RTSA SA CHAPTER NEWSLETTER SA... · 2020-03-09 · RTSA SA CHAPTER NEWSLETTER July 2016 EDITION We...

RTSA SA CHAPTER NEWSLETTER

July 2016 EDITION

We have been lucky in recent weeks to have had the opportunity to attend presentations in

Adelaide from two international eminent speakers. Adrian Shooter CBE presented on 25 th May

on the current state of privatisation of the railways in the UK. He outlined the history of

privatisation from the late 1980’s through to the present day, including problems with the

privatised track owner leading to the track infrastructure being brought back under public control

with Network Rail. Adrian also described the formation of Chiltern Railways which ran an

alternative route from London to Birmingham under his management. An interesting aspect was

the purchase and refurbishment of ex-London Underground carriages and their transformation

into diesel powered units for inter-city use. Adrian proudly advised that the motor packs could

be removed from the train in four minutes by a trained maintenance crew!

On 2nd June we were able to attend a presentation by Dr Roman Kovalev on Computer

Simulation of Railway Vehicle Dynamics. Dr Kovalev is Deputy Director of Computational

Mechanics Ltd in Bryansk, Russia. The presentation included some very impressive vehicle

dynamic simulations together with analysis of wheel-rail interface loads and stresses. It was

pleasing to note that his simulation tool will now be supported in Australia by Monash University

Institute of Railway Technology, so it will be available to Australian engineers.

On the 7th July, we have a very interesting speaker, Dr Anjum Naweed, on the topic of level

crossing user behaviour. I have had a preview of the content, as the work was sponsored by

ARTC, and you will find it hard to believe how cars, cyclists and pedestrians behave.

Looking further forward to 1st September, we have a double billing with speakers on design of

level crossing safety and also a recent accident investigation. Further details will follow as we get

closer to that event.

Please mark your diaries for these upcoming events, so that you can extract the maximum

possible interest and networking from your technical society.

Note: End of last year presentation slides and references by Simeon Cox has been included in

this newsletter.

RTSA TECHNICAL PRESENTATION

Unsafe Behaviour at Active Level Crossing

VENUE: Engineers Australia, Level 11, 108, King William Street, Adelaide 5000

DATE:

Thursday 7th July 2016

TIME:

5.30pm for 6.00pm start

LIGHT REFRESHMENTS WILL

BE PROVIDED FOLLOWING

THE PRESENTATION

RTSA Member, Society Member

& Student Member - Free

Non-Member Rate: $30.00

RSVP:

[email protected]

Maximum CPD Hours: 1 hour(s)

www.rtsa.com.au

WORDS FROM THE CHAIR – PHILLIP CAMPBELL

http://www.rtsa.com.au/

RTSA SA CHAPTER NEWSLETTER – JULY 2016 EDITION

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The Line

2

Walthamstow Central

Blackhorse Road

Tottenham Hale

Seven Sisters

Finsbury Park

Highbury & Islington

King's Cross St. Pancras

Euston

Warren Street

Oxford Circus

Green Park

Victoria

Pimlico

Vauxhall

Stockwell

Brixton

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Victoria line

3

The spoil from the tunnel excavations was used to raise the level of the whole

depot by 2 – 3 meters as it was envisaged a large tidal surge on the Thames could

flow up the river Lee and potentially flood the network. Obviously prior to the

construction of the Thames flood barrier.

The Victoria line is used by 200 million passengers each year, making it the sixth

most heavily used line on the network in absolute figures, but in terms of the

average number of journeys per mile it is by far the most intensively used line.

The Victoria line is a deep tube 21 km

long with the entire track underground the

only exception is the maintenance facility

at Northumberland Park Depot.

Pictured the last 67 stock train at Holborn

mid 2011 on the farewell tour.

This was the first fully automatic train to

operate on the Underground

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Northumberland Park Depot

4

Mass Transit Tube Train Delivered by Bombardier at

London Underground May 2016 Presentation

Carl Parr, Electrical Engineer, Bombardier

Carl Parr is an electrical engineer employed by Bombardier

Transportation in Adelaide to facilitate the ongoing operation

of the 3000 fleet and introduction and operation of the 4000

class EMU. Prior to working in Australia Carl worked in

London introducing the 09 stock tube trains for London

Underground. This was a medium sized fleet of 376 railcars

that were introduced servicing the needs of the commuters.

Prior to this as part of his 26 year career in the rail industry,

Carl worked on a number of diesel, electric rail projects which

included the Euro shuttle and class 92 locomotives which

operate through the channel tunnel between the south of

England and northern France.

Presentation key areas:

Pre series train & delivery

Concept Design VS. Production

Cabin layout

Passenger accommodation

Network operation

Reliability

Traction Control Modes (TCM)

Braking System

Motor Converter Module (MCM)

Auxiliary Support Mode (ASM)

Propulsion

Auxiliary Converter Module (ACM)

Split bogie frame

Traction motor


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Pre-series

5

Due to the criticality of the train

working successfully from

introduction.

2 pre-series trains were built to

facilitate testing of all the major

systems including propulsion,

brakes, comms, ATO within

Engineering hours at night.

T1 was fitted out with 50% of the

interior to permit acoustic testing.

This train never entered

passenger service but was later

used by the bomb squad for

testing.

T2 did enter passenger service

after a modification program

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Delivery

6

As there is no rail connection to

the main line. All the railcars were

delivered by road.

A temporary ramp was built each

time and the railcar was lowered

using a winch.

To prevent a runaway a class 67

stock was used as a block

between the delivery line and the

tunnel entrance.

Fortunately we didn’t have any

issues.

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Concept Design V Production

7

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Overview 1

8

Bodies: Aluminium extrusions welded and huckbolted

Bogies: BTUK Flexible frame.

Traction System: Bombardier 3 phase AC, 75% motored. 24 motors, each

rated at 75KW with Regenerative and Rheostatic braking.

Compressors: Knorr-Bremse VV120T oil free reciprocating – 3 Phase AC

Motor.

Brakes: Knorr-Bremse EP2002 with PEC7 actuators.

ATO: Westinghouse DTG-R (Distance to go - radio).

ATP: Radio transmission based system, Westinghouse, DTG-R.

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Overview 2

9

Supplies: 110V dc control system with 102V 200Ah DC battery on the B cars.

Ventilation: Saloon forced ventilation - Dust

Dedicated cab air conditioning (Split unit)

LED destination display with separate train number display

CCTV: OPO TTCCTV displayed on 2 monitors in cab via UHF leaky feeder.

Saloon CCTV system viewable in cab when stationary and recorded digitally.

Doors: Six electrically operated sliding doors per side, externally hung with

sensitive edge passenger detection

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Overview 3

10

Track gauge: 1435mm

Current system: 630v dc 3rd and 4th rail, shoe gear fitted to A and D cars

A : Driving Motor car (DM)

B : Trailer car (T)

C : Non Driving Motor car (NDM)

D : Uncoupling Non Driving Motor car (UNDM)

Formation per train (8): A – B – C – D + D1 – C – B – A1

Number of trains: 47 eight car units.

Operation: One Person Operated (OPO)

Automatic Train Operation (ATO)

Manual Driving (Protected Manual or Restricted Manual)


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Formation

118 car train formulated by 2 x 4 car mirrored units

D cars have disabled areas to coincide with platform ramps

75% driven axles B car utilised for the auxiliary (ACM) equipment & battery charging

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Cab Layout - Concept

12 Dual equipment – OPO system platform CCTV displayed on screens

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Cab Layout - Actual

13

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Back wall - Concept

14

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Cab Back Wall - Actual

15

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Weight

16

All combinations of cars could be lifted including all 8.


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Passenger Accommodation

17

Please note that standing capacity figures exclude seating capacity

Seating capacity: (Number of full seats per train) 252

Wheelchair spaces/ additional tip up seats 4/12

Maximum observed standing capacity (5 customers per m2) 734

Maximum full load standing capacity (6 customers per m2) 876

Theoretical crush standing capacity (7 customers per m2) 1028

Theoretical design crush standing 1174

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Interior

18Lino covered with gloss seal which is renewed once a year

Significant level of control equipment is house under the seats

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Doors

19 First LU train to have the system

• First LU train to have this system

• The ‘09 stock trains have a Sensitive Edge which can detect if an object is being dragged along the platform once the train starts to move – which will trigger an immediate emergency brake application

• However, the current design is also spuriously triggering when objects inside the

saloon become trapped.

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Network Operation

20

During peak times at central stations delays greater than 6 minutes may result

in temporary station closures.

Contractual penalties were set at all delays greater than 1.59 seconds

Maximum line speed 80 kmh.

At peak times 2 driver’s are employed to reduce the turn around reducing

terminus dwell time.

Trains run every 105 seconds during peak periods

The new signalling system (Distance to Go) allowed a revised timetable to be

introduced February 2013, allowing up to 33 trains per hour instead of 27.

This in combination with the new, faster trains will increase the line's capacity

overall by 21%, equivalent to an extra 10,000 passengers per hour

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Reliability – LU report extract

21

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Traction Control Modes

22

Traction mode is selected via the Master Control Switch (MCS).

In RESTRICTED MANUAL the train speed is restricted to a maximum of 16km/h. If this speed

is exceeded the emergency brake will be applied.

In PROTECTED MANUAL The Train Operator can drive the train up to the maximum line

speed manually by using the TBC. Train speed is governed by the ATP.

In AUTOMATIC mode the train is driven fully automatically controlled by the ATO/ATP system.


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Power / Brake Control

23 Dynamic achieved is subtracted from the brake demand then friction applied – T car friction only

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Distributed Braking System

24

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Traction System Basics

25 4 cars shown further 4 cars are a mirror

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26

Key components of the Motor Converter Module (MCM)

The key components of the MCM include

:

• Charging circuit

• Two separation contactors

• Two filter inductors

• Current transducer (DC link input)

• Voltage sensor (DC link input)

• Two Discharging resistors

• Charging resistor

• Two filter capacitors (part of DC link)

• Two EMC capacitors

• Voltage indication unit

• Two brake chopper phases

• Three inverter phases

• IGBT and Gate Drive Units

• Two current transducers (output

phase)

• Power supply unit

• DCU/M

• Cos Phi relay

• External fan

• Internal fan

• Temperature Sensors

• Gearbox Speed Probes

NOTE: The B car does not have an MCM

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Motor Converter Module (MCM)

27

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The MCMs enter ASM while any A car is motoring or coasting within a gap.

ASM utilises the energy generated by the motor, (being unable to use full regeneration

mode due to gapping), to control the ACM DC link to 530V.

During the ASM the MCM goes into reduced regeneration mode to maintain the ACM DC

link with just enough power so it can remain in operation and is limited to a maximum of 3

seconds in duration.

ASM is speed dependent it is only enabled at speeds above 18 km/h, and is controlled by

the VCU

28


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Propulsion – PP Box – MCM

32

• Drive Principles.

Torque

Speed

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33

The control of the ac induction motor drive in traction application is achieved in 3 stages

i) Constant torque mode : The torque developed by a motor is proportional to the product of the

magnetic flux in the air gap, and the rotor current. The applied voltage is proportional to the

synchronous frequency and the magnetic flux in the air gap. To keep the magnetic flux constant,

therefore, the applied voltage to the traction motor is to be made proportional to the synchronous speed.

The rotor current depends upon the slip frequency of the rotor. By keeping this constant, the rotor

current is also kept constant. This is possible till the voltage is increased to the rated terminal voltage of

the traction motor. Thus in this mode the control is achieved by increasing the voltage and frequency

uniformly with respect to the actual speed of the rotation of the rotor and the required slip frequency.

ii) Constant power mode : In this mode the voltage is already reached to the rated voltage. By

increasing the frequency, the magnetic flux in the air gap is reduced proportionately. Thus the motor is

made to give constant power output till the maximum service speed is reached.

iii) Balancing speed stage : Once the maximum pre-determined speed is achieved, the same power

output from the traction motor may not be required and the output is to be matched to meet the

resistance of the train for running at the balancing speed. This is achieved by suitably reducing the

terminal voltage of the traction motor.

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34

Auxiliary Converter Module (ACM)

The Auxiliary Converter Module (ACM) converts the 630V DC supply voltage into 3-Phase 400V AC voltage and 110V DC (Nominal) voltage for the various on-board consumers:

V

TR

L1

L2

Bridge

Rectifier

B

A

T

T

E

R

Y

Main

Transform

er

3 Phase

Transformer

• Fans for Cooling and Ventilation

• Air Conditioning Units• Compressors• Lighting• On-board Computer Systems• Safety Equipment• Battery Charging.

3 Phase Transformer Delta / Delta / Star

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Auxiliary Support Mode

29

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DC Link

The ‘DC link’ is part of the power circuit of the MCM. This is the electrical section after the

‘input filter inductors’ and before the ‘3 phase inverter’. The components within this section

are often referred to as the ‘DC Link’

30DC link acts as a store of energy and filter

Under normal operating conditions the brake chopper works in conjunction with the brake resistor are used to discharge the DC Link.

During regenerative braking if the DC Link voltage exceeds the regenerative voltage limit (790V currently) then the brake choppers are activated to reduce it to acceptable limits.

A failure of the brake chopper circuitry causes a Protective Shutdown of the MCM.

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31

• MCM provides 3 phase Variable Voltage Variable Frequency Drive.

• Converts the DC voltage from the MCM to a 3-phase AC voltage with variable frequency and amplitude.

• Drives or brakes the traction motors.

• During dynamic braking, power through the inverter is reversed and energy is converted from 3-phase AC voltage to DC voltage.

DC +

DC -

630 V

M

S2 D2

S3 D3

S4 D4 S6 D6

S1 D1 S5 D5 U

V

W


PRESENTATION PHOTO – Adrian Shooter, British Railway Executive International Speaker


NOVEMBER 2015 PRESENTATION BY SIMEON COX – ADELAIDE ETCS LEVEL 1 – A

SUCCESS STORY BUILT OF MANY CHALLENGES

+

Adelaide ETCS Level 1

A success story built of many

challenges

+Adelaide ETCS Level 1

Some history – local and further afield

Network implementation strategy

Adaptation to suit the AMPRN – ATP Principles

Assurance

Seaford / Tonsley line implementation

Belair line implementation

Class 4000 fitment

Class 3000 fitment

+Some history – local and further

afield

ETCS – conceptualised in the 90’s, implemented in the 00’s

Economies of scale, multiple suppliers – very attractive to

railways everywhere – not just Europe.

Level 1 trialled in NSW in 2005/2006 on Blue Mountains line

Levels 1 and 2 ‘flirted with’ by most states since.

SA State Government proposed fitment in 2011

Contract let with Siemens (formally Invensys) in Nov 2012

+Network Implementation Strategy

Different philosophy to mainland Europe – beginning from a

‘generally safe’ starting point.

Business case based on incremental safety improvement and

potential for performance enhancement.

Implementation must be based upon obtaining greatest

value.

Implementation in parallel with CBI resignalling provides

greatest value:

Capital cost

Opportunities for integration


Seaford line

Integrated with modular signalling

Uses Ethernet serial interface between LEU and interlocking

Facilitates a number of potential enhancements / migration

strategies

Belair Line

No plans for resignalling – No electrification

New Westlock central interlocking

SSI field equipment can be life extended > 20 years

LEUs use ‘parallel’ interface to read actual signal aspects


Gawler Line

To be implemented with resignalling to facilitate electrification

Will use an integrated solution to maximise benefits

Outer Harbor

?

Integrated Transport Plan describes Port Link tram conversion

Will not be implemented as an overlay on existing signalling


DATE AND TIME ACTIVITY LOCATION

Thursday 4th FEBRUARY 2016

5:30 PM Site Visit National Rail

Museum, Port Adelaide

National Rail Museum

Lipson Street

Port Adelaide

Thursday 25th FEBRUARY 2016

5.30 PM

Overview of the Office of National Rail Safety

Regulator

Engineers Australia, Level 11, 108, King William

Street, Adelaide 5000

Thursday 7th APRIL 2016

5.45PM

Level Crossing Removal – Recent

Victorian Experience

Hilton Hotel, 264 South Road, Hilton SA

(Corner of Sir Donald Bradman Drive)

16-18 May 2016

Conference on Railway Excellence

www.core2016.org

Melbourne Convention and Exhibition Centre

1 Convention Centre South Wharf, Victoria

Wednesday 25th MAY 2016 5.30PM

Lessons from the Privatization of UK

Railways



Thursday 2nd JUNE 2016 5.45PM Computer Simulation of

Railway Dynamics



Thursday 7th JULY 2016 5:30PM Level Crossing Human

Behaviour Study Engineers Australia, Level 11, 108, King William


Thursday 4th AUGUST 2016 6:00PM Presentation on Rolling

Stock Topic (TBC)



Thursday 1st SEPTEMBER 2016 5:45PM

Level Crossings – When is enough,

enough ?



Thursday 6th OCTOBER 2016 5:45PM Torrens to Torrens

project



Thursday 3rd NOVEMBER 2016 6:00PM

TBA Engineers Australia, Level 11, 108, King William


Thursday 24th NOVEMBER 2016

6:00PM

RTSA SA Division AGM

The Caledonian Hotel, O’ Connell Street, North

Adelaide

2016 RTSA Meetings will be on the FIRST THURSDAY of each month from February to December. Any changes will

be advised in the Newsletter, or if a last minute affair then by special notice. Presentations in black are confirmed

those in red are provisional at this time of publication. Any reader with suggestions for a presentation that is topical

and relates to the overall objectives of RTSA should contact Barry Aw (see last page for contact details).

2016 RTSA MEETINGS AND EVENTS

http://www.core2016.org/


The SA Chapter Committee for 2016 comprises:

OFFICE HOLDERS POSITION EMAIL

Phillip Campbell Chair [email protected]

Gary Sharpe Secretary [email protected]

Barry Aw Treasurer [email protected]

Kuldeep Zala Committee member [email protected]

David Ogucha Committee member [email protected]

Mark Jordan Committee member [email protected]

Vacant Committee member TBA

For matters directly related to the running of RTSA please contact the appropriate office holder as listed

above. For general matters or membership enquiries you should contact:

RTSA SA Chapter, Engineers Australia, Level 11, 108, King William Street, Adelaide, SA, 5000

The easiest way to submit contributions for the Newsletter is by e-mail to the Editor

[email protected] or alternatively to [email protected].

Engineers Australia members are reminded that attendance at RTSA technical meetings and events contributes towards CPD requirements. Each RTSA technical meeting generally has a value of 1 CPD point.

ED FRIENDS ARE MOST WELCOME TO

RTSA CONTACT AND SOCIETY DETAILS

This Newsletter is published by the SA Chapter of RTSA. Opinions do not necessarily reflect those of the Institution, Society, Chapter or Editor.

Items from this Newsletter may be reproduced provided they are appropriately acknowledged to

the RTSA SA Chapter Newsletter.

mailto:[email protected]

mailto:[email protected]

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