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Energy Procedia 00 (2017) 000–000

Energy www.elsevier.com/locate/procedia
EnergyProcedia
Procedia138 (2017) 000–000
00 (2017) 795–800
www.elsevier.com/locate/procedia

2017 International Conference on Alternative Energy in Developing Countries and Emerging Economies
2017 AEDCEE, 25‐26 May 2017, Bangkok, Thailand

A strategyThe
for15th
utilization
Internationalof regenerative
Symposium energy
on District Heating in
andurban
Coolingrailway
system by application of smart train scheduling and wayside energy
Assessing the feasibility of using the heat demand-outdoor
storage system
temperature function for a long-term district heat demand forecast
a,b,c
Warayut Kampeerawat a,
*, Takafumi Kosekia c
I. Andrić *, A. Pina , P. Ferrão , J. Fournier ., B. Lacarrière , O. Le Correc
a a b
a
Department
Department of Electrical Engineering and Information Systems, School of Engineering,The University of Tokyo, Tokyo, 113-8656, Japan
a
IN+ Center for Innovation, Technology and Policy Research - Instituto Superior Técnico, Av. Rovisco Pais 1, 1049-001 Lisbon, Portugal
b
Veolia Recherche & Innovation, 291 Avenue Dreyfous Daniel, 78520 Limay, France
c
Département Systèmes Énergétiques et Environnement - IMT Atlantique, 4 rue Alfred Kastler, 44300 Nantes, France
Abstract

Nowadays, electric railway system is known as an efficient and environmentally friendly solution for transportation system.
Abstract
Many developing countries have been expanding their railway systems to support the growth of transport demand. Even though
railway system can utilize energy efficiently, its operation still requires bulk of energy. Therefore, management of multiple
Districtsources
energy heatingis networks are commonly
an important addressed
issue for railway in theand
planning literature as one
operation. Theofadvent
the most effective
of modern solutions
railway for decreasing
technologies providesthe
greenhouse gas
regenerative emissions
braking systemfrom
whichthecanbuilding
recoversector. These systems
considerable energyrequire high investments
from brake which are returned
operation. Management through the
of regenerative heat
energy
sales. Due
becomes a keyto for
theenhancing
changed climate conditions This
railway operation. and paper
building renovation
presents policies,
a strategy heat demand
for utilizing in theenergy
regenerative futureincould
urbandecrease,
railway
prolonging the investment return period.
system by adjusting train operating schedule and employing wayside energy storage system. Optimizing train schedule aims to
The main
increase thescope of this
degree paper is to assess
of regenerative energytheusage
feasibility of using the
and applying heatcapacitor
super demand –asoutdoor temperature
temporary functionwill
energy storage for manage
heat demandthe
forecast.
surplus of The district of
regenerative Alvalade,
energy. located inappropriate
By integrating Lisbon (Portugal), was used
train scheduling andasenergy
a casestorage
study. system,
The district
energy is management
consisted of can665
buildings
be that vary
more flexible and in both construction
effective period and typology.
leading to improvement Three weather
of energy-saving scenarios
operation. (low, medium,
The numerical high)ofand
case study three Rapid
Bangkok district
renovation
Transit System scenarios were developed
was performed (shallow,
and evaluated intermediate,
to reflect deep). To
the improvement of estimate the error, obtained
utilizing regenerative energy.heat demand values were
compared with results from a dynamic heat demand model, previously developed and validated by the authors.
©The2017 The Authors.
results showed thatPublished by Elsevier
when only weatherLtd.
change is considered, the margin of error could be acceptable for some applications
© 2017 The Authors. Published by Elsevier Ltd.
Peer-review
(the error under
in responsibility
annual demand was of lower
the scientific
than 20% committee of the 2017
for all weather International
scenarios Conference
considered). on Alternative
However, Energy renovation
after introducing in
Peer-review
­Dscenarios,
eveloping the under responsibility
Countries and Emerging of the Organizing Committee of 2017 AEDCEE.
error value increased Economies.
up to 59.5% (depending on the weather and renovation scenarios combination considered).
The valueRegenerative
Keywords: of slope coefficient increased
energy; energy on average
storage system; urban within the range of 3.8% up to 8% per decade, that corresponds to the
railway system.
decrease in the number of heating hours of 22-139h during the heating season (depending on the combination of weather and
renovation scenarios considered). On the other hand, function intercept increased for 7.8-12.7% per decade (depending on the
coupled scenarios). The values suggested could be used to modify the function parameters for the scenarios considered, and
improve the accuracy of heat demand estimations.

© 2017 The Authors. Published by Elsevier Ltd.

Peer-review under responsibility of the Scientific Committee of The 15th International Symposium on District Heating and
Cooling.

Keywords: Heat demand;

* Corresponding Forecast;
author. Tel.: Climate change
+8180-8714-6108;
E-mail address: kampeeyut@gmail.com

1876-6102 © 2017 The Authors. Published by Elsevier Ltd.

Peer-review under responsibility of the Organizing Committee of 2017 AEDCEE.
1876-6102 © 2017 The Authors. Published by Elsevier Ltd.
Peer-review under responsibility of the Scientific Committee of The 15th International Symposium on District Heating and Cooling.
1876-6102 © 2017 The Authors. Published by Elsevier Ltd.
Peer-review under responsibility of the scientific committee of the 2017 International Conference on Alternative Energy in
­Developing Countries and Emerging Economies.
10.1016/j.egypro.2017.10.070
796 Warayut Kampeerawat et al. / Energy Procedia 138 (2017) 795–800
2 Warayut Kampeerawat et al./ Energy Procedia 00 (2017) 000–000

1. Introduction

1.1 Railway Energy Management and Regenerative Energy Utilization

Electric railway system is not only great solution for solving traffic problems but also efficient mass transportation
system in the view of energy utilization. Due to the bulk energy amount required by railway system, various energy
sources are needed to support the system operation and appropriate energy management becomes the key for
effective planning and operation. Nowadays, regenerative braking system is commonly applied for modern electric
rail vehicles. When the regenerative braking system is operated, a traction motor will temporarily turn into a
generator which generates amount of energy and then feeds the energy back into transmission system. The advent of
modern railway technologies provides regenerative braking system which can recover considerable energy from
brake operation, for example some urban railway system can recover more than 30% of the energy consumed by
traction system [1]. The regenerative energy can be effectively managed by the following ways,
• Powering vehicles nearby by designing timetable for interchanging energy among running trains.
• Storing and recycling by application of Energy Storage System (ESS)
• Feeding into utility grid through a reversible power substation.
Basically, the regenerative energy is supposed to be used by train itself and nearby trains as first priority. When
the amount of energy exceeds the capability of the system, the excess of energy will be turned into wasted heat or the
regenerative system will be cancelled. Due to the advancement of power electronics and energy storage
technologies, integrating ESS into railway system becomes an interesting option to manage regenerated braking
energy effectively. Regenerative energy can be managed efficiently by Wayside ESS or Onboard ESS. With
trackside energy storage system, ESSs collect the regenerative energy that cannot be instantaneously consumed by
the system, and deliver it back to the line when the energy demand is needed, e.g. a vehicle is accelerating in its
operating section. The stored energy in ESSs can contribute to shaving power peaks during acceleration of vehicles,
and it may be used as temporary supplies for vehicles in case of power grid failure. Therefore, such kinds of systems
cannot only provide the efficient management of energy consumption but also enhance the ability to stabilize the
network.[2]

1.2 Integrated Approach for effective use of regenerative energy

There are many researches focusing on effective use of regenerative energy by applying the design of timetable,
speed profile, energy storage system, or integrating multiple methods as an integrated optimization problem. Due to
the complexity of integrating various factors and parameters into the problem, some metaheuristic methods, e.g.
Genetic Algorithm, are applied for solving the problem. An optimal design of speed profiles with consideration of
regenerative energy recovery was proposed by [3]. To manage regenerative braking energy, the use of onboard ESS
was considered with design of energy-saving speed profile. There are some evaluations of recovery energy by
various methods, but wayside ESS and timetable optimization were not mentioned by this work. A two layer
optimization including timetable and driving strategy was presented in [4]. The running times of each train are
adjusted to minimize energy consumption based on the idea of synchronizing power-time profile by using simple
estimation of energy. Moreover, an integrated optimization of driving pattern and timetable was proposed by [5].
They consider optimizing timetable and speed profile in the same problem. However, wayside ESS has not been
considered as integrated optimization with other methods.
In this paper, the wayside ESS will be considered with the design of smart timetable to improve the utilization of
regenerative energy. ESS location and size are included as a part of timetable optimization, and evaluation of
network receptivity and energy-saving rate also perform as indicators for measuring achievement of the integrated
approach. To express the ability of application on practical railway system, some numerical case studies based on
Bangkok Rapid Transit System were performed and evaluated to explain how the proposed method can
improvement of utilizing regenerative energy and energy-saving operation.
 Warayut Kampeerawat et al. / Energy Procedia 138 (2017) 795–800 797
Warayut Kampeerawat et al./ Energy Procedia 00 (2017) 000–000 3

2. Proposed Method
This proposed method aims to design timetable and ESS by minimizing energy supplied from substation and
capacity of ESS. To maximize regenerative energy, synchronizing between some powering trains and decelerating
trains can be achieved by adjusting timetable parameters, e.g. running time and dwell time. Additionally, some
amount of braking energy can be recycled effectively by application of ESS. Therefore, an optimization problem
with multi-objective function can be expressed by equation (1).

min f (Tr , Td , Less , N ess ) = w1 Eˆ sup + w2 Eess (1)

where Td = [T d 1 , T d 2 ,..., T dn ] = set of dwell time, Tr = [Tr ,1→ 2 , Tr ,2 →3 ,..., Tr , ( n −1) → n ] = set of running time
Êsup = Estimated total energy supplied from substations (kWh)
Eess = Total energy capacity of energy storage system (kWh) = N ess x (kWh per module)
Less = Location for installing ESS, N ess = Number of energy storage module, w1 , w2 = weighting factor
Constraints: Train movement constraint (tractive/ braking effort, motor efficiency, gradient, curvature, speed
limit, etc.)
Headway limit: Th, min ≤ Th ≤ Th, max , Dwell time limit: Tdj , min ≤ Tdj ≤ Tdj , max
Running time limit: Tr , i → j , min ≤ Tr , i → j ≤ Tr ,i → j , max , Trip time limit: Ttrip ,min ≤ Ttrip ≤ Ttrip ,max
ESS limitation and control parameters: SOCdis ≥ SOCdis , min , Vess , dis ≥ Vess , dis , min , Vess , char ≥ Vess , char , min
Due to the complicated conditions included in the constraints, Genetic Algorithm is selected for solving the
problem. The algorithm is shown in fig.1

Fig.1 The flowchart of proposed method for solving the problem by Genetic Algorithm

Generally, train movement calculation integrated with power flow calculation entails the large calculation time.
To simplify the calculation, power flow section will be performed separately by negligible effect of voltage to train
performance. Moreover, train speed profiles and power profiles will be generated by modification of predefined
profiles based on an all-out operating mode. The all-out mode is the driving mode controlling a train to a destination
with the shortest running time. The power profile from previous process will be used by Power flow calculation
implemented based on algorithm proposed by [6]. The power flow results can contribute to estimating regenerative
energy, charging and discharging energy of ESS, State of charge (SOC), and Energy supplied by substations. The
charging and discharging energy of ESS is estimated based on the control strategy mentioned in [7].
798 Warayut Kampeerawat et al. / Energy Procedia 138 (2017) 795–800
4 Warayut Kampeerawat et al./ Energy Procedia 00 (2017) 000–000

3. Numerical Case Studies and Results

The railway system for performing case studies is the Bangkok Rapid Transit System, elevated urban electric
railway operated in Bangkok, Thailand. There are 13 passenger stations along 13-km-long double track and 7
traction substations shown in fig.2(a). The system parameters for calculation were shown in table 1.

80
8

Speed limit (km/h)

60 6

Altitude(m)
4
40
2

20 0

-2
0
W01 S01 S03 S06 S08 S10 S12*

Fig.2 (a) BTS silom line map (b) Gradient profile and speed limit (South bound)

Table 1 Basic System Parameters of BTS silom line

Parameter Specific data Parameter Specific data
Vehicle name BTS CNR Changchun EMU Formation Tc-M-M-Tc
Length / Tare Weight 87.25 m / 153 ton Max.payload (AW4) 85 ton
Nominal voltage 750 V Max/Min regenerative voltage 500 V / 900 V
Max. speed 80 km/h Max. acceleration /deceleration 0.87 m/s2 / 1.00 m/s2
gear, motor, inverter 98%,88%,98% Regenerative brake 70%
Max. Auxiliaries constant load 270 kW Train resistance coefficient A=4025, B=118.67, C=0.871
Third-rail resistance 8.23 m Ω /km Running rail resistance 40.46 m Ω /km

3.1 Case 1: Preliminary evaluation of regenerative energy usage

Before designing timetable and ESS, the evaluation of regenerative energy and supplied energy was performed
for different traffic condition. Assuming that trains are operating on single track in south bound direction using 5% -
time reserve mode with simple coasting control, i.e. a train is controlled by applying maximum effort and using
coasting control to keep its running time at 1.05 times of shortest running time. The traffic condition and the number
of train operated on the route in the same time (NT,same) were shown in table 2. By employing power flow calculation,
relevant energy quantities were estimated in a period of single trip time, i.e. 24 minutes. The network receptivity
(Erecp) and energy saving (Esave) are defined as follows.
Ereg ( E sup, case i − E sup, base )
% Erecp = ×100 and % E save = × 100 (2)
Ebrake E sup, base
Where Ereg = Brake energy that can be recovered as regenerative energy (kWh), Ebrake = Total energy dissipated
in brake operation (kWh), Esup,base = Total energy supplied by all substations in case of nominal operation without
utilization of regenerative energy (kWh), Esup,case i = Total energy supplied by all substations of case no.i (kWh)
As shown in table 2, regenerative energy can be utilized with the highest network receptivity of 68.27% and
energy saving of 15.74% in the period of high traffic volume. Utilization of regenerative energy decreases when
traffic volume decreases, because the possibility of utilizing regenerative energy relies on the number of train
operating in the same time.

Table 2 Estimated energy for different traffic volume condition when trains were operated in 5%Time reserve mode
Traffic Headway Dwell Payload Esup,base Ebrake Esup,case 1 Ereg
NT,same %Erecp %Esave
volume (sec) time (tons) (kWh) (kWh) (kWh) (kWh)
High 180 30 75 8 2295.62 556.95 1934.20 380.21 68.27 15.74
Moderate 300 20 38 5 1171.40 234.17 1095.87 81.07 34.62 6.45
Low 480 20 10 3 671.61 112.47 641.69 32.39 28.80 4.45
 Warayut Kampeerawat et al. / Energy Procedia 138 (2017) 795–800 799
Warayut Kampeerawat et al./ Energy Procedia 00 (2017) 000–000 5

3.2 Case 2: Effect of installing wayside ESS to regenerative energy receptivity and energy saving
Due to the substantial cost of ESS, ESS is not considered as the first priority in managing regenerative energy for
general railway system. However, selection of suitable site and size can provide lower cost realizing more active use
of ESS. In this case, assuming the operator has a plan to install ESS at one location, we performed a simple
sensitivity analysis by varying installing location, capacity, and traffic volume in order to observe the best scenario
for employing ESS. To determine the variation of variable, installing location for ESS was specified as the existing
substation (TS1-TS7) located and capacity of ESS considered as the number of module to be installed. The network
receptivity and energy saving were used to decide the optimal solution for ESS. The specification of ESS was
selected as super capacitor with energy capacity of 1 kWh and maximum power of 650 kW per module [8]. From
the analysis, the most suitable scenario for each traffic volume was concluded in table 3.

Table 3 The best scenarios for installing ESS at a substation with 5%-time reserve mode
Traffic ESS ESS capacity Esup,case 2 Ereg Ebrake
condition location %Erecp %Esave
module kWh kW (kWh) (kWh) (kWh)
High TS4 4 4 2600 1904.51 409.90 556.95 73.60 17.04
Moderate TS2 6 6 3900 1067.33 111.24 234.17 47.50 8.88
Low TS2 8 8 5200 625.27 48.81 112.47 43.40 6.90

3.3 Case 3: Design of timetable and ESS by using the proposed integrated approach
In this case, timetable and ESS will be designed for achieving energy-saving operation by using proposed method.
For design of timetable, running times from S06 to S12, and dwell times at each station from S06 to S11 are
considered as variables because this section has single speed limit that can reduce the complexity for adjusting speed
profile in solving process. For design of ESS, location and capacity of ESS are considered in the same way as those
of case 2. Therefore, there are 14 variables for optimization problem. The constraints and range for variable are
determined as in Table 4. The feasible ranges of timetable parameter for each traffic volume will be different due to
relevant traffic condition. For solving the solution, parameters of GA are determined as follows.
GA parameters: Crossover probability = 0.8, Mutation probability = 0.2, Population size = 14x100,
Number of generation = 500, Stall generation limit = 30

Table 4 Range of variable for designing timetable and ESS

Timetable parameters ESS
Running time limit
Traffic Dwell Dwell limit Running time ( Tr ,i → j ) Trip time Location Ness
Tr ,i → j , min & Tr ,i→ j ,max
Volume
Td , nom ( Td ,nom ± 5 ) W1-CEN-S01-S02-S03-S05-S06 S06-S07-S08-S09-S10-S11-S12 Ttrip , base
Min 83 64 73 81 68 103
High 30 25-35 59 109 122 120 119 71 1437
Max 96 74 84 94 79 119
Min 79 60 69 76 64 99
Moderate 20 15-25 59 109 122 120 119 71 1327 TS1 – TS7 1-20
Max 96 74 84 94 79 119
Min 77 56 66 73 61 95
Low 20 15-25 59 109 122 120 119 71 1327
Max 96 74 84 94 79 119

The proposed method provides the solution for improving energy-saving operation as shown in Table 5. When
both designing timetable and ESS are applied, in case of high traffic volume, the overall network receptivity and
energy saving increase up to 76.4% and 17.76% respectively. In case of high traffic volume, the energy can be
utilized efficiently in nominal operation (case 1) leading to less surplus regenerative energy. When the integrated
design is applied, the improvement of energy saving is obtained by only 2%. In case of moderate and low traffic
volume, the energy saving of nominal operation (case 1) drastically decreases. When the integrated design is
applied, the energy saving is improved by 3.6 %.
800 Warayut Kampeerawat et al. / Energy Procedia 138 (2017) 795–800
6 Warayut Kampeerawat et al./ Energy Procedia 00 (2017) 000–000

Table 5 Results of designing timetable and ESS

Traffic Optimal Timetable Trip ESS scenarios
%Erecp %Esave
condition Dwell time Running time time location module
S06 S07 S08 S09 S10 S11
S06 S07 S08 S9 S10 S11
S07 S08 S09 S10 S11 S12
High 25 35 35 29 32 25 83 74 73 94 78 104 1437 4 4 76.40 17.76
Moderate 22 25 21 25 25 16 96 74 78 81 73 113 1327 5 8 47.25 10.05
Low 18 20 20 16 20 18 96 61 84 90 70 113 1327 2 7 43.55 7.93

4. Conclusions and Discussions

This paper proposes a strategy for utilizing regenerative energy in urban railway system by integrating train
scheduling and active use of wayside energy storage system. Basically, optimizing train schedule is sensitive to
traffic condition. By integrating a suitable scenario of ESS, energy management is supposed to be more stable and
effective in various traffic conditions. The Bangkok Rapid Transit System was selected as a practical example of
application of timetable and ESS to improve energy-saving operation. Numerical case studies were performed to
express the effect of ESS and adjusting timetable to network receptivity of regenerative energy and energy saving
rate. From preliminary estimation of regenerative energy, regenerative energy can be used effectively for high traffic
condition. However, network receptivity drastically decreases in moderate and low traffic condition. The application
of adjusting timetable and installing ESS are supposed to improve energy-saving operation. By performing
sensitivity analysis, the suitable location and capacity for installing an ESS can be decided. Finally, the integrated
design approach provides examples of smart timetable and suitable ESS capacity to achieve energy-saving operation
in difference traffic scenarios. When the proposed integrated design is applied, the energy saving can be improved
up to 3.6 % compared with nominal operation without ESS.
For the future works, distribution of ESS along the route will be considered. Furthermore, design of driving
strategy in complicated speed limit section will be included. However, application of ESS deals with substantial
investment cost. The investment return period of installing ESS should be evaluated to express the feasible condition
for making decision.

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