MERLIN Project Project

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1 MERLIN Newsletter Issue 1, November 2014 MERLIN Project Project MERLIN Making Energy Management in the Rail System Smarter Background This project has received funding from the European Union s Seventh Framework Programme for research, Technological development and demonstration under grant agreement n Energy management is a key issue for railway systems and this situation will continue to be prominent for the foreseeable future. Multiple operational scenarios add complexity to the development of suitable and appropriate energy management solutions. Moreover, existing assessment tools lack an integrated approach, and tend to omit the variation in emission levels, energy usage and associated costs resulting from differing traffic peaks. The overarching aim of the MERLIN project is to investigate and demonstrate the viability of an integrated management system to achieve a more sustainable and optimised energy usage in European electric mainline railway systems. MERLIN is co-funded by EU 7th Framework Programme and is coordinated by UNIFE and is under the technical leadership of CAF. Given that the railway system is a complex and interconnected system, a single supplier, operator or infrastructure manager (as large as they may be) cannot tackle the energy management issue for the entire network alone. Hence, ONLY through a collaborative approach such as MERLIN can effective solutions for this issue be developed. Appropriately, the MERLIN consortium brings together the key rail stakeholders from across Europe. RFF

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3 MERLIN Newsletter Issue 1, November 2014 What will MERLIN deliver? MERLIN so far in a nutshell MERLIN will provide an integrated optimised approach to support operational decisions leading to a costeffective intelligent management of energy and resources via: Improved design of railway distribution networks and electrical systems and their interfaces Better understanding of the influence of railway operations and procedures on energy demand Identification of energy usage optimising technologies Improved traction energy supply Understanding of the cross-dependencies between technological solutions Improving cost effectiveness of the overall railway system Contribution to European standardisation (TecRec) MERLIN outcomes will also be developed through the application of solutions to realistic scenarios. The project has just passed its halfway point and several key milestones have been reached including: Analysis and identification of components in the rail system, which have an impact on energy usage Definition of the scenarios and their respective objectives which are to be simulated and/or demonstrated in MERLIN through the application of the MERLIN outcomes Development of an exploitation plan to help support the implementation of the results post-project First release of the draft architecture for the MERLIN Railway Energy Management System Establishment of a rail reference group involving railway operators to help guarantee the applicability of the MERLIN outcomes Successful hosting of the MERLIN mid-term conference in parallel with UIC Energy Efficiency days during the month of June Inside this issue you will find further details of what has been developed in the various technical work packages of MERLIN, and in order to help guide you, the following diagram gives a graphical structure of the project. Finally, you also find the facts and figures of the MERLIN project and as well as information of the partners collaborating in this important project. Figure 1 The MERLIN Project Work Packages and Structure

4 Railway network specifications (WP1) led by Ansaldo STS The description is organised according to a framework composed of architecture characteristics, block diagrams, characterisation of interfaces, applicable standards and availability of remote measurements and related metering equipment. In order to identify the relevant components of the rail system to be considered for an Energy Management System, the objective of this work package is to identify, describe and characterise the key elements and subsystems of mainline railway systems. This has led to the development of a global electricity consumption map defining the levels of energy consumption. The WP1 scope includes the characterisation of vehicles, distribution networks, substations, energy storage devices, local energy sources, internal power rings and the liaison with the public grid. It also contains an assessment of non-electrical internal and external constraints and interfaces influencing the energy consumption and management. All these features provide the input for creating a comprehensive matrix structure which gives information on the energy flows between the different elements and brokendown tasks, to be populated using data collected by the member state s networks as well as existing data from relevant sources. A classification is followed for both fixed infrastructures and rolling stock subsystems, including traction power related and power supply subsystems, operationrelated subsystems and auxiliary subsystems. For the assessment of non-electrical internal and external constraints, data is collected from the consortium operator and infrastructure managers. With the consumption data collected, energy consumption maps were then illustrated through comprehensive graphics, representing the energy flows in the whole railway power supply systems. An example of an extract from a consumption map is shown in figure 2. To prepare and organise the data, a general representation of the power supply infrastructure was included and the infrastructure managers involved (Trafikverket, Network Rail, RFF and ADIF) provided data including network topologies and energy consumption of their networks in a homogeneous manner. As far as the links with the overall project are concerned, the outputs of this work package provide a direct input for the activities concerning the Railway Energy Management System (REM-S) definition. The matrix results are analysed to identify the key elements and sub-systems most suitable for the implementation of a smart energy management system, and to provide a critical input for the MERLIN REM-S architecture that is being defined. Figure 2 Extract from the global consumption map showing railway loads and energy flows

5 MERLIN Newsletter Issue 1, November 2014 Reference Architecture for Smart Energy Use (WP2) led by D Appolonia The main objective of this work package is the definition and development of the reference architecture for the integrated Railway Energy Management System, which will be one of the main outputs of the MERLIN project. The architecture defined here will be the basis for the development of a system and technological solutions, which will contribute to the optimisation of energy usage in the railway domain. This is in line with the overall objective of the MERLIN project. The reference architecture includes both an operational energy management application (REM-S) and a strategic decision making tool (SDMT). A preliminary version of the architectures, one for the strategic and one for the operational application, has been released. The architecture for the REM-S has been prepared according to the Smart Grid Architecture Model (SGAM), a reference model of smart grid architectures for different sectors of application issued by the CEN- CENELEC-ETSI Smart Grid Coordination Group. According to the SGAM, the REM-S architecture is implemented through different interoperability layers: Business layer - representing the missions of the system; Function layer - relating to the function to perform the optimisation; Information layer - describing the information exchange between functions, services and components; Communication layer - representing the protocols for exchange of information; Component layer - relating to the system implementation. Energy optimisation is performed by the REM-S at different levels. The first level is on a daily basis, to calculate the optimum behaviour of the network for the next 24 hours; then a minute ahead optimisation is performed, and finally a real time operation generates indicactions to be fulfilled by the different actors and/ or components. In the SDMT, four missions have been identified, and components and interfaces of the architecture have also been defined. Similarly, four sets of functionalities have also been defined. The first set of functionalities concern the calculation of the energy flows within a given railway system configuration; the second set the visualisation of results; the third the optimisation process itself; the fourth tests the resilience of the system configuration to variations in day-to-day operation. Relevant stakeholders for the strategic decision process have also been identified. The architecture defined in this work package will serve as input to the work packages on: Energy efficient components and energy management technological solutions (WP4) and Energy management system development and validation (WP5), to feed the developments in regard to the technical elements. The definition of new business model and relevant algorithms for fair share of gains, which may eventually occur as a result of such a system, will be functional to the progression of the work. Finally, the results concerning the reference architecture, including business models, and new methods, will provide an input to the activities of the work package Recommendations for market uptake and implementation & Standardisation (WP7) to ensure market uptake and to provide inputs for the TecRec (Technical Recommendations as industrial voluntary standards) standardisation activities. Figure 3 CEN-CENELEC-ETSI SGAM Model

6 Definition of Scenarios to be considered in MERLIN (WP3) led by ADIF The objective of this work package is to define the descriptions and goals of the five different scenarios that will be simulated or demonstrated to assess the architectures of the integrated Energy Management Systems (SDMT and REM-S). The scenarios defined are intended to be as representative as possible of the various energy systems and train services operating in Europe, therefore different power supply systems, operations or services were chosen. Additionally, the scenarios should also represent cases where an energy optimisation could potentially be achieved via the implementation of the integrated Energy Management Systems. The five scenarios can be summarised as follows: 1. French High Speed line on 25kV 50 Hz AC network between Paris and Lyon with a route length of 389 km and maximum speed of 300 km/h. 2. Swedish intercity service on 15kV 16.7 Hz AC that consists of two lines: one is between Malmö and Alvesta with a route length of 181 km and maximum speed of 200 km/h. The second is between Malmö and Shimrishamm with a route length of 111 km and maximum speed of km/h. 3. The third scenario consists of two Spanish suburban lines on a 3kV DC network: one is between Malaga-Fuengirola with a route length of 30 km and maximum speed of 135 km/h and the second one between Malaga-Bobadilla with a route length of 70 km and maximum speed of 160 km/h. However, in Merlin both lines will be considered as one line 4. The fourth scenario is on the British West Coast Main Line with mixed passenger service and freight traffic on a 25kV 50Hz AC network between Earlestown-Carlisle. The route length is 180 km and has maximum speed of 200km/h. 5. The last scenario is a British line on 750V DC network including Real Time Energy Management, between Bournemouth-Weymouth with a route length of 100 km and maximum speed of 135 km/h. For each scenario, as mentioned, there is an objective as to what is aimed to be achieved with either the implementation of the SDMT and/or REM-S: 1. For the French scenario, the aim consists of an increase (using the lower investment) of the line capacity and fluidity (13 to 16 trains per hour per way), taking into account the characteristics of the public power network. 2. In the Swedish scenario both lines have different objectives. For the first line, the aim is to investigate the impact of voltage and phase angle control at the substations on catenary power losses. For the second line, the goal is to investigate how train powering control may impact on punctuality and power peaks. 3. For the third scenario based in Spain, the objective will consist of an assessment by reallife operation and also via simulations related to the real demonstration. It will investigate the best location of the Energy Storage System (ESS) in conjunction with a reversible substation, adjusting the parameters of the power system to optimise power peaks and energy recovery. Figure 4 Line where Spanish Scenario is based 4. The first British scenario has as aim to investigate a dynamic DAS for traffic management of a mixed-

7 MERLIN Newsletter Issue 1, November 2014 traffic railway, in conjunction with the REM-S for energy management. (To manage the impact on the overall energy performance of a train which is delayed) 5. The last scenario, and the second British scenario has two aims. One is to to implement changes to the Line Voltage within the 750V areas and analyse their effect on energy consumption. This should also allow a greater current to be consumed by the traction rolling stock (this is presently limited by software). The second is to investigate the impact of new contractual arrangements to buy electrical energy, and whether this can offer significant cost savings when energy is managed by REM-S. To support the validation of systems with different scenarios, the development of a common methodology that would allow a homogeneous description was conducted. Energy efficient components and energy management technological solutions (WP4) led by D Appolonia The activities in this work package aim to develop the component layer of a holistic Railway Energy Management System in terms of new smart grid structures and new controllable components, at infrastructure grid level or at vehicle level. The technological solutions tackle the system-wide energy management approach. The Smart Grid Architecture Model (SGAM) framework is used in order to describe the Railway Energy Management System (REM-S) architecture, with 3 operational modes. Firstly, a Day Ahead Optimisation (DAO) will be carried out at network level, trying to fix the energy need for the whole network with the market prices. Once the energy is bought, a local optimisation will update the energy needs of each zone every 15 minutes, matching with detailed predictions from each actor (energy source, storage system ) and the energy bought at the DAO Operation. Finally, a real time control operation function will control the actors in order to suggest the best implementation mode to each controllable actor. The intelligence governing these functions will help at network level to find the best price for the energy. In the second task, the study is based on optimising power peaks, which can cause energy usage to be suboptimal. In this case the problem cannot be solved by conventional solutions (such as increasing substation power or adding a new substation) because of the upstream electrical network s weakness. Therefore, two different solutions are studied, which consist in getting a smooth power demand: traffic regulation using ATS (Automatic Train Supervision) avoiding unnecessary braking, stops, accelerating, etc. on specific parts of the railway network such as bifurcations; intelligent energy storage integration and/or alternative energy sources such as renewable sources. In regard to optimisation for vehicles, auxiliary loads power evaluations have been completed for High Speed trains, Regional trains and Suburban trains. The remaining work will concentrate on new solutions and controlling algorithms for auxiliary loads on a suburban train. This study will be aimed at reducing the energy absorbed by some auxiliary on-board loads: air compressor, HVAC (heating ventilation and air conditioning) and lighting system. Figure 5 MERLIN Reference Architecture

8 Energy management system development and validation (WP5) led by University of Newcastle One of the tools of the integrated Energy Management System being developed in MERLIN is a Strategic Decision Making Tool (SDMT), the architecture of which is to be described in WP2. The SDMT is intended to be a decision support system for optimisation of energy use in different railway systems, specifically targeting the strategic decisions required when designing new railway systems or carrying out significant modifications to existing systems, such as timetable changes, new rolling stock, electrification infrastructure, energy storage systems or revising contractual arrangements for the supply of electricity. The objective of WP5 is to develop a software tool in order to validate different aspects of the SDMT architecture. To achieve these aims and objectives, existing software tools and newly specified, developed and validated modules are being targeted as part of the work package. To date, three new modules have been identified and are being developed, namely: Core module The Core Module of the SDMT will be required to manage the Interfaces and exchange of Data between the Products, and provide an interface for interaction with the user; Contractual arrangements module This module assesses the energy costs associated to a particular type of contract given the network design and operational constraints; Optimisation module A genetic algorithm is being implemented to create new configurations of the railway system that are intended to perform better than the previous configurations tested; Scenarios Evaluation & Proof of concept (WP6) led by CAF The main objective of WP6 is to evaluate and validate the new energy management strategies and technical solutions, assessing the optimization prospects by simulating the scenarios defined in WP3. For each scenario, several use cases will be simulated in order to optimise the scenario strategy parameters and reduce the total operation cost. Tools developed at WP4 (detailed REM-S) and WP5 (SDMT) will be used for this purpose. The Spanish scenario will have, along with the simulations, a real demo in Malaga, with the purpose of testing the simulation results and prove the correct operation of the communication and measurements. Figure 6 Where the SDMT fits

9 MERLIN Newsletter Issue 1, November 2014 A considerable amount of valuable information will be extracted from the simulation results and will be used as a contribution to European standardisation (TecRec proposal, WP7). Recommendations for market uptake and implementation & Standardisation (WP7) led by Fundación de los Ferrocarriles Españoles The objective of WP7 is ensuring the exploitation of the project results by transferring them into standardisation and thus leading to implementation/ market uptake. Within this work package, the overall project results will be evaluated and assessed against the background of market uptake, standardisation potentials and by mapping methodologies and procedures developed, in order to transfer the results into Guidelines and Proposal for Technical Recommendations (TecRec). Standardisation is one of the most important aspects in developing an efficient, competitive and safe rail system. The TecRecs will serve as a common comprehensive standard approved by UIC and UNIFE and therefore recognised as a voluntary sector standard. To help guarantee usage of the MERLIN outputs and to plan this, an exploitation plan has been developed. MERLIN is encompassing stakeholders from across the railway sector, subsequently making the results from this project beneficial for a wide spectrum of organisations. The exploitation plan consists of a general SWOT analysis and a political and legislative analysis, which will need to be considered in order for the project outcomes to be successfully implemented and exploited. This document is thought as a live document, which has to be revised and updated alongside the findings and results of the project. An important task of gathering data has been driven in order to acquire information from the different partners, taking into account the different interests, nature and approach to dissemination and exploitation activities. In this sense, the task has developed two different activities: Dissemination plan of the project s outputs, that will facilitate the wide-spread of information and knowledge from the results created by MERLIN stakeholders beyond the members of the consortium and will also help to draw interest. Exploitation plan of MERLIN, which aims to have partners of the project as well as external organisations implementing results derived from the project. Special attention to the strategy of how this will be done is fundamental in order for the full value of the project to be attained. WP1.Railway network specification WP2. Reference Architecture for Smart Energy Use WP4. Energy efficientcomponents and energy management technologicalsolutions WP5. Energy management system development and validation WP6. Scenarios Evaluation & Proof of concept Task 7.1. Exploitation plan Task 7.2. Position paper for agents integration and interaction Task 7.3. Proposal for TecRec - Specification and verification of energy and power consumptions of railway systems Task 7.4. Proposal for TecRec -Energy and power related information protocols at operational level Task 7.5. Guidelines for the implementation of network integration (strategic and operational levels) Figure 7 Dependency relationships between WP7 tasks and other packages

10 Project coordinator Technical Leader THE EUROPEAN RAIL INDUSTRY Facts and Figures Total Budget: 7million ( 4.5m EU funded) Duration: 36 months Project Start Date: 1st October 2012 Project End Date: 30 September 2015 Partners: 18 Grant agreement N Contact us For more information, please visit our website: Or contact: franco.cataldo@unife.org or dekeyzer@uic.org

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