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http://news.bbc.co.uk/1/hi/uk/7082392.stm
The reborn St Pancras has a soaring blue roof and champagne bar - and now hosts record-breaking continental rail services. But in the 1980s, the station
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was looking forlorn. It was "grossly underused", says John Prideaux, the rail executive whom many credit with pushing through its choice as Britain's continental rail hub. Railway competition made St Pancras magnificent, as the Midland Railway's directors strove to build a finer terminus than its rivals had already established at Euston and King's Cross. But competition also made it redundant when rationalisation set in. Merged first into the London Midland and Scottish (LMS) company based at Euston, then into British Railways, it went into decline. Empty and dark St Pancras plodded on through bombing in both world wars, the removal of its services to other stations, a merger plan that could have seen it turned into a sports hall, and rows over its fantasy gothic hotel. Its huge roof, only partially reglazed after wartime damage, made
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http://en.wikipedia.org/wiki/Railway_electrification_system
Most electrification systems use overhead wires, but third rail is an option up to about 1200 V. While use of a third rail does not require the use of
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DC, in practice all third-rail systems use DC because it can carry 41% more power than an AC system operating at the same peak voltage. Third rail is more compact than overhead wires and can be used in smaller-diameter tunnels, an important factor for subway systems. Third rail systems can be designed to use top contact, side contact, or bottom contact. Top contact is less safe, as the live rail is exposed to people treading on the rail unless an insulating hood is provided. Side- and bottom-contact third rail can easily have safety shields incorporated, carried by the rail itself. Uncovered top-contact third rails are vulnerable to disruption caused by ice, snow, and fallen leaves. DC systems are limited to relatively low voltages, and this can limit the size and speed of trains and the amount of air-conditioning the trains can provide.
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http://www.seminarinformation.com/qqbqdr/fundamentals-of-gear-design-and-application
Seminar Overview This seminar will give the attendee a solid and fundamental understanding of gear geometry, types and arrangements, and design principles.
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Get the tools needed to understand the inter-relation and coordinated motion operating within gear pairs and multi-gear trains. Learn the basic gear system design process and gear measurement and inspection techniques. 2 days. 1.3 CEUs. Includes lunch and refreshments. Fee per person: $1135, $1015 for SAE members. Provider: $1,135 Topic ( s ) : Manufacturing Who Should Attend? Powertrain engineers, engineering directors and managers, component suppliers, vehicle platform powertrain development specialists, all those involved in the design and application of geared systems and assemblies Detailed Overview/Outline The intent of this seminar is to give the attendee a solid and fundamental understanding of gear geometry, types and arrangements, and design principles. Starting with the basic definitions of gears, conjugate motion, and th
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http://www.cecube.co.uk/software/software.htm
BESPOKE SIMULATION Software has been employed by the railways industry, and in traction engineering in particular, since mainframes with paper tape and
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card readers became commonplace in the late 1960's. At that time Universities and large organizations monopolised the scare computing resources. While companies were writing their own COBOL business programs, academics and students applied the scientific based FORTRAN language to research problems. This provided the opportunity to replace restrictive analogue simulations with digital computer simulations of greater complexity. Circuit analysis and behavioural modelling on a large scale was possible - DC motors, chopper circuits, thyristors. Simulation first supported theoretical analysis, and then extended it beyond what was analytically feasible. Coding was largely a process of trial and error, often with poor or no structure. However, undoubted excitement and motivation was born on the vision of ever increasing computing capacity, giv
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http://www.railtech.biz/index.php
Railway Technology Consultants Limited.... Railway Technology Consultants Limited was launched under its present name in January 2006. It brings together
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a wealth of experience in railway EMC consultancy and railway EMC & Vibration testing. The previous company A Hines Engineering Limited began trading in 1998 and was born out of experience gained within the engineering and research functions of British Rail. Specialist knowledge in the area of railway electromagnetic compatibility (EMC), and in particular Signalling & Traction compatibility and EMC & Vibration testing, forms the foundation of this company. read more ... EMC & Vibration Testing... All new or modified electronic/electrical equipment supplied to the railway industry must go through EMC approvals as required by UK law to comply with the EEC Directive on EMC 89/336/EEC and to demonstrate that it sufficiently electromagnetically robust to survive in the railway environment.
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http://sciencelinks.jp/j-east/article/200318/000020031803A0557606.php
Abstract; Hitachi has been developing the converter/inverter equipment, auxiliary power unit, airless line breaker, and electronic master controller by
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applying the vector control and high voltage resistance IGBT (Insulated Gate Bipolar Transistor) for the rapid improvement in capability, maintainability and efficiency. Recently, in the power system of diesel railway cars, the needs to cut-back on maintenance, to increase the efficiency, and to improve the environment are desired. And in the system of electric railwat cars, the compactness and lightness in weight are requested. Therefore, Hitachi has developed the following systems jointly with East Japan Railway Co.,Ltd : (1)hybrid power system which applied the technology of electric system for electric railway cars to the power system of diesel railcar, and 2) small cooling system based on the water circulation system. In addition, the technology which use the speed sensorless control in combination with a full electric brake contro
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http://www.railway-technology.com/contractors/electromech/alstom/
ALSTOM is the leading supplier of products, services, and systems to both urban and main line rail transport providers around the world. The company offers
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its customers full ranges of rolling stock and equipment, and among the extensive range of products and services available, are our ONIX (traction systems), and AGATE (electronics) product ranges. ALSTOM in transport has over 25,000 employees in over 60 countries worldwide, and annual sales which exceed 3.5 billion Euros. ONIX - THE INVISIBLE TRACTION SYSTEM ALSTOM was the first company to introduce IGBT traction systems to the rail industry. ONIX uses a combination of simplified design and advanced technology, allowing a 50% reduction in volume, a 30% reduction in weight, and a 33% improvement in life cycle costs. In addition, reliability is improved by 50% over the previous generation of traction systems. ONIX s compact, lightweight structure also allows for significant reductions in maintenance costs and energy consumption. The t
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http://ieeexplore.ieee.org/iel5/9111/28900/01300898.pdf
Traction power systems reliability concepts Sagareli, S. Rail Conference, 2004. Proceedings of the 2004 ASME/IEEE Joint Volume , Issue , 6-8 April 2004
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Page(s): 35 - 39 Digital Object Identifier 10.1109/RRCON.2004.1300898 Summary: Reliability of a traction power system may be defined as its ability to continuously supply electrical power of adequate quality during sudden disturbances such as a short circuit or loss of system elements, while operating with a normal scheme configuration, or during scheduled maintenance and repairs, without causing safety hazards, train delays or public nuisance. While the utility power systems' reliability may be expressed in outage minutes per year (or any other time period), which is calculated as a ratio of customers' electrical energy deprivation to system's total power capacity, for a traction power systems' reliability evaluation, minutes of train delays caused by power interruption or relative values such as delay minutes per passenger-mile may be
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http://woodbrdge.tripod.com/tsc/
Formerly Train Simulation Craftsman Topic: Welcome! Railroad Simulation Journal by Brian Eckard W elcome to the first volume of our brand new Rail Simulation
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Journal! This blog replaces the Train Simulation Craftsman magazine blog. At the end of 2007 I made a decision that as I move forward with my new life, it was time to put some things from my past behind me. And, I decided that my magazine should be one of those things (from my past) that needs to be retired. I have also decided to put on hold offering for sale e books containing reprints of the TSC volumes that have appeared in recent years on this blog site. I do intend on making these e books available in the future, but not the foreseeable future. At this point in my life, I don't want to get tied down with running my own business. So, I have decided to put those things on hold until a more opportune time presents itself. With that said, what is this blog site going to become? And, what does this new name mean? Let's start with
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http://pubsindex.trb.org/document/view/default.asp?lbid=700195
Traction power computer simulation software has changed in the last 20 years. The tool has evolved from simpler, DOS-based, energy management software
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to detailed, Windows-based, user friendly, analytical software that can accurately model train performance, predict train voltages, and produce a train voltage profile for an entire rail system. Traction power computer simulation software is now used as a comprehensive design and analysis tool in the development and upgrade of the traction electrification system (TES) for modern rail systems. The software allows the designer to analyze the existing or proposed traction power system under various operating conditions including contingency outage conditions. The designer can also optimize the size and location of the traction power substations as well as the number and size of important components of the overhead contact system (OCS) such as wire, feeder cable, and parallel conductors. As part of the Interstate MAX Light Rail Project in Po
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