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General information
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Description
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The interior equipment of passenger coaches typically accounts for 10 to 20%
of total coach weight.
Due to the fact that interior parts (seats, interior panels etc.) are usually
non-structural components, there is big lightweight potential.
Interior fittings
In a modern saloon-type coach (German "Großraumwagen") of 25 m length,
interior fittings (sides without windows and roof) have a surface of roughly 150
m2. Typical conventional components have a surface weight of 6,5 kg/m2, yielding
a total weight of roughly 1 ton per coach.
New construction variants may substantially reduce this figure. Especially
the sandwich option using prepregs with a foam or honeycomb core may reduce the
mass of interior fittigs by some 35%.
Seats
Lighter seats are another effective means of weight reduction in coach
interior equipment. The use lighter passenger seats formed part of the refit
programme realized on several coaches at SBB. |
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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: now |
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(no details available) |
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Expected technological development: dynamic |
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New developments will come mainly from new materials, especially fibre-reinforced polymers and sandwich structures. |
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Motivation:
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- Weight reduction for reasons of vehicle dynamics
- Energy saving
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Benefits (other than environmental): medium |
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- Improvement of vehicle dynamics
- Lowering of center of gravity
- Reduced axle load
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Barriers: low |
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If lightweight interior equipment combines mass reduction with high aesthetical value and passenger comfort, barriers are low. |
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Success factors:
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(no details available) |
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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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Weight reductions in interior equipment are not only an option for new stock but may be part of retrofit measures on existing stock. |
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Grade of diffusion into railway markets:
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Diffusion into relevant segment of fleet: not applicable |
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Share of newly purchased stock: not applicable |
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Weight reduction of interoreqiopment is a continuous process. Therefore a general grade of diffusion cannot be given. |
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Market potential (railways): high |
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(no details available) |
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Example:
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Copenhagen S-trains
The joint development project of DSB and the Siemens/LHB consortium included
a thorough assessment of the optimum solution for interior equipment combining
lightweight with LCA targets.
Refurbishment of coaches at SBB
In a coach retrofit project at SBB, the total weight was reduced by 2,0 tons
from 44,0 to 42,0 tons (~ 5%). This was achieved by lighter setas and by
elimination of one toilet. |
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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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In the coach retrofit project at SBB, the total weight was reduced by 2,0 tons from 44,0 to 42,0 tons (~ 5%). This was achieved by lighter setas and by elimination of one toilet. Although for new coaches there will be less reduction potential, an average reduction potential between 2 and 5% seems realistic. The estimated effect on overall energy efficiency is given by the following elasticity table: | Traction | Brake energy recovery | Effect on train mass | Elasticity with regard to train mass | Effect on
total energy consumption for traction | | High speed train | electric | no | 2-5% | 0,17 | 0-1% | | | yes | 2-5% | 0,12 | 0-1% | | Intercity train | electric | no | 2-5% | 0,19 | 0-1% | | | yes | 2-5% | 0,14 | 0-1% | | diesel | - | 2-5% | 0,19 | 0-1% | | Regional train | electric | no | 2-5% | 0,52 | 1-3% | | | yes | 2-5% | 0,44 | 1-2% | | diesel | - | 2-5% | 0,52 | 1-3% | | Suburban train | electric | no | 2-5% | 0,64 | 1-3% | | | yes | 2-5% | 0,57 | 1-3% | | diesel | - | 2-5% | 0,64 | 1-3% | | | | | Range: | 0-3% | |
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Other environmental impacts: neutral |
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Economic criteria
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Vehicle - fix costs: low |
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Whereas high performance composite materials such as sandwich constructions used to be the exclusive domain of subsidized aerospace manufacturers, nowadays new materials and manufacturing processes (e.g. crushed-core construction for prepreg sandwiches) make them available at competitive prices for railway applications. |
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Vehicle - running costs: significant reduction |
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(no details available) |
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Infrastructure - fix costs: none |
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(no details available) |
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Infrastructure - running costs: unchanged |
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(no details available) |
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Scale effects: (no data) |
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(no details available) |
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Amortisation: strongly dependent on specific application |
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Depends on measure, generally rather low. |
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Application outside railway sector (this technology is railway specific)
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Overall rating
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Overall potential: promising |
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Time horizon: short-term |
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Lightweight efforts for interior equipment of railway cars are a promising measure to be realized in short or mid term. Their effect on energy efficiency is medium. Barriers are low especially if lightweight equipment is part of the design of new stock. Corresponding refurbishment projects are most successful if the replacement of interior equipment is part of a bundle of energy efficiency measures ensuring good cost-benefit ratio. |
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date created: 2002-10-09
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