electrification focus
also not be completed Weighing investments
before 2020, which In general, the simulations provided RFF
means that all trains in with confidence on the correctness of
the direction of Turin various line-specific studies. It also
must use the existing showed that the electrification or
“ Ligne de Maurienne” . construction of one line will not be
Though not all the detrimental to another project. As a
lines of the corridor result, the existing 1500 VDC Chambéry –
are currently St Jean de Maurienne line can remain to
electrified, they exist at its current maximum used
should be equipped capacity until 2013, though it will not
with a 25 kVAC manage the 2020 timetable. Three
autotransformer additional 25 kVAC substations in 2020
system by 2020. would suffice to provide the new lines
Conversely, the line with sufficient power.
Chambéry – St Jean Finally, ARCADIS provided an alternative
de Maurienne will for the 2020 situation, in which the 1500
keep its 1500 VDc VDC power supply line is replaced by a
electrification in the 25 kVAC solution. This will have two
future, despite distinct advantages. Firstly, whereas
earlier studies freight trains are allowed 100 to 120
showing that this km/h, they will barely manage 70 km/h
power supply has climbing the steep slopes on this line due
already been to shortage of available power provided
stretched to its by 1500 VDC. The 2020 timetable will be
maximum capacity. seriously disrupted by these low speeds,
with trains waiting for one another. Yet
From a wide with a 25 kVAC feed, this higher speed
variety of studies and hence a working timetable is feasible.
to one overall Secondly, the alternative will require
study fewer substations.
The planned Thus, the overall study allowed RFF to
developments for consider the various phases in the intricate
the coming years are divided over many compound of projects and to propose to its
The tram system and thus assess and structure power projects in this region. The various effects financial partners a phasing of the
of The Hague. supply investment proposals. A perfect of electrification of the old and new lines realisation which will avoid possible false
example of such use of power supply have been detailed in over 10 studies, moves. Moreover, RFF could distribute
simulation is the new high-speed rail link instigated by various parties. However, an investments in the power supply network
between Lyon in France and Turin in Italy. overall study of how all these projects and according to its realistic needs, that is to
Due to the performance required in electrifications interact was not yet say to concentrate its investments on
terms of both capacity and speed, RFF available. Essential information was still where the performances are least in
(Réseau Ferré de France) is planning two missing. For instance, it was still unclear relation to expected traffic. Finally it could
separate lines between Lyon and the whether the combined electrifications and coherently determine entry data for future
Alpine corridor. One is a 78 km-long high- their demand for electricity correspond preliminary studies of possible routes.
speed line for passenger trains running with the available power provided by
between Lyon St Exupéry and the north of RTE's (Réseau de Transport d’ Electricité) Simulation benefits
Chambéry. The other is a primarily new public utility network. Therefore, RFF hired As illustrated above, simulation is a
line for freight trains between Lyon and ARCADIS to do an overall study, analysing useful tool in the complex world of rail
the Alpine Corridor, to the south of this complex rail network situation and the infrastructure. Not only can the iterative
Montmélian. consequences of adapting and simulation process relatively cheaply and
To the east of the Alpine corridor, modernising the electrification of the quickly lead to making well-founded
passenger transport requirements are various lines in this region. More design choices by checking alternative
such that freight and passenger traffic can specifically, the purpose of this study was solutions but simulation can also facilitate
be grouped together on a single new line to evaluate the number of substations, the demonstration of the validity of a
(mixed-use), which will join St Jean de which are needed to meet the required design against the preset criteria. This
Maurienne and will subsequently continue performance levels in terms of robustness, applies regardless of the level of
on towards Turin through the 52 km-long reliability, quality, dimensioning, life cycle, abstractness of the issue to be solved,
Franco – Italian base tunnel. and installation costs, both for the 2013 whether it being transport or system
Although the tunnel to Turin will and 2020 horizon. functionality.
(partly) open to traffic by 2020, not all This implied looking at the phasing of Thus, for instance, the capacity of the
the planned routes leading from Lyon to the projects as well, such as verifying that line can be determined by studying the
the Franco – Italian base tunnel will substations required for the 2013 situation timetable, the influence of rolling stock
have been executed by then. This should not be superfluous but could still on the timetable, and the infrastructure.
means that until at least 2020 freight be used for the 2020 situation as well. Or But simulation can also help determine
and passenger trains will share the examining whether substations feeding the robustness of the line, the most
same tracks up to Avressieux, with a the new access lines to the Franco – efficient position of the signals, and the
maximum speed of 220 km/h, from Italian base tunnel could play a role in required power supply, giving insight to
which point onwards passenger services feeding other lines in this corridor, or vice operators, concessionaires, and even
and freight services follow their own versa whether existing substations could investors about the effects of possible
route. The last section of the route will be used to feed the access lines. choices.
34 | the rail engineer | october 2008
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