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   Energy efficient driving by low-tech measures  evaluated  
A considerable part of the reduction potential offered by energy efficient driving may be exploited by non-technological or low-tech measures. Whereas a fleet-wide installation of sophisticated electronic advise systems meets considerable barriers, the measures discussed here may help to obtain a saving effect in short term.
Technology field: Energy efficient driving
close main section General information
  close sub-section Description
   

A considerable part of the reduction potential offered by energy efficient driving may be exploited by non-technological or low-tech measures. Whereas a fleet-wide installation of sophisticated electronic advise systems meets considerable and time-consuming barriers, the measures discussed here may help to obtain a saving effect in short term.

Maximum speed reduction

Tests or calculations may reveal that timetable allows for cutting maximum speed on individual parts of a service. Especially in local networks where stopping frequency is high and punctuality in next station is easy to predict, drivers can be instructed to cut maximum speed by a certain amount provided they are on time.

Coasting

Time buffers may also be used to instruct drivers where to cut off traction provided they are running on time. This can be realised either by an extra timetable or by signs along the track etc.

close main section General criteria
  close sub-section Status of development: in use
    (no details available)
  Time horizon for broad application: now
    (no details available)
  Expected technological development: not applicable
    (no details available)
    Motivation:
    Energy savings in short-term perspective.
  Benefits (other than environmental): none
    (no details available)
  Barriers: low
    Drivers will always give priority to their key task which is ensuring punctuality.
    Success factors:
   

In order to exploit the maximum potential for energy efficient driving without DAS, three factors are essential:

  • General speed and coasting recommendations: In order for drivers to be able to exploit the existing potential, they have to be given recommendations or guidelines what to do. This can include extra timetables for internal use of drivers telling them when to coast etc., signs along the way indicating optimum points of coasting (provided the train is ahead of time)
  • Training programmes: Drivers have to be familiarised with these measures and instructed how to use them. This requires dedicated training efforts.
  • Incentives for drivers: Drivers have to be motivated to adhere to the recommendations given. Monetary incentives are confronted with high barriers. However, other incentives such as driving competitions for energy efficient driving have proven effective at DB AG and may be a promising method to raise interest for such measures.
  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: > 20%
  Share of newly purchased stock: not applicable
    (no details available)
  Market potential (railways): not applicable
    (no details available)
    Example:
    Project "Save energy" (EnergieSparen) at DB passenger operation
close main section Environmental criteria
  close sub-section Impacts on energy efficiency:
  Energy efficiency potential for single vehicle: 5 - 10%
  Energy efficiency potential throughout fleet: 2 - 5%
    The energy efficiency potential to be expected from "low-tech" measures is difficult to assess. Several studies (e.g. Linder 2000, Sanftleben et al. 2001) indicate that over half of the theoretical potential of energy efficient driving may be exploited by well-trained drivers. However, obviously many drivers already have the corresponding skills. So the potential to be exploited by additional efforts such as training programmes will not always be this big. Tests performed in Moscow suburban network showed that the most qualified drivers achieved energy savings of about 5-6 % compared to the average.
  Other environmental impacts: neutral
    (no details available)
close main section Economic criteria
  close sub-section Vehicle - fix costs: not applicable
    Costs for training seminars depend on their duration and synergy effects with other training measures.
  Vehicle - running costs: significant reduction
    (no details available)
  Infrastructure - fix costs: low
    Costs for setting up special schedules and signs along the track indicating the optimum point for coasting as a help for drivers are low to medium.
  Infrastructure - running costs: unchanged
    (no details available)
  Scale effects: none
    (no details available)
  Amortisation: < 1 year
    Experiences at DB AG show that very good cost-benefit ratios can be achieved with short-term measures to promote energy efficient driving strategies.
no data available Application outside railway sector (this technology is railway specific)
close main section Overall rating
  close sub-section Overall potential: very promising
  Time horizon: short-term
    In view of the barriers impeding a fast diffusion of advanced driving advice systems, non-technological short term efforts to promote energy efficient driving are especially promising. Many measures including training programmes for drivers can be realized at good cost-benefit ratio and meet virtually no barriers.
References / Links:  Mouginstein, Pokrovskij 2000;  Linder 2000;  Sanftleben et al. 2001
Attachments:
Related projects:  Contest Energy optimisation of "Metropolitan" trains;  EnergieSparen (Energy saving)
Contact persons:
 date created: 2002-10-09
 
 
© UIC - International Union of Railways 2003
 
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