Rail - Regenerative Braking

Bandidoz · Post by **Bandidoz** » 22 Aug 2006, 23:44

I saw an article in the Times today, which detailed a number of schemes being considered to reduce the energy costs of running the UK rail network (they have more than doubled over the past 4 years).

Salient points were:

1) Drivers are to be trained to go easy on acceleration

2) Meters to be fitted to trains to monitor energy use, thus allowing drivers to be targeted for "remedial training"

3) Analysis to be performed to allow trains to minimise braking; determining the point at which a train "switches off" and coasts into the station

4) Timetables to be adjusted to allow trains to run slower, or a relaxation on punctuality

5) Regenerative braking is already in use on the West Coast main line (overhead 25kV AC). Southern rail (3rd rail 750V DC) is not yet equipped, it was considered a few years ago but the decision was made to save the money instead.

Some resources I've googled.....

Network Rail

8.2 For AC systems, data is available from the Heathrow Express route, before and after regenerative braking became operational, which suggests net energy savings of around 20%.
At present, regenerative braking is not in operation on any DC third rail routes, where the potential savings are expected to be much smaller. When operation does commence, a further before and after study should be tarried out to assess the savings achieved.

8.3 The fact that a train has the capability to use regenerative braking does not mean that it will automatically be in use. The use of regenerative braking also requires infrastructure works to accommodate it that can be complex and costly.
A service operating outside the area cleared for operation in this mode would have the system switched off for its entire journey, and operating so lead to the system being switched off. The application of any discount should therefore be conditional on the train and the infrastructure being capable of accommodating regenerative braking throughout the journey in question. Further thought needs to be given to a means of demonstrating that the system is in constant and effective use.

Network Rail (2)

Code: Select all

Summary of Network Rail energy consumption &#40;all KWh&#41;

                           2003/04         2004/05        2005/06

Traction electricity   2,856,130,793   2,980,825,833   3,116,695,040

Non-traction

Electric             347,776,872  378,281,973  451,105,948
Gas                  19,247,358   18,716,130   52,310,562
Gas oil*             5,217,000    5,489,000    7,371,550

Non-traction total   372,241,230   402,487,103   510,788,060

Total kWh &#40;approx&#41;   3,228,372,023   3,383,312,936   3,627,483,100

Braking (Technical)

Metering (Technical)

Railfuture Blog

Finally, I understand work is now to take place to provide the modifications to use regenerative braking on the ex Southern DC rail network which will improve the suburban electric trains energy efficiency by 10 to 15%.

House of Commons

Norman Baker: To ask the Secretary of State for Transport what steps he is taking to reduce electricity consumption of new railway rolling stock. [61259]

Derek Twigg: The Department is taking forward a range of initiatives to reduce electricity consumption?and energy consumption more generally?from new rolling stock. These include enabling the wider use of regenerative braking on electric trains, which can offer electricity consumption savings of around 20 per cent., and working with the manufacturers and operators to trial hybrid train technology. The Department is also working with the rail industry to identify measures to reduce the weight of new trains which has a key impact on energy consumption.