{"id":3173,"date":"2018-12-13T09:08:33","date_gmt":"2018-12-13T08:08:33","guid":{"rendered":"http:\/\/www.revistaitransporte.com\/?p=3173"},"modified":"2018-12-18T15:52:31","modified_gmt":"2018-12-18T14:52:31","slug":"round-trip-energy","status":"publish","type":"post","link":"https:\/\/www.revistaitransporte.com\/round-trip-energy\/","title":{"rendered":"Round-trip energy"},"content":{"rendered":"
Energy recovery improves the energy efficiency of the electric power supply installation for traction on conventional rail networks and reduces emissions into the atmosphere. Ineco\u2019s first task was to draft the construction project for the installation of a regenerative braking energy recovery unit in the traction substation of La Comba in the province of M\u00e1laga, which was put into service in 2014. This is the only installation of its type in service on the conventional network (see ITRANSPORTE 44).<\/i> The recuperator has made it possible to return more than 1 GWh\/year to the power grid, representing an annual savings of more than 12.5% on the energy consumption of the M\u00e1laga-Fuengirola line, reducing CO2<\/sub> emissions by around 230 tons\/year (based on a conversion factor of 0.23127 kg of CO2<\/sub> per kWh). The investment is expected to be recouped within a less than 10 years.<\/p>\n The success of this first energy recuperator prompted Adif to install recovery units in other substations. Since 2015, simulations on national gauge have been carried out to identify substations with the greatest capacity for energy recovery. Railway installations have been modelled taking into consideration data relating to rolling stock, traffic grids, geometric railway platform profiles, electrification installation characteristics, driving modes, etc.<\/p>\n The recovery of regenerative braking energy on the conventional network is one of the measures included in Adif and Adif HS\u2019s Energy Saving and Efficiency Master Plans. It is also one of the energy efficiency actions included in the Programme of Subsidies for Energy Efficiency Initiatives in the Rail Sector<\/i> (Resolution of 30 November 2015, BOE-A-2015-13117) offered by the Institute for Energy Diversification and Savings (IDAE). The funding provided by this body for the exploitation of braking energy covers 30% of the investment. Adif plans to have 12 new energy recuperators in service between 2019 and 2020, and is considering extending the installation of these units across its network, mainly on commuter lines.<\/p>\n The first simulations carried out by Adif in 2015 and 2016 on several conventional railway lines identified the substations of Alcorc\u00f3n, Getafe, Guarnizo, Olabeaga, Martorell and Arenys de Mar as the ones with the greatest capacity for recovering energy and, therefore, the ideal candidates for the installation of recovery units. For these six installations, Ineco prepared the documentation for submitting subsidy applications to the IDAE (successfully awarded in January 2017), drafted the construction projects for the installation of the recovery units and is currently providing the works management and technical assistance. In 2017, Adif carried out a second series of simulations and selected the substations in Tres Cantos, Alcal\u00e1 de Henares, Pinto, Legan\u00e9s, Granollers and Castellbisbal. For these, Ineco also prepared the subsidy applications (successfully awarded in February 2018), drafted the construction project and will be providing the works management and technical assistance. It is expected that the first group of substations will be in service by mid-2019, and the second group by 2020.<\/p>\n These 12 recuperators are expected to save some 18.5 GWh\/year, which represents a reduction in CO2<\/sub> emissions of close to 4,300 t\/year and a financial savings of over 1.3M\/year. With IDAE\u2019s 30% funding, it is expected that the investment of more than 8M will be recouped in approximately 6 years. New simulations will continue to be carried out in the hope of further extending the installation of recovery units across the entire conventional railway network.<\/p>\n When trains use rheostatic or regenerative electric brakes, they transform the train\u2019s kinetic energy into electrical energy. Their engines act as generators, slowing down the wheels and performing the energy conversion. Some of this energy is used to supply the train\u2019s auxiliary services, and the rest, in the case of regenerative brakes, is transferred to the overhead line, increasing its voltage.<\/p>\nPutting 12 new recovery units into service<\/h4>\n
Theoretical basis<\/h4>\n