make a difference in system design

02 oliver nenadovic

Documents