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General information
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Description
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General criteria
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Status of development: research & experiments |
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Time horizon for broad application: 5 - 10 years |
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Expected technological development: highly dynamic |
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Benefits (other than environmental): none |
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Barriers: high |
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Applicability for railway segments: high |
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Type of traction: electric - DC, electric - AC, diesel
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Type of transportation: passenger - main lines, passenger - high speed, passenger - regional lines, passenger - suburban lines
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Grade of diffusion into railway markets:
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Diffusion into relevant segment of fleet: 0 % |
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Share of newly purchased stock: 0 % |
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Market potential (railways): highly uncertain |
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Environmental criteria
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Impacts on energy efficiency:
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Energy efficiency potential for single vehicle: 2 - 5% |
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Energy efficiency potential throughout fleet: 1 - 2% |
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Theoretically, the amount of waste energy produced is sufficient to cover the entire operation of comfort functions (in a EMU in regional operation waste energy is over 30 % of the energy needed for traction). However, in practice only a part of this energy can be exploited. ORCs reach efficiencies of 10 to 20%. Given this and the fact that comfort functions account for about 20% of total energy demand for passenger train operation, the saving potential will be below 5 %. |
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Other environmental impacts: ambivalent |
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Negative impacts on the climate from the organic compounds used have to be assessed but are estimated to be small. |
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Economic criteria
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Vehicle - fix costs: high |
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Vehicle - running costs: significant reduction |
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Infrastructure - fix costs: none |
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Infrastructure - running costs: unchanged |
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Scale effects: high |
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Amortisation: > 5 years |
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Application outside railway sector
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Status of development outside railway sector: in use |
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Time horizon for broad application outside railway sector: in 5 - 10 years |
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Expected technological development outside railway sector: highly dynamic |
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Market potential outside railway sector: medium |
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Overall rating
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Technologies
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date created: 2002-10-09
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