The objective of this paper is to promote the use of solar energy in powering traffic signal systems for rural areas in Qatar with no power grid. A photovoltaic system is needed in order to use this energy continuously. The results of the investigation of components, design, and market availability are shown in the paper. Solar cells, which are used for absorbing sunlight and generating electric current, are the main source for the system's operation. A charge controller is used to control the flow of charge through the battery and to protect the battery from overcharging and deep discharging. A dc-dc converter is used to regulate the output voltage which depends on the type of dc to dc converter. Lead acid batteries are used as the electric energy storage for the PV system to use electrical energy in the absence of sunlight. The principle operation of the system and the feasibility of using it for rural area with no power grid have been studied. For this project, a mount tracker was constructed that enabled the solar panel to be placed at 0, 15, 30, 45, 60, 75 and 90 degree angles in order to determine which angle and what time provides the optimum voltage. Experimental results for different angles of radiation at different times of the day and different days of the year are shown in the paper.

Rail transport, specifically diesel–electric trains, faces fundamental challenges in reducing fuel consumption to improve financial performance and reduce GHG emissions. One solution to improve energy efficiency is the electric brake regenerative technique. This technique was first applied on electric trains several years ago, but it is still considered to improve diesel–electric trains efficiency. Numerous parameters influence the detailed estimation of brake regenerative technique performance, which makes this process particularly difficult. This paper proposes a simplified energetic approach for a diesel–electric train with different storage systems to assess these performances. The feasibility and profitability of using a brake regenerative system depend on the quantity of energy that can be recuperated and stored during the train’s full and partial stop. Based on a simplified energetic calculation and cost estimation, we present a comprehensive and realistic calculation to evaluate ROI, net annual revenues, and GHG emission reduction. The feasibility of the solution is studied for different train journeys, and the most significant parameters affecting the impact of using this technique are identified. In addition, we study the influence of electric storage devices and low temperatures. The proposed method is validated using experimental results available in the literature showing that this technique resulted in annual energy savings of 3400 MWh for 34 trains, worth USD 425,000 in fuel savings.

Nowadays, productivity challenges in modern manufacturing systems have been the driving force in generating energy-efficient technologies in every industry, including diesel–electric locomotives. The diesel–electric locomotive is one of the most widely used methods in rail transportation, especially in North America. More precisely, the evolution of the electric transmission has allowed the locomotive’s effective tractive effort to increase its diesel engine horsepower. In this paper, we study a new way to improve the energy efficiency of diesel–electric trains using photovoltaic solar panels. This solution is suitable for reducing greenhouse gas emissions of the diesel–electric locomotive system, particularly in cold climates. We explore the amount of energy produced by the PV solar panels and compare it with that produced by the auxiliary diesel-generator during a train’s journey. This comparison clarifies the actual percentage of energy that solar panels can cover. Thus, this paper presents a validation of feasibility and profitability as a function of the train’s specific operating conditions and the meteorological data associated with their routes. Based on the results, the minimum annual fuel reduction of auxiliary generators allowed using PV solar panels is above 50% in all cases and wagon classes, proving this solution’s feasibility. Regarding the comparison, case 3 (Sept-Îles to Schefferville) and case 4 (Luxor to Aswan) are the best, with over 100% of the energy provided by PV solar panels in all the wagons’ classes. The payback period ranges from 2.5 years to 9.1 years, while the CO2 emission reduction’s revenues range from $460 to $998 per year/wagon.