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Light Rail Transit Systems and catenary free solutions: Return of experience after a 10-year development period
Light Rail 2016 — Transforming the urban transport landscape
Speaker: Hervé MAZZONI Tramway Product Line Manager / SYSTRA
ARAs 3rd annual Light Rail Conference & Exhibition – Melbourne – Feb. 2016
Light Rail Transit Systems and catenary free solutions
1 – The SYSTRA Group: over 50 years of public transportation experience…
2 – What is a modern tram made of?
3 – All what you always wanted to know
about current collection technologies…
4 – Off-wire: is it the sure sign of a modern tram?
Light Rail Transit Systems and catenary free solutions
– 1 – The SYSTRA Group:
over 50 years of public transportation experience…
SYSTRA: world-leading tramway engineers
Light Rail Transit Systems and catenary free solutions Page 4
EXPERIENCE IN TRAMWAY…
Planned, designed and tested over 75% of France new tramway lines on time and within budget; 30 other projects worldwide.
Holds the world record for new light rail/tramway lines > 450 km.
Record number of program management, planning, design and construction management contracts on light rail/tramway projects: 30 lines.
Designed the world’s 1st catenary-free tramway line.
Light Rail Transit Systems and catenary free solutions
– 2 – What is a modern tram
made of?
MODERN TRAM CHALLENGE
Reshaping the cities thanks to technical innovations
or through a taylor made right-of-way?
Light Rail Transit Systems and catenary free solutions Page 6
What is a modern tram made of?
TRAMWAY: AN EVOLVING CONCEPT
1980s: Low floor (Nantes, Paris)
1980s: Articulated bodies and modular vehicle (Nantes, Paris, Grenoble)
1990s: Rubber tyred solutions (Nancy, Caen, Clermont-Ferrand)
2000s: First off-wire solution (Bordeaux)
2010s: On-board energy storage (Zaragoza, Sevila)
2010s: Non-continuous permeable slab (Bordeaux, Le Havre)
2010s: Energy saving solutions (Paris, Qatar, Kaohsiung)
2010s: Compact vehicle (Besançon)
November 2015: First 100% off-wire tramway line (Dubaï)
Citadis in Reims (2011)
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What is a modern tram made of?
Besançon / CAF compact vehicle
Light Rail Transit Systems and catenary free solutions Page 8
Characteristics of a modern tram system
Open and at grade right-of-way, integrated in the urban fabric in dedicated or shared lanes
Run under driver’s responsibility and under road traffic rules
Fully accessible system (low floor at all doors)
Full or partial flat floor
Medium capacity system between 2,000 to 8,000 pphpd
Headway down to 3 minutes
Closed passenger stations/Platform Screen Doors/Buried technical premises
Energy friendly system
Grass track
Off-wire system
Light Rail Transit Systems and catenary free solutions Page 9
Around 30-40% of the new LRT/Tram systems planned worldwide have some form of off-wire element
What about the positive and negative aspects presented by the various solutions?
How and where cost is added/removed from new tramway?
Originally, the leading idea for developing off-wire current collection solutions was the limitation of the eyesore due to overhead wires in historical districts: is it still the guiding motivation?
Twelve years after the first achievement of this technology, let’s have a look at the current situation
Light Rail Transit Systems and catenary free solutions
Eyesore mitigation: a revolving issue…
What do decision makers focus on?
Light Rail Transit Systems and catenary free solutions Page 10
Light Rail Transit Systems and catenary free solutions
– 3 – All what you always wanted
to know about current collection technologies…
Light Rail Transit Systems and catenary free solutions Page 12
OFF-WIRE SOLUTIONS: revisiting the current collection technologies
All what you always wanted to know about current collection technologies…
Light Rail Transit Systems and catenary free solutions Page 13
Alstom - APS: ground level power collection (Dubai, Angers, Bordeaux, Brasilia, Rio, Orleans, Reims, Tours…)
Proprietary solution, recently made compatible with other vehicles
Segregated safe for the pedestrians
Regenerative braking toward 750Vdc source not implemented
a) Ground level power supply
b) Ground level power supply
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Ansaldo – Tramwave
Proprietary solution, prototype implemented in Napoli; first contract in Zhuhai (China) compatibility with other vehicles pledged…
Failsafe principle: • magnetised collector shoe • lifts a burried circuit ferrous belt connector
Regenerative braking pledged being certified from safety point of view, still under design (sept. 2012)
c) Ground Level Power Supplies
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Bombardier – Primove
Proprietary solution
Ac current (high frequency) induction based
Tested in Augsburg (Germany); first contract
In Nanjing (China)
Recently redevelopped in conjunction with on-board energy storage
Regenerative braking not originally implemented
d) On-board energy storage solutions
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M M
=
3
M M
=
3
Traction converter
Double-layer capacitors
Double-layer capacitors
Energy storage containers: • SuperCapacitors • Rapid Charge Accumulator • or a combination of both solutions
Solutions developped by: • Siemens • CAF • Bombardier • Others…
Dwell time must be at least equal to recharging time
On-board regenerative braking possible
Roof mounted devices
Life expectancy of Supercap (not proven): 7 – 10 years?
d) On-board energy storage solutions
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Still limited storage capacity
Example: an energy storage unit is equal to 2.8kWh in total: • 1.0kWh from SuperCap • 1.8kWh from traction battery
One consider that a 30m long tram vehicle needs 4.5kWh/km in “normal” conditions
In normal working conditions, with a vehicle at 2/3 loaded (70t) and on a level track (0% gradient), the performance are in the range of:
Max speed Auxiliary Power
20 km/h 30 km/h 35 km/h
5 kW 1590 m 1240 m 1020 m
20 kW 1050 m 930 m 810 m
40 kW 720 m 700 m 620 m
In other terms, if you want to ride far, switch off the air con’d!
Light Rail Transit Systems and catenary free solutions
– 4 – Off-wire: is it the sure sign
of a modern tram?
CONSTRAINTS AND LIMITATIONS
Off-wire requirements prevailing other considerations?
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Off-wire solutions have an impact on investment costs:
Rolling stock: additional onboard equipment for current collection (pantograph is kept) and for energy storage (up to €300,000/vehicle)
Proprietary solutions make more difficult or impossible the purchase of vehicles made by other manufacturers
Ground level equipment: cables, inverters, third rail, switches, interlocking (up to M€1.8/km)
Track lay-out: construction is more complex and some solutions are not compatible with grass track
Off-wire requirements prevailing other considerations?
Light Rail Transit Systems and catenary free solutions Page 20
Off-wire solutions have an impact on operating conditions:
Off-wire technologies do not reach commonly accepted acceleration rate and top speed
Safety & RAM factors must be addressed
OCS-only vehicles must be kept out of the off-wire lines
Transition from/to OCS section to/from off-wire section is performed at a station, when vehicle is stopped
Ground level equipement for energy transfer must accommodate with turnouts and road intersections
Off-wire requirements prevailing other considerations?
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Off-wire solutions have an impact on O&M costs:
First generation of off-wire solutions did not make possible regenerative braking: one can believe that the energy efficiency is around 15% to 20% less than a conventional current collection system
2nd generation of off-wire solutions include on-board storage (supercap), charging time could be longer than strictly necessary dwelling time • the price for that is: more fixed and on-board equipment to maintain
Maintenance of ground level equipment higher than overhead wire system (up to k€75/year/km)
A focus on energy saving: what order of magnitude?
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A witnessed tram line, 12km long, Citadis 302 vehicle, peak hours spreading over 25% of the revenue service, 6-minute headway at peak hour, remaining operation duration off-peak hours needing only 50% of the energy during peak hours: • Yearly consumption is around: 6 GWh
Should all regenerative braking capability not be achieved, the lost energy is around 1GWh for one year. (< k€130/year? Figure depending on the cost of electricity in a given country)
It is worth it aiming to reduce this figure, not because of the price paid for energy but for environmental considerations
RAGONE DIAGRAM Isochrone lines show theoritical duration
for a complete discharge (the fastest as possible)
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Some orders of magnitude: • Trolleybus (12m long): 160 to 180 kW • Trolleybus (18m long): 240 kW • Citadis 302: 480 kW • Citadis 402: 720 kW
Energy consumption (tramway): • Flexity Outlook/Valencia
(32.37m x 2.40m, 200 pass.): 3.7kWh/km • Urbos 3 Zaragoza
(33m x 2.65m, 200 pass.): 3.93 to 4.22kWh/km • Citadis 402 (42m): 5.35kWh/km
In France, we consider for socio-eco assessment: 5kWh/km
Useful facts&figures
Off-wire: constraints and limitations
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Energy storage solutions based on on-board devices (SuperCap, or High-efficiency battery, or combination of both technologies) could improve the energy efficiency, even above the level of conventional regenerative braking through the overhead wire
Up to 7% of the energy is lost in the contact wire
Such technologies are getting improved: reduced size and weight, enhanced storage capacity, higher electrical efficiency because not related to acceptance capacity of the 750Vdc supply line
Manufacturers are targetting up to 30% saved energy
Useful hints
Light Rail Transit Systems and catenary free solutions Page 25
Dubai
In a situation where an on-board energy storage solution is to be selected, think of:
Efficiency ratio (charge/discharge)
Life expectancy and efficiency loss (along with years)
Run length before recharging
Recharging time: “quick charging” ou “flash charging”) => oversizing of Rectifier Stations
Overview of on-board energy storage solutions
Light Rail Transit Systems and catenary free solutions Page 26
Batteries: good kWh/kg, low instantaneous kW/kg, relatively short life duration, relatively good value for money • Exception: Li-Titanate batteries that offer a high kW/kg,
but a very low kWh/kg • The weight of the batteries is still an issue
SuperCap: low kWh/kg, high kW/kg, longer life duration, expensive All SuperCap solutions will only apply for limited capacities
Fly wheels: kWh/kg lower than batteries, high kW/kg, extended life duration Considered only as support devices
Overview of on-board energy storage solutions
Light Rail Transit Systems and catenary free solutions Page 27
One-day long capacity • Requires high energy storage capacity,
thus high energy density is necessary • Charging time is not an issue anymore
Recharging at terminal stations • Less stored energy • Recharging time is an issue
Flash charging at tram stops • Low stored energy but a provision is required in case of… • Recharging time must not be longer than dwell time
Short runs, off-wire, no intermediate recharging: batteries are appropriate
Longer runs, off-wire: flash charging is mandatory
Off-wire: constraints and limitations
Light Rail Transit Systems and catenary free solutions Page 28
Off-wire solutions are now converging to more on-board energy storage in order to:
Cope with insufficient acceleration rate
Reach a better energy saving regime
Cope with sections of track not covered by ground level energy transfer equipment (permanently or temporarily)
Off-wire: constraints and limitations
Light Rail Transit Systems and catenary free solutions Page 29
Off-wire solutions originally based on on-board energy storage are still looking for stabilised technologies for batteries and supercap
Distance to next charging point is still an issue, particularly when auxiliary onboard equipment is demanding (air cond’)
Charging regime requires either oversized rectifier stations or wayside energy buffers/accumulators
Pledged life expectancy of batteries and moreover supercap is not proven
Distance to go with stored energy is still an issue (case of one charging point out of order)
Off-wire: constraints and limitations
Light Rail Transit Systems and catenary free solutions Page 30
Off-wire is definitely an attractive innovative solution in line with urban environment present expectations
Increasing demand for capital/operational cost efficiency and energy saving solutions are not totally met today with off-wire solutions
Interoperability between various off-wire systems may be an issue for networks
Current trend: • interchangeable rolling stock • energy saving considerations
Thank you for your attention
« Naguère encore, au café du Commerce, on ne jurait que par le progrès. Qu’il y ait ou n’y ait pas progrès, le progrès en tant qu’idéal a un sens, et un sens louable :
faire toujours mieux. Aujourd’hui l’idéal du progrès est remplacé par l’idéal de l’innovation : il ne s’agit pas que ce soit mieux, il s’agit seulement que ce soit nouveau,
même si c’est pire qu’avant, et cela de toute évidence. Cet idéal est poursuivi dans les plus petites choses comme dans les plus grandes ; il est absurde, mais le public n’a pas
conscience de cette absurdité, ou, s’il en a conscience, se tait et serre les fesses, car l’innovation, en tant qu’Idée-Bête, est une divinité, et comme telle effrayante.
Adorez-la, ou gare ! »
Henry de Montherlant, Va jouer avec cette poussière, Carnets 1958-1964
Is an innovative solution always an improvement?