Abstract. List of major symbols TS - DC traction rectifier substation TSC -traction sectioning cabin FL -fault level.

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1 CAD of transit high speed electrified railway lines in Poland L. Mierzejewski & A. Szelag Institute of Electrical Machines, Warsaw University of Technology, PL Politechniki 1, 00-1 Warsaw, Poland Abstract The integration of Europe requires an efficient railway transport system which means electrified railways. As different traction systems are used in European countries (DC 1500 and 3000V, AC 15 kv 1 /3Hz, 25kV 50Hz) multisystem locomotives are constructed to be used on high speed trans- European lines. Due to the plans to build new high speed EUROCITY transit railway lines in Poland some study works have been undertaken to assess the readability of supplying multisystem high power high speed locomo tives by the functioning supply DC electric traction system on exis ting railway lines. These lines have been used for mixed freight and passenger (long-distance and local) traffic, but the heavy densed time-table of high speed trains creates new energy demands for which the capacity of the supply system ought to be thoroughly investigated. The analysis of the electrified route has been carried out with objectives including an examination of specific methods for increasing its capacity without a large capital expenditure. To conduct the study specialized CAD methods and simulation models were used. List of major symbols TS - DC traction rectifier substation TSC -traction sectioning cabin FL -fault level 1 Introduction Due to Poland's central position in Europe and the era of transformation in East Europe, Polish National Railway (PKP) faces the requirements of

2 472 Railway Operations modernizing the main part of their railway network and building new lines. Closer links between the east and western parts of Europe require an efficient means of transport, i.e. high speed electrified railways. The main interest is oriented to the W-E transit route E-20 (Paris-Berlin-Warsaw-Moscow) (Fig.l). The route includes the double track PKP (Polish National Rail) line between the German-Polish border (Slubice) and Warsaw (472 km) and from Warsaw to Polish-White Russian border (Terespol) (214 km). The task of modernizing the line has been divided into two stages. In the first stage the existing railway line E-20 is to be improved for the rolling stock with a maximum speed of 10km/h. This is to be done by a reinforce - Figure 1: High speed railway Paris-Berlin-Warsaw-Moscow ment of the track construction and geometry, traffic control and signalling and 3 kv DC energy supply system by 1997 (Slubice-Warsaw) and 2000 (Warsaw-Terespol). In the second stage ( ) the construction of a new railway line parallel to E-20 with a maximum allowed speed over 300 km/h, and the new AC 25 kv supply system is being taken into account. The paper presents the supply system characteristics of the E-20 line (Slubice-Warsaw part) at the first stage of modernization. 2 Traffic conditions The currently functioning E-20 line needs to accommodate mixed traffic, varying from: freight trains (actual maximum speed 80km/h), the mass of which in future ought not to exceed 2200t in order to reach the maximum speed lookm/h or combined express freight trains with speeds up to km/h with 4.1 MW locomotive with DC motors and rheostatic control,

3 Railway Operations 473 suburban articulated trains, 2 MW drive with rheostatic control, passenger trains with 2 MW locomotives with DC motors with the maximum speed 120km/h. When trains with speeds up to 10 km/h are put into service, the 5. MW a.c. drive locomotives are to be used. The two-hour peak period time-table assumed as a basis for analysis of the operation of the E-20 railway line has been divided into four alternative designs according to the estimated volume of traffic 2000, 2005, 2010 and 2015: Table 1 Volume of traffic year Tl pairs of trains during two peak hours T2 T3 T4 T * ** g *** Tl - fourteen-coach passenger train, maximum speed 10km/h T2 - fourteen/eight-coach passenger train, maximum speed 125km/h, T3 - suburban articulated train, maximum speed HOkm/h, T4 - freight train, maximum speed: * - lookm/h; ** -HOkm/h, ***-140km/h T5 - fourteen-coach passenger train, maximum speed -125km/h The limited number of freight trains during peak hours results from the limited traffic capacity of the E-20 line and the significant differences in running speed between the passenger and freight trains. 3 Supply system The functioning railway line Slubice-Warsaw was gradually electri fied in the 3 kv DC system gradually between the late fifties and the early eighties. The power for the traction DC substations (TS)is sup plied from the ESB 15 kv or 30kV distribution system, mainly by power overhead lines length of 0.2 to 10 km (average 1- km) (Fig.2). The TS are supplied by duplicated feeders from various ESB bulk feed points. Each of AC feeder lines is capable of carrying the full traction load at the substation in the event of an outage. Typical fault levels at AC busbars of the substations are 0 to 200 MVA and fault levels at the point of common conne- ction to the ESB system are 100

4 474 Railway Operations TS TSn Tr - 'old' 3 kv traction substation - 'new' 3 kv traction substation - transformer at point of common coupling AC - cable lines from 'old' to 'new' TSs (c. alternative design), existing power utility network planned power utility network Figure 2: Scheme of the Slubice-Warsaw line supply system. to 300 MVA. Two MW six-pulse transformer-diode rectifier units are installed at each substation. The units are specified according to IEC 14 with 50% overload capacity for two hours and 200% overload capacity for one minute. The eighteen line and four nodal substations deliver power via double end fed sections with traction sectioning cabins (TSC). The distance between substations varies between 9 to 27 km, with an average 22.5 km (Fig. 2).The overhead copper cate nary is composed of two contact wires and a messenger wire with a cross-section 270 to 320 mm. As it has been observed from technical studies, the functioning supply system is weak and doesn't ensure meeting the requirements of power delivery to high power high speed trains. The infeed AC lines are long and

5 Railway Operations 475 the fault level is too low to maintain the nominal voltage in the contact line under peak hours traffic and a significant unbalance of load between substations may be observed. With high speed trains the critical factor for energy supply is to find suitable connections to 'strong' nodes of ESB and comply with the power utility distribution standards (to keep a low level of harmonic distortion and voltage flickers in the AC network). All these facts creates necessity to reinforce the supply system at the early stage of introducing fast traffic on the line. Modernization of the supply system of the E-20 line has started and is being carried out according to the technical documentation prepared by the Central Research and Development Board of Railway Construction in Warsaw, Poland. A specialized simulation package TTAD has been used to analyze the operation of the line for different volume of traffic and different schemes of the supply system [4,5]. According to the schedule of putting fast speed traffic into service on the E-20 the modernization has been divided into several stages. This approach will allow the cost of the work to be spread out and each subsequent stage will be a continuation of the previous ones. Five schemes of the supplying system have been taken into account during the feasibility study analysis to meet the requirements of the power delivery for the perspective volume of traffic, as described in p.2: a.) the functioning supply system (the base of reinforcement), b.) the improved system a.) by installing new TSs in the place of traction sectioning cabins (TSCs), which give a total number of 38 TS, new TSs are to be fed by cable feeders from AC busbars of neighboring old TSs, c.) as in b.), but the every new TS is fed independently from 15 or 30 kv network, d.) all 38 TSs, are fed by existing 110 kv AC network, with a pair of new types twelve-pulse 5 MW rectifier units with straight voltage transformation 110 kv/3kv installed at every TS, e.) all 38 substations are fed by the especially built new 110 kv network. Only those technical aspects of the different schemes of reinforcement of the supply system without economic analysis have been taken into account in the paper. It can be stated, however, that the capital expenditure at the next stage of modernization from b.) to e.) is increasing rapidly. The estimated ratio of capital expenditure for the stages of the project (b.- alternative assumed as 100) b:c:d:e is as 100:10:280:30. The traction loads on fast traffic lines lie at the economic and technical limit of the practical capacity of the 3 k V DC traction system. A change of the system (from 3 kv DC to 25 kv AC) on the functioning route is not economically or technically justified in the conditions of PKP. As a result the alternative designs are to be thoroughly investigated in order to maintain the balance between the cost of the project and the obtained capacity of the supply system, which should meet the trains' power demands. Currently, for

6 47 Railway Operations the rolling stock with DC motors, 2100V is the minimum permitted voltage level in the contact line. For the new high speed multisystem locomotives, the voltage at the pantograph when supplied by 3 kv is assumed to be much higher. This creates new requirements for the feeding system. The fault level (FL) at AC busbars of traction substation is one of the parameters which has a great influence on the power delivery conditions. In variant b.) FL of 'old' TSs is in the range of MVA, when the FL of 'new' TSs is between MVA. So this is not a proper solution, which provides an equivalent resistance of the TS 'seen' from the DC busbars of TS for 'old' TSs ohms and ohms for 'new' TSs. In c.), when some modernization of the AC power delivery network is to be carried out, FL is greater when compared with b.) and reaches the value of MVA. The equivalent Number of substation Figure 3: Maximum instantanous power of substations for the c.) alternative design in 2000 and resistance of the TS as a source of DC energy varies in the range ohms. In the alternative designs d.) and e.) FL at 110 kv is much higher than at 15 or 30 kv and varies between MVA, when equivalent resistances of TS are in the range ohms. And just d.) and e.) are the only solutions which ensure the proper conditions of energy supply to the trains and the low level of harmonic distortion in ESB for the perspective traction loads in Exemplary results of maximum instantaneous power demands of TSs obtained from simulation of TSs loads in 2000 and 2005 for c.) alternative design is presented in Figure 3.

7 Railway Operations Simulation software A specialized multi-train simulation package TTAD was worked out by the Electric Traction Group at the Institute of Electrical Machines, Warsaw University of Technology for purposes of CAD of electrified railway lines [4,5]. Its main feature is simultaneous carrying calculations of trains according to the time-table and the supply network taking into account the influence of voltage in the contact line on locomotives' characteristics. The interaction between the trains and feeding system is especially important in the case of high-speed high power locomotives. The delays in one train's running may cause large disturbances in the schedule of the whole line and the traffic capacity. The fact that in the 3 kv DC traction system, distances between TSs are rather small, the alternation in the time-table has a great influence on TS load and the power demand from the power utility system. The mathematical model of the electrified railway line used in the software is composed of a set of nonlinear differential and algebraic equations, created according to the electrical network scheme, types of locomotives, profile of the track and the time-table.. The program has been written in 1200 m o D i Jj fv ' * ' *"f { >' 1,,' rf! * is L! 't hu i ^ ', r * N ' (U im'ssiv j!!%jj;'s Tjt i, Iji *'^ (' ita' i. *: ' 'I! ft; i i ', 1 id 1* s ' i'. b' ' ' a W M J li Uk uj * JO Time [s] Figure 4: Instantanous load of a DC of simulation. substation - results FORTRAN and implemented on PC compatible microcomputers. TTAD has been widely used for CAD purposes and verified with measurements on functioning electrified railways.the examplary results of a simulation of a load of a DC substation is shown in Figure 4.

8 478 Railway Operations 5 Conclusions Existing electrified main railway lines in Poland on transit routes are to be reconstructed to meet the demands of high-speed EUROCITY links.the existing power supply system of PKP railway was not designed for high-power loads. It is known from experience of other railways (eg. Italian [1]), that the fast railway links are available even when supplied by the 3 kv DC system. CAD methods and simulation studies with the electrified railway simulator TTAD have been undertaken to discover an alternative design for a reinforcement of the DC supply system and AC network for the planned traffic volume in 2000, 2005, 2010 and The modernization is to ensure the optimum reliability and availability of the energy supply from DC and AC networks to trains, taking into account the capacity of the power utility system. Reference 1. Capasso A., Prudenzi A., Morelli V.&Lamedica R.- Harmonic distortion caused by DC electrified railway system. Proceedings of ICHPSIV, X, 1990, Budapest, Hungary, p Chan S., Rambukwella W. & Mellitt B. Whole system simulation for A.C. railways. Proceedings of IEE Conference Main Line Railway Elecf/#(mb,;, York, UK, Hill R,J. Simulation of AC and DC rail traction network using parallel computers. Railway Engineering International, 1990,2. 4. Mierzejewski L. & Szelag A. Mathematical model of DC electric traction system, (in Polish). Archiwum Elektrotechniki, 1984,1/2. 5. Szelag A. Analysis and computer aided modelling and simulation of DC electric traction. System Science, 1992,vol.l8, No4, Venard Ch. & Izabel P. Modellization of DC traction power supply system. Revue Generate Des Chemins de Per. 1988,,45-50.

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