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General information
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General criteria
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Status of development: in use |
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(no details available) |
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Time horizon for broad application: in < 2 years |
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(no details available) |
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Expected technological development: dynamic |
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Technological potential for the measurement equipment itself is rather low. However, the read-out process and the data processing still offer potential for further optimisation and automation. |
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Motivation:
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- Obtain an accurate basis for billing
- Get more transparency on energy consumption in order to identify and
assess energy saving measures
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Benefits (other than environmental): medium |
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Billing
The whole energy debiting process can be put on a more costs-by-cause
oriented basis.
LCC guarantees
The validity of LCC guarantees given by manufacturers can be confirmed or
disproven by means of energy meters. |
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Barriers: medium |
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Acceptance
If energy meters are not needed for billing purposes, operators tend to be
reluctant to invest into equipment not offering any obvious added value. SNCF
who operates in market not yet liberalised is sceptical about the benefits of
on-board energy measurement.
Technological
Presently no standard exists.
Retrofitting
Old vehicles often require tailored solutions.
Costs
Investment and maintenance costs can be high if a combination with
refurbishment measures is not possible or unrealistic.
Management & Organisation
If energy meters are introduced only as a feature in new stock and no
refitting is carried out, the fleet-wide roll-out may take several decades (~ 40
years). Experience from DB shows that great parts of the stock can be equipped
with energy meters within two or three years, if old stock is refurbished.
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Success factors:
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Standardisation and interoperability The different power supply systems may require corresponding interoperability efforts in some fields. A technological standardisation on a European level could accelerate technological development, create scale effects and improve planning reliability of manufacturers. Although a UIC standard is not a crucial prerequisite for introducing energy meters, common development efforts may be beneficial especially for small operators. However, a lengthy standardisation process could considerably delay the roll-out of energy meters. Economic Equip all new purchased trains with energy meters and use the already equipped part of the fleet to supply databases for improved calculations. Management & Organisation Be able to show the benefits from using energy meters and do not mix billing and energy saving targets. Furthermore, it has to be clearly defined, which data (e.g. measurement time intervals, train position, load situation ...) are needed to generate data basis for different saving measures. Acceptance The challenge of data reliability and automatic processing of data has to be tackled. |
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Applicability for railway segments: high |
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Type of traction: electric - DC, electric - AC
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Type of transportation: passenger - main lines, passenger - high speed, passenger - regional lines, passenger - suburban lines, freight
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All electric vehicles can be equipped with energy meters. For diesel stock flow meters are an option. |
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Grade of diffusion into railway markets:
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Diffusion into relevant segment of fleet: < 5% |
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Share of newly purchased stock: < 20% |
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There are some applications in several countries. DB AG is currently equipping major parts of their fleet with energy meters. |
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Market potential (railways): high |
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Given the low degree of diffusion of energy meters and a growing demand, the market potential is very high in mid and long term perspective. |
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Example:
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The TEMA project at DB AG (TEMA=Traktions-Energie Messung und Abrechnung) In 2000 DB Energie tested the installation of energy meters in several trains as well as data transmission and evaluation in the TEMA project. The meters measure both energy intake and recuperation energy. At DB AG, energy metering is seen as an essential prerequisite for determining the influencing factors for energy consumption and monitoring the success of energy saving measures. Within the project different types of measuring devices tailored to individual vehicle series were installed and tested. The devices have a minimum accuracy of 2%. The system calculates and records 15 min consumption profiles. Remote reading via GSM is implemented. Following the projects, energy meters have now been incorporated into the specifications of new stock. A roll-out into the DB fleet is currently being realised. DB AG plans to introduce exact energy billing based on energy metering in 2003. Since energy meters are not a standard feature yet and competitors may continue operating stock not equipped with meters, billing based on metering is only offered as an option besides conventional billing. |
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Environmental criteria
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Impacts on energy efficiency:
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Energy efficiency potential for single vehicle: (no data) |
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Energy efficiency potential throughout fleet: (no data) |
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Energy meters have two positive effects on energy efficiency which presumably are both substantial but difficult to quantify: Economic incentive If energy billing is based on calculations, there is no economic incentive for operators to save energy by recuperation or energy efficient driving. Consumption data collected in the TEMA project at DB AG show that the energy consumption on a given line differs by up to 20% from one day to another. This underlines the role of factors such as weather, track conditions, traffic situation or driving style for energy consumption. These conditions are not taken into account by simulations presently used. Often, the calculated energy consumption is not even accurate enough to provide an incentive for using energy efficient stock. These shortcomings of theoretical consumption data obviously don’t apply to on-board energy measurements. Monitoring of energy saving measures Measuring or calculating energy consumption in itself does not save energy. However a better knowledge of energy consumption will provide valuable data to identify potential for optimisation as far as regenerative braking, energy efficient driving or stopping patterns are concerned. Experience at DB AG shows that energy meters facilitate the monitoring and thus tend to improve the general acceptance of energy saving measures within the company. |
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Other environmental impacts: neutral |
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(no details available) |
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Economic criteria
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Vehicle - fix costs: low |
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Vehicle - running costs: (no data) |
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Infrastructure - fix costs: low |
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Infrastructure - running costs: unchanged |
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Scale effects: medium |
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Amortisation: (no data) |
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Application outside railway sector (this technology is railway specific)
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Overall rating
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