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 Britains 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

AUTOTRANSFORMER

1.5 I

0.5 I

CONTACT WIRE

2I

0.5 I

0.5 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

10

MPTSC
ATS

ATS

SATS

FS

ATS

ATS

ATFS / FS

-10

FS

ATS

ATS

MPATS

TSC

TSC

MPTSC
TSC

TSC

MPTSC
TSC
SATS

ATS

ATS

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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Energy Risk
Supply shortage leading to Brownouts
Electricity price rise

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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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Railway Electrification Programme - The System Design Challenge

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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Railway Electrification Programme - The System Design Challenge

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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Railway Electrification Programme - The System Design Challenge

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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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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