Amazing facts behind railway electrification system | catenary system |
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- Опубліковано 19 тра 2024
- amazing facts behind railway electrification, parbhani railway station electrification, railway engineering, amazing idea of current, how current transmitted by wire, why railway used overhead, how train runs on the track, power transportation, railway structure, OHE section insulator, why 25kv used, railway 25kv power supply, auto-tensioning device, railway track, new train, why third rail needed
Railway electrification systems are integral to modern rail networks, powering trains efficiently and sustainably.
Welcome to the Let's Grow Up UA-cam channel! In today's video, we'll delve into the intricacies of the railway's 25kV power supply system, explore the role of electric poles, and discuss essential devices such as the auto-tensioning device and section insulator.
We'll also explain why the railway uses 25kV instead of the typical 750 volts, clearing any doubts you may have. Watch the video till the end to learn all about it.
If you prefer to watch the video in Hindi, click the link below.
Topic Name- Amazing facts behind railway electrification system
This video covers -
Intro railway electrification
structure of railway power supply
catenary system
Auto-tension Device
Section Insulator
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Still not convinced that the AI reading this knows how to pronounce "catenary".
Also, what was "Nowadays rail is a key transportation and spades(??) everywhere"?
Or Keeeeelo-volts...
Cross between Cat and Canary!😀
The catenary actually zig-zags to avoid wearing a groove in the pan. In the 1930s only DC 1500V was available with a substation every few miles. Newer systems use 25KV and need fewer substations.
Someone asked why 66KV is not used, I read that a car passed under a wire with 25KV and touched it with a CB antenna with spectacular results preventing the car’s further progress with tyre damage. (I remember reading about this in the paper).
I would expect that 66KV would mean a greater space will be needed between the overhead wire and road traffic, there would be problems with arcing and insulator breakdowns.
There is a freight only railway in South Africa that uses 50kv.
@@squeaksvids5886 Also Black Mesa and Lake Powell Railroad (now closed) and Deseret Power Railroad (still operating) in the USA.
Also there is the risk of flashover between the overhead wire and the train itself wich could in worst case fry people touching/getting close to the train upon say entering or exiting. On the inside its a pretty good faradays cage I bet but as soon as u get close to the metal skin of the train when for ex aproaching the train from the outside / walking through the doors you would risk getting vaporized should a flashover occur between the overhead wire and the train iself right at that moment. That is unless the chassis is somehow grounded to the rails like the wheels are for the return current from the motors keeping the train at 0V potential. This would I think not be to difficult to set up so it is maybee connected in this way already.
Ref "catenary actually zig-zags" A very important insight not mentioned elsewhere, thank you
I see nothing “amazing” about the information given. What is amazingly BAD is the AI narration.
Good explanation. Need more videos about rails, tracks, track changing etc.
Great tutorial. Excellent graphics alongwith good commentary too...
Love the graphics in this video
Thankyou for this information
Very informative
Great 🎉
Excellebt tutorial
Good explanation
Brilliant Explanation as always ❤🔥🙌
Nice video
Which software do you using for creating these wonderful Animations ?
Ironically, I witnessed the last of the original Caternary on the New Haven, track 4 into Cedar Hill yard be removed in 1970. At that time only the Virginians were running under caternary. Then in the mid '90's the caternarey was being reinstalled on the New Haven's NEC line both in and outbound.
Thank you
Most useful video for us as you have well explain.
I want to know more about electric traction, and types of electric traction? So please🙏 provide me a knowledge ful video in 3 D.
Thanku sir ❤❤
😅😅😮😊😊😊#cdrrddd😊1133
Here in Melbourne, our electrified rail lines are at 1500 volts DC and our electrified tram systems are at 600 volts DC, certain lines do not have overhead wires and therefore are served by V/Line Country Trains which are Diesel.
Good video. As you have only mentioned the requirement of higher voltage than lower voltage as per the Power Requirement, which is the same case in Transmission Lines. You need to expand the video explaining why 25kV, and not higher ones like 33 and 66 nominal ones.
I read in another video that 25KV was the sweet spot where there were no significant advantages in increasing the voltage and the disadvantages include arc-ing from the wire to suppoting structures and bigger insulators.
great video very helpful thank you..... Plus, I quote "The catenary actually zig-zags to avoid wearing a groove in the pan" for full information see Darryl Cheshires comment below, (that's where I pinched it from) ;)
Please use real narrator
Which software/app used for modelling and simulation this
Also the return wire is the rail itself, The traction motors are connected electrically to the trains wheels by some form of brush system sending the electricity into the rail thus completing the circuit. A so called suction transformer then takes it up and sends it back into the system again. The rail is kept at ground potential so there is no electrocution hazard for say pedestrians crossing the rails. Trams work the same way however wire buses I think need to use a 2 wire overhead system as they have rubber tires and rolls on asphalt roads, both these materials not conducting electricity. Without this system you would have needed another wire and pantograph above the train for the return from the motors, like with the wire bus. There was actually trials with 3 phase caternary systems on early electric trains but that required 3 overhead wires and pantographs making it both extremley complicated and expensive to implement wich is why the single wire/rail return system is the de facto standard today everywhere.
trolleybus.
@@kristiaan1 Aah is that what these are called in English? Here in Sweden they are known as trådbuss = wire bus.
@@kristiaan1-- That's what we called them in Boston where I grew up. Trams were simply called 'trolleys'.
I believe so. they obviously have multiple names.
en.wikipedia.org/wiki/Trolleybus
Voltage differs from country to country, sometimes even within the same country. Common in Germany, Austria and Switzerland are 15 kV / 16.7 Hertz AC, while in France it is 25 kV / 50 Hertz AC. Italy uses 1.5 kV DC in some of the lines, 3 kV DC in larger lines. There are some locomotives able to run on all four systems. MS
Only a small part of France (and the LGV network) uses 25kV - most of the lines south of Paris are a 1500V DC.
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2:05 i used to think they are used to stop the pantograph Because I have seen them in terminal station. 😐
Which AI app used for this video
It was carrying 27,5 kV in Bulgaria but 2 decades ago they changed it to 25 kV. 😶
It is possible I missed it but I don't think the messenger wire was identified.
AI voice again
The transmission voltage doesn't have to be the same as the delivery voltage.
Couldn't help noticing at 3:28 the points were not set to the straight but the train when straight anyway.
It is Not cat in airy, it is pronounced cateenery. Supports in Europe are usually at multiples of 100m. The most efficient power system is 15kV at 16.6666 Hz ! Do the sums !
Less chance of someone making contact with the catenary system, where third rail is more likely for people and animals to make easy contact.
POV: using Third Rail electrification:
😎
why the catenary of DC is / was different from AC
DC will arc over gaps more easily than AC of the same voltage. So insulators have to be larger and voltages kept lower to minimise arcing as a result of the lower voltage higher currents are required to deliver the same power for which larger conductors have to be used meaning that the whole structure has to be stronger both for the heavier conductors and the larger insulators.
I thought voltage and current are directly proportional.
Is both AC and DC current used?
Yes.
Some old European grids (Spain, Portugal, Southern France) have old DC powering of 1500 or 3000 Volt. Also, some trams use DC with other voltage (750V among others, I think).
I don't remember the details, I'm not an expert. But thanks to some modern Elements (thyristors?) and AC- motors, multi-voltage-engines are no longer a problem and quite common here.
en.wikipedia.org/wiki/Multi-system_%28rail%29?wprov=sfla1
@@frankyboy1131 Spain yes. Portugal is mainly 25 kV AC. 1500 V only France (partially) and the Netherlands. Belgium, Italy, Poland, Russia are a mix of 3 kV DC and 25 kV AC.
In Russia, two systems are used: 3 kV DC and 25 kV AC.
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The Pennsylvania Railroad used 11KV 25Hz power for its overhead wire for its electrification. When the line was extended from New Haven to Boston years ago the new section used 25KV 60Hz power, so the locos had to be equipped to work with both standards. The Pennsy power originally came from a dam on the Susquehanna River near Philadelphia. 11KV 25Hz was the original Tesla system installed at Niagara Falls in the late 19th century that powered Buffalo, NY, in the first instance of long distance transmission of high voltage AC power. Japan uses 25KV 50 or 60Hz power for the Shinkansen. In Taiwan we use 25KV 60Hz for the Taiwan HSR. Many different voltages and frequencies have been used over the years for railroad electrification. Lower frequencies mean less AC losses in transformers and motors but require larger more massive cores. Some systems in Europe run on 16-2/3Hz, or used to anyway. DC power is used only for street railways or short stretches nowadays due to the difficulty of dealing with adequate amounts of power over long distances.
DC electrification is used nation-wide in Italy, Spain, France, Belgium, the Netherlands, Poland, and Russia. 16,7 Hz electrification is used in Germany, Switzerland, Austria, Sweden, and Norway.
The rail line in the province of British Columbia, Canada, running from Prince George to the Tumbler Ridge coal fields was 50KV, 60Hz. It has been closed for several years now.
3rd rail is less fragile.
But more dangerous, and cannot use high voltage. Highest used to be 1500V DC on a line in France (now converted to catenary) but mostly uses 750V. Also not suitable for high speed.
Catenary refers to hanging drooped like achain…………….your graphic shows the top conductor drawn taut, which is not possible. Technology has overridden reality and drawn you up the garden path
Stavros, cousin of Pete Agoras
exactly - catenary is not the system, it is merely the 'top' wire that supports the rest...
Not impressed after being stuck in a forest in Sweden for four hours when the train brought the wires down. It happens regularly.
That's not how you spell Metres unless you are using a noun like gas Meter
Oh dear, AI voice fail with pronunciations. Nice graphics, but please hire a human to do narration.
ca-ten-ery
I didn't like that noise similar to rubbing a chalk to a chalkboard that was made to underline some facts during the video. It was very annoying and I lost my concentration for a few seconds everytime it occurred. Knowing that there are literary tons of similar video with the same subjects out there on the UA-cam I just sign off and look for information somewhere else. Thank You.
Couldn’t watch the entire thing as the AI voice and script were driving me nuts.
Write for speech, not for reading!
TheAI doesn’t know how to pronounce ALUMINIUM either!
Beep is very loud.
What is the purpose of the disturbing noise in the background? Annoying plink-plonke.
This is a very very poor 'documentary' aside from the pronunciation of 'catenary' and the repetition of 'OHE overhead electrification...' Firstly, it is not catenary, it is overhead line equipment - or a similar term; catenary is ONLY the supporting wire from which the contact - or a carrier - wire is suspended on droppers. Catenary is a mathematical term for a specific type of curve and, at its most fundamental, has nothing to do with overhead lines.
Secondly, a vast number of the world's railways runs a different voltage from 25kV AC : the Netherlands and French lines generally south of Paris run at 1500V; Belgium and Spain run at 3000V, Russia has some lines at 50kV; Germany, Austria, Switzerland, Norway and Sweden run at 15kV; American lines run 11, 12, 12.5 or 25kV...
Thirdly, the support gantries do not keep the wires at a constant height but rather at an optimum height - certain structures will require that the contact wire is much lower or higher than average and for this reason, the pantograph is designed to maintain controlled contact with the contact wire adjusting up and down as necessary.
Fourthly, the standard distance between gantries/support poles depends to a greater extent upon the voltage being carried - higher voltages allow a smaller wire gauge allowing in turn a greater spacing of the supports thanks to the lighter weight of the wires; 25kV will therefore generally have the supports placed further apart than a 1500V system, for instance. However, where systems have been upgraded, often the existing lower voltage-based supports will simply be upgraded with new insulator and carrier equipment and the original cabling replaced with a smaller section equivalent - the supports will thus remain closer together than is normal for the voltage now being transported.