The 2010 International Power Electronics Conference

Application of Energy Storage System for

Railway Transportation in Japan
A.Okui*, S.Hase*, H. Shigeeda*, T.Konishi*, T.Yoshi
* Railway Technical Research Institute, 2-8-38 Hikari-cho Kokubunji-shi Tokyo, Japan

Abstract-- The electrical energy is easily controllable
compared with other energy. In addition, the electrical
energy has an advantageous feature for environment. The
electrical energy is also used as the driving energy of the
rolling stock in railway. On the other hand, to supply the
electric energy with stability, the power supply system needs
to have a sufficient supply capacity for demand. The
feature of the electric power used in electric railways is that
the peak power is large and the average power is low. This
is a factor of the power cost increase. Moreover, electric
railway is increasing effective use for the resurrection
energy of the vehicle and the necessity of the voltage descent
measures. In addition, an electric railway needs effective use
of regenerating energy from rolling stock for energy
conservation, and the measure against a voltage drop. To
apply the energy storage system to electric railways is one
method to solve these problems. This paper describes the
example of application and future view of the energy storage
system for DC-electric railway in Japan.
Index Terms²Electric railway, Energy storage system,
Battery post, Lithium Ion battery, Nickel-metal hydride
batteries, Flywheel, EDLC, SMES
I. INTRODUCTION
Various approaches have been made as "Law
concerning the rational use of energy" is provided in
Japan since oil crises. In addition, after 1973, the
improvement of the co-efficiency of performance that
exceeded 30% was achieved. Moreover, the revision of
law concerning rational use of energy was enforced along
with the decision of the Kyoto protocol accomplishment
of a goal plan in 2005 in April, 2006. As a result, the
decision of the conservation of energy plan and the report
of the amount of the energy use were obligated to the
transportation entrepreneur and the shipper more than a
constant scale in the transportation section. In this law,
introduction of a clean energy vehicle and the modal shift
to mass transportation with few environmental impacts
are demanded. In such the situation, in the automobile
industry, development of an electric vehicle, a fuel-cell
vehicle, etc. is progressing and especially development of
resurrection energy and the necessity of the voltage
descent measures increase along with the introduction of
the vehicle where the transfer of the high-power is needed,
and the power storage facility is expected measures
against such a problem.
II. HISTORY OF ENERGY STORAGE SYSTEM
(BATTERY POST)
In Japan, the electrification for railway was started, the
battery posts were installed soon which operated in
parallel with rotary converters for the purpose of
suppressing energy demand [1]. The power supply
circumstances used to be bad at that time, the load for a
short time was supplied by the battery, and the
improvement of the load factor was measured by driving
the battery and the rotary converter in parallel between
commuting time. It was installed the Maruyama
substation and the Yagasaki substation of the arrow in the
Usui pass, which is located in the Shinetsu line in 1912.
Moreover, it was installed the Kawasaki substation and
the Oimachi substation which is located in the Keihin line,
and the Eiraku-cho substation and the Harajuku
substation which is located in the Yamanote line in 1914.
As for space required for installation, the battery room
was, for instance, 430m2, the transformation of electrical
energy equipment room was 350m2, and in the Maruyama
substation, the battery room was wider. It was abolished
from imports the battery and the operation and
maintenance difficult, and the improvement also of the
power supply circumstances moreover the substation's
being strengthened in 1927 though these battery posts
were used for about 15 years.
Table I
Battery Post
Line
Shinetsu line
Yamanote line / Keihin line
(Usui pass)
Substation Maruyama Yagasaki Eiraku-cho Harajuku Oimachi Kawasaki
Electrification year 1912 1909 1914
Battery use period
1912/1928 1912/1927 1914/1921 1914/1922 1914/1927 1914/1925

an electric power storage medium is remarkable. On the Voltage 624 (V) 624 (V) 576 (V) 576 (V) 576 (V) 1150 (V)

other hand, the power storage facility of the vehicle and Capacity 1332 (A/h) 1332 (A/h) 1000 (A/h) 1000 (A/h) 1000 (A/h) 1000 (A/h)

the power storage facility where the substation is Battery

Number 312 312 288 288 288 575
supplemented have been put to practical use in the Country of
Germany Germany Germany Germany
United United
manufacture Kingdom Kingdom
railway industry. Especially, the load factor (average
demand power (W)/maximum demand power (W)) is low
because the peak power at rush is large in direct current Voltage drop between DC substations has been
electric railways in the metropolitan area outskirts, and remarkable due to the increase of electric load. Therefore,
factors of a cost increase. Moreover, effective use for the the application of battery posts was considered in order to
suppress the voltage drop. It is advantageous to battery

978-1-4244-5393-1/10/$26.00 ©2010 IEEE 3117

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posts that do not require a large investment such as power batteries, and Electric Double Layer Capacitors (EDLCs)
lines supplied from generators, and substation are installed for the actual electrified railway system
equipments. For the fundamental study, Japan national because of those utility.
railway (JNR) installed temporally a lead-acid battery Figure 1 shows the relationship between duration of
post at the Nakajima station on the Kabe line in 1980, and charge/discharge by the above-mentioned storage media
various examinations were carried out. The post and requested functionalities.
supervised feeding voltage. When the voltage was lower
than a set value, the battery was discharged, and if it
became high, it was charged. The post consisted of 792
cells; its max voltage was 1,584V. The examination had
been continued for three years. The post had operated
effectively for the voltage drop compensation. The post
used a thyristor as a switch between the feeding line and
the lead-acid batteries.

III. THE LATEST ENERGY STORAGE SYSTEM

A. Kind of Energy Storage System

The introduced purpose of energy storage system is to
reduce the voltage drop and absorption of regenerative
power for DC-electric railway [2]. As a storage medium
of energy, we investigated energy storage systems that Fig. 1. Relationship between duration of charge/discharge
are a pumping, a compressed air, a superconductivity coil, and requested functionalities
a flywheel, a battery, and an electric double layer
capacitor. There are four kinds as shown in Table II as an (a) Lithium Ion Battery
energy storage system. Lithium is the smallest atomic weight for metals;
Table II therefore, its energy density is theoretically large.
Kind of energy storage system Lithium ion battery combines the compound which
Storage Flywheel
Electricity Superconducting contains various ceramics of metal oxides, such as
medium double layer Battery
capacitor magnetic energy lithium oxides, for the anode, and carbon or graphite for
the cathode, which contain metallic lithium. Liquid
electrolytes in lithium ion batteries are adapted for
Con- Kinetic energy Kinetic energy Kinetic energy Kinetic energy
organic solvent, do not change chemically. The lithium
stitution ions are transported to and from the cathode or anode
Electric Electric Electric Electric
energy energy energy energy during charging or discharging. The advantages are
Physical Chemical
shown as follows:
Kinetic Magnetic
energy energy energy energy ‚ It has a high energy density.
Energy Kinetic energy Power density is important if repeated
Physical energy Chemical energy Magnetic energy
type charge/discharge in short time is required. On the
Capacity Small Small Middle Large
other hand, energy density is important if long
Energy
density Large Middle Large Small duration of charge/discharge is required.
Stage Practical use Practical use Practical use Research ‚ There is little degradation by charge and discharge.
Degradation of batteries has large relation to the
A power converter (an inverter, a converter, or number of charge/discharge.
chopper equipment) is required for an energy storage ‚ It does not suffer from the memory effect###, do not
system in many cases. It is because a feeding circuit is have any self-discharge.
not directly connectable with a storage medium in many Memory effect means that batteries gradually
cases. The charge and discharge control for a converter lose their maximum energy capacity if they are
or chopper equipment is important for operating energy repeatedly recharged after being only partially
storage system effectively. discharged.
‚ It features lower maintenance durability than lead-acid
B. Energy Storage Medium [3] battery.
In electric power companies, examinations of energy The service life of the battery was a large problem.
storage such as superconducting magnetic energy storage, However, the adaption of new electrode devices has
sodium-sulfur have been conducted. In general, duration improved the characteristics in recent years(2). The
between 10 seconds and 1 minute is required for a development of electrode devices applying
charge/discharge in DC electrified railway. And rapid nanotechnology will be expected to bring long-life
charge/discharge characteristic is more important than feature drastically in the future.
large energy density to cope with frequent and steep load
fluctuation. Lithium ion batteries, nickel-metal hydride

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(b) Nickel-metal Hydride Battery

Charge/discharge current
Although the nickel-metal hydride battery has lower
energy density than a lithium ion battery, the structure is
Maximum
devised and the mass battery has been developed. A charge
nickel oxide is used for anode; the hydrogen storing current
arg
Charge
metal alloy is used for the cathode. It has the following Discharge voltage
ea
area
features. Feeding voltage
‚ It does not contain harmful materials. rge
Discharge
‚ Its service life is longer than that of lithium ion battery. a
area Charge voltage
Maximum
‚ It has a high power density. discharge
Nickel-metal hydride battery is apt to suffer from the current
memory effect; however, the problem has been improved
by recent researches (2). Discharge Standby Charge
(a)constant current pattern
(c) Electric Double Layer Capacitor (EDLC)
Charge/discharge current
An EDLC constitutes of two electrodes, electrolyte,
and a separator. Porous carbon is applied so that the Maximum
electrodes offer a large surface area, and organic liquid charge
current
often used as an electrolyte. The electrolyte constitutes Discharge voltage Charge
the two layers and an intermediate layer. If the area
electrodes of an electrolytic capacitor dipped into an Feeding voltage
Discharge
electrolyte, thin insulated layers form in the electrolyte area Charge voltage
that is in contact with the electrodes. As a result, two Maximum
pairs of which termed as electric double layers are formed discharge
current
between the electrode and the insulated layer. If the
applied voltage is lower than the minimum voltage that
Discharge Standby Charge
electrolyzes the electrolyte, the layers are maintained and
(b)current regulation pattern
a gap between them is extremely thin, so that a large
Charge/discharge current
amount of energy can be stored. It has the following
characteristic: Maximum
‚ It has a long-life life feature. charge
‚ All materials are environment-friendly current
Discharge voltage Charge
‚ High efficiency, high output power, extremely low area
heating levels, and improvement of safety are Feeding voltage
achieved. Discharge
Its energy density is lower than the above-mentioned area Charge voltage
Maximum
batteries, however, the development of large-scale-type discharge
capacitors is progressing (2). current

C. Control of Charge/Discharge [3] Discharge Standby Charge

Most fixed energy storage systems for electrified (c) Standby current regulation pattern
railway have adapted step-up/down chopper (DC- Fig. 3 Feeding voltage and charge/discharge regulation
chopper) as equipment of charge/discharge regulation.
Figure 2 shows an example of the main circuit for an
energy storage system. The IGBT units are usually used as a converter of the
Feeding line
chopper system. The chopper system has a bi-directional
function. It works as a chopper to decrease voltage when
Disconnector
it charges storage media, and as a chopper to increase
High speed current breaker voltage when it discharges storage media. High-speed
Reactor
circuit breaker is installed to prevent the current from
for filter
storage media to the feeding line at a large drop of
feeding voltage, and an LC filter to suppress the
Resistance switching component of chopper system. Switching
equipment
frequency is selected between 600Hz and 4000Hz.
Capacitor Figure 3 shows the relationship between feeding
for filter
Impedance bond voltage and charge/discharge regulation. In principle, all
the regulations mean that the energy storage is charged
Step-up/step-down chopper Disconnector when the feeding voltage is higher than the charge
Energy storage media
voltage, and discharged when lower than the discharge
Fig. 2 DC-chopper circuit of energy storage system voltage. The figure (a) indicates that the energy storage
system can be charged or discharged within the

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maximum current. The figure (b) indicates that
charge/discharge current is regulated in order to suppress
a large fluctuation of charge/discharge condition around
the range of charge voltage or discharge voltage. The
figure (c) indicates that standby current and maximum
discharge current can be varied besides the type (b). The
type (c) is easy to adjust the state of charge (SOC) during
standby and discharge mode. Stabilizing SOC contributes
to suppress degradation of charge/discharge
characteristics. Therefore, if stable SOC is extremely
needed for the media, the type (c) is appropriate.
The feeding voltage is apt to reflect powering or
regenerating of electric cars. However, this principle
cannot work effectively in every time. Therefore, there is
room to inquire about the control method, and new
method for charge/discharge regulation is expected.
A. Keihin Electric Express Railway (Flywheel)
The railway vehicles capable of regeneration have been
developed since 1970s. The vehicles are a mainstream because
the regenerating energy can transmit to powering energy.
However, if there are no powering vehicles adjacent to the
regenerating vehicles, the regenerative energy cannot be used
effectively for any loads, and regenerative power lapse occurs.
As a measure for regenerative power lapse, a large-sized
flywheel has been installed at the Zushi post in the Keihin
Electric Express Railway, which stored regenerative energy as
mechanical energy, and emitted electric energy to powering
vehicles. The equipment consists of a flywheel, an exchange
generator motor, and a converter. It was reported as a result of
the verification examination that the energy-saving effect was
12%. The equipment was built in 1988, it has continued
operating.

IV. EXAMPLES OF APPLICATION IN JAPAN B. West Japan Railway Company (Lithium Ion Battery)
After 1988, the energy storage system was applied to The energy storage system using lithium ion batteries
the railway in Japan [3]. Table III shows the specification was installed in the Shin-Hikida substation of the
of the energy storage system applied to the railway after Hokuriku lines of West Japan Railway Company in
1988. The specification of the energy storage system autumn, 2006. Electrification of the lines was converted
experimentally applied to Table IV after 1988 is shown. from AC to DC at that time. The company had already
Energy storage systems applying batteries are apt to have developed substation support equipment, which
large energy, on the other hand, applying flywheel or compensated short-time voltage drop effectively. The
EDLC are apt to have large power. energy storage system was based on the characteristics of
the equipment. The system was also aimed for stabilizing
Table III feeding voltage by absorbing regenerative power. The
Rated capacity of energy storage system for practical use system has also considered the characteristic of
Rated Rated regenerative power regulation.
Installation Storage
Company power energy
year medium
(kW) (kWh) C. Kobe Municipal Transportation Bureau (Lithium Ion
Keihin Electric Express
1988 Flywheel 2,000 25 Battery)
Railway
West Japan Railway
2006
Lithium
1,050 140
Kobe Municipal Transportation Bureau carried out the
Company ion battery
Kagoshima City Lithium
verification test of the energy storage system applying
Transport Bureau
2007
ion battery
250 18.1 lithium ion battery in the Myodani substation of the
Kobe Municipal
2007
Lithium
1,000 37.4 Seishin-Yamate Line in May, 2005. The section, which
Transportation Bureau ion battery
Seibu Railway Co., Ltd. 2007 EDLC 2,560 6.875
slope is 2.9%, continues for approximately 4km. To use
electric brake, regenerative power absorption system is
indispensable for the section; therefore, inverter
Table IV
equipments are installed at every substation on this line.
Rated capacity of energy storage system for examination
Rated Rated
The test was focused on operating energy storage system
Storage and inverter equipment in parallel, or operating the
Company power energy
medium
(kW) (kWh) system individually. We confirmed that there was no
Nagoya Railroad Co., Lithium ion
500 18.7 negative interference between the system and inverter
Ltd. battery equipment, and the system had the same effect as inverter
Osaka Municipal nickel-metal
Transportation Bureau hydride battery
5,600 576 system. Based on the verification results, the actual
system has been installed in the Itayado substation of the
same line in February, 2007. The rated capacity was
Current main purposes of applying fixed energy twice as much as that applied for the verification test.
storage system are divided into two in general. The one The actual system brought effect of energy reduction,
is for voltage drop compensation; another is for which was more than 310 MWh per year.
regenerative power absorption. In cases where two
substations are distant from each other, voltage drop D. Kagoshima City Transportation Bureau (Lithium Ion
compensation by the system is more effective. In Battery)
addition, in cases where the number of trains is less Kagoshima City Transport Bureau has introduced new-
comparatively and a long slope exists, regenerative power type electric vehicles with regard to the reinforcement of
absorption by the system is effective. However, reduction transport capacity. The reinforcement and a high rate of
of primary energy demand in the substation will become operating air-conditioning equipment in summer season
more important purpose of applying the system in the might cause a number of feeding voltage drops during
future. rush hours. Therefore, two energy storage systems

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applying lithium ion batteries were installed at the The resistance equipment compensates the charge of
Sakurajimasanbashidori Station and the Nakasudori EDLCs. When the EDLC voltage reaches the maximum,
Station in order to compensate the voltage drop and the switch for resistance equipment turns on and
utilize regenerative power. The systems have commenced regenerative current flows to the equipment.
to operate commercially since March, 2007. The scale of
the system was so compact that it enabled to set the 2000

systems on central reservations. The systems are distant

Agano voltage (V)

1750

from any substations; therefore, remote control via 1500

1250 Agano feeding voltage
internet between a substation and circuit breaker for 1000 Agano EDLC voltage
protecting the system was adapted. The control can start 750
or stop the operation of the systems. 500
0 5 10 15
Time (min)
E. Seibu Railway Co., Ltd. (EDLC)
1500
In a Seibu Railway Co., Ltd., the energy storage Agano EDLC current

Agano current (A)

1000
Charge
systems applying EDLCs have been installed at the 500

Agano substation and the Shoumaru substation in 0

December, 2007.
-500
Discharge
-1000
The location and height between the Agano and the -1500
Shomaru substation, where the systems have been 0 5
Time (min)
10 15

installed, are shown in Fig.2. The section where an

2000
average slope is 2.5͙ continues between two substations. Shomaru voltage(V) 1750
Therefore, the installation of the systems enable to 1500

prevent regeneration power lapse, and the introduction of 1250 Shomaru feeding voltage
Shomaru EDLC voltage
variable-voltage and variable-frequency drive vehicles, 1000
750
which can regenerate have been able to be applied for this 500
section. 0 5
Time (min)
10 15

1500
Agano Shomaru
Shomaru current (A)

7.146km Shomaru EDLC current

substation substation 1000
-0k826 6k320 500
SR 3000kW SR 3000kW 0
for constant 1 for constant 1 -500
Energy storage Energy storage -1000
-1500
350
0 5 10 15
300 Energy storage system
Signal Time (min)
Post Ashigakubo
250 (Agano substation)
Fig. 3 Example of regenerative energy absorption
Shomaru St.
Height (m)

St.
200 Nishi-Agano
150 Agano St. Energy storage system
(Shomaru substation)
characteristics
St.
100 Higashi-Agano

The rated power and capacity are determined by the

St.
50
0
-5 0 5 10 15
regenerative power characteristics of electric vehicles.
Location (km) The main circuit of the system is identical to the one
Fig. 2 Location of energy storage system shown in Fig. 2. The charge/discharge regulation is
(Agano and Shomaru substation) adapted for type (a) shown in Fig.3.
Figure 3 exemplifies an example of regenerative energy
absorption by the system for a period of 15 minutes. A
Table V.
train ran between two substations during the time. The
Specification of energy storage system
Medium type EDLC characteristics are summarized as follows.
Voltage 512㹼1280 V (a) If the feeding voltage rose more than 1690V, the
Medium
Maximum current 2000 A energy system was charged. The regenerative energy
Capacity 20.25 F was charged from 0 to 4 minute in the Shomaru
Conversion type DC-chopper substation, and from 11 to 14 minute in the Agano.
Charge voltage 1690 V
Discharge voltage 1600 V
(b) The maximum of the EDLC charge current was 990A
Conversion system
Charge capacity 24.75 MW࣭s in the Agano substation, and 1270A in the Shomaru.
Reactor 2.66 mH On the other hand, the maximum of the EDLC
Reactor 1 mH discharge current was 1370A in the Agano substation,
Filter
Capacitor 11.5 mF and 1160A in the Shomaru. These are proximate to
Resistance equipment Resistance ȍ the rated value shown in Table 4.
(c) The maximum of EDLC voltage by the charge was
The specification is shown in Table V. The two 1180V in the Agano substation, and 920V in the
systems have the same specification. 288 units of EDLCs Shomaru. The voltage did not increase to the
are used for a system, 8 connected in series and 36 in maximum value. The regenerative energy was not
parallel. One unit of EDLCs consists of 70 cells in series. consumed by the resistance equipment.

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(d) The regenerative energy charged by the both systems
was 7.7kWh, and the discharge energy was 5.9kWh.
About 77% of the regenerative energy was reused
effectively.
Through the characteristics, we confirmed that the
systems worked effectively in regard to reducing primary
energy consumption.
F. Osaka Municipal Transportation Bureau (Nickel-
Metal Hydride Battery)
In Osaka Municipal Transportation Bureau, the energy
storage system applying a mass nickel-metal hydride
battery was temporally set at the Komagawa substation in
the Tanimachi line. The verification tests were conducted
when only test electric vehicles ran and when actual
trains were in operation for the purpose of reducing
primary energy consumption. The system need not
chopper system which regulates charge/discharge of
energy storage media. The battery is directly charged to
feeding voltage. The system equipped with larger power
and energy than others. The system could contribute to
the reduction of primary energy consumption through the
charge/discharge.
G. Nagoya Railroad Co., Ltd. (Lithium Ion Battery)
The feeding voltage near the Shin-Anjo station of the
Nagoya line typically drops much because the station is
distant from any DC substations. However, installation
of a new substation near the station has some problems
concerning space, cost, and incidental factors. Therefore,
verification test was conducted by connecting an energy
storage system adjacent to the station for the purpose of
confirming substitution for substation. The capacity of
the system was half that of one applied for the actual
system shown in the preceding paragraph C. Prior to the
verification test conducted, inductive obstruction tests for
signal system or train radio was emphasized. The effects
of compensating voltage drop and eliminating energy
demand were evaluated by the test. If the rated power of
the system would be beyond 2,000kW, those effects were
expected to be 45V, 1000MWh per year, respectively.
V. SECURITY REGULATION
The lead-acid storage battery has been equipped with
to the power plant and the substation, etc. for emergency
purposes. Equipment that uses a new rechargeable
battery is equipment that accompanies the power plant.
On the other hand, the government thought that this
equipment was a power plant because it is necessary to
confirm the safety by prior regulation (Authorization of
construction plan and inspection before the uses) up to
now.
However, because a use results and a technical
knowledge of the NAS battery, the zinc bromide battery,
and the redox flow cell had been accumulated, the
government judged that it was able to secure safety even
if it did not restrict it. Therefore, the lead-acid storage
battery and the rechargeable battery were excluded from
the definition of power plant in 2000.
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The government assumed that it noted it continuously
separated SMES, Flywheel, and EDLC from the
examination of the rechargeable battery, and investigated
technology trends and the form of use.
When a new rechargeable batteries such as lithium-ion
batteries and nickel-metal hydride batteries is began to be
used, the government judged that the prior regulation of
the entire energy storage system including the
rechargeable battery had to reconsider (the comparison
with the power plant is based).
The government concluded it as follows after the case
with the safety of the energy storage system had been
considered (a function, structure, an accident example).
(1) Position in electricity enterprises law.
The energy storage system is not considered the
power plant, and considers equip with one by the
composition of the power plant, the substation, and
the demand equipment, etc.
(2) Authorization and notification of construction plan,
and method of prior restriction.
‚ The entrepreneur observes a technological standard etc.
and the security of the energy system is maintained.
‚ Participation by a prior restriction of the country is
made a minimum.
‚ The nasty accident due to the deficient energy storage
system had not occurred.
‚ The notification object of the installation plan is
assumed to be the energy storage system with an
especially large capacity (10,000kW×8h). Because
some rechargeable battery with large capacity is put to
practical use.
(3) Technological standard of energy storage system.
The rechargeable battery used as a power supply of
using regularly detects abnormalities such as the
overvoltage and overcurrent, and separates the circuit
by the breaker. The device with high interior
temperature separates the circuit by the breaker when
detecting an abnormal interior temperature.
VI. CONCLUSION
If an initial cost of the energy storage system and the
electricity cost that can be saved by the energy storage
system are compared, it is understood that an economical
advantage of the energy storage system is limited.
However, when electric power compensation is required
at locations without installation of a power line, energy
storage system is going to have an economical advantage.
We should consider protective methods, maintenance
and security of the energy storage system. Moreover, it is
necessary to prepare technical standards for the electric
power storage system.
The authors considered that the energy storage system
would be applicable to electric railways for the purpose
of electric power compensation in the future. Therefore,
it is desirous to establish a control method and prepare a
pertinent law.
 The 2010 International Power Electronics Conference

REFERENCES
[1] Railway Electrification Committee, ³History of Electric
Railways technology development´, Railway
Electrification Committee, 1983, pp.120-122.
[2] A.Okui, ³DC-Substation that absorbed regenerative
electric power´ Japan Railway Electrical Engineering
Association, vol.15, No.1, 2004, pp37-43.
[3] T. Konishi, H. Morimoto, T. Aihara, M. Tsutakawa,
³Fixed Energy Storage Technology Applied for DC
Electrified Railway´, IEEJ Trans 2010; 5:1-8, 2010.

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