rajpurkar/squad huggingface dataset:
Title: Railway_electrification_system

Some street trams (streetcars) used conduit third-rail current collection. The third rail was below street level. The tram picked up the current through a plough (U.S. "plow") accessed through a narrow slot in the road. In the United States, much (though not all) of the former streetcar system in Washington, D.C. (discontinued in 1962) was operated in this manner to avoid the unsightly wires and poles associated with electric traction. The same was true with Manhattan's former streetcar system. The evidence of this mode of running can still be seen on the track down the slope on the northern access to the abandoned Kingsway Tramway Subway in central London, United Kingdom, where the slot between the running rails is clearly visible, and on P and Q Streets west of Wisconsin Avenue in the Georgetown neighborhood of Washington DC, where the abandoned tracks have not been paved over. The slot can easily be confused with the similar looking slot for cable trams/cars (in some cases, the conduit slot was originally a cable slot). The disadvantage of conduit collection included much higher initial installation costs, higher maintenance costs, and problems with leaves and snow getting in the slot. For this reason, in Washington, D.C. cars on some lines converted to overhead wire on leaving the city center, a worker in a "plough pit" disconnecting the plough while another raised the trolley pole (hitherto hooked down to the roof) to the overhead wire. In New York City for the same reasons of cost and operating efficiency outside of Manhattan overhead wire was used. A similar system of changeover from conduit to overhead wire was also used on the London tramways, notably on the southern side; a typical changeover point was at Norwood, where the conduit snaked sideways from between the running rails, to provide a park for detached shoes or ploughs.

Question: What is the other name for the street trams?
Answer: streetcars

Question: Where is third rail situated in the street trams system?
Answer: below street level

Question: What area in US discontinued using overhead wires for streetcars in 1962?
Answer: Washington, D.C.

Question: What external and weather factors can effect conduit slot?
Answer: leaves and snow

Question: What are the main reasons the conduit lines were converted to overhead  wire system?
Answer: cost and operating efficiency
Title: Railway_electrification_system

A new approach to avoiding overhead wires is taken by the "second generation" tram/streetcar system in Bordeaux, France (entry into service of the first line in December 2003; original system discontinued in 1958) with its APS (alimentation par sol – ground current feed). This involves a third rail which is flush with the surface like the tops of the running rails. The circuit is divided into segments with each segment energized in turn by sensors from the car as it passes over it, the remainder of the third rail remaining "dead". Since each energized segment is completely covered by the lengthy articulated cars, and goes dead before being "uncovered" by the passage of the vehicle, there is no danger to pedestrians. This system has also been adopted in some sections of the new tram systems in Reims, France (opened 2011) and Angers, France (also opened 2011). Proposals are in place for a number of other new services including Dubai, UAE; Barcelona, Spain; Florence, Italy; Marseille, France; Gold Coast, Australia; Washington, D.C., U.S.A.; Brasília, Brazil and Tours, France.

Question: What year the "second generation" of tram system began to operate in France?
Answer: 2003

Question: When was the original system discontinued?
Answer: 1958

Question: How is the circuit of the third rail divided?
Answer: energized segment

Question: Does energized segment of third rail pose the threat to pedestrians if uncovered?
Answer: no danger
Title: Railway_electrification_system

The London Underground in England is one of the few networks that uses a four-rail system. The additional rail carries the electrical return that, on third rail and overhead networks, is provided by the running rails. On the London Underground, a top-contact third rail is beside the track, energized at +420v DC, and a top-contact fourth rail is located centrally between the running rails at −210v DC, which combine to provide a traction voltage of 630v DC. London Underground is now upgrading its fourth rail system to 750v DC with a positive conductor rail energised to +500v DC and a negative conductor rail energised to -250v DC. However, many older sections in tunnels are still energised to 630v DC. The same system was used for Milan's earliest underground line, Milan Metro's line 1, whose more recent lines use an overhead catenary or a third rail.

Question: What type of system does London Underground use?
Answer: four-rail system

Question: What is the purpose of the forth rail?
Answer: carries the electrical return

Question: What is the volatage surge of the third rail of London Underground system?
Answer: +420v DC

Question: What is the voltage of the return rail?
Answer: −210v DC

Question: Where was the system similar to London Underground used as well?
Answer: Milan
Title: Railway_electrification_system

The key advantage of the four-rail system is that neither running rail carries any current. This scheme was introduced because of the problems of return currents, intended to be carried by the earthed (grounded) running rail, flowing through the iron tunnel linings instead. This can cause electrolytic damage and even arcing if the tunnel segments are not electrically bonded together. The problem was exacerbated because the return current also had a tendency to flow through nearby iron pipes forming the water and gas mains. Some of these, particularly Victorian mains that predated London's underground railways, were not constructed to carry currents and had no adequate electrical bonding between pipe segments. The four-rail system solves the problem. Although the supply has an artificially created earth point, this connection is derived by using resistors which ensures that stray earth currents are kept to manageable levels. Power-only rails can be mounted on strongly insulating ceramic chairs to minimise current leak, but this is not possible for running rails which have to be seated on stronger metal chairs to carry the weight of trains. However, elastomeric rubber pads placed between the rails and chairs can now solve part of the problem by insulating the running rails from the current return should there be a leakage through the running rails.

Question: What danger can return currents cause?
Answer: electrolytic damage

Question: How are stray earth currents kept to a manageable levels? 
Answer: by using resistors

Question: What insures minimal current leak during power rails instalation?
Answer: ceramic chairs

Question: How did return current effect water and gas in iron pipes?
Answer: water and gas mains

Question: What is the crucial advantage of four-rail system?
Answer: running rail carries any current
Title: Railway_electrification_system

On tracks that London Underground share with National Rail third-rail stock (the Bakerloo and District lines both have such sections), the centre rail is connected to the running rails, allowing both types of train to operate, at a compromise voltage of 660 V. Underground trains pass from one section to the other at speed; lineside electrical connections and resistances separate the two types of supply. These routes were originally solely electrified on the four-rail system by the LNWR before National Rail trains were rewired to their standard three-rail system to simplify rolling stock use.

Question: Why some sections of Bakerloo and District lines were rewired to three-rail system?
Answer: to simplify rolling stock use

Question: What is the voltage shared two types of trains UK railroad system?
Answer: 660 V

Question: How did it become possible to share the voltage for different types of train?
Answer: the centre rail is connected to the running rails
Title: Railway_electrification_system

A few lines of the Paris Métro in France operate on a four-rail power scheme because they run on rubber tyres which run on a pair of narrow roadways made of steel and, in some places, concrete. Since the tyres do not conduct the return current, the two guide rails provided outside the running 'roadways' double up as conductor rails, so at least electrically it is a four-rail scheme. One of the guide rails is bonded to the return conventional running rails situated inside the roadway so a single polarity supply is required. The trains are designed to operate from either polarity of supply, because some lines use reversing loops at one end, causing the train to be reversed during every complete journey. The loop was originally provided to save the original steam locomotives having to 'run around' the rest of the train saving much time. Today, the driver does not have to change ends at termini provided with such a loop, but the time saving is not so significant as it takes almost as long to drive round the loop as it does to change ends. Many of the original loops have been lost as lines were extended.

Question: Why some lines of Paris Metro have to operate on a four-rail system?
Answer: rubber tyres

Question: What was the solution for the return current problem in Paris Metro?
Answer: two guide rails

Question: What is required in order for the guide rails to operate properly?
Answer: a single polarity supply

Question: How train is able to turn around after each completed journey?
Answer: reversing loops

Question: Why was the reversing loop created?
Answer: having to 'run around' the rest of the train
Title: Railway_electrification_system

An early advantage of AC is that the power-wasting resistors used in DC locomotives for speed control were not needed in an AC locomotive: multiple taps on the transformer can supply a range of voltages. Separate low-voltage transformer windings supply lighting and the motors driving auxiliary machinery. More recently, the development of very high power semiconductors has caused the classic "universal" AC/DC motor to be largely replaced with the three-phase induction motor fed by a variable frequency drive, a special inverter that varies both frequency and voltage to control motor speed. These drives can run equally well on DC or AC of any frequency, and many modern electric locomotives are designed to handle different supply voltages and frequencies to simplify cross-border operation.

Question: How can different range of voltages be supplied for AC locomotives?
Answer: multiple taps on the transformer

Question: What was a disadvantage of DC system?
Answer: power-wasting resistors

Question: What taps can provide lighting supply?
Answer: low-voltage transformer windings

Question: What will AC/DC motor be replaced with?
Answer: three-phase induction motor

Question: What is the main advantage of an induction motor?
Answer: can run equally well on DC or AC of any frequency
Title: Railway_electrification_system

DC commutating electric motors, if fitted with laminated pole pieces, become universal motors because they can also operate on AC; reversing the current in both stator and rotor does not reverse the motor. But the now-standard AC distribution frequencies of 50 and 60 Hz caused difficulties with inductive reactance and eddy current losses. Many railways chose low AC frequencies to overcome these problems. They must be converted from utility power by motor-generators or static inverters at the feeding substations or generated at dedicated traction powerstations.

Question: How can DC motor turn universal?
Answer: if fitted with laminated pole pieces

Question: What problems did AC distribution cause?
Answer: inductive reactance and eddy current losses

Question: How do railways try to solve the problem of inductive reactance of AC system?
Answer: low AC frequencies

Question: How can low frequencies be obtained?
Answer: converted from utility power
Title: Railway_electrification_system

High-voltage AC overhead systems are not only for standard gauge national networks. The meter gauge Rhaetian Railway (RhB) and the neighbouring Matterhorn Gotthard Bahn (MGB) operate on 11 kV at 16.7 Hz frequency. Practice has proven that both Swiss and German 15 kV trains can operate under these lower voltages. The RhB started trials of the 11 kV system in 1913 on the Engadin line (St. Moritz-Scuol/Tarasp). The MGB constituents Furka-Oberalp-Bahn (FO) and Brig-Visp-Zermatt Bahn (BVZ) introduced their electric services in 1941 and 1929 respectively, adopting the already proven RhB system.

Question: How did non-standard gauge trains start to operate with high-voltage AC?
Answer: adopting the already proven RhB system.

Question: When was the first trail of RhB system tested?
Answer: 1913
Title: Railway_electrification_system

In the United States, 25 Hz, a once-common industrial power frequency is used on Amtrak's 25 Hz traction power system at 12 kV on the Northeast Corridor between Washington, D.C. and New York City and on the Keystone Corridor between Harrisburg, Pennsylvania and Philadelphia. SEPTA's 25 Hz traction power system uses the same 12 kV voltage on the catenary in Northeast Philadelphia. This allows for the trains to operate on both the Amtrak and SEPTA power systems. Apart from having an identical catenary voltage, the power distribution systems of Amtrak and SEPTA are very different. The Amtrak power distribution system has a 138 kV transmission network that provides power to substations which then transform the voltage to 12 kV to feed the catenary system. The SEPTA power distribution system uses a 2:1 ratio autotransformer system, with the catenary fed at 12 kV and a return feeder wire fed at 24 kV. The New York, New Haven and Hartford Railroad used an 11 kV system between New York City and New Haven, Connecticut which was converted to 12.5 kV 60 Hz in 1987.

Question: What frequency was typically used on US Amtrak?
Answer: 25 Hz

Question: What voltage does SEPTA system use?
Answer: 12 kV voltage

Question: What specification is similar for both Amtrak and Septa systems?
Answer: catenary voltage

Question: When was a 11kV system of NY, New Haven and Hartford was converted to 12.5 kV?
Answer: 1987
Title: Railway_electrification_system

In the UK, the London, Brighton and South Coast Railway pioneered overhead electrification of its suburban lines in London, London Bridge to Victoria being opened to traffic on 1 December 1909. Victoria to Crystal Palace via Balham and West Norwood opened in May 1911. Peckham Rye to West Norwood opened in June 1912. Further extensions were not made owing to the First World War. Two lines opened in 1925 under the Southern Railway serving Coulsdon North and Sutton railway station. The lines were electrified at 6.7 kV 25 Hz. It was announced in 1926 that all lines were to be converted to DC third rail and the last overhead electric service ran in September 1929.

Question: When was overhead wires system being used for the first time in UK?
Answer: 1 December 1909

Question: What line used the overhead wire system first Victoria to Crystal Palace or Peckham Rye to West Noorwood?
Answer: Victoria to Crystal Palace

Question: What was the cause of lines not being extended?
Answer: the First World War

Question: What voltage was used in the two lines opened in 1925 of Southern Railway?
Answer: 6.7 kV 25 Hz
Title: Railway_electrification_system

Three-phase AC railway electrification was used in Italy, Switzerland and the United States in the early twentieth century. Italy was the major user, for lines in the mountainous regions of northern Italy from 1901 until 1976. The first lines were the Burgdorf-Thun line in Switzerland (1899), and the lines of the Ferrovia Alta Valtellina from Colico to Chiavenna and Tirano in Italy, which were electrified in 1901 and 1902. Other lines where the three-phase system were used were the Simplon Tunnel in Switzerland from 1906 to 1930, and the Cascade Tunnel of the Great Northern Railway in the United States from 1909 to 1927.

Question: What countries  used three-phase AC system in the the beginning of 20th century?
Answer: Italy, Switzerland and the United States

Question: What country was a bigger user compare to the three of them?
Answer: Italy

Question: Where did Italy start using the AC system?
Answer: in the mountainous regions of northern Italy

Question: How long did the AC system last in northern Italy?
Answer: 1901 until 1976

Question: How long did three-phase system operate in Cascade Tunnel?
Answer: 1909 to 1927
Title: Railway_electrification_system

The first attempts to use standard-frequency single-phase AC were made in Hungary as far back as 1923, by the Hungarian Kálmán Kandó on the line between Budapest-Nyugati and Alag, using 16 kV at 50 Hz. The locomotives carried a four-pole rotating phase converter feeding a single traction motor of the polyphase induction type at 600 to 1,100 V. The number of poles on the 2,500 hp motor could be changed using slip rings to run at one of four synchronous speeds. The tests were a success so, from 1932 until the 1960s, trains on the Budapest-Hegyeshalom line (towards Vienna) regularly used the same system. A few decades after the Second World War, the 16 kV was changed to the Russian and later French 25 kV system.

Question: What country has first tried to use single-phase AC?
Answer: Hungary

Question: What frequency did the line of Hungarian rail system used in 1923?
Answer: 16 kV at 50 Hz

Question: What type of the converter was used in hungarian locomotives of that time?
Answer: four-pole rotating phase converter

Question: How could the locomotives run on four speed levels?
Answer: motor could be changed using slip rings

Question: What system was adopted in Hungary after WWII?
Answer: Russian
Title: Railway_electrification_system

To prevent the risk of out-of-phase supplies mixing, sections of line fed from different feeder stations must be kept strictly isolated. This is achieved by Neutral Sections (also known as Phase Breaks), usually provided at feeder stations and midway between them although, typically, only half are in use at any time, the others being provided to allow a feeder station to be shut down and power provided from adjacent feeder stations. Neutral Sections usually consist of an earthed section of wire which is separated from the live wires on either side by insulating material, typically ceramic beads, designed so that the pantograph will smoothly run from one section to the other. The earthed section prevents an arc being drawn from one live section to the other, as the voltage difference may be higher than the normal system voltage if the live sections are on different phases and the protective circuit breakers may not be able to safely interrupt the considerable current that would flow. To prevent the risk of an arc being drawn across from one section of wire to earth, when passing through the neutral section, the train must be coasting and the circuit breakers must be open. In many cases, this is done manually by the drivers. To help them, a warning board is provided just before both the neutral section and an advance warning some distance before. A further board is then provided after the neutral section to tell drivers to re-close the circuit breaker, although drivers must not do this until the rear pantograph has passed this board. In the UK, a system known as Automatic Power Control (APC) automatically opens and closes the circuit breaker, this being achieved by using sets of permanent magnets alongside the track communicating with a detector on the train. The only action needed by the driver is to shut off power and coast and therefore warning boards are still provided at and on the approach to neutral sections.

Question: What was the main requirement for electric feeder stations?
Answer: line fed from different feeder stations must be kept strictly isolated

Question: What invention prevented lines from getting mixed?
Answer: Phase Breaks

Question: What was the part of wire in Phase Break sections an arc being drawn from one wire to another?
Answer: The earthed section

Question: How were the drivers warned to start coasting the train?
Answer: warning board

Question: What should the driver do in order to open and close the circuit breaker?
Answer: to shut off power and coast
Title: Railway_electrification_system

Modern electrification systems take AC energy from a power grid which is delivered to a locomotive and converted to a DC voltage to be used by traction motors. These motors may either be DC motors which directly use the DC or they may be 3-phase AC motors which require further conversion of the DC to 3-phase AC (using power electronics). Thus both systems are faced with the same task: converting and transporting high-voltage AC from the power grid to low-voltage DC in the locomotive. Where should this conversion take place and at what voltage and current (AC or DC) should the power flow to the locomotive? And how does all this relate to energy-efficiency? Both the transmission and conversion of electric energy involve losses: ohmic losses in wires and power electronics, magnetic field losses in transformers and smoothing reactors (inductors). Power conversion for a DC system takes place mainly in a railway substation where large, heavy, and more efficient hardware can be used as compared to an AC system where conversion takes place aboard the locomotive where space is limited and losses are significantly higher. Also, the energy used to blow air to cool transformers, power electronics (including rectifiers), and other conversion hardware must be accounted for.

Question: What nowdays electrification systems can use?
Answer: DC motors which directly use the DC or they may be 3-phase AC motors

Question: What is the main action AC and DC systems have to deal with?
Answer: converting and transporting

Question: What type of losses happen during conversion and transmission in wires and electronics?
Answer: ohmic losses

Question: What kind of losses take place in transformers and inductors during conversion/transmission process?
Answer: magnetic field losses
Title: Railway_electrification_system

In the Soviet Union, in the 1970s, a comparison was made between systems electrified at 3 kV DC and 25 kV AC (50 Hz). The results showed that percentage losses in the overhead wires (catenary and contact wires) was over 3 times greater for 3 kV DC than for 25 kV AC. But when the conversion losses were all taken into account and added to overhead wire losses (including cooling blower energy) the 25 kV AC lost a somewhat higher percent of energy than for 3 kV DC. Thus in spite of the much higher losses in the catenary, the 3 kV DC was a little more energy efficient than AC in providing energy from the USSR power grid to the terminals of the traction motors (all DC at that time). While both systems use energy in converting higher voltage AC from the USSR's power grid to lower voltage DC, the conversions for the DC system all took place (at higher efficiency) in the railway substation, while most of the conversion for the AC system took place inside the locomotive (at lower efficiency). Consider also that it takes energy to constantly move this mobile conversion hardware over the rails while the stationary hardware in the railway substation doesn't incur this energy cost. For more details see: Wiki: Soviet Union DC vs. AC.

Question: What two systems were compare in the Soviet Union in 1970?
Answer: 3 kV DC and 25 kV AC (50 Hz

Question: Which system had higher losses in overhead wires?
Answer: 3 kV DC

Question: Which system was used in Soviet Union after all calculations?
Answer: 3 kV DC

Question: What came with lesser lesser cost mobile conversion hardware or stationary hardware?
Answer: stationary hardware