[{"data":1,"prerenderedAt":-1},["ShallowReactive",2],{"doc-detail-84728-en":3,"doc-seo-84728-105":28,"detail-sidebar-cat-0-en-105":82},{"code":4,"msg":5,"data":6},0,"success",{"doc_id":7,"user_id":8,"nickname":9,"user_avatar":10,"doc_module":4,"category_id":11,"category_name":12,"doc_title":13,"doc_description":14,"doc_content":15,"file_id":16,"file_url":17,"file_type":18,"file_size":19,"view_count":20,"is_deleted":4,"is_public":20,"is_downloadable":20,"audit_status":20,"page_count":11,"language":21,"language_code":22,"site_id":23,"html_lang":22,"table_of_contents":24,"faqs":25,"seo_title":13,"seo_description":14,"update_tm":26,"read_time":27},84728,137441390410,"Hazel","https://ap-avatar.wpscdn.com/avatar/2000252f4ab5702993?_k=1776741390130283984",8,"Research & Report","Real-Time Location-Aware Demand-Shaping for Power-Constrained AC Railway Corridors","Power-constrained 25 kV AC railway sections under degraded feeding are currently protected with fixed, section-wide traction power limits that penalize every train even when it does not drive the binding voltage condition. The work introduces a real-time, location-aware controller that curtails only the trains that bind, specifying where and when they bind using an online, solver-free power-feasibility estimate. A small voltage margin handles estimator optimism, and a full multi-conductor power-flow solver validates restored feasibility with minimal timetable impact.","Real-Time Location-Aware Demand-Shaping for Power-Constrained AC Railway Corridors  \nMrton Lszl Ambrus, Xiao Liu, Stuart Hillmansen, and Zhongbei Tian  \narXiv :2607 .04406v1 [ ee ss . SY] 5 Jul 2026  \nAbstract—Power-constrained 25 kV AC railway sections, particularly under degraded feeding, are protected today by blunt, section-wide power limits that penalise every train irrespective of whether it contributes to the binding condition. This paper presents a real-time, location-aware controller that restores the electrical feasibility of a feeding section with minimal impact on the timetable: it curtails only the trains that bind, where and when they bind, evaluating feasibility and per-train available power online with a solver-free estimate as an in-loop surrogate for the full power flow. Because the estimate is accurate on average but slightly optimistic at the binding instants, the controller screens with a small voltage margin, and a full multi-conductor power-flow solver confirms the restored feasibility. The resulting selective-curtailment policy is delivered through a cloud-to-edge connected driver advisory system. On a representative GB 25 kV corridor under outage feeding, solver-selected to be infeasible uncontrolled yet restorable, the controller is compared against the uncontrolled case, the incumbent static limit, and an offline genetic-algorithm optimum, with every feasibility figure solvervalidated. The static limit restores feasibility at a large journeytime cost by throttling the whole section; the location-aware controller restores the same feasibility at one thirtieth of that cost by advising a single train, and matches the offline optimum’s solution in about a second and a half against the optimiser’s minute. Aggregate peak demand is unmoved, because the active constraint is local far-field voltage rather than gross demand. All claims are relative to the baselines on a representative corridor; a specific-route deployment study is future work.  \nIndex Terms—AC railway, traction power, demand-side management, driver advisory systems, real-time control, power-flow estimation, decarbonisation.  \nI. INTRODUCTION  \nELECTRIFICATION of the railway is central to transport  \ndecarbonisation, yet on parts of the GB network the electrical supply is the binding constraint on what traffic can be run on electric power rather than diesel [1], [2] . Where a feeding section is weak, most acutely when a substation is out and the section is fed from one end, the catenary voltage falls as trains draw power, and operators protect the supply by limiting traction power. In current practice this limit is blunt: a fixed reduction applied across the whole constrained section, to every train, for the duration of its transit, regardless of whether that train is responsible for the depressed voltage at any instant.  \nThat bluntness is wasteful, and the reason is structural. The minimum section voltage is governed not by aggregate  \nThis work was supported by RSSB (project T1366) . (Corresponding author: M. L. Ambrus)  \nThe authors are with the Birmingham Centre for Railway Research and Education, University of Birmingham, Birmingham, U.K. (e-mail: [m.l.ambrus@bham.ac.uk](m.l.ambrus@bham.ac.uk))  \npower but by the sum, over the trains sharing a segment, of the product of each train’s power and its electrical distance from the supply [3] . The binding condition is therefore caused by particular trains, at particular locations, during particular overlaps of their high-power windows. A static, section-wide limit ignores this entirely, throttling a lightly loaded train near the supply exactly as much as a heavily loaded train far out, and so spending far more journey time than the electrical relief it buys. Operational measurements show the signature of this inefficiency directly: a blunt limit sharply reduces the shortwindow (one-minute) RMS demand while barely changing the long-window (thirty-minute) RMS, and hence the energy drawn [4] . 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