The document summarizes details on two proposed transportation and energy projects:
1) A high-speed rail project capable of speeds up to 2500km/hr that would use electric, fuel, or other power sources. It would use two types of trains and have significantly lower energy consumption compared to existing technologies.
2) A wind power plant project where wind energy above 400-500m would be converted to electricity. Power production capacity would range from 100MW for single-stage plants to 10,000MW for three-stage plants. Plants would have a lifetime of over 300 years and require minimal staff to operate and maintain.
Replacing Manhattan Subway Service with On-demand transportationChristian Moscardi
The NYC subway is in dire need of repairs. We propose a station-to-station on-demand transit model where users would dial to request pickup/drop-off at subway stations on Manhattan.
This would allow the subway on Manhattan to shut down from 12AM-5AM, facilitating speedy repairs.
This was made by me as part of a technical communication course I had taken.
Herein I have tried to give brief from Steam Engines to Shinkansen to Maglev to Hyperloop.
The Application of WIM data for probabilistic bridge assessmentRoberta Keaney
Best Presentation Winner at the 8th International Conference on Weigh-In-Motion, which took place in Prague in May 2019.
Authors: Lorcan Connolly, Roisin Donnelly, Alan O'Connor, Eugene O'Brien
Replacing Manhattan Subway Service with On-demand transportationChristian Moscardi
The NYC subway is in dire need of repairs. We propose a station-to-station on-demand transit model where users would dial to request pickup/drop-off at subway stations on Manhattan.
This would allow the subway on Manhattan to shut down from 12AM-5AM, facilitating speedy repairs.
This was made by me as part of a technical communication course I had taken.
Herein I have tried to give brief from Steam Engines to Shinkansen to Maglev to Hyperloop.
The Application of WIM data for probabilistic bridge assessmentRoberta Keaney
Best Presentation Winner at the 8th International Conference on Weigh-In-Motion, which took place in Prague in May 2019.
Authors: Lorcan Connolly, Roisin Donnelly, Alan O'Connor, Eugene O'Brien
Cross-Sector Battery Systems Innovation Network: Batteries for RailKTN
Building on the successful launch of the Cross-Sector Battery Systems Innovation Network in late September 2020, this webinar series will look into the opportunities and trends for Batteries in Defence, Maritime and Rail. Each session will bring together experts looking at the supply and demand side for batteries, technical requirements and explore how these wide range of sectors can decarbonise through batteries.
This is the presentation I gave during my 8th sem of Electrical Engineering course at NIT Durgapur. It is here for you guys. Make life easier. Cheers! For more information mail me: sdey.enteract@gmail.com
A significant share of energy consumed by rail systems is
used to move the trains [1]. In our opinion, it is necessary to study
carefully the efficiency of freight electric locomotives in different
modes of operation.
Modern freight electric locomotives have a multi-engine
electric traction drive (up to 16 traction motors) with tractive
effort control system on each axle. Therefore, the approach of
the Scalable Power Control Technology [2,3], which regulates the quantity of locomotive traction motors (TM) in traction mode, seems quite reasonable. In our case, if full locomotive tractive
power is not needed within operation, the redundant motors must be automatically switched off [4,5]. But when additional tractive power is required, the locomotive must use sufficient number of motors.
Speed profile optimization of an electrified train in cat linh-ha dong metro ...IJECEIAES
An urban railway is a complex technical system that consumes large amounts of energy, but this means of transportation still has been obtained more and more popularity in densely populated cities because of its features of highcapacity transportation capability, high speed, security, punctuality, lower emission, reduction of traffic congestion. The improved energy consumption and environment are two of the main objectives for future transportation. Electrified trains can meet these objectives by the recuperation and reuse of regenerative braking energy and by the energy - efficient operation. Two methods are to enhance energy efficiency: one is to improve technology (e.g., using energy storage system, reversible or active substations to recuperate regenerative braking energy, replacing traction electric motors by energy-efficient traction system as permanent magnet electrical motors; train's mass reduction by lightweight material mass...); the other is to improve operational procedures (e.g. energy efficient driving including: ecodriving; speed profile optimization; Driving Advice System (DAS); Automatic Train Operation (ATO); traffic management optimization...). Among a lot of above solutions for saving energy, which one is suitable for current conditions of metro lines in Vietnam. The paper proposes the optimization method based on Pontryagin's Maximum Principle (PMP) to find the optimal speed profile for electrified train of Cat Linh-Ha Dong metro line, Vietnam in an effort to minimize the train operation energy consumption.
Cross-Sector Battery Systems Innovation Network: Batteries for RailKTN
Building on the successful launch of the Cross-Sector Battery Systems Innovation Network in late September 2020, this webinar series will look into the opportunities and trends for Batteries in Defence, Maritime and Rail. Each session will bring together experts looking at the supply and demand side for batteries, technical requirements and explore how these wide range of sectors can decarbonise through batteries.
This is the presentation I gave during my 8th sem of Electrical Engineering course at NIT Durgapur. It is here for you guys. Make life easier. Cheers! For more information mail me: sdey.enteract@gmail.com
A significant share of energy consumed by rail systems is
used to move the trains [1]. In our opinion, it is necessary to study
carefully the efficiency of freight electric locomotives in different
modes of operation.
Modern freight electric locomotives have a multi-engine
electric traction drive (up to 16 traction motors) with tractive
effort control system on each axle. Therefore, the approach of
the Scalable Power Control Technology [2,3], which regulates the quantity of locomotive traction motors (TM) in traction mode, seems quite reasonable. In our case, if full locomotive tractive
power is not needed within operation, the redundant motors must be automatically switched off [4,5]. But when additional tractive power is required, the locomotive must use sufficient number of motors.
Speed profile optimization of an electrified train in cat linh-ha dong metro ...IJECEIAES
An urban railway is a complex technical system that consumes large amounts of energy, but this means of transportation still has been obtained more and more popularity in densely populated cities because of its features of highcapacity transportation capability, high speed, security, punctuality, lower emission, reduction of traffic congestion. The improved energy consumption and environment are two of the main objectives for future transportation. Electrified trains can meet these objectives by the recuperation and reuse of regenerative braking energy and by the energy - efficient operation. Two methods are to enhance energy efficiency: one is to improve technology (e.g., using energy storage system, reversible or active substations to recuperate regenerative braking energy, replacing traction electric motors by energy-efficient traction system as permanent magnet electrical motors; train's mass reduction by lightweight material mass...); the other is to improve operational procedures (e.g. energy efficient driving including: ecodriving; speed profile optimization; Driving Advice System (DAS); Automatic Train Operation (ATO); traffic management optimization...). Among a lot of above solutions for saving energy, which one is suitable for current conditions of metro lines in Vietnam. The paper proposes the optimization method based on Pontryagin's Maximum Principle (PMP) to find the optimal speed profile for electrified train of Cat Linh-Ha Dong metro line, Vietnam in an effort to minimize the train operation energy consumption.
1. Summaryof Rail Projects
1) Speedof rail max 2100 – 2500km/hr
2) Type of operation3type
a) Electricpower
b) Fuel or gas
c) XXXXXX
3) EnergyConsumptionwillbe 40 – 50% Compare to existingtechnology,phase 2XXXXXXonly
6% energyconsumption
4) Time for implementation Comparetoexistingtechnologyfor1kmapp 5-7days
5) Passengercapacityintwotype
a) Type 1 :- 100+ Passengercapacity
b) Type 2 :- 1200+ PassengerCapacity
6) Cost Comparisonwithexisting technology10– 15% only
7) Angle of slope rail caneasilyoperated60deg +
8) Rail can be operatedbydriverincabinor fullycentralisedautomatic
9) Train Coach intwotype of operationMonorail coach, Multi coach rail coach
10) Totallydifferentlineforpassengertrain& goodmovements,Can’toperatedinsame line
11) Thistechnology will replace currentrailway&airwaysinveryshortperiod
12) Maintenance will be easy&lessmanpowerrequiredonly
13) Suspensionwill be luxurioustravel withnotiredof travellingbecause inshortperiod
reachinglongerdistance
14) As of safetyfactor95% guaranteed,Natural disasternotassured
15) AirpollutionCompare toexistingtechnologylessthan40% only,In2 phase XXXXXX6 -7%
only
16) Life time ismore than 160 years,onlygeneral replacementspartswill changedperiodically
WindPowerPlantSummary
1) Windenergyisalwaysavailable inelevationabovesealevel 400 – 500m+ mightbe
differentingeographically,Available windenergyconvertedtoelectricenergy
2) Capacityof powerproductionof 1 unit plantis100MW (1stage) – 1000MW (2stage) --
10000MW (3stage) onratio of 1:10:10
3) Land Required40 – 50+ acres
4) 90% assuredsafetyof operation( notapplicable fornatural disaster)
5) Construction,erection,commissioningcanfullycompletedin6-8monthsof periodof time
inbehalf of preparation
6) Employersrequiredtooperate will be 10– lessthan50 only
7) Life time will be 300+years& general partswill replacedperiodof approximate 2 – 3 years
of time
8) Powerrequiredareaunitcanbe implemented,Sotransmissiontower,substationnot
required
9) LongerTransmissionlossof powerapproximately80% will be avoidedhere
10) Cost of powerwill be lessthanrupee perunit