|
|
|
|
|
|
|
|
General information
|
|
|
General criteria
|
|
|
|
|
|
|
|
|
|
|
Status of development: in use |
|
|
|
|
|
(no details available) |
|
|
|
|
|
|
|
|
Time horizon for broad application: 2 - 5 years |
|
|
|
|
|
(no details available) |
|
|
|
|
|
|
|
|
Expected technological development: dynamic |
|
|
|
|
|
(no details available) |
|
|
|
|
|
|
|
|
Motivation:
|
|
|
|
|
|
Improve punctuality |
|
|
|
|
|
|
|
|
Benefits (other than environmental): medium |
|
|
|
|
|
Improved punctuality
At DSB, a study revealed that average standing times at stations are 2-3
minutes. The company expects to reduce this figure by an average of one minute
by the introduction of the TRIT information system. |
|
|
|
|
|
|
|
|
Barriers: medium |
|
|
|
|
|
Investment costs |
|
|
|
|
|
|
|
|
Success factors:
|
|
|
|
|
|
(no details available) |
|
|
|
|
|
|
|
|
Applicability for railway segments: high |
|
|
|
|
Type of traction: electric - DC, electric - AC, diesel
|
|
|
|
|
Type of transportation: passenger - main lines, passenger - high speed, passenger - regional lines, passenger - suburban lines, freight
|
|
|
|
|
|
(no details available) |
|
|
|
|
|
|
|
|
Grade of diffusion into railway markets:
|
|
|
|
|
Diffusion into relevant segment of fleet: not applicable |
|
|
|
|
Share of newly purchased stock: not applicable |
|
|
|
|
|
(no details available) |
|
|
|
|
|
|
|
|
Market potential (railways): medium |
|
|
|
|
|
(no details available) |
|
|
|
|
|
|
|
|
Example:
|
|
|
|
|
|
The TRIT system at DSB |
|
|
Environmental criteria
|
|
|
|
|
|
|
|
|
|
|
Impacts on energy efficiency:
|
|
|
|
|
Energy efficiency potential for single vehicle: 2 - 5% |
|
|
|
|
Energy efficiency potential throughout fleet: 1 - 2% |
|
|
|
|
|
If a reduced standing time at stations is achieved and the time savings are used for energy efficient driving strategies, there could be energy efficiency effects in the order of up to 5%. |
|
|
|
|
|
|
|
|
Other environmental impacts: neutral |
|
|
|
|
|
(no details available) |
|
|
Economic criteria
|
|
|
|
|
|
|
|
|
|
|
Vehicle - fix costs: low |
|
|
|
|
|
The vehicle fix costs highly depend on the specific strategy to reduce boarding times in stations. In the case of the TRIT information system deployed at DSB, on-board units were installed in the trains to transmit train information to a central server. The corresponding costs were relatively low (~2000 EURO per vehicle). |
|
|
|
|
|
|
|
|
Vehicle - running costs: significant reduction |
|
|
|
|
|
(no details available) |
|
|
|
|
|
|
|
|
Infrastructure - fix costs: low |
|
|
|
|
|
Infrastructure fix costs highly depend on the specific strategy to reduce boarding times at stations. In the case of the TRIT information system deployed at DSB, electronic display boards were installed at stations. Costs were medium (~10.000 EURO per board, several boards per platform). |
|
|
|
|
|
|
|
|
Infrastructure - running costs: unchanged |
|
|
|
|
|
(no details available) |
|
|
|
|
|
|
|
|
Scale effects: medium |
|
|
|
|
|
(no details available) |
|
|
|
|
|
|
|
|
Amortisation: 1 - 2 years |
|
|
|
|
|
If a system like TRIT in Denmark shows the desired effects on punctuality and flexibility of train formation, amortisation will be fast. |
|
|
Application outside railway sector (this technology is railway specific)
|
|
|
Overall rating
|
|
|
|
|
|
|
|
|
|
|
Overall potential: promising |
|
|
|
|
Time horizon: mid-term |
|
|
|
|
|
Punctual departure from stations is a key success factor for the realization of energy efficient driving strategies. One of the major influence factors for a rapid passenger boarding is the provision of clear and reliable information on the position of individual coaches. This can be achieved by electronic display boards on platforms fed by a telematic system collecting real-time information from trains. A project at DSB shows that implementation is feasible at reasonable cost. However, the effectiveness of such a system and its relevance for energy efficiency have to be proven yet. |