摘要:

The paper deals with the electrical aspects of the Nechako–Kemano–Kitimat hydro-electric power development and the associated aluminium-reduction works in the province of British Columbia, Canada.After briefly presenting the physiographic setting and civil-engineering features of the world's largest underground power development, with an ultimate installed capacity of 2,240,000 h.p., the paper discusses the outstanding features of many elements of the power development wherein new engineering ground has been broken. The unusually heavy electrical loading of the 300-kV transmission system is treated at some length, as well as the mechanical loading.In addition, the plant power-supply features of what will ultimately be the largest aluminium-reduction works in the world, at Kitimat, are discussed.The paper presents comparative data on the characteristics of such equipment as the impulse turbines, generators, main step-up and step-down transformer banks, and 300-kV power cables, derived from the tenders of the several manufacturers supplying the equipment.

DOI:10.1049/pi-1.1954.0068

出版商:IEE    

年代:1954

数据来源: IET

DOI:10.1049/pi-1.1954.0073

出版商:IEE    

年代:1954

数据来源: IET

DOI:10.1049/pi-1.1954.0074

出版商:IEE    

年代:1954

数据来源: IET

摘要:

The paper compares the d.c. and 16⅔-c/s single-phase systems of electric traction, examines the problem of the choice of a particular system and shows why 50-c/s single-phase distribution was adopted. The advantages conferred and the economies made possible by this system are discussed, and the various types of locomotive drive which it allows are detailed. Some indication of the merits of each is given.Special attention is paid to the C0–C0locomotives using single-phase/d.c. and single-phase/3-phase motor-generator sets, which are of particular advantage for hauling the numerous heavy freight trains on the Valenciennes–Thionville line and may be adapted for working at unity power factor.B0–B0locomotives will be used to haul the majority of other traffic over many electrified main lines. The main drives employed are the single-phase motor and the d.c. motor with ignitron conversion, for which a great future is predicted.

DOI:10.1049/pi-1.1954.0077

出版商:IEE    

年代:1954

数据来源: IET

摘要:

The Société Nationale des Chemins de Fer Français (S.N.C.F.) has ordered 105 electric locomotives (85 C0–C0and 20 B0–B0) for the electrification of the Valenciennes–Thionville line.The general principles which governed their selection are put forward, and the reasons which led to the adoption of single-cab locomotives are explained. The manner in which the problems of visibility of signals and current collection were solved is fully described. An analysis of the annual costs of different types of electric locomotive under French conditions is also included.Two types of C0–C0locomotive, one with a single-phase d.c. generator set and one with a single-phase/3-phase rotary convenor, are described, and the considerations which affected the choice of output and the determination of the maximum running speed are given. A comparison is drawn between the efficiency of these locomotives and that of other types. The methods adopted to improve adhesion and to secure the hauling of trains heavier than those drawn by 1,500-volt d.c. French locomotives are examined in detail.A survey of the B0–B0locomotives is then given. The qualities of the motor adopted for the locomotives with single-phase motors is stressed, while the manner in which the locomotives equipped with ignitrons differ from those previously constructed is described.

DOI:10.1049/pi-1.1954.0078

出版商:IEE    

年代:1954

数据来源: IET

DOI:10.1049/pi-1.1954.0081

出版商:IEE    

年代:1954

数据来源: IET

DOI:10.1049/pi-1.1954.0082

出版商:IEE    

年代:1954

数据来源: IET