# Analysis, Evaluation and Simulation of Railway
## 3 Results and Discussion
### Synchronized Timetables and DR
The main concept proposed is that these coaches can include partial storage to be used for hotel/power loads, or also to be used as a buffer for static (Figure 24a) or dynamic (Figure 24b) storage to support high rates of demand growth, while other trains leave the terminal station. A scenario for the use of these coaches with the management of HVAC load has been simulated in the terminal station of the route Alcazar-Chinchilla: Madrid-Chamartin. Madrid-Chamartin has passenger traffic estimated in 6,144,000 passenger/year; 53 high-speed trains/day, and 39 Intercity and Regional Trains/day in 2018 (i.e., some of the trains being considered in the route Alcazar-Chinchilla in previous sections), excluding suburban services. \begin{table}
\begin{tabular}{c c c c c c} \hline \multicolumn{2}{c}{**Departures to Luzerne**} & \multicolumn{2}{c}{**Departures to St Gallen**} & \multicolumn{2}{c}{**Arrivals from Luzerne**} \\ \hline \multirow{2}{*}{**Time**} & **Train Type and** & \multirow{2}{*}{**Time**} & **Train Type and** & \multirow{2}{*}{**Time**} & **Train Type and** \\  & **Number** & & **Number** & & **Number** \\ \hline
7 h 04 & IR 70 & 7 h 09 & IR 13 & 6 h 56 & IR 70 \\
7 h 35 & IR 75 & 7 h 33 & IC 1 & 7 h 25 & IR 75 \\
8 h 04 & IR 70 & 7 h 39 & IC 5 & 7h 56 & IR 70 \\
8 h 35 & IR 75 & 8 h 02 & IR 37 & 8 h 25 & IR 75 \\
9 h 04 & IR 70 & 8 h 09 & IR 13 & 8 h 56 & IR 70 \\
9 h 35 & IR 75 & 8 h 33 & IC 1 & 9 h 25 & IR 75 \\ \hline \end{tabular}
\end{table} 
Table 21: Two examples of synchronized timetables of SBB-CFF-FFS system in Zurich HB station: Trains leaving and arriving to/from Luzern; and trains leaving from Zurich to St. Gallen. Data available in Reference [44] (Summer 2019). Figure 24: Two examples of the use of pantographs in rolling stock: (**a**) Former Talgo power-converter coach TG1z for Talgo III series with a “static” pantograph for conversion of 3 kVDC from catenary (static) or locomotive (dynamic) to 380/400 V in case of change of traction or train supply without locomotive; (**b**) restaurant coaches ARnz of DB (German Operator) and SBB-CFF-FFS (Swiss main operator) with a dynamic pantograph for use in the route. It is usual, in terminal stations in Spain, that trains are placed on the platforms 20-30 min before they leave the station to perform check-in of passengers. In this case, trains require power for \"hotel loads\" and are able to store or generate power to or from storage devices. Table 22 shows a timetable for Madrid-Chamartin is the time interval from 18 h to 19 h.  
For simulation purposes, \"Altaria\" and \"Alvia\" trains to Cartagena and Gijon are supposed to be ready in platforms at 18 h00 (train 11761) and 18 h05 (train 00226). Regional MD service from Madrid to Albacete leaves at 18 h18. It is supposed that some of the trains (ALVIA, similar to HDEMU S-730, but without diesel generation) has a hybrid \"last-mile\" dynamic storage (results and sizing in Section 3.3) with 8.3 kWh in supercapacitors and 40 kWh in Li-ion batteries (400 V a 100 Ah). Altaria only has a \"static\" storage to support train hotel loads (battery in the power coach rechargeable through a static pantograph or the dynamic braking of some locomotive or EMU). Hotel load of Altaria is simulated for each of its nine coaches, and the overall train demand (hotel load) with the models proposed in Section 2.4 and parameters previously presented in Table 5, is depicted in Figure 25. An outdoor winter temperature ranging from 2 to 9 \({}^{\circ}\)C is used (input X\({}_{\text{ext}}\) in Figure 5a); 2.5 for COP (coefficient of performance of HVAC devices used in the coaches, appliance model in Figure 5a), 50% of occupancy (at Madrid terminal station, considering average rates for occupancy in Reference [70],) and a rate of ventilation of 20 m\({}^{3}\)/passenger-hour. Figure 25 represents the results.