Technologies - Radio-controlled double traction in freight trains

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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



General information

	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.

General criteria

	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

Environmental criteria

	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)

Economic criteria

	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)

Application outside railway sector (this technology is railway specific)

Overall rating

	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.