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   Radio-controlled double traction in freight trains  evaluated  
In heavy freight trains operating in double-traction, radio-control can facilitate an optimised use of regenerative brakes.
Technology field: Regenerative braking and energy management
close main section General information
  close sub-section Description
    In heavy freight train operation with several locomotives (double- or multi-traction), radio-control between the locomotives can save production costs and permit an optimised use of regenerative brakes. Such a system is used on the alpine transit service over Swiss Gotthard where heavy freight trains are operated in double-traction (one locomotive at the front end and one at the rear end of the train). SBB has equipped four engines type Re 460 (with high performance of electric recuperation by braking) with a radio control. This way only the front locomotive has to have a driver on-board, the other one is operated via radio control.
close main section General criteria
  close sub-section Status of development: in use
    Concept used in-service at SBB since March 1999.
  Time horizon for broad application: 2 - 5 years
    (no details available)
  Expected technological development: basically exploited
    (no details available)
    Motivation:
    Reduced production costs
  Benefits (other than environmental): big
   

Economic

Reduced personnel costs.

Drivers’ tasks

After in-service testing drivers state that radio control requires less concentration than information exchange via voice radio (as realised up to now).
  Barriers: medium
   

Organisation

Operational process is complicated by the fact that only a small share of the locomotives is equipped with the system. Availability of the right traction unit at the right station poses logistic difficulties.
    Success factors:
    A good organisational concept for ensuring availability of fitted locomotives.
  Applicability for railway segments: low
    Type of traction:  electric - AC
    Type of transportation:  not applicable, freight
    Concept is highly specific (long heavy freight trains in double-traction in mountainous regions) and has low applicability.
    Grade of diffusion into railway markets:
  Diffusion into relevant segment of fleet: < 5%
  Share of newly purchased stock: < 20%
    (no details available)
  Market potential (railways): low
    Very specific niche application.
    Example:
    SBB Gotthard freight operation
close main section Environmental criteria
  close sub-section Impacts on energy efficiency:
  Energy efficiency potential for single vehicle: (no data)
  Energy efficiency potential throughout fleet: (no data)
    Each engine can approx. recuperate additional 6 MWh on every outward and return journey (Erstfeld – Chiasso) due to the radio control.
  Other environmental impacts: neutral
    (no details available)
close main section Economic criteria
  close sub-section Vehicle - fix costs: (no data)
    (no details available)
  Vehicle - running costs: significant reduction
    Significant reductions in operation costs. It is estimated that SBB saves an annual 8 to 20 million CHF (~ 5,5 to 13,7 million Euro) on the Gotthard transit route.
  Infrastructure - fix costs: none
    (no details available)
  Infrastructure - running costs: unchanged
    (no details available)
  Scale effects: low
    (no details available)
  Amortisation: 1 - 2 years
    (no details available)
no data available Application outside railway sector (this technology is railway specific)
close main section Overall rating
  close sub-section Overall potential: not promising
  Time horizon: (no data)
    Measure is too specific (long heavy freight trains in double-traction in mountainous regions) to be promising in a general context.
References / Links:  Gerber et al. 1999
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 date created: 2002-10-09
 
© UIC - International Union of Railways 2003