British Transport Commission. British Railways Electrification Conference London 1960: Railway Electrification at Industrial Frequency - Proceedings

503 Pages·29.422 MB·English

British Railw
Electrification Gonference
London 1960
RAII.,WAY ELECTRIFICATION
INDUSTRIAL FREQUENCY
oceedings
Published by the British Transport Commission and printed in Great Britain by Waterlow & Sons Limited
.
British Railways Electrification Conference 1960
Foreword
Early in October 1960 the British Transport Commission, in association with the
British'~1ectrical& Allied Manufacturers' Association and the Locomotive & Allied
Manufacturers' Association of Great Britain, staged an Electrification Conference in
London. The principal object of this Conference, which was attended by engineers
from over 40 railway administrations throughout the world, in addition to the leading
experts from British Railways and British industry, was to show the developments
which have taken place in 50 c/s a.c. traction on British Railways and the way in
which this system has been adapted to meet the peculiar needs of railways in Britain;
it also enabled discussions to take place which it is hoped were of mutual advantage
to both British and overseas delegates.
In the United Kingdom both the British Transport Commission and the electrical
manufacturing industry have great faith in this modern system of electrification. Since
the Conference was held, 600 track miles of 50 c/s a.c. electrification have been brought
into service over lines handling the most dense commuter traffic in this country, and
perhaps in the whole world. Work on the electrification of the Crewe - London lines
has been fully approved and is now going ahead. By 1966, through electrified services
at industrial frequency should be operating from London to Liverpool and London
to Manchester.
The development of 50 c/s a.c. traction in Great Britain has witnessed the intro-
duction of many important original features in equipment. Certain setbacks have been
experienced, but these have only affected a very small part of the equipment which
has gone into service. Much has been learnt and we now have in Great Britain a testing
ground of considerable extent which will facilitate future progress.
It is my wish to pay tribute to the help that British Railways are receiving from
manufacturers in the design and supply of equipment. Their active assistance in the
organisation of the Conference contributed significantly to its success. A further
noteworthy factor was the spirit of international co-operation which was brought out
so clearly in the discussions. This too brings great hope for the future.
CHAIRMAN, BRlTlSH TRANSPORT COMMISSION
Proceedings oj. the
British Railways
Electrification Conference
London 1960
Contents
Page
SECTION I Opening Address by
SIR BRIANR OBERTSONB,T ., G.C.B., O.B.B., K.C.M.G.,
K.C.V.O., D.S.O., M.C.
Chairman, British Transport Commission
Introduction by S. B. WARDER
Paper 1. Electrification in the Modernisation of British Rail-
ways: The Choice of the 50 c/s System. S. B. WARDER
SECTION I1 Introduction by J. A. BROUGHALL
Paper 2. The Application of the 50 c/s System as Proved by
System Tests. J. A. BROUOHALLF,. J. LANE
Paper 12. System Tests: instrumentation and Measurements
Paper 13. System Tests: Evaluation of Results
Paper 14. The Consulting Engineer's Contribution to
50 c/s Electrification
Discussion on Paper 2 and Supporting Papers
Authors' Replies
SECTION 111 IntroductionbyE. S. CoxandG. G. KIBBLEWHITE
Paper 3. The Locomotives. E. S. Cox, G. G. KTBBLEWHITE
Paper 1.5. Locomotives: A.E.I., Rugby
Paper 16. Locomotives: English Electric Co.
Paper 17. Locomotives: General Electric Co.
Paper 18. Locomotives: A.E.I., Manchester
Paper 19. Locomotives: B.R./A.E.I., Rugby
Paper 20. Pantographs for Locomotives and Multiple-Unit
Trains
Paper 21. Effects of Dynamic Performance of Rolling Stock
on Current Collection
Paper 23. Locomotives and Multiple-Unit Trains under
Development
Discussion on Paper 3 and Supporting Papers
Authors' Replies
CONTENTS (Continued)
SECTION 111 Introduction by H. WILCOCKan d C. J. CLEM~W
Paper 4. The Multiple-Unit Trains. H. W r ~ c o c ~ ,
C. J. CLEMOW
Paper 23. Locomotives and Multiple-Unit Trains under
Development
Paper 24. Multiple-Unit Train Equipments for Man-
chester - Crewe Line: A.E.I., Rugby
Paper 25. Multiple-Unit Train Equipment for London-
Tilbury - Southend Line: English Electric Co.
Paper 26. Multiple-Unit Train Equipments for Liverpool
Street - Enfield - Chingford - Hertford - Bishop's
Stortford Lines: General Electric Co.
Piper 27. Multiple-Unit Train Equipments for Glasgow
Suburban Lines: A.E.I., Manchester
Paper 20. Pantographs for Lowmotives and Multiple-Unit
Trains
Discussion on Paper 4 and Supporting Papers
Authors' Replies
SECTION IV Introduction by W. J. WEBB
Paper 5. The Power Supply. W. J. WEBB
Paper 28. Power Supply: The Railway Load
Paper 29. Power Supply: Oil-insulated Switchgear
Paper. 30. Power Supply: Air-insulated Switchgear
Paper 31. Power Supply: Protection Systems
Paper 32. Power Supply: Remote Control of Power Dis.
tribution
Discussion on Paper 5 and Supporting Papers
Authors' Replies
SECTION V Introduction by E. CLAXTONJ., W. GRrEvEand
A. K. TERMS
Paper 6. The Overhead Line Equipment. E. CLAXTON
Paper 7. The Erection of the Overhead Line Equipment.
J. W. GRIEVEA, . H. EMERSON
Paper 8. Civil Engineering Aspects. A. K. TERRIS
Paper 33. Overhead Equipment: The Catenary System
Paper 33~D. evelopments in Overhead Equipment
Paper 34. Overhead Equipment: Insulators
Paper 35 . Overhead Equipment: Structures and Foundations
Paper 36. Overhead Equipment: Erection
Discussion on Papers 6, 7 and 8 and Supporting Papers
Authors' Replies
SECTION V1 Paper 11. Research for A.C. Traction. DR F. T. BARWELL
Discussion
Author's Reply
SECTION V11 Introduction byA.W. WOODBRIDGE~R~.~ RD. RJ. KLEWE
Paper 10. Signalling and Telecommunications.
A. W. WOODBRIDGE
Paper 9. The Interference Problem. DR H. R. J. KLEWE
Paper 38. Signalling Equipment: A.E.I. - G.R.S.
Paper 39. Signalling Equipment: Siemens & General
Electric Railway Signal Co. Ltd
CONTENTS (Continued)
Page
SECTION V11- Paper 40. Signalling Equipment: Westinghouse Brake &
(continued) Signal Co. Ltd
Paper 41. Railway Telecommunication Cables and
Equipment
Paper 37. Effect on Post Office Circuits
Paper 37~T. elevision Interference
Discussion on Papers 10 and 9 and Supporting Papers
Authors' Replies
SECTION V111 Conclusion by R. C. BOND
APPENDIX A List of Manufacturers taking part in the Conference
APPENDIX B Statement by the Br~t~Tshra nsport Comrnlssion
British Railways Electrification Conference . 1960
Section I
I OPENING SESSION: M onday 3 October 1960
f
Chairman: SIR BRIAN ROBERTSOBNT,. , G.C.B., G.B.E., K.C.M.G., K.C.V.O., D.S.O., M.C.
Chairinan, British Tramport Coimzission
Chairman's Opening Address
Paper 1. Electrification in the Modernisation of British Railways: The Choice of the 50 c/s System
S. B. WARDERM, .I.MECH.E., M.I.E.E.,
Chief Electrical Engineer, British Transport Commission.
British Railways Electrification Conference . 1960
OPENINGS ESSION:M onday 3 October 1960
Opening Address by SIR BRIANR OBERTSONBT,. , G.C.B., G.B.E., K.C.M.G., K.C.V.O., D.S.O., M.C.
Chairman, British Transport Commission
We British like to give the impression that we are a modest current at high voltage and industrial frequency. In our case
race and to pretend that it is rather vulgar to advertise one- this means the 25,000V 50 c/s a.c. system. It is with our
self. Other people sometimes say that this is a sure proof of experience of this system, the technical problems involved
our self-conceit. Let me say right away, Gentlemen, that the and the progress we have been able to make that we are
intention of this Conference is to show everybody that we concerned at this meeting of engineers from railway nations
have got something which, we think, will interest them and throughout the world.
that we want to display it and to discuss it with you.
It may well be that some reluctance to abandon steam
Over 40 different railway administrations are represented traction was inevitable in a country which invented it - a
here in this hall. 1 find that particularly pleasing, and I wel- country, moreover, which is a considerable coal producer.
come you all most warmly. T do so on behalf not only of the But by 1947, when the British Transport Commission was
British Transport Commission, but of two great trade formed, the question of traction was clearly urgent, and
Associations -the British Electrical & Allied Manufacturers' experts were appointed to report upon the various forms of
Association and the Lowmotive & Allied Manufacturers' motlve power then available.
Association who share with us the responsibility for this
- The Commission's thinking on the subject was already
Conference.
evident. Ten years ago my predecessor, Lord Hurcomb,
For British Railways, and for the great railway engineering then Sir Cyril Hurwmb, speaking in London to the Institute
and manufacturing industry in Britain, this Electrification of Electrical Engineers' Convention on Electric Railway
Conference is a great event. 1 believe that it will be a landmark Traction, said, 'It is possible that if some of the railway
in our railway history. That history goes hack a long way. companies had been so courageous and imaginative as to
ii Railways began here. We are proud of that. However, we grasp the advantages of electrification, in spite of its high
are not so proud of our past as to forget the importance of the capital costs, they would have been better off.' Sir Cyril
present and future. Railways are now faced with fierce continued, 'All of us would most like to see a main-line
1 competition from other forms of transport. To meet this electrification scheme from London right the way through to
! competition they must arm themselves with the most efficient the point at which density of traffic begins to tail off. There
i and economically effective weapons that modern science can is still no main-line electrification in this country in the full
1 devise. sense.'
i
I On all modern railways now steam is giving way rapidly to It was generally assumed at that time that we should con-
diesel traction and electrification. Of these two neither can be tinue with the 1,500V d.c. system which we had already
said to be better than the other. Some conditions favour the used with good results, and which indeed had been formally
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one, other conditions constitute a case for the other. Given adopted as standard. In many ways it would have been
i certain conditions, notably a line carrying consistently dense highly convenient for us to go on with a system of which the
1
traffic, no other system of traction yet devised can combat technical problems had been solved and which promised
i
competition so effectively as ejectrification with alternating comparatively rapid results. The high-voltage a.c. system, on
the other hand, bristled with unsolved problems. Yet it not constantly as new techniques and materials are evolved;
only opened up possibilities of considerable economies, but they also vary sharply from country to country. In Britain,
also produced clear advantages in operating efficiency. the density of our railway network and the limitations of our
The first practical experiment which we made with a 50 c/s loading gauge have created problems which have often
system was in 195211953 on our Lancaster - Morecambe - required entirely novel solutions by the engineers. Some of
Heysham line. Although, in the event, our French colleagues these engineers, from both railways and industry, will
were able to proceed very much faster, our own scheme was describe the work to you.
well in being when we learned of the successful experiments Railways have always pleasantly inspired a camaraderie
at Aix-les-Bains which preceded the splendid electrification among their officers and staffs, no matter in which country
from Valenciennes to Thiouville. they work, and for many years railway officers of all nations
Careful study of the results of these experiments and a have regularly exchanged views on developments in their
thorough appraisal of the business economics involved particular spheres. This Conference gives a rare opportunity
culminated in the Commission's decision to adopt the present for an exchange of ideas in person, and I have no doubt at
system, which we believe will be of decisive benefit to Britain's all that in the discussions which will follow the Papers to be
railways. In implementing this decision we are being greatly read or handed to you we shall learn a great deal from the
aided by the skill and co-operation of the British electrical views contributed from other nations.
engineering industry. Indeed without that the task would be May I once again give you a cordial welcome to Britain
impossible. and to this Conference. Railway electrification is no longer
There can at present be no doubt that this system of railway for us something just about to happen. [t is here, and we are
electrification offers scope for spectacular development delighted to talk to you about it and to show you the equip-
throughout the world. Some countries have already had ment. Some of the equipment will he on view to you this
striking successes with it, for we are by no means alone in this afternoon at an Exhibition which Britain's Minister of
field. I have first-hand knowledge of a good deal of what our Transport, Mr Ernest Marples, has very kindly agreed to
friends of the SNCF have done, and I yield to nobody in my open. I hope you will all be able to be there, and also that
admiration for their achievements. In the Soviet Union, too, you will enjoy the visits to the pilot schemes now working,
in Turkey, Portugal and latterly India, the system is making as well as those to some of our manufacturers' plants.
remarkable progress. I have great pleasure in declaring this Conference open.
The technical problems of installing the system change I wish it every success.
Introduction to Paper 1
Mn S. B. WARDERC hief ElecfricalEngineer, British Transport in the special conditions existing in this country. These were
Commission formidable, but when the prize to be won was great a challenge
Mr Warder said that in his usual way the Chairman had to engineering skill was immediately created.
summed up the object of the Conference in the minimum Many of the problems appeared to some to be so complex
number of words. as to make the effort not worth the trouble. He and his staff
His own task was to explain, in somewhat general terms, had never felt that way, and were confident that solutions
the reasons why electrification occupied such a prominent could be found for all the special circumstances. Time alone
place in the Modernisation Plan for British Railways, and why would show how successful they had been.
the 50 c/s a.c. system had been adopted. Mr Warder then gave extracts from his Paper as now
Having dealt with the reasons, he would then discuss the published.
special problems that the a.c. system posed in its application