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General information
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Description
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According to Swedish KTH railway group, in long trains surface friction from
sides and roofs accounts for 27,0% of air resistance, the underfloor equipment
for an additional 7,5 %. Since these effects are roughly proportional to train
length (which is not true for effects from head and tail!), they play a smaller
(but still significant) role in short trains.
There is some potential for improvement by
- streamlining the outer shell
- finding surface coatings for train sides and roofs that minimise surface
friction
- optimising coach transition areas (which cause major flow separations).
ETC recommends that gaps between consecutive coaches should not exceed 250
mm.
- optimising arrangement of windows, doors and door steps
- underskirting, i.e. covering the rugged structures of the underfloor
surface by a smooth cover.
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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: not applicable |
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(no details available) |
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Expected technological development: basically exploited |
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(no details available) |
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Motivation:
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- Energy saving through reduced running resistance
- Noise reduction
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Benefits (other than environmental): none |
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(no details available) |
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Barriers: (no data) |
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(no details available) |
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Success factors:
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(no details available) |
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Applicability for railway segments: medium |
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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
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Most of the measures listed in Description, are not suited for retrofit measures but are rather design issues for new 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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(no details available) |
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Market potential (railways): not applicable |
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(no details available) |
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Example:
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(no details available) |
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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% |
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According to European Transport Consult, in some high speed trains up to 3 % of the energy consumption could be saved by underskirting alone.
However, some of the optimisation potential is of rather theoretical nature and difficult to realize. Therefore, the fleet-wide potential is estimated to be below 1%. |
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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: (no data) |
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(no details available) |
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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: not applicable |
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(no details available) |
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Amortisation: (no data) |
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(no details available) |
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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: interesting |
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Time horizon: mid-term |
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The theoretical potential for improving the aerodynamics of train sides and underfloor equipment is considerable. However, the possibilities for an implementation of many measures such as a reduction of the gap space between consecutive coaches are rather limited. Feasibility of underskirting seems higher. Some of the measures should be given more emphasis in procurement of new high-speed stock. |
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date created: 2002-10-09
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