Mobile substation
A mobile substation is a substation built on a railway carriage that can be used to briefly increase the power supply of railway lines. The prerequisite for the use of mobile substations is that there is a suitable high-voltage line for drawing electricity near the railway . A mobile substation is usually used when the transformer and, if applicable, the converter are permanently connected to a railroad car and the components of a substation can thus be moved on the rail in a short time .
Germany
Mobile substations (fUW) are or were in (Uw) Gabelbach [Zusmarshausen] (fUw 32 from 1991 to 2012-02), Mühlanger, Hünfeld and Singen.
The fUW in Singen consisted of 4 brightly painted cars with large numbers on them. Carriages 1 to 3 had 12 axles and carried rotating converters, carriage 4 was two-axle (" Donnerbüchse " type) and was not necessary as an accompanying car for ongoing operations. This fUW was in Singen on January 14, 1995 and was already scrapped as of October 17, 2005. A fUW stood in Jülbek, was brought to Hamburg and burned down there.
From October 1, 1965, the DB's mobile substations were given type no. 664. According to the source, it is unclear whether this type number was ever written on the vehicles. The years of construction go back at least to 1965.
As of February 13, 1996, Deutsche Bahn still had 12 mobile substations in stock. 10 pieces of 10 MVA transformers with the numbers 5, 10, 12, 13, 20, 21, 22, 23, 24, 25 (from 1965) and two 15 MVA transformers: Nos. 31 and 32.
. The FUW No. 32 (Year 1978, Booth 1996) in Gabelbach (to Munich) or had a well-wagons with the following data: LüP = mm 24680, length base = 23440 mm, Flatbed length = 9000 mm, pivot distance = 2960/2990 mm, Height of loading level = 800 or 1470 mm, dead weight = 40.5 t, loading weight = 79.5 t, Vmax = 80 km / h.
Austria
In Austria , the Austrian Federal Railways (Power Plants division) have eight mobile substations (fUW) that are used for short-term support and bridging measures for the traction power supply. However, they are also used as a transformer replacement in the stationed substations in the event of revisions, faults or renovation measures, as well as long-term temporary measures up to the construction of additional stationary intermediate substations (e.g. at the Rekawinkel train station).
The current mobile substations were built between 1986 and 1993. The flat-bed wagon was manufactured in the Jenbacher works , the cabin superstructures were manufactured in the main workshop in Floridsdorf. At the beginning, each fUW had its own paint scheme, which was designed by the then ÖBB designer Wolfgang Valousek. Nowadays all cars have a light gray paint and consist of the following components:
- Two-pole 110 kV input isolator
- Two-pole SF6 circuit breaker
- 10 MVA main transformer (12 MVA with forced ventilation)
- Two single-pole 15 kV travel line vacuum switches
- Automatic test to localize short circuit locations in the catenary network
All substations (with the exception of the remote locations in Wald am Arlberg and Bergern) have an FUW siding with 110/15 kV support portals.
| fUW no. | Wagon number | Construction year |
|---|---|---|
| 1 | 80 81 976 9 011-4 | 1990 |
| 2 | 80 81 976 9 012-2 | 1993 |
| 3 | 80 81 976 9 006-4 | 1987 |
| 4th | 80 81 976 9 009-8 | 1989 |
| 5 | 80 81 976 9 010-6 | 1989 |
| 6th | 80 81 976 9 005-6 | 1986 |
| 7th | 80 81 976 9 007-2 | 1987 |
| 8th | 80 81 976 9 008-0 | 1986 |
In addition, there were or still exist in the capital the four converter cars for the Vienna city and tramway .
Switzerland
Mobile substations are particularly popular with the Swiss Federal Railways (SBB), as numerous SBB traction power lines run along railway lines. Because SBB operates its own high-voltage network with a frequency of 16.7 Hertz, a mobile substation includes a combined transformer car with high-voltage switchgear and a lightweight steel car converted into a command car with the control equipment . For some permanent installation locations, only transformer cars were purchased; the command car was replaced here by fixed control systems.
history
The knowledge gained from the damage to the railway systems during the Second World War spoke in favor of the nationwide introduction in Switzerland . It was found that electric train transport was not as badly affected as had been suspected in military circles before the war. In general, no contact line systems were damaged, or if they were, this damage was repaired more quickly than the superstructure that was mostly affected . In addition to the power stations , the substations in particular were identified as the greatest weak point for electrical train transport in the event of war . First, because they are known to the enemy as a fixed installation and thus offer an excellent target for an attack. Second, because even with a partial hit, a complete failure of the substation concerned can normally be expected. Thirdly, because a substation repair can take a long time, especially if the transformers are damaged or destroyed. Thus it was concluded that with mobile substations, the military could at least be guaranteed an emergency supply of the electric train transport. As a result, the military did not have to provide large reserves of thermal traction vehicles . Instead of many operationally unnecessary diesel locomotives or a revision of the few remaining steam locomotives of the SBB, which had reached the end of their service life, the military department relied on mobile substations, took over the additional costs for the first compared to fixed substations with the same performance and also participated in the procurement of diesel locomotives where this was specified by military requirements in the specification.
The other advantages that are still relevant today are the fast set-up time - only a free siding with the possibility of feeding into the overhead line near a transmission line is required - and, due to the standardization and drivability, the rapid replacement of a defective transformer. In the case of military use, it would also be possible to dispense with the concrete tub as groundwater protection , which is also required today for the transformers of the mobile substation . Thanks to their flexible use, mobile substations can also be used as a replacement for fixed substations during renovations or as a performance supplement at weak points (instead of a fixed substation still to be built). As a result, SBB procured additional mobile substations on its own account, as they had switched to setting up a mobile substation at this location before building a fixed substation.
Between 1968 and 1985 the SBB procured a total of 20 mobile substations in four series, all of which are built on eight-axle special wagons and have a permanently assigned four-axle command car. The first in 1968 were the two mobile substations designated as fUW 68 with an output of 18 MVA (decommissioned in 2005). Then followed in 1978 the four fUW 78 with 20 MVA output, in 1984 the four fUW 84 with 20 MVA output, and between 1992 and 1995 ten fUW 92 with 20 MVA output.
Normally 17 are permanently in use as a replacement for a - planned but not yet existing - fixed substation. Only one is available as a mobile replacement substation or serves as a reserve for the other 17 mobile substations in use. Mobile substations were planned at the following 15 locations on the 2012 transmission plan; Gland, Croy, Yverdon, Roche, St. Leonard, Gamsen, Varazo I + II, Balerna, Rivera, Lavorgo, Flüelen, Rüti, Weinfelden, Etzwilen.
At the end of 2014, three four-axle transformer cars were delivered, which are used as 33 / 16.5 kV amplifiers on the route to Luino near Cadenazzoo, Ranzo Sant'Abbondio and Luino. In future, the autotransformer feed principle of two times 16.5 kV will be used on this route, with two antiphase 16.5 kV feed lines attached to the catenary masts.
It is becoming apparent that in the future the SBB will replace the command vehicle with a container in which the required secondary technology will be housed.
In Scandinavia , the substations are often designed to be mobile. Unlike in Austria and Switzerland, however, they are used in fixed machine shops. The high-voltage switchgear is also permanently installed there. This makes it easier to send the transformer and the (mostly rotating) converter for revision. In this way, an interruption of a feed point in the traction power supply, which is usually already weakened (because fixed substations are far apart), can be avoided without the system components having to be duplicated.
literature
- Alfred Horn: Eisenbahn Handbuch 2012. Verlag Holzhausen GmbH. Vienna 2012.
- Helmut Petrovitsch:
- On the history of mobile substations in Germany, Austria and Switzerland , part 1. In: Eisenbahn-Revue International , 2/2015, pp. 80–83.
- Part 2 in: Eisenbahn-Revue International, 3/2015, p. 132 f.
- Part 3 in: Eisenbahn-Revue International, 4/2015, pp. 192–196.
- Addendum to the history of the mobile substations . In: Eisenbahn-Revue International, 6/2018, p. 304.
Individual evidence
- ↑ cf. List of traction power systems in Germany
- ↑ Mobile converter ( memento of the original from March 4, 2016 in the Internet Archive ) Info: The archive link was automatically inserted and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. eisenbahndienstfahrzeuge.de> Railway service car, Heinrich Priesterjahn, Uelzen, text: Holger Coring. Images: Hermann Jahn, Holger Coring. Updated October 17, 2005, accessed October 26, 2018.
- ↑ Mobile substation Updated April 18, 2016, accessed October 26, 2018.
- ↑ Swiss Railway Review (SER) 4/2015, p. 194.
- ↑ SER 4/2015, p. 194.
- ↑ SER 4/2015, p. 195.
- ↑ SER 4/2015, p. 195.
Web links
- Overview map of the ÖBB traction power line network including mobile substations (archive version, February 28, 2019)