Public transit has always been the green transportation alternative. How do you make it even more environmentally-friendly and efficient for the 21st Century? The Southeastern Pennsylvania Transportation Authority (SEPTA), in partnership with Viridity Energy Inc. — a Philadelphia smart grid company — is bringing the regenerative braking energy technology long used by hybrid-electric vehicles to its Market-Frankford Line elevated trains.
But where hybrid-electric buses and cars have onboard batteries to capture and store energy created when the vehicle brakes, trains don’t have a storage capability and the energy created during the regenerative braking process can only be used by a nearby accelerating train. And if there’s no train? That energy is lost, vanishing into the air.
SEPTA and Viridity have devised a way to capture, store and reuse braking “El” trains’ energy, building upon the idea of an on-board battery.
In a first-of-its kind “wayside energy storage” project, SEPTA and Viridity have devised a way to capture, store and reuse braking “El” trains’ energy, building upon the idea of an on-board battery. Instead of just one battery like that on a car or bus, SEPTA’s system is several large batteries (produced by Saft Batteries Inc.) and a controller (produced by ABB Envitech, Inc.) located offsite (“wayside”) at SEPTA’s Letterly Substation. The stored energy can later be used by SEPTA to meet a variety of energy needs on the portion of the Market-Frankford Line served by that substation, including powering additional trains.
Wayside energy storage is green for reasons other than being socially responsible by reducing the amount of energy SEPTA needs from the power grid. The project will be a money saver and revenue generator for SEPTA — an important outcome at a time when transportation organizations are being looked upon to develop innovative means of creating income.
Much like SEPTA’s hybrid buses reduce fuel consumption, the battery is projected to decrease the electric bills at Letterly Substation by up to $190,000 per year. Additionally, the excess energy captured and stored by the battery can provide support to the electric grid via the frequency regulation market. Through its partnership with Viridity, SEPTA will deploy its energy surplus as virtual power into PJM Interconnection’s wholesale power frequency regulation and energy markets. SEPTA anticipates that frequency regulation and other demand response programs could generate up to $250,000 annually in new revenue.
“Through this pilot project, SEPTA will become even more energy efficient, which will help control operating costs — benefiting both customers and taxpayers. We’ve made our system cleaner, greener and more efficient in recent years: things like replacing traditional diesel buses with diesel-electric hybrids and installing energy-efficient lighting at stations, facilities and offices,” said SEPTA GM Joseph Casey. “These measures are helping us control costs in tough economic conditions and making us a better neighbor in the communities we serve."
The Letterly Substation project, funded by a $900,000 grant from the Pennsylvania Energy Development Authority, is just the first in SEPTA’s wayside energy storage initiative. The agency received a $1.44 million FTA grant to install another device at a substation in Northeast Philadelphia. That grant will also be used to test alternative battery technology and determine the best fit for SEPTA’s propulsion system. The results will be shared within the transportation industry, allowing other rail transit agencies to determine how they might be able to use the wayside storage technology in their systems.
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Read our METRO blog, "Finalizing bus stop placement" here.
While PTC may have just recently entered the consciousness of the public at-large, it has been an issue for freight and commuter rail systems since Congress passed the Rail Safety Improvement Act (RSIA) (P.L. 110-432) in 2008 following the collision between a Metrolink commuter train and a Union Pacific freight train in Los Angeles. Since that time, rail organizations have been working toward meeting the federally-mandated PTC implementation deadline of December 31, 2015. With less than six months to go, several commuter rail systems have said that, not only will they not meet the deadline, they will need several more years before having full PTC implementation on their trains.
Disruptive technologies and the new era of information sharing are helping to evolve and advance public transportation in our nation’s greatest cities. Nearly 300 mayors and government officials convened in San Francisco June 19-22 for the U.S. Conference of Mayors’ 83rd Annual Meeting, featuring remarks from President Obama and former U.S. Secretary of State and Democratic presidential candidate Hillary Clinton. I was invited to speak in front of these influential government leaders to discuss “Technology and the Transformation of Urban Transportation.” This article will give readers an inside look at the conversation.
In times of disaster or tragedy, public transit agencies are frequently called upon to assist their communities and other transportation organizations. In case of fire, evacuation or accident, buses may be used to shelter or transport the displaced or injured, or serve as a respite site for first responders.
As a city, Leipzig is an excellent example of the German principals of transport planning and service as well as eastern Germany’s long history. The city has benefitted from large amounts of investment in infrastructure over the years since German reunification and most transport systems seem to be new or rebuilt, expanded and in a very good current state of repair. The most notable element in the transport mix is inevitably the enormous and historic main railway station, which is one of the largest, but certainly not busiest, in Europe.
The Southeastern Pennsylvania Transportation Authority’s Regional (commuter) Rail system was inherited from the Pennsylvania and Reading Railroads and the infrastructure in many sections of the system has been serving the Philadelphia area for more than 100 years. Fifteen years ago, overhead catenary system (OCS) failures were a common occurrence on SEPTA Regional Rail, a result of fatigue cracks and wear. The all too common OCS failures were frustrating for SEPTA customers who occasionally found it difficult to depend on train service for their travels and for SEPTA, whose crews were constantly working to repair and maintain the system.