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General information
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General criteria
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Status of development: in use |
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Time horizon for broad application: 2 - 5 years |
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Expected technological development: not applicable |
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Benefits (other than environmental): not applicable |
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Barriers: medium |
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Applicability for railway segments: high |
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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, passenger - regional lines, passenger - suburban lines, freight
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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: < 20% |
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Market potential (railways): not applicable |
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Environmental criteria
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Economic criteria
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Vehicle - fix costs: not applicable |
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Depends on outcome of bonus/penalty rules! |
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Vehicle - running costs: not applicable |
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Depends on outcome of bonus/penalty rules! |
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Infrastructure - fix costs: not applicable |
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(no details available) |
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Infrastructure - running costs: not applicable |
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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: not applicable |
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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: very promising |
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Time horizon: mid-term |
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Bonus / penalty rules in railway procurement could create a powerful incentive for manufacturers to produce energy efficient or - more generally - low-LCC vehicles. First applications of the concept show its principal feasibility. However, the application of bonus / penalty rules is often impeded by obstacles stemming from the lack of accepted reference values and the segmentation of budgets and responsibilities within railways. These barriers can be partly overcome by standardisation efforts and the creation of financial interfaces between different railway departments. The attempt to share profits from low LCC with manufacturers is a very promising approach to raise the importance of energy efficiency in railway procurement. |