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General information
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Description
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Usually energy supply for parked trains comes from the stationary grid. However, in some cases parked trains are supplied from the catenary for technical or operational reasons with corresponding high conversion losses in transformer and inverter equipment.
In the case of couple parked trains, two trains can be supplied via one pantograph with the electricity necessary for overnight heating by means of a software control tool (e.g. realized and installed on a number of trains by DSB). This eliminates the conversion losses of one of the trains. |
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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: in < 2 years |
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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 |
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Benefits (other than environmental): none |
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(no details available) |
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Barriers: medium |
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Occurrence of parked train pairs
The measure saves energy only if two train sets happen to stand together in
the stand-still areas and can be electrically connected. According to DSB, this
holds for about 50% of the cases.
Co-operation of personnel
The success of such a measure depends on the personnel, who has to connect
parked trains electrically pair-wise whenever possible. This may be seen as an
extra effort and be confronted with the reluctance of those
involved. |
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Success factors:
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An assessment of current practice of energy supply in parked trains could reveal potential for this or similar optimisation measures. |
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Applicability for railway segments: low |
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Type of traction: electric - DC, electric - AC
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Type of transportation: passenger - main lines, passenger - high speed, passenger - regional lines, passenger - suburban lines
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The measure makes only sense for those vehicles which cannot be connected to the regular stationary grid when parked. Usually this is the case for a limited number of train classes such as the ER4 at DSB. |
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Grade of diffusion into railway markets:
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Diffusion into relevant segment of fleet: < 5% |
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Share of newly purchased stock: < 20% |
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(no details available) |
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Market potential (railways): low |
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(no details available) |
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Example:
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Software tool developed at DSB |
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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% |
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Energy efficiency potential throughout fleet: < 1% |
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The stand-still energy consumption of two trains coupled together can be reduced by 25%. However, the measure saves energy only if two train sets happen to stand together in the stand-still areas and can be coupled. According to DSB, this holds for about 50% of the cases. Given that overnight heating accounts for 5-10 % of total energy demand of passenger train operation, the measure has an average saving potential per vehicle of about 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: low |
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The costs are mainly limited to the development and installation of the software and the instruction of personnel. |
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Vehicle - running costs: minor 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: medium |
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If large vehicle series can be equipped with the same software, there will be corresponding scale effects. |
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Amortisation: < 1 year |
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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: short-term |
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Connecting parked trains electrically to facilitate a common energy supply has a moderate to low energy efficiency effect. In addition, the potential of the measure is extremely limited both by the low applicability and by obstacles posed by the operation scheme. The measure is therefore judged only as "interesting" in a general context. Instead, efforts should be put on automatic control systems to optimise heating and lighting during overnight standstill. |
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date created: 2002-10-09
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