TGVBR

Trans Siberiana - Транссибирская

André Aquino escreveu:Trans Siberiana - Транссибирская

É verdade mesmo quetoda a transsiberiana é eletrificada ou apenas os trechos em que compesa mais?

Caro Isaias,

os SZD (caminhos de ferro Russos) têm cerca de 50% da rede electrificada usando os sistemas 3.0 kV DC e 25 kV AC. Os dois sistemas juntos representam cerca de 43000 km (para um total de 86000 km de vias...). A maior parte do tráfego de 1.3 bilhões de passageiros/ano e 1.3 bilhões de toneladas/ano de mercadorias circula debaixo de catenárias incluindo as diversas linhas e ramais que constituem o trans-siberiano e o trans-manchuriano.

A propósito de electrificações, transcrevo parte do conteúdo da entrada da wiki sobre o tema:

World electrification

Railway electrification in Europe by country.

In 2006, 240,000 km (25% by length) of the world rail network was electrified and 50% of all rail transport was carried by electric traction

Advantages and disadvantages
Advantages include:
• lower running cost of locomotives and multiple units
• higher power-to-weight ratio, resulting in
o fewer locomotives
o faster acceleration
o higher practical limit of power
o higher limit of speed
• less noise pollution (quieter operation)
• lower power loss at higher altitudes (for power loss see Diesel engine)
• lack of dependence on crude oil as fuel

Disadvantages include:
• upgrading brings significant cost,
o especially where tunnels and bridges and other obstructions have to be altered for clearance
o alterations or upgrades will be needed on the railway signaling to take advantage of the new traffic characteristics
• increased maintenance cost of the lines (although reduced maintenance cost of the locomotives and multiple units)

Summary of advantages and disadvantages:
• Lines with low frequency of traffic may not be feasible for electrification (especially using regenerative brake), because lower running cost of trains may be overcome by the higher costs of maintenance. Therefore most long-distance lines in North America and many developing countries are not electrified due to relatively low frequency of trains.
• The power range of diesel locomotives begins at the power of the strongest steam engines, while the power range of electric locomotives begins at the high end of diesel locomotives. For passenger operation it is theoretically possible to provide enough power with diesel engines (see e.g. 'ICE TD'), but at higher speeds this proves costly and impractical. Therefore, almost all high speed trains are electric.
• The high power of electric locomotives gives them the ability to pull freight at higher speed over gradients, in mixed traffic conditions this increases capacity when the time between trains can be decreased. The higher power of electric locomotives and a electrification can also be a cheaper alternative to a new and less steep railway if trains weights are to be increased on a system.

Energy efficiency
There is a significant amount of published material that concludes that electric trains are more energy efficient than diesel-powered trains, and with proper energy production can have a smaller carbon dioxide footprint. Some of the reasons for this are given below:
• electric trains may be powered from a number of different sources of energy (e.g. hydroelectricity, nuclear, natural gas, wind generation etc.) as opposed to diesel trains that are reliant on oil.
• under certain conditions (see below) trains can return power to the network (see regenerative braking), further increasing efficiency.
• electric trains do not have to carry around the weight of their fuel unlike diesel traction.

In order for trains to return power to the network, both the rolling stock and the network must be prepared to do so. Presently the energy returned by vehicles is not sent back to the public network[citation needed], but made available for other vehicles within the network. Regenerative braking is therefore often implemented in tram networks, where the density of vehicles per powered section is high, but is more difficult with trains, especially where the voltage is relatively low, hence the sections are small.

According to world energy statistics [7] the reserves of liquid fuel are much less than gas and coal (at 42, 167 and 416 years respectively). Therefore it is vital to increase the railway's share of transport and maximise electrification due to efficient energy sources being available in different modes. Railway electrification may be considered an important route towards consumption pattern reform [4] [5].

External cost
The external cost of railway is lower than other modes of transport but the electrification brings it down further if it is sustainable.
Also energy from well to wheel, and the necessity to reduce pollutions and greenhouse gas in earth according to the Kyoto Protocol.

Research and development
Another result of electrification is the effect on locomotive and wagon productivity and it is going to be more effective by more railway research in this field. The trend of technology in railway electrification is very important to adopt the efforts for better results, for example the trend from GTO (Gate turn-off thyristor) to IGBT (Insulated-gate bipolar transistor) for more powerful locomotives with higher reliability is one of the elements of Technology roadmap (TRM) and the loop to have a mature system as in Maturity Road Mapping with the Technology transfer provision.


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