제3궤조: 두 판 사이의 차이

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[[파일:ThirdRail,Metro,Washington,DC.jpg|thumb|right|300px|워싱턴 DC에 있는 제3궤조 방식 도시철도 노선. 직류 750V가 흐르는 전기 노선은 맨 위에 캐노피로 덮여 있으며, 음극의 역할은 아래쪽에 있는 두 일반 궤도가 맡는다.]]
[[파일:2402 'County of Hampshire' at Wool.JPG|thumb|right|브리티시 레일 442 전동차. 최고 시속 172km까지 낼 수 있다.]]
[[File:Metro Paris rubber wheel.jpg|thumb|right|파리 메트로의 고무차륜 차량. 고무차륜의 가이드 레일은 전도체이며, 집전 장치는 고무차륜 사이에 설치되어 있다.]]
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제3궤조 방식은 전기 철도의 역사에서 내장 축전지 다음으로 가장 오래된 급전 방식이다. 가공 전차선은 노면 전차에서 주로 사용하였으며, 이후 간선 철도에 천천히 등장하였다. 1879년 베를린 산업 박람회에서 [[지멘스]]에서 개발한 실험적 전동차가 첫 선을 보였고, 당시 운행한 차량은 급전 궤도가 가운데에 있다.
 
1883년에 개통한 브라이튼에 있는 볼크의 전기 철도를 포함한 일부 초기 전기 철도는 궤도를 전도체로 사용하였다. 1886년에 추가로 급전 궤도가 설치되었고, 현재에도 영업 중이다. 같은 해에 최초로 궤도 바깥에 제3궤도를 설치한 전기 철도가 개통하였다. 최초로 가운데에 제3궤도를 설치한 전기 철도는 아일랜드에서 1885년에 개통하였으나, 이후 폐업하였다. 1880년대의 노면 전차에서 제3궤조를 많이 도입하였으나, 전압 강하와 이물질 대처 문제 때문에 가공 전차선으로 변경하였다.
 
Some early electric railways used the running rails as the current conductor, as with the 1883-opened [[Volk's Electric Railway]] in Brighton. It was given an additional power rail in 1886, and is still operating. The [[Giant's Causeway Tramway]] followed, equipped with an elevated outside third rail in 1883, later converted to overhead wire. The first railway to use the central third rail was the [[Bessbrook and Newry Tramway]] in Ireland, opened in 1885 but now, like the Giant's Causeway line, closed. Also in the 1880s third-rail systems began to be used in [[public transport|public urban transport]]. Trams were first to benefit from it: they used conductors in conduit below the road surface (see [[Conduit current collection]]), usually on selected parts of the networks. This was first tried in Cleveland (1884) and in Denver (1885) and later spread to many big tram networks (e.g. Manhattan, Chicago, Washington DC, London, Paris, all closed) and Berlin (the third rail system in the city was abandoned in the first years of the 20th century after heavy snowfall.) The system was tried in the beachside resort of [[Blackpool]], UK but was soon abandoned as sand and saltwater was found to enter the conduit and cause breakdowns, and there was a problem with voltage drop. Some sections of tramway track still have the slot rails visible.
 
A third rail supplied power to the world's first electric underground railway, the [[City & South London Railway]], which opened in 1890 (now part of the [[Northern Line]] of the London Underground). In 1893, the world's second third-rail powered city railway opened in Britain, the [[Liverpool Overhead Railway]] (closed 1956 and dismantled). The first US third-rail powered city railway in revenue use was the 1895 [[Metropolitan West Side Elevated]], which soon became part of the [[Chicago 'L']]. In 1901, [[Granville Woods]], a prominent African-American inventor, was granted a {{US patent|687098}}, covering various proposed improvements to third rail systems. This has been cited to claim that he invented the third rail system of current distribution. However, by that time there had been numerous other patents for electrified third-rail systems, including [[Thomas Edison]]'s {{US patent|263132}} of 1882, and third rails had been in successful use for over a decade, in installations including the rest of Chicago 'elevateds', as well as these in [[Brooklyn]], New York (if not to mention the development outside the US). To what extent Woods' ideas were adopted is thus a matter of controversy.<ref>[http://www.rpi.edu/~fouche/NewYorkTimes/DavidHead.html]</ref>
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In Paris, third rail appeared in 1900 in the main-line tunnel connecting the [[Gare d'Orsay]] to the rest of the CF Paris-Orléans network. Main-line third rail electrification was later expanded to some suburban services.
 
집전 장치가 위에 달려 있는 제3궤조는
Top contact third rail (see below) seems to be the oldest form of power collection. Railways pioneering in using other less hazardous types of third rail were the [[New York Central Railroad]] on the approach to its NYC's [[Grand Central Terminal]] (1907 — another case of a&nbsp;third-rail mainline electrification), Philadelphia's [[Market-Frankford Line|Market Street Subway-Elevated]] (1907), and the [[Hamburg U-Bahn|Hochbahn in Hamburg]] (1912) — all had bottom contact rail. However, the Manchester-Bury Line of the [[Lancashire & Yorkshire Railway]] tried side contact rail in 1917. These technologies appeared in wider use only at the turn of the 1920s and in the 1930s on, e.g., large-profile lines of the [[Berlin U-Bahn]], the [[Berlin S-Bahn]] and the [[Moscow Metro]]. The Hamburg S-Bahn has used a side contact third rail at 1200 V DC since 1939.
 
1956년 세계 첫 고무 차륜 철도 노선인 [[파리 메트로]] 11호선이 개통되었다. 대차를 올바른 위치로 안내하는 가이드 레일이 전도체의 역할을 담당한다. 1971년에 개통된 [[삿포로 지하철]] 난보쿠 선에서는 이 방법을 보완하여, 가이드 레일의 위치를 변경하였다. 2004년에 개통된 보르도 노면 전차에서, 노면 전차용 제3궤조가 부활하였다.
In 1956 the world's first rubber-tyred railway line, Line 11 of [[Paris Metro]], opened. The conductor rail evolved into a pair of guiding rails required to keep the bogie in proper position on the new type of track. This solution was modified on the 1971 Namboku Line of [[Sapporo Subway]], where a centrally placed guiding/return rail was used plus one power rail placed laterally as on conventional railways (see [[:ja:画像:ST SN5000 20061102 001.jpg|photo]]).
 
The third rail technology at street tram lines has recently been revived in the [[Tramway de Bordeaux|new system of Bordeaux]] (2004). This is a completely new technology (see below).
 
제3궤조 방식은 현재에도 계속 사용되고 있다.
Third rail is not obsolete. There are, however, countries (particularly Japan, South Korea, India, Spain) more eager to adopt [[Pantograph (rail)|overhead wiring]] to their urban railways. But at the same time, there were (and still are) many new third rail systems built elsewhere, including technologically advanced countries (e.g. [[Copenhagen Metro]], [[Taipei Metro]], [[Wuhan Metro]]). Bottom powered railways (it may be too specific to use the term 'third rail') are also usually those having rubber-tyred trains, whether it is a heavy metro (except two other lines of [[Sapporo Subway]]) or a small capacity [[people mover]] (PM). Practically the type of railways where third rail is no longer used in new systems is regional and long distance rail, which require higher speeds and voltages.
 
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== 주행 궤도를 이용한 전력 공급 ==
==Running rails for power supply==
철도 차량에 외부 전기를 공급하는 최초의 방법은 열차가 달리는 두 궤도를 극으로 사용하고, 침목으로 절연시키는 방법이었다. 모형 열차에서는 자주 사용되지만, 침목은 항상 좋은 전도체가 아니며, 대차나 차축이 절연되어야 하기 때문에 일반적인 열차에서는 잘 사용되지 않았다. 대개의 절연체는 강성이 금속보다 좋지 못하기 때문에 열차 자체가 불안정해졌다.
The first idea for feeding electricity to a train from an external source was by using both rails on which a train runs, whereby each rail is a conductor for each pole insulated by the sleepers.
This method is used by most model trains, however it does not work so well for large trains as the sleepers are not good insulators, furthermore the use of insulated wheels or insulated axles is required. As most insulation materials have worse static properties compared with metals used for this purpose, this results in a less stable train vehicle.
Nevertheless, it was sometimes used at the beginning of the development of electric trains. The following systems used it:
* [[Gross-Lichterfelde Tramway]]
* [[Ungerer Tramway]]
 
== 기술 ==
Some trains used for rides for children at beer festivals also use this method for power supply.
제3궤도는 주행 궤도 바깥쪽이나 사이에 설치된다. 열차 바깥에 설치되어 궤도와 접촉하는 슬라이딩 슈를 통하여 전력을 공급한다. 감전을 방지하기 위하여, 상부 접촉 시스템의 경우에는 급전 궤조 위에 절연 덮개를 설치하며, 궤도 옆쪽이나 아래쪽으로 접촉하는 슈를 사용하기도 한다. 접촉면이 옆이나 아래인 경우에는 위쪽에 쌓이는 이물질에 영향을 받지 않는다.
 
가공 전차선처럼, 귀전 전력은 주행 궤도로 돌아오며, 누설 전류는 무시된다. 고무 차륜을 사용하는 경우 귀전 전력을 위해서 전도체 가이드 바가 필요하다. [[런던 지하철]]에서는 귀전 전력을 위한 별도의 4번째 궤도를 따로 설치하였다. 밀라노 메트로 M1호선에는 제3궤조가 귀전 전력으로 사용되며, 급전 전력은 별개의 전극을 사용한다. 노선의 북쪽에서는 가공 전차선을 사용한다.
==Technical aspects==
The third rail is usually located outside the two running rails, but occasionally between them. The electricity is transmitted to the train by means of a sliding shoe, which is held in contact with the rail. On many systems an insulating cover is provided above the third rail to protect employees working near the track; sometimes the shoe is designed to contact the side (called side running) or bottom (called bottom running) of the third rail, allowing the protective cover to be mounted directly to its top surface. When the shoe slides on top, it is referred to as top running. When the shoe slides on the bottom it is not affected by the build-up of snow or leaves.
 
As with overhead wires, the return current usually flows through one or both running rails, and leakage to ground is not considered serious. Where trains run on rubber tyres, as on parts of the [[Paris Métro]], [[Mexico City metro]] and [[Santiago Metro]], and on all of the [[Montreal Metro]], live guide bars must be provided to feed the current. The return is effected through the rails of the conventional track between these guide bars (''see [[rubber-tyred metro]]''). Another design, with a third rail (current feed, outside the running rails) and fourth rail (current return, half way between the running rails), is used by a few steel-wheel systems, see [[railway electrification system#Fourth rail|fourth rail]]. The [[London Underground]] is the largest of these, see [[Railway electrification in Great Britain#630V DC, Fourth Rail|railway electrification in Great Britain]].
 
On line M1 of the [[Milan Metro]] the third rail is used as the return electrical line (with potential near the ground) and the live electrical connection is made with a sliding block on the side of the car contacting an electrical bar parallel to the track approximately 1&nbsp;m (3') above rail level. In this manner there are four rails. In the northern part of the line the more common [[overhead line]] system is used.
 
The third rail is an alternative to [[overhead lines]] that transmit power to trains by means of [[pantograph (rail)|pantograph]]s attached to the trains. Whereas overhead-wire systems can operate at [[25 kV AC|25&nbsp;kV]] or more, using [[alternating current]] (AC), the smaller clearance around a live rail imposes a maximum of about 1200&nbsp;V ([[Hamburg S-Bahn]]), and [[direct current]] (DC) is used. Trains on some lines or networks use both power supply modes (cf. below, "Compromise systems").
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There are several ways of attaching the stainless steel to the aluminium. The oldest is a co-extruded method, where the stainless steel is extruded with the aluminium. This method has suffered, in isolated cases, from de-lamination (where the stainless steel separates from the aluminium); this is said to have been eliminated in the latest co-extruded rails. A second method is an aluminium core, upon which two stainless steel sections are fitted as a cap and linear welded along the centre line of the rail. Because aluminium has a higher [[coefficient of thermal expansion]] than steel, the aluminium and steel must be positively locked to provide a good current collection interface. A third method rivets aluminum bus strips to the web of the steel rail. The photo below-right depicts such a rail.
 
== 보완 시스템 ==
==Compromise systems==
일부 체계에서는 제3궤조를 일부만 사용하고, 가공 전차선이나 내연 기관을 나머지에 사용한다.
Several systems use third rail for part of the system, and other systems such as overhead [[Overhead lines|catenary]] or diesel power for the remainder. These may exist because of the connection of separately-owned railways using the different systems, local ordinances, or other historical accidents.
 
===USA===
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Dual power supply method was also used on some US [[interurban]] railways that made use of newer third rail in suburban areas, and existing overhead streetcar (trolley) infrastructure to reach downtown, for example the [[Skokie Swift]] in Chicago.
 
===United Kingdom영국 ===
[[File:Eurostar at Vauxhall.jpg|thumb|Eurostar런던 on주변의 third rail near London유로스타]]
일부 영국 철도 차량은 가공 전차선과 제3궤조 둘 다를 사용할 수 있다. 유로스타 차량의 경우, 고속선 주행 시 교류 25kV, 일부 국가 기존선 주행 시 직류 1.5kV/3kV를 사용한다. 제작 당시에는 런던 및 근교 지역에서 사용되는 제3궤조를 위한 별도의 집전 장치가 있었다. 가공 전차선과 제3궤조 사이 전환은 운행 중에 여러 번 이뤄져야 했다. 이 과정을 잊어버리면 운행에 지장을 준다. 프랑스에 진입할 때 제3궤조 집전 장치를 접어넣지 않으면 궤도변 장치에 손상을 줘서, 채널 터널의 끝부분에 콘크리트 블록을 설치하여 접어넣지 않으면 파괴시켰다. 영국에 진입할 때 팬토그래프를 내리지 않으면 차량 한계 때문에 팬토그래프가 망가질 수 있다.
{{See also|Railway electrification in Great Britain}}
Several types of British trains have been able to operate on both overhead and third rail systems, including class [[British Rail Class 313]], [[British Rail Class 319|319]], [[British Rail Class 325|325]], [[British Rail Class 365|365]], [[British Rail Class 375|375/6]], [[British Rail Class 377|377/2]], [[British Rail Class 377|377/5]], [[British Rail Class 378|378]], [[British Rail Class 373|373]] and [[British Rail Class 395|395]] EMUs, plus [[British Rail Class 92|Class 92]] locomotives.
 
2007년 11월 14일 영국 쪽 종착역이 변경되어서 제3궤조 집전 장치를 탈거하였다.
====Eurostar / High Speed 1====
The [[British Rail Class 373|Class 373]] used for international services operated by [[Eurostar]] via the [[Channel Tunnel]] uses overhead collection at 25 kV AC for most of its journey, with sections of 3 kV DC or 1.5 kV DC on the Continent. As originally delivered, the Class 373 units were additionally fitted with 750&nbsp;V&nbsp;DC collection shoes, designed for the journey in London via the suburban commuter lines. A switch between third-rail and overhead collection was performed whilst running at speed, initially at Continental Junction near Folkestone, and later on at [[Fawkham Junction]] after the opening of the first section of the [[Channel Tunnel Rail Link]]. Between [[Kensington Olympia railway station]] and [[North Pole depot]] further switchovers were necessary.
 
The dual system caused some problems when drivers forgot to switch between modes. Failure to retract the shoes when entering France caused severe damage to some trackside equipment, leading to SNCF installing a concrete block at the Calais end of the Channel Tunnel to break off the 3rd rail shoe if it had not been retracted. On the other hand, an accident occurred in the UK when a Eurostar driver failed to retract the pantograph before entering the 3rd rail system, leading to a low signal gantry and the pantograph being damaged.
 
On 14 November 2007, Eurostar's passenger operations were transferred to [[St Pancras railway station]] and maintenance operations to [[Temple Mills depot]] deprecating the requirement for the 750DC third rail collection equipment and leading to its removal from the fleet.
 
In 2009, [[Southeastern (train operating company)|Southeastern]] began operating domestic services over High Speed 1 from St Pancras using its new [[British Rail Class 395|Class 395]] EMUs. These services operate on the high speed line as far as {{Stnlnk|Ashford International}}, before transferring to the classic lines to serve north and mid Kent. As a consequence, these trains are dual voltage enabled, as the majority of the routes over which they will operate are third rail electrified.
 
====North London Line====
In London, the [[North London Line]] changes its power supply several times between [[Richmond station (London)|Richmond]] and [[Stratford station|Stratford]] stations.{{Citation needed|date=July 2007}}
 
====Thameslink====
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On the Moorgate to Hertford and Welwyn suburban service routes, the [[East Coast Main Line]] sections are 25 kV AC, with a changeover at [[Drayton Park railway station]] because of the size of the tunnels leading to [[Moorgate station]] are too small to allow overhead electrification.
 
===Continental Europe유럽 대륙 ===
[[오슬로 T-반]]의 서부 노선은 가공 전차선(일부는 제3궤조로 변경됨), 동부 노선은 제3궤조를 사용하였다. 과거에 사용했던 차량 중에는 제3궤조와 가공 전차선 둘 다에서 운행할 수 있었던 차량이 있었으나, 2010년까지 모두 폐차하였고 가공 전차선을 사용하는 노선을 제3궤조로 변경하고 있다. [[로테르담 메트로]]는 기본적으로 제3궤조를 사용하지만, 일부 교외 노선에는 가공 전차선을 사용한다.
The older lines in the west of the [[Oslo T-bane]] system were built with overhead lines (some since converted to third rail) while the eastern lines were built with third rail. Trains operating on the older lines can operate both with third rail and overhead lines. To mitigate investment costs, the [[Rotterdam Metro]], basically a third-rail powered system, has been given some outlying branches built on surface as [[light rail]] (called 'Sneltram' in Dutch), with numerous level crossings protected with barriers and traffic lights. These branches have overhead wires. Similarly, in Amsterdam one 'Sneltram' route goes on [[Amsterdam Metro|Metro]] tracks and passes to surface alignment in the suburbs, which it shares with standard trams. In most recent developments, the [[RandstadRail]] project also requires Rotterdam Metro trains to run under wires on their way along the former mainline railway to The Hague.
 
The new tramway in [[Bordeaux]] (France) uses a novel system with a third rail in the center of the track. The third rail is separated into 8&nbsp;m (26&nbsp;'&nbsp;3&nbsp;") long conducting and 3&nbsp;m (9&nbsp;'&nbsp;10&nbsp;") long isolation segments. Each conducting segment is attached to an electronic circuit which will make the segment live once it lies fully beneath the tram (activated by a coded signal sent by the train) and switch it off before it becomes exposed again. This system (called "[[Alimentation par Sol]]" (APS), meaning "current supply via ground") is used in various locations around the city but especially in the historic centre: elsewhere the trams use the conventional [[overhead lines]], see also [[ground-level power supply]]. In summer 2006 it was announced that two new French tram systems would be using APS over part of their networks. These will be [[Angers]] and [[Reims]], with both systems expected to open around 2009–2010.
 
프랑스 보르도에 2004년 개통된 노면 전차는 급전 궤도가 가운데에 설치되어 있다. 8m 급전/3m 단전으로 단위가 나뉘어 있으며, 차량에서 보내 오는 신호에 따라서 전력 공급이 결정된다. 이러한 시스템은 프랑스의 다른 도시에도 보급되었다. 모당으로 가는 프레유스 선은 직류 1500V 제3궤조로 전철화되었으나, 이후 같은 전압의 가공 전차선으로 변경되었다. 역에는 가공 전차선이 설치되어 있었다.
The French [[Fréjus railway|Fréjus line]] to [[Modane]] was electrified with 1,500 V DC third rail, later converted to overhead wires at the same voltage. Stations had overhead wires from the beginning.
 
== 변환 ==