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Relevant bibliographies by topics / Rail electrification

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Academic literature on the topic 'Rail electrification'

Author: Grafiati

Published: 4 June 2021

Last updated: 12 February 2022

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Journal articles on the topic "Rail electrification"

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Allen, John G., and Gregory L. Newmark. "The Life and Death of North American Rail Freight Electrification." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 10 (April 10, 2018): 166–75. http://dx.doi.org/10.1177/0361198118768532.

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Although completely dieselized today aside from certain commuter and intercity passenger routes, U.S. railroads were world leaders in electrification in the early 20th century. The Pennsylvania Railroad and the Milwaukee Road had the most extensive electrifications, but several other railroads electrified largely for freight service. This paper explores the decisions to electrify freight railroads in the U.S., Canada, and Mexico (largely for short tunnels where steam locomotives were not practicable, mountain grades, and busy traffic districts), and why electrifications were discontinued (underpowered installations, aging electric infrastructure, and changes in ownership that made electrification geographically obsolete). Energy shortfalls and price spikes since the 1970s have provoked interest in electrification from freight railroads, but this interest has subsided whenever fuel prices decline. Although it is possible that environmental considerations may lead to electrification in some contexts, as long as fossil fuel prices remain low, electrification is unlikely to play a major role on North American railroads.

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Allen, John G. "Reasons for Commuter Rail Electrification: Early 20th Century and Since 2000." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 7 (April 17, 2019): 227–38. http://dx.doi.org/10.1177/0361198119840621.

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Commuter rail electrification is a complex, capital-intensive matter requiring careful study. Between 1905 and 1931, North American railroads inaugurated electrifications for commuter trains that survive today in New York; Philadelphia, Pennsylvania; Chicago, Illinois; and Montréal, Québec, Canada, as well as for intercity passenger trains between New Haven, Connecticut, and Washington, D.C. A renaissance in electrification is taking hold once more. Since 2000, three new-start electrifications have been placed in service: one for intercity passenger trains (between Boston, Massachusetts, and New Haven, Connecticut), and two others for commuter rail (in Mexico City, Mexico, and Denver, Colorado). Two more are proceeding forward (in Toronto, Ontario, Canada, and San Francisco, California). Despite the great changes caused throughout the railroad industry by the mid-20th century switch from steam to diesel, there is little change in the reasons for commuter railroad electrification in the two eras. Although the justification threshold is higher today than in the early 20th century, it has lowered somewhat as various considerations again converge in favor of electric traction. This is important, because electrification both requires and reinforces heavy ridership, and today’s resurgence of electrification is happening amid a sustained upswing in commuter rail ridership.

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Hobbs, I. "High speed power [rail electrification]." Power Engineer 21, no. 2 (2007): 32. http://dx.doi.org/10.1049/pe:20070204.

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Allen, John G. "Redesigning Main Lines for Commuter Rail Electrification." Transportation Research Record: Journal of the Transportation Research Board 2648, no. 1 (January 2017): 33–41. http://dx.doi.org/10.3141/2648-04.

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After decades of relative inactivity, interest in commuter rail electrification is growing. Long limited to already electrified systems in New York City; Philadelphia, Pennsylvania; Chicago, Illinois; and Montreal, Quebec, Canada, commuter rail electrification is increasingly being recognized as a way to increase speed and train throughput on busier properties. Several commuter railroads are planning or implementing new electrification, which presents challenges as well as opportunities. Installing overhead wires and support structures will make track alignments essentially final for the foreseeable future. Therefore, railroads should make any proposed changes to track layout and elevation before electrification. Other right-of-way considerations are also noted. As interest in commuter rail electrification grows, best practices from early 20th-century projects will be relevant for future installations. Between the 1900s and the 1930s, railroads electrifying their suburban and intercity passenger operations found ways to accommodate different types of trains, meet the needs of peak-period service, and keep different types of trains out of each other’s way, to the maximum extent possible. Alternatives for track arrangements are examined in the context of operating and right-of-way needs of the railroads implementing each configuration.

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Wilson, Roger. "Electrification of US opening rail bridges." Proceedings of the Institution of Civil Engineers - Civil Engineering 156, no. 2 (May 2003): 86–93. http://dx.doi.org/10.1680/cien.2003.156.2.86.

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Glickenstein, Harvey. "Freight Rail Electrification Extended [Transportation Systems]." IEEE Vehicular Technology Magazine 7, no. 3 (September 2012): 18–22. http://dx.doi.org/10.1109/mvt.2012.2203989.

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Streuling, Christoph, Johannes Pagenkopf, Moritz Schenker, and Kim Lakeit. "Techno-Economic Assessment of Battery Electric Trains and Recharging Infrastructure Alternatives Integrating Adjacent Renewable Energy Sources." Sustainability 13, no. 15 (July 23, 2021): 8234. http://dx.doi.org/10.3390/su13158234.

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Battery electric multiple units (BEMU) are an effective path towards a decarbonized regional rail transport on partly electrified rail lines. As a means of sector coupling, the BEMU recharging energy demand provided through overhead line islands can be covered from decentralized renewable energy sources (RES). Thus, fully carbon-free electricity for rail transport purposes can be obtained. In this study, we analyze cost reduction potentials of efficient recharging infrastructure positioning and the feasibility of covering BEMU energy demand by direct-use of locally produced renewable electricity. Therefore, we set up a model-based approach which assesses relevant lifecycle costs (LCC) of different trackside electrification alternatives comparing energy supply from local RES and grid consumption. The model-based approach is applied to the example of a German regional rail line. In the case of an overhead line island, the direct-use of electricity from adjacent wind power plants with on-site battery storage results in relevant LCC of EUR 173.4 M/30a, while grid consumption results in EUR 176.2 M/30a whereas full electrification results in EUR 224.5 M/30a. Depending on site-specific factors such as existing electrification and line lengths, BEMU operation and partial overhead line extension can lead to significant cost reductions of recharging infrastructure as compared to full electrification.

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Mun,Jin-Su and 김덕광. "Evaluation of the Benefits of Rail Electrification." Journal of Transport Research 17, no. 4 (December 2010): 13–25. http://dx.doi.org/10.34143/jtr.2010.17.4.13.

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You, Wei. "The Economics of Speed: The Electrification of the Streetcar System and the Decline of Mom-and-Pop Stores in Boston, 1885–1905." American Economic Journal: Applied Economics 13, no. 4 (October 1, 2021): 285–324. http://dx.doi.org/10.1257/app.20180795.

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Small firms dominated the American economy in the nineteenth century, and they still dominate in many developing economies today. This paper tests whether geographic market segmentation due to underdeveloped intracity transportation technology precludes the emergence of large retail/wholesale stores. I exploit the natural experiment of Boston’s rapid electrification from its previous horse-drawn streetcar system, which occurred between 1889 and 1896. Analyzing newly digitized data, I find that rail-connected locations experienced a sharp decline in the share of sole proprietorships among food retail/wholesale establishments after the electrification relative to off-rail locations. Changes in market access due to streetcar electrification can explain this effect. (JEL L25, L81, L92, N71, N91, R41)

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Walter, Stefan, and Martin Fellendorf. "Long-Term Upgrade Strategy for Light Rail and Regional Rail." Transportation Research Record: Journal of the Transportation Research Board 2534, no. 1 (January 2015): 38–47. http://dx.doi.org/10.3141/2534-06.

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Suburban light rail transit (LRT) and regional rail systems face similar challenges when it comes to upgrade perspectives. A particular planning process is required for upgrade measures apart from conventional alignment modifications. This study investigated the similarities between LRT and regional rail characteristics and developed a robust decision framework that linked demand modeling, timetable construction, and infrastructure design in an integrated approach. The study applied a three-stage planning process for a regional railway system in a midsized Austrian city. A multimodal travel demand model that included demographic changes over the next 2 decades was used. Travel demand was calculated with the current timetable and forecasted changes in regional planning. Within a sensitivity analysis, the impact of alternative timetables on modal shift was checked. A detailed analysis of these results was undertaken to optimize the best-ranked timetable model. Different infrastructure measures such as electrification, double-track sections, road grade crossings, station layout, and alignment changes were identified to match the optimal target timetable with fixed hub-to-hub travel times. Various stakeholders were involved in deciding the political objectives of modal shares, transit headways, and regional rail infrastructure. A well-defined planning process with fixed milestones led to a common agreement on a stepwise upgrade plan for the next 25 years. The proposed method can be applied to regional rail as well as LRT.

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Dissertations / Theses on the topic "Rail electrification"

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Cai, Yan. "A comprehensive electrical analysis of branched rail traction systems." Thesis, Brunel University, 1995. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.282736.

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Books on the topic "Rail electrification"

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McGeehan, Harry. A cost benefit analysis of the Howth/Bray (DART) rail electrification project. Dublin: Department of Civil, Structural and Environmental Engineering, Trinity College Dublin, 1992.

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Ziel, Ron. Electric heritage of the Long Island Rail Road, 1905-1975. Newton, NJ: Carstens Publications, 1986.

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Services, Canadian Pacific Consulting, Ontario. Transportation Technology and Energy Branch, Ontario Ministry of Transportation, and Toronto Area Transit Operating Authority (Ont.), eds. Commuter rail services electrification study. Downsview, Ont: Ontario, Ministry of Transportation, Transportation Technology and Energy Branch, 1992.

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National Research Council (U.S.). Transportation Research Board., ed. Rail passenger service, electrification, and training. Washington, D.C: Transportation Research Board, National Research Council, 1985.

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Book chapters on the topic "Rail electrification"

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Mahboob, Qamar. "Application of the Interface and Functional Failure Mode Effects and Criticality Analysis (IFF-MECA) for RAM and Safety Assessment of Rail Electrification." In Handbook of RAMS in Railway Systems, 487–502. Boca Raton : Taylor & Francis, CRC Press, 2018.: CRC Press, 2018. http://dx.doi.org/10.1201/b21983-27.

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Mahboob, Qamar. "Identification of Reliability Critical Items in Large and Complex Rail Electrical Networks." In Smart Grid as a Solution for Renewable and Efficient Energy, 226–48. IGI Global, 2016. http://dx.doi.org/10.4018/978-1-5225-0072-8.ch010.

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Rail electrification network, within the concept of smart grid, integrates various technologies and is operated in an environment where the behavior and failure modes of the system are difficult to model. It has been proven that modern electrical networks are rather complex, involving multi-dependencies between components (also called system variables) and uncertainties about these dependencies. Modeling and quantification of the reliability for a large system, which requires the handling of dependencies and uncertainties is a complex task, especially for the system where high availability is required. System design includes historical experiences and evidence; therefore, system correctly performs its intended functions. However, wrong method or system model for the purpose of reliability analysis can lead to over or underestimation of the system reliability. In this work, Hierarchical Bayesian Networks are applied to model and assess the reliability of a large and complex rail electrification network and the reliability critical items are identified.

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Alley, William M., and Rosemarie Alley. "Beyond Rain." In High and Dry. Yale University Press, 2017. http://dx.doi.org/10.12987/yale/9780300220384.003.0001.

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The chapter begins with looking at ways humans have dealt with drought—praying for rain, hiring a rainmaker, or hoping for the best. After World War II, the widespread availability of rural electrification, the deep turbine pump, and center pivot irrigation gave people the option of large-scale use of groundwater. This chapter provides an overview of how groundwater development has radically improved water and food security. The discussion then moves to the growing problems that have resulted from groundwater overuse in places such as the High Plains (Ogallala) Aquifer and the North China Plain. Recently, the GRACE (Gravity Recovery and Climate Experiment) satellites, which can provide precise estimates of changes in groundwater storage over very large areas, have helped draw attention to groundwater depletion around the world.

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Conference papers on the topic "Rail electrification"

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van der Meulen, Dave. "Heavy Haul Railway Electrification: Experiences and Prospects." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36151.

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The paper sets out to consolidate relevant learning from South Africa’s two electric heavy haul operations, and relate it to practices in two significant heavy hauling countries, the US as font of heavy haul, and China that has established a significant presence in heavy haul. In comparing the present dominant diesel heavy haul with electric heavy haul, it is evident that the latter can offer sustainability through open system interaction with its environment. However, electric heavy haul solutions are still divergent, contrary to what one would expect in a globalized industry. Reviewing prospects for consideration leads to a main conclusion that future heavy haul electrification should rest on an open system approach within a smart total energy management paradigm.

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Paterson, Scott, Craig Sheriff, and James Ferguson. "Metrolinx’s Toronto Electrification Project: Phase 1 — The Engineering Survey." In 2017 Joint Rail Conference. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/jrc2017-2319.

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Metrolinx, Toronto’s rail authority currently has 200 engineering projects underway with a value of $16 billion. One of the largest projects is a $4 billion Electrification Project for the Toronto commuter rail lines. In support of the engineering design of the project, in November of 2015 Tulloch Engineering was contracted to provide a complete engineering survey of six Metrolinx railway commuter corridors originating from Union Station in Toronto, Canada. Tulloch used a unique combination of mobile LiDAR, static LiDAR, and conventional infill ground survey to complete the project. LiDAR, which stands for Light Detection and Ranging, is a surveying method that measures distance to a target by illuminating that target with a laser light. Using LiDAR technology provided significant advantages to the Electrification Project over using convention ground survey techniques. Metrolinx is a Canadian crown corporation responsible for the Greater Toronto and Hamilton Area’s GO Transit rail and bus commuter system. GO Transit trains currently carry 190,000 commuters per day. Electrification of Metrolinx GO Transit rail commuter rail corridors requires the upgrading of infrastructure and providing a means of getting the electricity to the trains which includes new electrical substations, overhead power lines and new equipment. The electrification is part of the GO Regional Express Rail program, which will expand the capacity of the GO rail network to provide customers with faster, more frequent and more convenient service to and from dozens of stations in core sections of the GO rail network throughout the day, evenings and weekends. Electrification is planned for most of Metrolinx commuter rail corridors by 2022–2024. The engineering technical and program management consultant for the Electrification Project is Gannett Fleming. An initial requirement for Metrolinx Electrification project is an up to date engineering survey to enable the preliminary engineering design. Our survey project involves surveying approximately 170 miles of railway corridor for 6 GO Transit tracks originating from Union Station in downtown Toronto. Our mobile LiDAR survey system was mounted on a GO Transit hi-rail truck; with most of the surveying occurring at night due to the heavy train traffic and since LiDAR is an active sensor. Tulloch provided a unique hybrid surveying approach, using mobile LiDAR surveying to collect all the visible features in the corridor, followed by conventional ground surveys to fill in missing features obscured from the LiDAR system’s field of view and static LiDAR surveys for some of the bridges inaccessible with mobile LiDAR. This is the first time Metrolinx has contracted an engineering survey using these multiple survey technologies. This survey approach reduces delivery timelines, limits track disruptions, and greatly improves safety. A major advantage of mobile LiDAR surveying for the GO-Transit rail corridors is that collection can occur at night when train activity is low and in a fraction of the time it takes to survey using conventional ground crews. This enabled project schedules to be advanced, as base mapping was completed in about 60% of the normal time required for the engineering survey. Using mobile scanning on the tracks reduced safety risks associated with on track field surveys. In addition, the resultant LiDAR point cloud can be revisited in the office, and additional features and critical information picked up without having to send field crews back to do so. The homogeneous nature of the point cloud, combined with the conventional in-fill survey provides a rich, full feature data set that can be used at various stages in the engineering design process.

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James-Daniels, D. "Anticipating and Minimising risk on Major Rail Electrification Projects." In Railway Electrification Seminar. Institution of Engineering and Technology, 2015. http://dx.doi.org/10.1049/ic.2015.0122.

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Kneschke, Tristan, and Phonigi Mbika. "Determination of Traction Power Distribution System Impedances and Susceptances for AC Railroad Electrification Systems." In ASME/IEEE 2004 Joint Rail Conference. ASMEDC, 2004. http://dx.doi.org/10.1115/rtd2004-66011.

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Electrical characteristics of the traction electrification system, together with the train power demand, headway, and operating scenario, are the key factors in determining the overall system performance. A mathematical procedure for calculation of traction power distribution system line impedances and capacitances is developed using the Alternative Transient Program (ATP). The technique is applied to Direct Feed and Autotransformer Feed traction electrification systems and typical results for one-, two-, three-, and four-track railroads are presented. All self-and mutual impedance and capacitance components are included in the calculations.

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Boozarjomehri, E., E. Morrison, I. Roth, and G. Lovegrove. "Moving Away From Diesel and Towards All-Electric Locomotives in North America: Planning and Logistics of Ultra-Capacitor/Battery Technology." In 2012 Joint Rail Conference. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/jrc2012-74123.

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This paper analyzes alternatives to carbon-based fuels, including ‘clean’ electric locomotive technology. Electrification of the North American railway network leaves many questions to be researched, such as: sufficient power capacity, ‘clean’ sources, distribution costs, infrastructure costs, logistics issues, legislative barriers, and resulting changes to business practises. A comprehensive review of incentives, logistics, and barriers was done to shed some light on emerging research needs to fill knowledge gaps in time to sustain industry competitiveness, and to meet the demands of a more sustainable future for North American freight, commuter, and tourism rail. Given prohibitively high costs and logistics of rail electrification, North American researchers have started focusing on ultra-capacitors and batteries. Previous research suggests that a hybrid capacitor/battery equipped locomotive would work, all within the existing envelope of locomotive chassis, and with much lower infrastructure costs. The transition in NA would be faster, at a much lower cost, including high speed passenger rail. However, no one has yet done the necessary research to verify this hypothesis.

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Cook, Dave, Peter Eggleton, and Ian Stewart. "Concept Definition of a Zero Emissions Boost Locomotive for Regional Passenger Rail." In 2015 Joint Rail Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/jrc2015-5743.

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The advantages of rail electrification have been demonstrated worldwide, yielding reductions in energy costs, locomotive maintenance, polluting emissions and noise; but these benefits are compromised by the high capital costs of the overhead catenary infrastructure. Both the significant initial investment and loss of the operational flexibility, relative to conventional diesel-electric locomotive solutions, impede consideration of rail electrification in many applications. Described in this paper is a way to retain the best features of both dedicated electric and conventional diesel-electric for powering regional and commuter rail services characterized by frequent and energy-intensive stop and go operations. The innovation is a ‘Zero Emissions Boost Locomotive’ (ZEBL), a new type of locomotive “B” unit that is coupled in a ‘plug and play’ manner behind a conventional diesel-electric locomotive. The ZEBL is an all-electric motorized unit containing a power pack of batteries and ultracapacitors providing energy-capture, storage and regeneration to boost train acceleration. The ZEBL provides an open platform that allows future expansion to incorporate new energy storage technology and grid connectivity through wireless power transfer (WPT) during station stops. Simulations indicate that adding a ZEBL to an existing commuter train boosts acceleration reducing trip time and allowing much longer trains, while its energy regeneration features significantly reduce fuel consumption, diesel emissions and wear and tear on the consumable braking components.

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Jian, Li, and Mohsen Maaleky. "Theory and Practice of China's Railway Electrification in the “Belt and Road”." In First International Conference on Rail Transportation 2017. Reston, VA: American Society of Civil Engineers, 2018. http://dx.doi.org/10.1061/9780784481257.006.

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Loiero, Roberto, Federico Jorreto, Jorge Garzón, and Pablo Minayo. "An Analysis of the Grounding Strategy for Mixed AC/DC Areas." In 2019 Joint Rail Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/jrc2019-1232.

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The aim of this paper is to analyze mixed electrified areas where there is a mix of AC/DC electrification. The grounding strategy is different. DC electrification is designed to have the rail isolated from ground and AC usually has the rail and other metallic parts such as structures and OCS poles connected to ground. This approach in mixed areas provokes the corrosion of the elements directly connected to ground, namely structure foundations or metallic rods or even the rail. This mixed environment presents challenges both for safety and corrosion management. On one side it would be a good anticorrosion practice to limit the number of elements that are directly grounded and connect them all by an aerial ground wire. On the safety side it has to be ensured that the voltages in fault condition are compliant with the standards (namely EN 50122). The authors have developed a parametric analysis to understand the impact of different grounding scenarios such as variations of the grounding impedance, impact of the reduction of the grounding impedance of a single element (i.e. the impact of a connection to the grounding mesh of a station or substation), an analysis of the maximum distance between grounding elements along the alignment ensuring that the rail to ground voltages are compliant to EN 50122-1. The methodology proposed is based on the modelling of the line considering electrical elements such as the rail impedance, grounding impedance for different elements (substations, stations, OCS poles) rail to ground impedance and OCS wires characteristics. Once the electrical model is obtained, a parametric analysis for each of the scenarios is performed to determine the impact of a particular variation into the general model obtaining the results of the short circuit analysis along the line. Results of these analyses will be presented as well as the proposed next steps and conclusions.

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Fletcher, R., Zongyi Shao, and R. Seward. "West Coast Main Line auto-transformer electrification system needs intelligent condition monitoring." In IEE Seminar Condition Monitoring for Rail Transport Systems. IEE, 1998. http://dx.doi.org/10.1049/ic:19980978.

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Forman, K. G. "Aluminum/Stainless Steel Conductor Technology: A Case for its Adoption in the US." In 2013 Joint Rail Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/jrc2013-2434.

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Numerous technologies exist for providing electrical power to transit systems. Where overhead space is costly or where overhead structures may be deemed obtrusive, 3rd rail is a reliable and cost-effective way to provide considerable power to transit vehicles. Since the early years of railway electrification, 3rd rail conductors have evolved from steel to aluminum/steel composite to aluminum/stainless steel compositions. Aluminum stainless steel conductors are currently used in approximately 40% of the over 10,000km of 3rd rail systems worldwide. Adoption of this technology in the United States, however, stands at less than 5%. This paper examines aluminum/stainless steel 3rd rail technology from technical and economic perspectives. The author makes a case for its adoption in new and existing 3rd rail systems in the United States.

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