# Analysis, Evaluation and Simulation of Railway
## 3 Results and Discussion
### Synchronized Timetables and DR
\begin{table}
\begin{tabular}{c c c c c c} \hline \hline \multicolumn{3}{c}{**Depatures (Intercity and Regional)**} & \multicolumn{3}{c}{**Arrivals (Intercity and Regional)**} \\ \hline
**Time** & **Destination** & \
\begin{tabular}{c} **Train Type and** \\ **Train Number** \\ \end{tabular} & **Time** & **From** &
\begin{tabular}{c} **Train Type and** \\ **Train Number** \\ \end{tabular} \\ \hline
18 h 10 & Valladolid & \begin{tabular}{c} AVANT 08389 \\ MD Regional \\ 18042 \\ \end{tabular} & \begin{tabular}{c} 17 h 58 \\ 18 h 07 \\ \end{tabular} & \
\begin{tabular}{c} Lugo \\ Barcelona \\ \end{tabular} &
\begin{tabular}{c} ALVIA 00552 \\ MD Regional \\ \end{tabular} \\
18 h 18 & Albacete 1 & \begin{tabular}{c} 18042 \\ \end{tabular} & \begin{tabular}{c} 18 h 07 \\ \end{tabular} & \
\begin{tabular}{c} Barcelona \\ \end{tabular} &
\begin{tabular}{c} MD Regional \\ \end{tabular} \\
18 h 26 & Gijon & \begin{tabular}{c} ALVIA 11761 \\ \end{tabular} & \begin{tabular}{c} 18 h 07 \\ \end{tabular} & \
\begin{tabular}{c} Santander \\ \end{tabular} &
\begin{tabular}{c} ALVIA 04142 \\ \end{tabular} \\
18 h 33 & Cartagena 1 & \begin{tabular}{c} ALTARIA \\ 00226 \\ \end{tabular} & \begin{tabular}{c} 18 h 11 \\ \end{tabular} & \
\begin{tabular}{c} Alicante \\ \end{tabular} &
\begin{tabular}{c} ALVIA 11781 \\ \end{tabular} \\
18 h 40 & Valladolid & \begin{tabular}{c} AVANT 08169 \\ \end{tabular} & \begin{tabular}{c} 18 h 34 \\ \end{tabular} & \
\begin{tabular}{c} Murcia1 \\ \end{tabular} &
\begin{tabular}{c} ALTARIA 11929 \\ \end{tabular} \\
18 h 50 & Santiago & \begin{tabular}{c} ALVIA 00351 \\ \end{tabular} & \begin{tabular}{c} 18 h 50 \\ \end{tabular} & \
\begin{tabular}{c} Valladolid \\ \end{tabular} &
\begin{tabular}{c} AVANT 08178 \\ \end{tabular} \\
19 h 00 & Soria & \
\begin{tabular}{c} MD Regional \\ 17306 \\ \end{tabular} &
\begin{tabular}{c} 19 h 19 \\ \end{tabular} & Jaen & MD Regional 18035 \\ \hline \hline \end{tabular}  
* \({}^{1}\) Trains that use the route Albacete-Murcia-Cartagena (Altaria, Alvia, MD Regional).  
\end{table} 
Table 22: Trains leaving Madrid-Chamartin from 18 h to 19 h, according to winter 2019 timetable (excluding suburban services). Figure 25: Simulation of HVAC loads for Altaria coaches (**a**) Aggregated electricity demand; (**b**) state variables (indoor and vehicle temperature, i.e., temperatures Xi and Xv in Figure 5). To cover all the \"hotel loads\", the proposed battery ESS of Altaria (into the service/power coach) is sized at 100 Ah@400 V (40 kWh) to cover HVAC demand (average load around 30 kWh, Figure 26a) and other internal loads for 30-40 min without the need to use its internal generator or the external supply from 3 kV DC catenary or through the locomotive. The HVAC \"hotel load\" of Altaria is a resource to reduce the load from substations of the terminal station. To evaluate the potential of this load, it has been taking into account that Altaria has used the braking energy of its locomotive or catenary in the shed to preheat its coaches to 23 \({}^{\circ}\)C. When the unit arrives at the terminal, HVAC loads can be switched-off (Figure 26a), and this DR policy reduces demand by 15-30 kW without significantly reduce the comfort of passengers (i.e., indoor temperature Xi, Figure 26b). The simulation of the start of MD-Regional is presented in Figure 27a. The route outside the terminal is done at a reduced speed (45-50 km/h) and requires a 1.5 MW of peak power during 40 s and then a flat demand around 65-70 kW. This power is basically obtained from two sources: The Altaria OESS Supercapacitor (to achieve the initial acceleration, with energy requirements 8.3 kWh) and when the steady state is reached (time from 40 to 150 s) with the two batteries of Altaria and Alvia, and the help of DR \"generation\", due to HVAC control policies. Figure 27b,c show the results. The model for the equivalent supercapacitor was discussed in Section 2.5. Moreover, these policies that combine EES and DR benefits the possibilities to recover the energy deployed during regenerative braking.