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“SUSTAIN”
Best practices, benchmarking, guidelines and recommendations for Sustainable Stations
Final Report
Best practice and technology collection
Sustainability Report and Benchmark
Sustainability Impact Assessment
Guidelines & Recommendations
Outline of a Standardization Process
Submitted to UIC – International Union of Railways, Paris, France by
IZT – Institute for Futures Studies and Technology Assessment, Germany and
Macroplan Consulting, Denmark
Berlin, March 01 2017
Mads Bergendorff, macroplan
Janire Clavell, IZT
Maurizia Magro, IZT
Dr. Roland Nolte, IZT
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Content
1 Introduction .................................................................................................................................. 5
2 Scope and Methodology ............................................................................................................... 5
3 Best Practice Collection & Technology Collection ........................................................................ 8
3.1 Best Practices Overview .......................................................................................................... 8
3.2 Best Practices – Examples & Highlights ................................................................................. 11
� Best practice No 1 – Kerpen Horrem Railway Station, Germany................................................ 11
� Best practice No 5 – Utrecht Central Station, The Netherlands ................................................. 13
� Best practice No 19 – Yotsuya Station, Japan ............................................................................. 15
� Best practice No 30 – Fernando Zóbel Cuenca, Spain ................................................................ 16
3.3 Technology Collection ........................................................................................................... 18
� Overview ..................................................................................................................................... 18
4 Sustainability Performance and Benchmark ............................................................................... 20
4.1 Methodology of Sustainability Performance Assessment .................................................... 20
� Environmental Performance – Energy & Environment .............................................................. 22
� Social Performance – Safety, Security & Accessibility and Comfort & Attractivity .................... 23
� Economic Performance – Multi-Modality, Mobility Services and Hub Functions ...................... 24
4.2 Overview over Sustainability Performances of best practice railway stations ..................... 25
4.3 Examples for Sustainability Performances of best practice railway stations ........................ 26
� Berlin Central Station (Class E – tier1, Germany) ....................................................................... 26
� Rotterdam Central Station (Class D - tier 2, The Netherlands) ................................................... 27
� Beijing South Station (Class E - tier 1, China) .............................................................................. 28
� Maya Station (Class C - tier 3, Japan) .......................................................................................... 28
� Potenza Station (Class B - tier 4, Italy) ........................................................................................ 29
5 Sustainability Impact Assessment ............................................................................................... 29
5.1 Introduction ........................................................................................................................... 29
5.2 Sustainability Impact of station site & neighborhood ........................................................... 30
� Environmental Impact ................................................................................................................ 30
� Social and economic Impact ....................................................................................................... 31
5.3 Sustainability Impact of stations in the regional context ...................................................... 31
6 Guidelines and Recommendations ............................................................................................. 32
6.1 Sustainability Performance Assessment ............................................................................... 32
� Introduction ................................................................................................................................ 32
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� Guidelines and Recommendations ............................................................................................. 33
6.2 Improvement of sustainability performance of railway stations .......................................... 34
� Introduction ................................................................................................................................ 34
� Improvement of the ecological performance ............................................................................. 35
� Improvement of the social performance .................................................................................... 38
� Improvement of the economic performance ............................................................................. 41
6.3 Implementation of a sustainable stations strategy ............................................................... 44
7 Guidelines and Recommendations for Standardization ............................................................. 44
7.1 Introduction ........................................................................................................................... 44
7.2 Outline of a Standardization Process .................................................................................... 45
� Stakeholder Integration & Consultation ..................................................................................... 45
� Standardization Issues ................................................................................................................ 45
� Timeline for a Standardization Process ...................................................................................... 46
8 Appendix ..................................................................................................................................... 47
8.1 Appendix A: Fact Sheets for the most relevant best practice examples ............................... 47
� Best practice No 1 – Kerpen Horrem Railway Station, Germany................................................ 47
� Best practice No 4 – Berlin Südkreuz Station, Germany ............................................................. 49
� Best practice No 5 – Utrecht Central Station, The Netherlands ................................................. 50
� Best practice No 6 – Rotterdam Central Station, The Netherlands ............................................ 53
� Best practice No 10 – Zurich Central Station, Switzerland ......................................................... 55
� Best practice No 13 – Accrington Eco Station, UK ...................................................................... 57
� Best practice No 15 – Birmingham New Street Station, UK ....................................................... 59
� Best Practices No 16 ANAPA RAIL STATION, Russia .................................................................... 61
� Best practice No 19 – Yotsuya Station, Japan ............................................................................. 62
� Best practice No 25 – BEIJING SOUTH STATION, China .............................................................. 63
� Best practice No 28 – ROME TERMINI STATION, Italy ................................................................ 66
� Best practice No 29 – POTENZA SUPERIORE STATION, Italy ....................................................... 68
� Best practice No 30 – Fernando Zóbel Cuenca, Spain ................................................................ 70
� Best practice No 31 – Maya Station, Japan ................................................................................ 72
8.2 Appendix B: Overview & Fact Sheets for sustainability technologies and measures ........... 73
� Overview over the technology collection ................................................................................... 73
� Fact Sheets for the Relevant technologies – Examples .............................................................. 80
8.3 Appendix C: Detailed Sustainability Performance Profiles .................................................... 93
� Berlin Central Station (Class E - tier 1, Germany) ....................................................................... 93
� Utrecht Central Station (Class E - tier 1, The Netherlands) ........................................................ 94
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� Zurich Central Station (Class E - tier 1, Switzerland) ................................................................... 95
� Birmingham New Street Station (Class D - tier 2, United Kingdom) ........................................... 96
� Beijing South Station (Class E - tier 1, China) .............................................................................. 97
� Berlin Südkreuz Station (Class D - tier 2, Germany) .................................................................... 98
� Rotterdam Central Station (Class D - tier 2, The Netherlands) ................................................... 99
� Yotsuya Station (Class D - tier 2, Japan) .................................................................................... 100
� Kerpen Horrem Station (Class C - tier 3, Germany) .................................................................. 101
� Anapa Station (Class C - tier 3, Russia) ...................................................................................... 102
� Maya Station (Class C - tier 3, Japan) ........................................................................................ 103
� Accrington Station (Class B - tier 4, United Kingdom) .............................................................. 104
� Potenza Station (Class B - tier 4, Italy) ...................................................................................... 105
� Fernando Zóbel Cuenca Station (Class B - tier 4, Spain) ........................................................... 106
8.4 Appendix D: References and Sources .................................................................................. 107
� Best Practice ............................................................................................................................. 107
� Technologies ............................................................................................................................. 110
� Sustainability Assessment ......................................................................................................... 111
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1 Introduction
Sustainable Development is today a broadly accepted strategic concept for responsible politics,
economy and the future development of the society as a whole. Within the last decade, more and
more influential companies – railway companies among them - have implemented their own
sustainability strategies in order to strengthen a future-proof path for their development. Regarding
railway stations, there are initiatives and pilot projects for the improvement of the sustainability
performance at pioneering companies. But so far, there is no fully developed and commonly
accepted sustainability strategy for railway stations across the sector which would include the
definition of strategic objectives, performance indicators and the implementation of a common
monitoring system.
Railway stations play an important role in the transportation system and they are developing more
and more into mobility hubs with interfaces to the other transport modes and with a broad spectrum
of functionalities and offered public and private services. A commonly developed and accepted
sustainability strategy for railway stations could strengthen their roles not only in the transportation
system but also in the society as a whole and open the way towards a greener, interconnected,
socially more responsible and more efficient mobility and at the time towards more sustainable
communities. The ultimate goal of an integrated sustainability strategy is to improve stations’
attractiveness by enhancing customer safety and experience, increasing overall revenues and on top
of that reducing negative environmental effects.
The SUSTAIN project wants to contribute to the development of a consensual sustainability strategy
for railway stations by disseminating best practice examples and encourage knowledge sharing for all
relevant areas of sustainability, providing an easy to use tool for the assessment of the sustainability
performance of railway stations, giving recommendations for the practical improvement of the
sustainability performance and outlining a future standardization process in this field.
2 Scope and Methodology
Since railway stations are large multifunctional public buildings serving as transport and mobility
hubs, commercial places, centers for mobility services, public meeting places etc. the assessment of
the overall sustainability performance cannot be reduced to the environmental performance alone
but has also to take into account the economic and social performance. This requires a balanced
assessment approach based on a broad understanding of sustainability with all three dimensions –
environmental, economic and social – taken care of and addressing all relevant criteria in each
dimension:
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Although the core of the environmental sustainability is the operational performance of the railway
station, other aspects like environmental footprint of the design and construction phases, renewal
and demolition phases play role as well. Important socio-economic aspects to be taken into account
are railway station as mobility hubs (centers of multimodal transport and mobility services)
performance quality as commercial centers for products and services and as logistics centers, safety
& security, effectiveness of connection including intermodal transport, station functionality and
passenger flow, integration of stations into their communities and neighborhoods etc.
An important part of the sustainability performance of railway stations is related to their energy
consumption. Railway stations are categorized as large public buildings that consume large amounts
of energy due to their large size and high occupant density. The average energy consumption of
station buildings significantly exceed the energy consumption of average public buildings. This calls
for high energy-efficiency and energy saving potentials, which can be exploited by implementing
appropriate energy efficiency measures. Whereas a conventional energy supply and energy mix
yields comparably great carbon footprints of railway stations, energy supply solutions focusing on
renewables, cogeneration of heat and power, usage of waste heat etc. can lead to a much smaller
one. Further efficiency and saving potentials can be generated by integration of smart grid and green
energy strategies and measures leading also to improved cost efficiency.
The multi-dimensional tool for the assessment of the sustainability performance of railway stations
which has been developed within the framework for this project will be discussed in detail in chapter
4.1.
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Classification of rail passenger stations.
Throughout this study two approaches for the classification of rail passenger stations are used in
parallel. The first one is the classification scheme according to UIC leaflet 180 which applies 5 criteria
and a calculation scheme with weighting factors for the determination of the station class:
1) Numbers daily passengers
2) Number of daily
3) Number of platform edges (tracks with platforms)
4) Station size
5) Intermodality
The calculation method is summarized in the following table
Figure 1 : Calculation method for the determination of class of a rail passenger station according to UIC leaflet
180.
The attribution of station classes according to this calculation method is as follows
(C=A*0,3+T*0,2*+P*0,1+S*0,2+I*0,2):
The second classification scheme, which is much simpler and somewhat less accurate uses 4 intuitive
categories and the daily number of passengers as the main criteria:
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• Tier1 station (“Rail Cities” – international stations, in Metropolitan Areas/Agglomerations,
>200.000 daily passengers),
• Tier2 stations ( Mainline stations, urban areas, big and medium sized cities; between 20.000
and 200.000 daily passengers)
• Tier3 stations (secondary stations, stations in rural areas, smaller cities, suburbs; between
7.500 and 20.000 daily passengers)
• Tier4 stations (tertiary stations, small stations and stops in rural areas; up to 7.500 daily
passengers).
Although there is no 1:1 mapping of the station classes E-A and tier 1-4, a very good approximation is
given by the following attribution:
� Class E – tier 1
� Class D – tier 2
� Class C – tier 3
� Class A/B – tier 4
3 Best Practice Collection & Technology Collection
3.1 Best Practices Overview
Within the framework of the SUSTAIN project a collection of best practices for sustainable stations
covering all three dimensions of sustainability – the ecological, social and economic – has been
performed. The collection is based on a survey launched in July 2016, extensive literature research and
expert interviews. The following two maps show the geographic locations of the collected examples
where map 1 covers the best practices in Europe and map 2 the ones in Asia.
Figure 2 : Geographic locations of the best practices collected in Europe.
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Figure 3 : Geographic locations of the best practices collected in Asia.
The following table gives a more detailed overview over the best practice examples. In addition to
the name of the station, the project and the country it shows the station category/class, the type of
the project (new construction or refurbishment) and the sustainability dimensions and topics
addressed.
Figure 4 : Overview over the best practice collection – part 1
ID Name of the Station Name of the Project Country Class - Tier Project type Sustainabiltiy Focus
1* Kerpen Horrem Station "StationGreen" (DB) Germany C - 3new construction +
refurbishment
E (energy, was te, wa ter, eco-des ign
and green materia l s )
S (sa fety&securi ty, access ibi l i ty)
2 Wittenberg Station "StationGreen" (DB) Germany C - 3new construction +
refurbishment
E (energy, was te, wa ter, eco-des ign
and green materia l s )
3* Berlin Central Station Germany E- 1 new constructionE (energy, …)
S (sa fety&securi ty, access ibi l i ty)
Ec/SM (economic/sma rt mobi l i ty)
4* Berlin Südkreuz Station
"StationGreen"/"Südk
reuz Intelligent
Mobility Station" (DB)
Germany D - 2large scale
reconstruction
E (energy, emis s ions), S
(access ibi l i ty), Ec/SM
(mul timoda l ity, mobi l ity services ,
hub)
5*
Utrecht Central Station
renovation and New
Building
Utrecht
2030/SUSStationNetherlands E - 1 new construction
E (energy,eco-des ign, green
ma terial s ), S (s afety&securi ty,
access ibi l i ty), Ec/SM (mul timodal i ty,
mobi l i ty s ervices , pass enger
flow,hub)
6* Rotterdam StationTicket to Kyoto (EU
Project)Netherlands D - 2
new construction +
refurbishment
E (energy,ca rbon footprint, eco-
des ign, green mateia l s ), Ec/SM
(mul timoda l ity, mobi l ty services ,
new bus iness&services ,
attra ctiveness )
7Beilen, Hoogeveen and
MeppelIntelligent lighting pilot Netherlands B - 4 refurbishment E (energy )
8Amsterdam Zuid
StationNetherlands C - 3 refurbishment E (energy )
9
Amersfoort Station,
Hengelo Station,
Arnhem Stations
Intelligent lighting Netherlands C - 3 refurbishment E (energy )
10* Zürich Central Station Switzerland E - 1 refurbishment
E (energy) , S (publ i c spa ces,
sa fety&securi ty, a cces s ibi l i ty),
Ec/SM (mul timodal i ty,
transport&pas sengers informa tion
flow, new bus ines s a nd services ,
attra ctiveness )
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Figure 5 : Overview over the best practice collection – part 2
ID Name of the Station Name of the Project Country Class - Tier Project type Sustainabiltiy Focus
11 Brussel Midi StationTicket to Kyoto (EU
Project)Belgium D - 2 refurbishment
12 Liege Guillemins Belgium C - 3 new construction Ec/SM (multimodal i ty, mobi l i ty
servi ces , attra ctiveness)
13* Accrington Eco StationSUSSTATION - Eco-
Station project
United
KingdomB - 4
large scale
reconstruction
E (energy, water, eco-des ign, green
ma terials ), S (publ ic spa ces ,
a cces s ibi l i ty), Ec/SM (mul timodal i ty,
mobi l i ty services , a ttractiveness)
14 Newport StationUnited
KingdomC - 3 refurbishment
15*Birmingham New
Street Station
United
KingdomD - 2
new construction +
refurbishment
E (energy, waste, water, ca rbon
footprint, eco-des ign, green
ma terials ), S (a ccess ibi l i ty), Ec/SM
(multimoda l i ty, new
bus iness&services ,attra ctiveness)
16* ANAPA Station Smart Station (pilot
station)Russia C - 3 refurbishment E (energy, eco-des ign)
17Madrid Principe Pio
StationSpain E - 2
large scale
reconstruction
Ec/SM (new bus iness &
servi ces ,a ttractiveness)
18
Cuenca Station,
Requena-Utiel Station,
Albacete Station
Spain B - 4 new constructionE (energy, water; eco-des ign;
emiss ion)
19* Yotsuya Station "Ecoste"/ JR East Japan D - 2 refurbishmentE (energy, water, carbon footprint,
eco-des ign, green ma teria ls ), Socia l
(publ ic spaces)
20 Hiraizumi Station "Ecoste"/ JR East Japan B - 4 refurbishmentE (energy, eco-des ign, CO2
emiss ions)
21Kahihin-Makuhari
Station"Ecoste"/ JR East Japan D - 2 refurbishment E (enery, CO2 emiss ions)
22 Yumoto Station, "Ecoste" (new
generation)/ JR EastJapan B - 4 new construction
E (enery, CO2 emiss ions , green
ma terials )
23 Fukushima Station"Ecoste" (new
generation)/ JR EastJapan C - 3 new construction
E (enery, CO2 emiss ions , green
ma terials )
24 Osaka Railway Station JR West Japan E - 1large scale
reconstructionE (energy, eco-des ign)
25* Beijing South Station China E - 1 refurbishmentE (energy, wa steCo2 emi ss ion, eco-
des ign)/Social /ECO- Smart
26Shanghai Station
RetrofitChina E - 1
large scale
reconstruction
E (energy, eco-des ign)/
Economic/SmartMobi l i ty
27Hong Kong Hung Hom
StationChina E - 1
new construction +
refurbishment
28* Rome Termini Station“Don Luigi Di Liegro
Hostel” requalification Italy E - 1
large scale
reconstruction
S (publ ic spa ces , community
enga gement)/ Ec/SM
(a ttra ctiveness/passenger comfort)
29*Potenza Superiore
Station
ScamBioLoGiCo
(Green Stations)Italy B - 4 refurbishment
E (energy, waste, green materials ), S
(publ ic spaces , community
enga gement ), Ec/SM
(multimoda l i ty, new
bus iness&services ,attra ctiveness)
30* Fernando Zóbel Cuenca Spain B - 4 new constructionE (energy, eco-des ign), S (publ ic
spaces , community enga gement )
31* Maya Station JR West Japan C - 3 new constructionE (energy; eco-des ign), S (publ ic
space, access ibi l i ty)
32* Urawa Station"Ecoste" (new-in
planning/ JR East)Japan D - 2
large scale
reconstruction
E (enery, CO2 emiss ions , green
ma terials )
33 Niitsu Station"Ecoste" (new-in
planning/ JR East)Japan B - 4 refurbishment
E (enery, CO2 emiss ions , green
ma terials )
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3.2 Best Practices – Examples & Highlights
This chapter provides an insight into the best practice collection by showing the fact sheet of four
selected examples and a figure indicating some highlights of the collection. The full collection of fact
sheets can be found in the annex of this report.
Best practice No 1 – Kerpen Horrem Railway Station, Germany
Name of the Railway Station KERPEN HORREM
Typology of the Station � Class C - Tier 3 – class C (about 12.000 passengers per day)
Country Germany
Project type � New construction
State of implementation � Fully implemented
Project focus
Project name and aims StationGreen
Short project description or link
to the project Website
http://www1.deutschebahn.com/ecm2-
susstation/start/projects/project_stationgreen.html
Key sustainability area of the
project
� Environmental
Environmental performance (applied Technologies and Measures)
Energy Combining use of daylight with energy-saving LED technology. At dusk a switch reacts to the fading light outside and blends in artificial light as needed. Light fixtures fitted with LEDs in public areas leads to a significant reduction of maintenance costs.
A photovoltaic system feeds energy back into the public grid.
On the roof thick-film PV modules produce an output of 38.2 kW. The total output per year is around 35,000 kWh.
A heat pump system allows water to circulate via probes in the ground and delivers energy to heating appliances and underfloor heating. Heating via solar collectors is also utilized to generate hot water for facilities inside the building. The
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ventilation system will involve as much waste heat recovery as is possible
Water Rainwater percolation on the roof and on the land surrounding the building reduces what is known as the heat island effect. Integrated water management with use of collected rainwater for sanitary uses.
Carbon Footprint The station has zero carbon footprint (CO2 neutral) for its operation since the total energy supply calculated for the year is met by the combined output of the photovoltaic and thermal solar energy systems.
The carbon footprint of the construction has been kept low due to sourcing building materials from the surrounding region (e.g. for the cladding)
Eco-design (construction and
EOL)
Maximum use of natural light; transparency for good orientation. Large windows and reflector elements redirect natural light into inner areas of the building. Green roof for better thermal insulation (natural HVAC).
Green materials for
construction
The station's facade is made up of around 52% glass, which in the winter months means that the sun's energy can be used to heat parts of the building. The supporting structure for the roof is a ribbed construction in laminated veneer lumber: wood as a material has the advantage of being a fully renewable resource. Focus on green materials for construction and local sourcing of building materials.
Social performance (applied Technologies and Measures)
Accessibility of the station Full barrier-free access
Economic performance/ Smart mobility (applied technologies and Measures)
Multimodality Multimodal transport hub, optimized interfaces between transport modes (railway, public busses, private cars, bikes)
Mobility services 24/7 video conferencing with travel services, free high performance WLAN access
Passenger flow and guidance Optimized passenger guidance and flow supported by excellent lighting and high transparency.
Attractiveness/Passenger
Comfort:
Increased attractiveness of the station and higher comfort level due to well-designed central open reception and waiting area. Public energy meter (showing the energy balance of the railway station including the renewable energy production).
Additional comments
StationGreen Kerpem-Horrem is an essential part and pilot project of the DB strategy 2020 which aims at DB becoming market leader, top 10 employer and environmental pioneer at the same time thus integrating economic, social and environmental aspects of sustainability.
An important aspect of the improved economic performance is the modular building concept which allows easy and cost efficient extension and adaption to growing future demand.
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Best practice No 5 – Utrecht Central Station, The Netherlands
Name of the Railway Station UTRECHT CENTRAL STATION
Source: http://www.cu2030.nl/page/kantoren-mineurslaan
Typology of the Station � Class D - Tier 2
More than 180,000 passengers per day, 16 platforms
Country The Netherlands
Project type � New construction
� Large scale reconstruction
Project duration Ongoing (2016)
State of implementation � In Implementation
Project focus
Project name and aims “Utrecht 2030”: Utrecht is building a new Central Station Area and is reconstructing part of the old one
Key sustainability area of the project
� Environmental
� Social
� Economic/ Smart mobility
Environmental performance (applied Technologies and Measures)
Energy As part of Climate-KIC’s Smart Sustainable Districts Program the Utrecht Central Station is set to become a global exemplar project for testing smart, sustainable systems: Opportunities for co-development include:
• hybrid systems for heating and cooling at district level using a thermal energy storage (TES) for heating and cooling offices and stores and highly energy efficient frequency controlled heat pumps
• use of local renewable power e.g. for smart solar electric vehicle charging.
• Replacement of old canopies for three new canopies with solar cells. The solar cells will provide energy for lighting, escalators and lifts.
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• Smart lighting concept with focus on optimum us of ambient light.
• The new traffic control centre (so-called Corten) is a sustainable building which is built using triple glazing, solar cells and hybrid chillers.
Waste Waste separation at the source and dedicated recycling system, pilot station for separate paper collection and recycling, Green Deal program for waste management at stations.
Water Water retention and active rain water management.
Carbon Footprint By means of the thermal energy storage system for heating and cooling the annual carbon footprint of the station was reduced by 0.5 million kg of CO2
Eco-design (construction and EOL)
The new canopies are made of steel and translucent curved glass with a new lighting concept of natural and artificial light.
The new Central Station Area, water will flow once again in the canal that was filled in during the 70’s.
Green spots, cool spots, roof top farming, water retention for an efficient and clean personal mobility.
Green materials for construction
For the exterior of the Corten building a steel type with a typical rust brown color has been used which also functions as a natural sunscreen. In addition to the use of sustainable materials the new traffic control is also used as a pilot site for raw materials management and new purchasing systems, where purchasing forms the starting point
Social performance (applied Technologies and Measures)
Safety and security A modern control centre was opened in 2014: the 1000 m² control floor provides a large open space from which the 100 staff have a view of the tracks and the surrounding area
Community engagement: Integration of the energy system of the station into the energy system at district level with benefits for both sides.
Accessibility of the station Accessible Toilets, Elevator, Boarding Ramp, Travel Assistance, Tactile paving, Accessible Platforms
Economic performance/ Smart mobility (applied technologies and Measures)
Multimodality Bus and tram services. You can park your bicycle at a free bicycle park or store it with a supervisor present during opening hours. Because of the huge number of cyclists, the world´s largest 3-floor bicycle parking station for 12,500 bicycle is under construction (completion is foreseen in 2018)
Mobility services Cars and bicycles can be rent. At most locations, you can get your bicycle repaired. Ticket Machine and NS-Service Desk are available.
Passenger flow and guidance The “Station Transfer Model” allows professionals to estimate passengers flows at stations and to use it for understanding and optimizing their processes
Transport & passenger Information flow
Dynamic Traffic Information System (Dynamische Reis Informatie Systeem, DRIS) (pilot): via displays at the stops buses depart from, overview screens at central points and overview screens in the main hall of the station.
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Attractiveness/Passenger Comfort:
Many shops and restaurants are available within the station. Besides, the station is attached to the biggest shopping centre in the Netherlands (Hoog Catherijne).
Best practice No 19 – Yotsuya Station, Japan
Name of the Railway Station YOTSUYA STATION
source :http://channel.panasonic.com/review/ch02/10085.html
Typology of the Station � Class D - Tier 2
More than 100.000 passengers daily, 8 platforms (4 at the train station and 4 at the metro station)
Country Japan
Project type � Partial refurbishment
State of implementation � Fully implemented
Project focus
Project name and aims “Ecoste”: eco-friendly station
• Energy conservation • Energy creation • Eco-awareness • Environmental harmonization
Key sustainability area of the project
� Environmental
� Social
Environmental performance (applied Technologies and Measures)
Energy HIT solar modules. Storage battery system to store the energy created from the sun. The energy stored is partially used to light advertisement.
To save energy, the fluorescent lights on the platforms and concourses have been changed to LED lighting. Installation of natural ventilation systems (glass louvers, windows). High-efficiency transformers (Station electricity room). Fuel cells (office station). Eco-information display board at Akasaka and at Yotsuya exit ticket gate.
Eco-information display board at Akasaka and at Yotsuya exit ticket gate
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Water Water-saving passengers lavatories
Carbon Footprint Aim: to reduce CO2 emissions by 40% (compared to 2008) by implementing energy-saving equipment and having station staff work proactively to save energy (Annual savings: 189 tons)
Eco-design (construction and EOL)
A roof-top garden (pocket park) has incorporated natural light and wind, so that commuters can experience the benefits of nature's blessings.
Green materials for construction
Water-retaining pavement (Near Yotsuya exit)
Social performance (applied Technologies and Measures)
Public spaces: Pocket park on station rooftop; greenery in surrounding area (Kōjimachi exit), retaining wall greenery (station west)
Best practice No 30 – Fernando Zóbel Cuenca, Spain
Name of the Railway Station FERNANDO ZÓBEL CUENCA
source :http://www.adif.es/
Typology of the Station � Class B - Tier 4
343,000 passengers per year, 2 Platforms, 8 trains per day
Country ESP
Project type � New construction
Project duration 14 months
State of implementation � Fully implemented
Project focus
Project name and aims The Station TGV Cuenca Fernando Zobel managed by Adif is a model of sustainable station. With this project Adif aims to create and implement a new station concept, which involves social, environmental, and economic criteria in the whole process of design, construction and management of a station
Short project description or link to the project Website
http://www.adif.es/es_ES/comunicacion_y_prensa/fichas_de_actualidad/ficha_actualidad_00060.shtml
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Key sustainability area of the project
� Environmental
� Social
� Economic/ Smart mobility
Environmental performance (applied Technologies and Measures)
Energy Energy saving systems and thermal insulation: An adjustable lighting based on light sensors and also thermal sensors
Geothermal energy: which harnesses the existing thermal gradient under the ground and allows the air conditioning of the building through an underfloor integrated into the pavement. Solar panels for hot water production.
An integrated control system that regulates power consumption
Water Rainwater and gray water recovery for irrigation. Efficient
irrigation system
Eco-design (construction and EOL)
Glass prism, protected from the sun by vertical metal slats. The interior façade, where there is access to public agencies, consists of a continuous glass plane to take advantage of daylight, combining transparent and opaque panels, with the use of proper glazing to minimize losses hot
Green materials for construction
Non-polluting and low-emission materials that do not contain Aluminium or chromic substances
Social performance (applied Technologies and Measures)
Public spaces For the creation of green areas in the vicinity of the station has been used xeric vegetation (plants adapted to a dry environment)
Accessibility of the station Easy accessibility, so that allows people with disabilities easy movement
Community engagement It has been promoted as a space which contribute to increasing the quality of life of users, integrating as spaces for the development of recreational and cultural activities
Economic performance/ Smart mobility (applied technologies and Measures)
Mobility services Possibility of public transport and alternative low or no emission. Bicycle parking, taxi access to the station and public bus stop regular line access to the station
Passenger flow and guidance The longitudinal arrangement facilitates plant flows from the entrance as there is a global perception
Transport & passenger Information flow
The station has teleindicators and monitors in the great hall to inform travelers on the arrival and departure of trains
Attractiveness/Passenger Comfort
Architecturally it is a very attractive station. The double-height space and the large glass give a lot of natural lighting
The following figure shows the highlights of the best practice collection in terms of innovative
measures for all three dimensions of sustainability.
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Figure 6 : Highlight of the best practice collection.
3.3 Technology Collection
Overview
The following figure gives an overview over areas of application where the most interesting
technologies and measures for improving the sustainability performance of railway stations are
found.
Figure 7 : Areas of application for the most relevant technologies and measures for improving the sustainability
performance of railway stations.
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For these ten areas of application the following technologies and measures have been identified:
Figure 8 : Overview over relevant technologies and measures for improving the sustainability performance of
railway stations – part 1.
Figure 9 : Overview over relevant technologies and measures for improving the sustainability performance of
railway stations – part 2.
Heating, Ventilation and Air-Conditioning
Highly efficient Components:
• Highly efficient chiller • Highly efficient Pump • High-efficiency vents
Heating and AC cooling source selection
Ventilation and fresh air flow control
Ventilation and temperature control
Heat recovery on air terminal
Natural ventilation
Mixed mode ventilation
Tunnel ventilation
Double skin façade
Water heating with geothermal technologies
Water heating with solar water
Refrigerants
HVAC monitoring & control
CO2 Monitoring
Energy efficient equipment
Energy efficient elevators, escalators and moving walks
Efficient hydraulic lifts
Traction lifts
Lighting
LED lighting
Halogen-metal vapor lamps with ceramic burner
Use of natural light:
- Skylights and glazing
- Façade treatments - Light colored finishes
Lighting monitoring and control
Water management
Water metering
Rainwater usage
Reuse of water
Condensate recovery
Drip feed irrigation
Wetlands
Smart drainage system
Energy management and generation
Smart grid
Energy metering
Energy storage
Solar electricity
Wind power
Cogeneration or combined heat and power (CHP)
Biomass
Noise and Pollution control
Lubricants
Noise control
Light pollution
Safety and Security
Alarms and security
Fire supervision monitoring
Floor lighting for guidance
Fire simulations
Accessibility and Multimodality
Passenger flow
Bicycle and pedestrian links
Public transport
Accessibility for Persons with Reduced Mobility
Multimodality
Efficient vehicle circulation
Bicycle lockers and/or racks
Bicycle rental
Car sharing
Electric car charging
Preferential parking
Creating Added Value
Integrate with adjacent buildings
Integrate with the use of landscape
Green walls
Planting vegetation in park and ride areas
Shading
Public displays of sustainability initiatives
Public Wi-Fi
Power and internet
Energy efficient building design
Building sizing
Building form
Building orientation
Building permeability
Overall layout
Architecture design
Interior space distribution
Design for disassembly
Façade reuse
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A more detailed description of the technologies and measures for the improvement of the
sustainability performance of railway stations can be found in Appendix B of this report.
4 Sustainability Performance and Benchmark
4.1 Methodology of Sustainability Performance Assessment
Since railway stations are large multifunctional public buildings serving as centers for transport,
multimodality and mobility services, hubs for commercial and public services, public meeting places
etc. the assessment of the overall sustainability performance cannot be reduced to the
environmental performance alone but has also to take into account the economic and social
performance. This requires a balanced assessment approach based on a broad understanding of
sustainability with all three dimensions – environmental, economic and social – taken care of and
addressing all relevant criteria in each dimension.
Although the core of the environmental sustainability is the operational performance of the railway
station (energy consumption and energy efficiency, carbon emissions, resource consumption and
efficiency), other aspects like environmental footprint of the design, construction and renewal
phases plays role as well. Important socio-economic aspects to be taken into account are railway
stations as centers for multimodal transport as well as the hub functions of stations (centers for
products, commercial and public services, logistics centers); safety, security & accessibility and also
comfort & attractivity.
The sustainability criteria below have been developed with the following objectives:
• Transparent criteria that are clearly linked to sustainability performance
• Measurable criteria that can also work without quantitative data
• Simple to use for station managers with clear and concise explanations applied
The multidimensional evaluation of the sustainability performance of railway stations was performed
using the following multidimensional assessment criteria:
Figure 10 : Assessment criteria for the multi-dimensional assessment tool of the sustainability performance of
railway stations
� Multi Modality
Access & Integration
� Mobility Services
� Hub Services
Safety, Security & Access Mobility & HubEnergy
� Renewable Energy Generation
� Energy Efficiency Measures
� Energy Management
� Safety and Security
� Accessability
� Guidance and Passenger Info
Range of Application: Station Type (tier1, tier2, tier3, tier4) Project Type (newly build, refurbishment, extension)
Sustainability Performance Assessment
Environment
� Water Management
� Waste Management
� Eco-Design & Green Materials
Comfort & Attractivity
� Lighting
� Weather Protection, Ventilation
& Thermal Comfort
� Quality of Public Space
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Here the left column with the criteria Energy and Environment covers the environmental dimension
of sustainability, the middle column with the criteria Safety, Security & Access and Comfort &
Attractivity covers the social dimension and right column with the criterion Mobility & Hub covers
the economic dimension of sustainability. Especially for the environment and social dimension there
are many similarities between this assessment tool and the more detailed tool developed within the
framework of the SusStation project.
In order to maximize the usability of the assessment tool and keep the efforts for the assessment at a
reasonable level for station managers and other users, we have focused on five main criteria with
three sub-criteria each. For the economic dimension of sustainability we have focused on the
Mobility and Hub criteria since they constitute a very important part of the overall economic
performance and because other detailed economic information such as return of investment for
improvement measures, turnover with regard to services etc. are either not available or at least not
comparable between different stations.
For each sub-criterion an assessment scale ranging from 1-5 has been defined with 1 indicating
today’s average performance and 5 representing a systemic approach with best available
technologies, management and practice. 5 is not an easy score and only very few stations would be
able to achieve this level.
It has to be noted that the performance assessment and especially the benchmarking should only be
performed within a given category of railway stations (ranging class E to class A and from tier 1 to tier
4, respectively) since performances across categories are not comparable. The classification of
stations used here has been defined as follows:
Classification according to UIC leaflet 810:
(For the calculation scheme see chapter 2 “Methodology”)
Classification according to tier criteria
• Tier1 station (“Rail Cities” – international stations, in Metropolitan Areas/Agglomerations,
>200.000 daily passengers),
• Tier2 stations ( Mainline stations, urban areas, big and medium sized cities; between 20.000
and 200.000 daily passengers)
• Tier3 stations (secondary stations, stations in rural areas, smaller cities, suburbs; between
7.500 and 20.000 daily passengers)
• Tier4 stations (tertiary stations, small stations and stops in rural areas; up to 7.500 daily
passengers).
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Furthermore, in certain contexts it is important to distinguish between new stations and the
refurbishment of existing stations.
Environmental Performance – Energy & Environment
The energy performance of railway stations is assessed by means of the three sub-criteria
• Renewable Energy Generation
• Energy Efficiency Measures
• Energy Management
The following table contains the detailed description of each sub-criterion and the corresponding
assessment values.
Figure 11 : Assessment table for the energy performance as the first part of the environmental performance of
railway stations
The environmental performance (except energy) of railway stations is assessed by means of the
three sub-criteria
• Water Management
• Waste Management
• Eco-design and Green Materials
The description of these sub-criteria and the corresponding assessment values can be found in the
table below:
1. Energy
1.1 Renewable Energy Generation
Energy sources (electricity and heating), energy mix,
own generation (PV, wind, geo-thermal)
1.2 Energy Efficiency Measures Lighting, heating, cooling, Equipment
1.3 Energy Management Strategy, targets, monitoring, metering, action plans
Grade Description
1.1 Renewable Energy
Generation 1.2 Energy Efficiency Measures 1.3 Energy Management
1
Today's average performance with no additional
efforts or improvements
2
Incemental improvements, single measures,
prototyping 10% green elec. Energy procured
Exchanging some light bulbs.
Isolated actions (prototypes)
Metering of some installations.
Subsystem level management.
3Small scale improvements
Limited PV or geothermal
production
Limited portfolio (at least three) of
EE measures applied.
Overall strategy in place. No
concrete targets or actions.
4
Medium scale improvements and system-wide
approachMedium scale own renewable
production.
Medium-size portfolio of EE
measures (4-5)
Overall strategy in place with
concrete targets and actions.
Some follow up.
5
Best available technologies, management and
practice
Both large scale own renewable
production plus structured
approach for procurement of
green energy
Broad spectrum of efficiency
measures is applied.
Ambitious plan including targets,
metering, monitoring and follow
up
Weighting 30% 50% 20%
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Figure 12 : Assessment table for the second part of the environmental performance of railway stations (water,
waste and eco-design & green materials)
Social Performance – Safety, Security & Accessibility and Comfort & Attractivity
The first part of the social performance of railway stations is assessed by means of the three sub-
criteria
• Safety & Security
• Accessibility
• Guidance and Passenger Information Systems
The following table contains the detailed description of each sub-criterion and the corresponding
assessment values.
Figure 13 : Assessment table for the safety, security and accessibility performance of railway stations
2. Environment
2.1 Water Management
Water saving measures, rainwater re-use, recycling,
management and targets
2.2 Waste management Collection of waste fractions, management and targets
2.3 Eco-design & green materials
Adherence to standards, plans, management and targets
for refurbishment and construction of new stations, use
of green materials
Grade Description 2.1 Water Management 2.2 Waste management 2.3 Eco-design & green materials
1
Today's average performance with no additional efforts
or improvements
2Incemental improvements, single measures, prototyping
Isolated water saving measure Isolated waste saving measure
A few green materials have been
used.
3
Small scale improvements A few water saving measures.
Overall strategy without targets.
A few waste management
measures. Overall strategy
without targets. Green materials strategy or policy
4
Medium scale improvements and system-wide approach
Overall plan for water
management including targets,
measures on system level. Some
measures for collection of
rainwater, recycling and
efficiency. Monitoring.
Overall plan for waste
management including targets,
measures on system level. Some
measures for collection and
recycling. Monitoring. Some
station areas covered.
Eco-design overall plan including
some dedicated measures and
monitoring. Systematic use of
green materials. Some station
areas covered.
5
Best available technologies, management and practice
Overall plan for water
management including detailed
targets, measures on system
level. Collection of rainwater,
recycling and efficiency.
Monitoring.
Overall plan for waste
management including detailed
targets, measures on system
level. Detailed waste collection
and recycling. Monitoring. All
station areas covered.
Eco-design overall plan including
dedicated measures and full
monitoring. Systematic use of
green materials. All station areas
covered.
Weighting 30% 30% 40%
3. Safety, Security & Accessibility
3.1 Safety & Security
Crime prevention, CCTV, emergency procedures,
evacuation plans due to fire, natural disaster or
terrorism. Security personnel.
3.2 AccessibilityAccessibility within the station, for both disabled and non-
disabled persons
3.3 Guidance & passenger information systems
Intuitive station layout. Visible and intuitive information
screens and signs. Audibility of PA systems. Information
desk and personnel.
Grade Description3.1 Safety & Security 3.2 Accessibility
3.3 Guidance & passenger
information systems
1
Today's average performance with no additional efforts
or improvements
2
Incemental improvements, single measures, prototyping Installation of CCTV. Fire
evacuation plans.
Additional measures for disabled
persons (lift or ramp)
Installation of bigger information
screens. Map of station where
relevant.
3
Small scale improvements
SOS functionality implemented.
Overall accessibility strategy but
without concrete measures. Some
installations to overcome
immediate barriers.
Overall strategy for passenger
guidance but without concrete
measures. Some installations to
improve information.
4
Medium scale improvements and system-wide approach
Dedicated plan for safety &
security with targets and follow
up. Qualified personnel.
Emergency procedures for some
areas.
Integrated plan for accessibility
within the station with targets and
measures. Easy access around
most of the station for both
disabled and non-disabled people.
Integrated plan for guidance &
information with targets and
measures. Easy and intuitive
navigation inside and around the
station. Use of IT solutions where
appropriate.
5
Best available technologies, management and practice
Dedicated plan for safety &
security with targets and follow
up. Qualified personnel.
Emergency procedures fully
implemented. Proactive approach
to engage with neighbourhood
Integrated plan for accessibility to
and from the station with targets
and measures. Easy access across
the entire station areas for both
disabled and non-disabled people.
Barrier free design.
Integrated plan for guidance &
information with targets and
measures. Easy and intuitive
navigation inside and around the
station. Additional services
provided. Proactive approach to
engage with passengers. Use of IT
solutions where appropriate.
Weighting 40% 30% 30%
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The second part of the social performance of railway stations is assessed by means of the three sub-
criteria
• Lighting
• Weather Protection, Ventilation & Thermal Comfort
• Quality of Public space
The description of these sub-criteria and the corresponding assessment values can be found in this
table:
Figure 14 : Assessment table for the comfort and attractivity performance as the second part of the social
performance of railway stations
Economic Performance – Multi-Modality, Mobility Services and Hub Functions
The economic performance of railway stations is assessed by means of the three sub-criteria
• Multi-Modality Access and Integration
• Mobility Services
• Hub Services
The table below contains the detailed description of each sub-criterion and the corresponding
assessment values.
4. Comfort & Attractivity
4.1 Lighting
Quality of natural and artificial light during day and
night.
4.2 Weather protection, ventilation & thermal
comfort
Protection from wind, rain and sun. Thermal insulation.
Provision for draught prevention. Air quality.
4.3 Public space
Comfort and well-being, quality of design and materials,
station building identity.
Grade Description4.1 Lighting
4.2 Weather protection,
ventilation & thermal comfort4.3 Public space
1
Today's average performance with no additional efforts
or improvements
2
Incemental improvements, single measures, prototyping Enhanced lighting levels in a few
areas of the station.
Setting up a wind shield on a
platform or other isolated
measures.
Upgrading waiting areas either
functinally or aestically
3
Small scale improvements
Overall plan or concept for ligting
quality, levels and procedures.
Some improvements in parts of
the station e.g. Platforms.
Overall plan for heating, cooling,
ventilation quality without targets.
A few Improvements in some parts
of the station.
Overall plan or policy with clear
architectual design quality for the
entire station. No specific
measures mentioned.
4
Medium scale improvements and system-wide approach
Overall plan with targets and
measures for ligting quality, levels
and procedures. Improvements in
some parts of the station.
Advanced lighting control.
Overall plan with targets and
measures for heating, cooling,
ventilation and weather protection
including quality, levels and
procedures. Improvements in
some parts of the station.
Monitoring.
Overall plan for architectual
design quality including measures.
High quality of materials and
equipment.
5
Best available technologies, management and practice
Overall plan with targets and
measures for ligting quality, levels
and procedures. Significant
improvements in all parts of the
station. Advanced lighting control
to optimise energy efficiency.
Overall plan with targets and
measures for heating, cooling,
ventilation and weather protection
including quality, levels and
procedures. Significant
improvements in all parts of the
station. Monitoring. Advanced
ventilation control to optimise
energy efficiency.
Overall plan for architectual
design quality including measures.
Pronounced building identity and
high quality of public space e.g.
for meetings and exhibitions. High
quality of materials and
equipment.
Weighting 40% 40% 20%
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Figure 15 : Assessment table for the economic performance of railway stations (Mobility & Hub)
4.2 Overview over Sustainability Performances of best practice railway
stations
The following table gives an overview over all best practice railway stations where a sustainability
assessment has been carried out and a Sustainability Performance Profile has been created by means
of applying the multi-dimensional assessment tool described in the previous chapter. For those
railway stations from the best practice collection which are not covered here the available data were
not sufficient for the assessment.
Figure 16 : Overview over the results of the sustainability assessment of best practices railway stations – part 1.
5. Mobility & Hub
5.1 Multi-modality access & integration
Availability and quality of access to and integration with
other modes of transport
5.2 Mobility services
Availability and quality of complementary mobility
services e.g. IT services, car-sharing, bike rental etc.
5.3 Hub services
Availability and quality of additional services - either
commercial activities or municipality initiatives e.g.
libraries, health, social services, community centre &
networking
Grade Description
5.1 Multi-modality access &
integration 5.2 Mobility services 5.3 Hub services
1
Today's average performance with no additional efforts
or improvements
2
Incemental improvements, single measures, prototyping
Additional single efforts to
integrate other modes of transport
to station
Bike shops or similar mobility
shops/services e.g. by private
initiative
Small scale commercial or
municipality initiatives
(prototypes)
3
Small scale improvements
Integrated plan for accessibility
from other transport modes but
without targets and measures.
Some access paths are secured
already.
Overall mobility service concept or
vision but without concrete
measures. Some services are
being tested or in operation.
Overall hub vision or concept but
without concrete measures. Some
services are being tested or in
operation.
4
Medium scale improvements and system-wide approach
Integrated plan for accessibility
from other transport modes with
targets and measures. Seamless
access to and integration with
some modes of transport.
Integrated concept or vision for
mobility services with targets and
measures. Collaboration with
public and private mobility service
operators.
Integrated concept or vision for
hub services with targets and
measures. Collaboration with
public and private hub service
providers
5
Best available technologies, management and practice
Integrated plan for accessibility
from other transport modes with
targets and measures. Seamless
access to and integration with all
relevant modes of transport.
Barrier free design. Seamless
travel.
Integrated concept or vision for
mobility services with targets and
measures. High quality
complementary mobility services
including information services and
seamless ticketing.
Integrated concept or vision for
hub services with targets and
measures. Broad spectrum and
high quality of public and private
hub services.
Weighting 40% 30% 30%
ID
NumberName of the Station Country Class/Tier Energy
Environ-
ment
Safety &
Security
Comfort &
Attract.
Mobility &
Hub
1* Kerpen Horrem Station Germany C ; 3 4 3,4 3,3 3,6 3,2
3* Berlin Central Station Germany E ; 1 2,3 1,7 3,3 3,0 3,6
4* Berlin Südkreuz Station Germany D ; 2 3 1,3 3,7 3 3
5* Utrecht Central Station Netherlands E ; 1 4,0 3,0 4,4 3,8 4,6
6* Rotterdam Central Station Netherlands D ; 2 33 2,5 3,3 3,6 4,4
10* Zürich Central Station Switzerland E ; 1 1,5 1,3 2,8 4,2 3,6
13* Accrington Eco StationUnited
KingdomB ; 4 3,7 2,8 2,6 2,4 2,8
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Figure 17 : Overview over the results of the sustainability assessment of best practices railway stations – part 2.
4.3 Examples for Sustainability Performances of best practice railway
stations
Berlin Central Station (Class E – tier1, Germany)
Figure 18 : Results of the sustainability assessment and Sustainability Performance Profile of Berlin Central
Station, Germany
The Sustainability Performance Profile of Berlin Central Station is characterized by a strong focus on
mobility & hub and thus on the economic performance. Both parts of the social performance –
safety, security & access as well as comfort & attractivity are also reaching relatively high scores. It is
ID
NumberName of the Station Country Class/Tier Energy
Environ-
ment
Safety &
Security
Comfort &
Attract.
Mobility &
Hub
15*Birminghanm New Street
Station
United
KingdomD ; 2 3,5 3,3 3,3 3,4 3,0
16* ANAPA Station Russia C ; 3 3,8 1,4 2 2,8 1,6
19* Yotsuya Station Japan D ; 2 3,7 2,1 2,0 3,0 2,0
25* Beijing South Station China E ; 1 3 2,1 3,7 3,4 3,8
29* Potenza Superiore Station Italy B ; 4 1,7 2,1 2,4 2,6 2,8
30* Fernando Zóbel Cuenca Spain B ; 4 3,8 3 2,3 3,8 2,6
31* Maya Station Japan C ; 3 4,0 2,4 2,6 3,0 2,0
� Multi Modality
Mobility Services
� Hub Services
Safety, Security & Access 3,3
Mobility & Hub 3,6
Energy 2,3
� Renewable Energy Generation
� Energy Efficiency Measures
� Energy Management
� Safety and Security
� Accessability
� Guidance and Passenger Info
Class E - Tier1
Sustainability Profile: Berlin Central Station
Environment 1,7
� Water Management
� Waste Management
� Eco-Design & Green Materials
Comfort & Attractivity 3
� Lighting
� Weather Protection, Ventilation
& Thermal Comfort
� Quality of Public Space
0
1
2
3
4
5energy
environment
safetycomfort
mobility
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obvious that the environmental dimension of sustainability with energy on the one side and
environment on the other side where not the primary objective when designing Berlin Central
Station. With 2,3 for the energy and only 1,7 for the environmental performance there is the greatest
potential for improvement of the overall sustainability performance.
Rotterdam Central Station (Class D - tier 2, The Netherlands)
Figure 19 : Results of the sustainability assessment and Sustainability Performance Profile of Rotterdam Central
Station, The Netherlands
The Sustainability Performance Profile of Rotterdam Central Station is balanced across the three
dimensions of sustainability – environmental, social and economic – and reaches especially high
scores for the economic dimension – mobility & hub (4,4) – and for the for the second part of the
social dimension - comfort & attractivity (3,6). Safety, security & access as well as energy
performance are also good with a rating of 3,3. The greatest potential for improvement is the
criterion environment with an average rating of 2,5. The performance for two sub-criteria – water
management and waste management could be upgraded from the current values of 1 and 2; the
third sub-criterion eco-design & green materials has already a high rating.
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Beijing South Station (Class E - tier 1, China)
Figure 20 : Results of the sustainability assessment and Sustainability Performance Profile of Bejing South
Station, China
The Sustainability Performance Profile of Bejing South Station is characterized by a strong focus on
the economic performance and the social performance. Mobility & hub is rated at 3,8. Both parts of
the social performance – safety, security & access as well as comfort & attractivity are also reaching
relatively high scores – 3,7 and 3,4. It is obvious that the environmental dimension of sustainability
with energy on the one side and environment on the other side where not the primary objective
when designing Bejing South Station. With 2,3 for the energy and only 1,7 for the environmental
performance there is the greatest potential for improvement of the overall sustainability
performance.
Maya Station (Class C - tier 3, Japan)
Figure 21 : Results of the sustainability assessment and Sustainability Performance Profile of Maya Station,
Japan
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The Sustainability Performance Profile of Maya Station is characterized by a strong focus on energy
performance – the rating here is 4,0. Environment – especially water management and eco-design
and green materials – reaches 2,4. The social performance is also relatively high – the second part
comfort & attractivity reaches 3,0 ; the first part safety, security & access is rated at 2,6. The greatest
potential for improvement of the overall sustainability performance is the economic dimension with
a mobility & hub rating of 2,0 with room for improvement for multimodality and mobility services.
Potenza Station (Class B - tier 4, Italy)
Figure 22 : Results of the sustainability assessment and Sustainability Performance Profile of Potenza Station,
Italy
The Sustainability Performance Profile of Potenza Station is characterized by a good performance in
the social and economic dimension. Comfort & attractivity reaches 2,4 and safety, security & access
2,6. Mobility & hub has a rating of 2,8 with high scores for public services. Energy and environment
were not the primary objectives of the reconstruction concept – the energy rating is 1,7 and
environment 2,1. Both aspects of the environmental performance offer great potentials for the
improvement of the overall sustainability performance.
5 Sustainability Impact Assessment
5.1 Introduction
The objective of the Sustainability Impact Assessment is to identify the impact of railway stations in a
wider - typically local and regional or even national – context. As for the performance assessment all
three dimensions of sustainability – environmental, social and economic – are covered:
Environmental Impact Assessment
An important component of the sustainability impact of stations is the overall environmental
performance (energy efficiency, carbon footprint, resource efficiency…., see above).
Economic and Social Impact Assessment
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Additional impacts of sustainable stations with regard to enhanced sustainability are generated e.g.
by contributions to
• Change of modal shift and green mobility
• Local and regional energy & resource systems
• Economic prosperity
• Public health
• Safety
The following chapters deal mostly with qualitative aspects of sustainability impact since
quantification is often either very difficult on the basis of the available data or generally not possible.
Quantification can be done for some aspects of the environmental dimension of sustainability –
namely for energy savings and carbon footprint – if the relevant data are available. Although the
social and economic dimensions have to be treated on a qualitative basis, interesting results can be
generated here leading to recommendations in these areas.
5.2 Sustainability Impact of station site & neighborhood
This chapter deals with the direct sustainability impact of the station site for all three dimensions of
sustainability.
Environmental Impact
The greatest contributions to the direct environmental impact of railway stations are generated by
the reduction of energy consumption and carbon footprint by using renewable energies, applying
energy efficiency measures and implementing energy management systems. Looking at the collected
best practices and the available literature, renewable energy generation and energy savings are
currently realized within the following ranges:
It should be noted here that the potential for energy savings listed in the table apply to the
implementation of energy efficiency measures in existing railway stations. By the consequent
application of eco-design approaches during the development phase for new station buildings and
refurbishment projects it is possible to reduce the energy consumption of those stations by another
10%-20% as compared to standard solutions.
Keeping in mind typical annual energy consumptions of railway stations from tier 1 to tier 4 this leads
to the following savings and impacts:
For a tier 1 – class E station it is therefore possible to save annually around 7.500 MWh of energy by
using renewable energy production (15%) and implementing energy efficiency measures with a
reduction potential of 15%; for a tier 3 – class C and tier 4 – class B&A station the whole annual
Energy impact tier 1 - class E tier 2 - class D tier 3 - class C tier 4 - class B & A
renewable energies 15% 25% 100% 100%
energy savings 15% 15% 25% 30%
Station Typical area m2 annual energy
consumption MWh
net energy savings
due to renewables
production MWh p.a.
net energy savings due
to ee measures MWh
p.a.
tier 1 - class E 100.000 25.000 3.750 3.750
tier 2 - class D 20.000 5.000 1.250 750
tier 3 - class C 2.000 500 500 125
tier 4 - class B & A 500 125 125 38
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energy consumption can be generated by means of renewables leading to annual savings of 500
MWh (tier 3 – class C) and 125 Mwh (tier 4 - class B&A).
The impact on carbon footprint is shown in the following table:
Further positive environmental impacts during operation can be archived by water management
(especially rain water collection and use and implementation of water saving technologies), waste
management. The environmental and carbon footprint of the construction of railway stations is
heavily depending on the use of materials and construction technologies. The application of eco-
design principles and green materials can lea here to a significant reduction of the footprint and thus,
a positive sustainability impact.
Social and economic Impact
The sustainability impact assessment for both dimensions is carried out on a qualitative basis.
Social impact of railway stations
The most important positive social impact of railway stations is connected with contributions to
safety and security of the station and its neighborhood, public health and quality of public space.
The most important positive economic impact of railway stations is connected with contributions to
multimodality and mobility services and thus increasing attractivity of public transport as well as
significant contributions to the spectrum and quality of public and commercial services. Other
aspects comprise the improvement of the overall quality and value of the neighborhood as
commercial, public and also residential areas.
5.3 Sustainability Impact of stations in the regional context
In the regional and even national context the most important impact of sustainable railway stations
is connected with their contributions to a more attractive and efficient public transport and transport
system as a whole leading to modal shifts for passenger transport in the mid- and long-term. Modal
shifts are of course not caused be an improved sustainability performance of a single railway station
but by an improved attractivity, performance and sustainability of the whole railway system including
stations, railway infrastructure and rolling stock.
The sustainability impact of railway systems due to improvements of the modal shift in passenger
transport can be very large on a regional, national and even international scale.
As an illustration: The average modal split in passenger transport in Europe (2010) was
Station Typical area m2
total energy savings
(renewables & ee),
MWh p.a.
Reduction of carbon
footprint (t CO2 p.a.)
tier 1 - class E 100.000 7.500 4.500
tier 2 - class D 20.000 2.000 1.200
tier 3 - class C 2.000 500 300
tier 4 - class B & A 500 125 75
Modal split in European transport Road Road Rail Air
(Data for 2010) private cars public
Transport volume, million pass km 4.858.000 600.000 404.000 524.000
Modal split, % 76,1 9,4 6,3 8,2
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The corresponding energy consumption for passenger transport in Europe was
A modal shift of only 1% from road to rail would lead to overall annual primary energy savings of 4 PJ.
A modal shift from air to rail in the same order of magnitude of 1% would lead to annual primary
energy savings of 20 PJ.
The corresponding annual reductions of the carbon footprint would be 6.2 million CO2 equivalents
for 1% modal shift from road to rail and 11.9 million t CO2 equivalents for a 1% modal shift from air
to rail.
Other important impacts of sustainable railway stations on the regional and national level comprise
contributions to public health & economic prosperity.
6 Guidelines and Recommendations
6.1 Sustainability Performance Assessment
Introduction
The Sustainability performance of a railway station can be assessed by the easy to handle multi-
dimensional assessment tool which has been developed within the framework of the SUSTAIN
project and presented in detail in chapter 4.
This assessment tool covers all three dimensions of sustainability – environmental, social and
economic – and can be applied to existing railway stations as well as to new stations and
refurbishment projects.
Figure 23 : Multi-dimensional tool for the assessment of the sustainability performance of railway stations
Primary Energy Consumption Rail Air
(Data for 2010)
primary energy, PJ 108 302
share of consumption, % 4,8 13,4
Road
public & private
1.837
81,8
� Multi Modality
Access & Integration
� Mobility Services
� Hub Services
Safety, Security & Access Mobility & HubEnergy
� Renewable Energy Generation
� Energy Efficiency Measures
� Energy Management
� Safety and Security
� Accessability
� Guidance and Passenger Info
Range of Application: Station Type (tier1, tier2, tier3, tier4) Project Type (newly build, refurbishment, extension)
Sustainability Performance Assessment
Environment
� Water Management
� Waste Management
� Eco-Design & Green Materials
Comfort & Attractivity
� Lighting
� Weather Protection, Ventilation
& Thermal Comfort
� Quality of Public Space
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The practical application of the tool has shown that it is indeed very easy to handle and the effort for
assessing the sustainability performance of a railway station is low. There are two main ways in
which the assessment tool can be used:
1) As a Screening Tool for a larger number of stations
2) As a tool for a more detailed assessment of selected railway stations.
The effort for the use as a Screening Tool can be estimated to be between 20 and 40 min per station.
This is a very low assessment effort and allows for the screening of a larger number of railway
stations resulting in a very good overview over the sustainability performances of a larger group of
railway stations of a railway company and can provide a solid basis for the elaboration of a
sustainable stations strategy.
The effort for applying the tool in order to get a more detailed assessment of a selected number of
railway stations can be estimated to be between 2 and 3 hours per station. This value is low enough
to allow for a detailed evaluation e.g. of a set of pre-selected good practice examples of a railway
company or across different railway companies or of a project for a new railway station or the larger
reconstruction of an existing one.
Guidelines and Recommendations
1. Identify the primary objective of the assessment since information requirements and effort for
the assessment differ
a. Scanning of a larger number of railway stations in order to get an overview over their
sustainability performance or
b. More detailed assessment of a single railway station or a selected number of railway
stations
For scanning purposes the information requirements are much simpler than for a detailed
assessment. Quantitative information about the sustainability performance - e.g. values for energy
efficiency, carbon footprint, resource efficiency is not needed. For the attribution of performance
values ranging from 1 to 5 for each sub-criterion qualitative information e.g. about the measures and
activities in the relevant area are sufficient. Availability of the required qualitative information
provided, the effort for assessment lies typically between 20 and 40 min per station assessment. A
more detailed assessment also relies mostly on qualitative information but can be complemented by
quantitative information for some sub-criteria such as the rate of renewable energy production, key
performance indicators (KPIs) for the energy efficiency of the building or KPIs for multimodality. The
effort of a more detailed assessment of the sustainability performance of a railway station lies
typically between 2 and 3 hours if the necessary data and information are available. The time needed
for data and information acquisition by means of desk research and interviews is not included in this
estimation.
2. If you are assessing a group of railway stations and are interested in a comparison of their
performances - Be sure that the railway stations belong to the same class or category
� Class E - Tier1 station (“Rail Cities” – international stations, in Metropolitan
Areas/Agglomerations, >200.000 daily passengers; C>4)
� Class D - Tier2 stations ( Mainline stations, urban areas, big & medium sized
cities; between 20.000 and 200.000 daily passengers, 3<C<4)
� Class C - Tier3 stations (secondary stations, stations in rural areas, smaller
cities, suburbs; between 7.500 and 20.000 daily passengers, 2<C<3)
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� Class A & B - Tier4 stations (tertiary stations, small stations and stops in rural
areas; up to 7.500 daily passengers, C<2)
since performances across categories are not comparable. Furthermore, it is important to
distinguish between the different project types:
� existing stations
� projects for new stations and
� projects for the refurbishment of existing stations
Since the range of applicable solutions for the improvement of the sustainability
performance of stations varies greatly between these three project types.
3. If information and data needed for the assessment of the sustainability performance are not
readily available they have to be collected and documented first. Fact sheets derived from the
multi-dimensional assessment tool can be used for an optimized and structured information
collection (see appendix).
4. If information and data needed for the assessment are incomplete or even fragmentary, the
corresponding tables of the assessment tool can be used for a quick gap analysis. Simply tick all
the areas where information is already available and marks those where information is either
incomplete or missing. The result is good overview over the information gaps which can be used
for a more targeted information search.
5. In order to guarantee a high quality of the assessment results, the ratings in each sub-criterion
should be labelled with a reliance parameter:
a. H – for high reliability,
b. M for medium reliability and
c. L for low reliability.
This rating gives a good overview over the quality level of the assessment and at the same time
over the improvement potential for future updates.
6. A good method to assure a good quality level of the assessment is to perform it with an expert
group in a workshop-like mode. This gives ample opportunity for the exchange of knowledge and
differing perspectives and provides the basis for a high quality consensus oriented assessment.
7. Since the assessment of the sustainability performance of a railway station is always a snapshot
and depends on the time of the assessment as well as on the information available at that time,
the assessment date and the sources used should be stated explicitly.
6.2 Improvement of sustainability performance of railway stations
Introduction
The comparison of the collected best practices examples with the current status quo at railway
stations and the application of the multi-dimensional assessment tool have shown that there is a
significant potential for the improvement of the sustainability performance of railway stations.
The best performing stations show that optimal results are reached by an integrated and balanced
approach which addresses all three dimensions of sustainability – the ecological, social and economic
at the same time.
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A first step before improving the sustainability performance of a station should be to establish a solid
baseline and knowledge about the current performance. This can be done in two phases: phase one
is survey of sustainability actions and measures – ecological, social and economic ones, phase two
starts with a screening of the actual sustainability performance followed by a detailed assessment.
The results of this process are an inventory of activities and measures and a Sustainability
Performance Profile.
They provide a good overview over the existing strengths – in terms of the main focus of actual
sustainability performance (ecological focus, social or economic focus – or already balanced
performance) – and the potentials for future improvement of the performance.
The next step is to set up an integrated strategy for the improvement of the sustainability
performance (see chapter A3) including the definition of short-term, mid-term and long-term targets
for the improvement. One should always start with the already existing strengths of the sustainability
performance of the station and broaden the scope and range of activities successively during the
implementation process.
When defining and planning improvement measures take care that they are compatible with other
development and performance objectives for the station (improving costumer service, economic
efficiency of operation, safety of the station, objectives of the maintenance program etc.) and are
not simply add-ons. Thus, the improvement of sustainability performance will be part of an
integrated process with a high synergy potential and there is a much higher chance of the process
becoming also an economic success.
For the set-up of the sustainability strategy and the definition of the measures and activities, a
stakeholder consultation process with internal and external stakeholders of the station should be
initiated to achieve a high acceptance of the program and to get the best commitment from all
relevant partners.
Improvement of the ecological performance
The ecological performance of a railway station can be improved in different ways. The spectrum of
applicable measures varies with the type of project you are dealing with: the greatest spectrum is
available for the new construction of a railway station, some restrictions apply for reconstruction
projects and more requirements have to be taken into account for existing stations which shall be
upgraded during full operation. A good example is the use of green materials and the application of
eco-design concepts. Both measures can be easily integrated into new construction projects and with
some restrictions into the planning of big reconstruction projects but are not feasible for smaller
upgrades or improvements of existing railway stations.
First measures for improving the environmental performance of a railway station are often focused
at the improvement of the energy efficiency and energy performance. The fact that many of the
measures in this area are cost-efficient and have comparably short payback times is a potent driver
and makes energy efficiency a top priority.
Easy to implement measures include
• upgrade of the existing lighting system with LED technology
• installation of solutions for the control and management of the lighting and heating/cooling
level
• installation of easy to integrate PV modules for regenerative energy production
• change the energy procurement to a greener energy mix
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• fit the escalators and elevators with control units for energy efficient operation
In a second stage more complex measures can be implemented
• Integration of other renewable energy sources such as geothermal and solarthermal energy
generation and efficiency technologies such as heatpumps and co generation of power and
heat
• Installing an integrated management system for the energy supply and energy efficiency
management at the system level
• Upgrading the lighting system to a smart solutions with occupancy dependent lighting of
platforms, lighting level automatically adjusted according to ambient light level and
conditions
• Upgrading the heating and cooling system to a smart solution with the reuse of waste heat,
adaptation of the heating and cooling levels in dependence of the ambient conditions, use of
ambient air for heating and cooling purposes
Long-term objectives and measures can focus at
• Targeting more than 50% of regenerative energy sources for the energy supply of the station
or even fully autonomous energy supply
• Integration of energy storage technologies
• Integration of the energy concept of the railway station into the energy system of the
neighborhood (smart grids & integrated energy systems)
With respect to the improving the second part of the environmental performance – water, waste and
eco-design% green materials, easy to implement measures include
• Installing a system for waste separation and collection in the public areas of the station, in
the shops and offices
• Using rain water for irrigation purposes
A second stage of performance improvement could comprise measures as
• Implementing a waste management system with a high priority on recycling
• Implementing a sophisticated rain water and waste water management system focusing at a
an efficient use of water
• Combined water efficiency and energy efficiency measures
Long-term objectives and measures can be
• Upgrading the buildings step by step according to eco-design principles
• Replacement of interior design elements, furniture etc. by ones made of green materials
when scheduled maintenance and upgrading activities are due.
For a continuous and systematic improvement of the environmental performance of a railway station
the set-up of an integrated energy and environmental strategy, the definition of short, mid-term and
long-term objectives and target values and the implementation of the monitoring of the
performance is highly recommended.
The lanes of action for the improvement of the ecological performance are shown in the following
two figures, where the x axis shows the complexity of the measure and the y axis the time horizon
for implementation:
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Figure 24 : Lanes of Action for the Improvement of the Ecological Performance of Railway Stations (Energy)
Figure 25 : Lanes of Action for the Improvement of the Ecological Performance of Railway Stations
(Water, Waste & Eco-design/Green Materials)
Procurement of Green Energy
Co
mp
on
en
tS
yste
m
Short term Mid term Long term
Control & Management
lighting, heating, cooling
Complexity
Upgrade of Lighting System
(LED Technology)
Improvement of the environmental performance 1
Energy
Time horizon for implementation
mediumshort long
Payback time
Control & Management
elevators, escalators, ventilation
Installation of PV Modules
Heatpumps, Co-generation
Integrated Energy Efficiency Management
Smart Lighting System
Smart Heating & Cooling System
Full scale Green Energy Production
Integrated Railway Smart Grids
Combined water efficiency &
energy efficiency measures
Co
mp
on
en
tS
ys
tem
Short term Mid term Long term
Rain-Water Use (irrigation)
Complexity
Waste Separation
Improvement of the environmental performance 2
Water, Waste, Eco-Design
Time horizon for implementation
mediumshort long
Payback time
Waste Management, Recycling
Rain water & waste water management system
Building upgrade according to eco design
Systematic use of green materials
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There is a great variety of best practice examples to learn from (see the best practice collection of
the SUSTAIN project in the first part of the final report).
An example of a railway station with a high score for both criteria of the environmental performance
(energy and water/waste/eco-design & green materials) is Kerpen Horrem Railway Station in
Germany. The Sustainability Performance Profile of Kerpen Horrem Station is shown in the following
figure:
Figure 26 : Sustainability Performance Profile of Kerpen Horrem Station, Germany
The combined score for the environmental performance is 7,4 – the highest combined environmental
score in the current best practice collection. While most environmental friendly stations focus
primarily on the energy performance, the integrated approach for the new Kerpen Horrem Station
was characterized by a high priority for all aspects of the environmental performance. In addition to
an integrated green energy concept with a broad spectrum of applied energy efficiency and
renewable energy measures, eco-design principles were applied consequently, green material used
and water and waste management concepts implemented.
Improvement of the social performance
There is a broad spectrum of measures for the improvement of the social performance of a railway
station. Since many of the applicable measures are “soft measures” the restrictions and additional
requirements for reconstruction projects or for the enhancement of existing stations during every
day operation are much smaller than for ecological measures.
First measures for the enhancement of the social performance of a railway station are often
focussing at the following fields of action:
• Safety & security
• Passenger guidance and information
• Comfort (especially quality of lighting)
With regard to the first part of the social performance – safety, security and accessibility - easy to
implement concrete measures include
• Implementing a SOS functionality and installing CCTV at hot spots
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• Qualify the personnel with respect to safety and security issues
• Improve accessibility for handicapped people
• Improve passenger information and guidance by means of improved signs & symbols, more
information points, bigger displays
In a second stage more complex and integrated measures can be targeted
• Setting up a dedicated plan for safety and security at the station with quantified targets and
the continuous monitoring of the related performance
• Implementation of a full scale emergency plan and the corresponding processes
• Implementation of a dedicated passenger guidance system with intuitive navigation inside
and around the station, implementation of easy to use apps for guidance and navigation
Long-term objectives and measures in the social area can focus at
• Full barrier free access to the station
• Monitoring and optimizing passenger flow in real time by means of an adaptable guidance
system
• Integration of the emergency strategy of the station into the emergency concept of the
neighbourhood
For the second part of the social performance – comfort and attractivity –measures with low barriers
for implementation include
• Enhancement of lighting levels at platforms and inside the station building
• Installing wind shields on the platforms and / or installing protected waiting zones
• Upgrading of waiting areas (furniture, colours, lighting concept)
In the mid-term perspective, more sophisticated measures can be addressed
• Advanced lighting control and improvement of the overall quality of lighting (strong link to
the environmental performance)
• Advanced thermal and ventilation control and improvement of the overall thermal comfort
(strong link to the environmental performance)
• Integrated functional and aesthetic upgrading of the public space including waiting areas
• Establish the railway station as a high quality location for public events
Long-term options for the improvement of the performance comprise
• Use of eco-design principles and high quality green materials for the public space
• Integrated system for smart control of lighting, heating, cooling and ventilation with targets
and monitoring, integration into the overall energy management and energy efficiency
strategy
• Creating a unique building identity for the railway station
For a continuous and systematic improvement of social performance of a railway station the set-up
of an integrated safety & security, accessibility, comfort and public space strategy, the definition of
short, mid-term and long-term objectives and target values and the implementation of the
monitoring of the performance is highly recommended.
The lanes of action for the improvement of the social performance are illustrated in the following
two figures. The x axis shows the complexity of the measure and the y axis shows the time horizon
needed for implementation:
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Figure 27 : Lanes of Action for the Improvement of the Social Performance of Railway Stations
(Safety, Security & Accessibility)
Figure 28 : Lanes of Action for the Improvement of the Social Performance of Railway Stations
(Comfort & Attractivity)
Better signs & symbols, screens
Co
mp
on
en
tS
ys
tem
Short term Mid term Long term
Qualify Personnel (safety & security)
Complexity
SOS Functionality & CCTV
Improvement of the social performance 1
Safety, Security & Accessibility
Time horizon for implementation
mediumlow high
Cost Level
Improve Accessibility for Handycapped
Safety & Security Plan with Targets
Full barrier free access
Dedicated Passenger Guidance & Info System
Full scale Emergency Plan & Procedures
System for optimized passenger flow
Wind shields, weather protection
Co
mp
on
en
tS
ys
tem
Short term Mid term Long term
Upgrading waiting areas
Complexity
Enhancement Lighting Levels
Improvement of the social performance 2
Comfort & Attractivity
Time horizon for implementation
mediumlow high
Cost Level
Advance Lighting Control (quality)
Upgrading of quality of public space
Eco-design of public space
Establish as location for Public events
Integrated quality management
(lighting, heating, cooling)
Advance Climate Control (quality)
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There are many interesting best practice examples to learn from (see the best practice collection of
the SUSTAIN project in the first part of the final report).
An example of a railway station with a high score for both criteria of the social performance (safety,
security & accessibility and comfort & attractivity is Utrecht Central Station in The Netherlands. The
Sustainability Performance Profile of Utrecht Central Station is shown in the following figure:
Figure 29 : Sustainability Performance Profile of Utrecht Central Station, The Netherlands
The combined score for the social performance is 8,2 – the highest combined social score in the
current best practice collection. Utrecht Central Station has a very balanced Sustainability Profile
with high scores in all three dimensions and five criteria of sustainability performance because of a
highly integrated approach for the reconstruction of this important Dutch railway station. Measures
for the improvement of the social performance at Utrecht Central Station comprise a clear and
transparent design of the public space with a high safety and security standard, the implementation
of a modern 1.000 m² control floor that provides a large open space from which the 100 staff have a
view of the tracks and the surrounding area, a fully integrated passenger information and guidance
system, the Integration of the energy system of the station into the energy system at district level, a
barrier free design of the public facilities among others.
Improvement of the economic performance
The economic performance of a railway station with regard to the criteria “multi-modality” and “hub
functions” can be improved by a variety of measures – ranging from constructional and technological
to organizational and social ones.
Easy implementable measures include
• Provide safe and easy accessible parking places for bikes and cars
• Improve the interfaces with public transport – shared real time passenger information,
optimized guiding system
• Provide mobility services as e.g. car-sharing, rental bikes including e-cars and e-bikes
• Provide access to mobility services also by means of easy to use apps and machines with
optimized user interfaces
• Display information about the neighbourhood of the station and the city
� Multi Modality
Mobility Services
� Hub Services
Safety, Security & Access 4,4
Mobility & Hub 4,6
Energy 4,0
� Renewable Energy Generation
� Energy Efficiency Measures
� Energy Management
� Safety and Security
� Accessability
� Guidance and Passenger Info
Class E - Tier1
Sustainability Profile: Utrecht Central Station
Environment 3,0
� Water Management
� Waste Management
� Eco-Design & Green Materials
Comfort & Attractivity 3,8
� Lighting
� Weather Protection, Ventilation
& Thermal Comfort
� Quality of Public Space
0
1
2
3
4
5 energy
environment
safetycomfort
mobility
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More complex measures and activities can be implemented in a mid-term perspective
• Strategy for the integration with all other means of transportation relevant for the railway
station with a special focus on public transport and bikes, harmonization of time schedules
• Provide more sophisticated mobility services such as trip planning and integrated ticketing,
comfortable booking and reservation services for other means of transport, calculation of the
carbon footprint of single travel activities and the whole travel profile, video-conferencing
services, charging facilities for e-cars and e-bikes, intermodal luggage services
• Provide a significant number of modern, protected, free of charge bike parking places with
integrated rental and repair services
In a long-term perspective, measures such as
• Set-up of a dedicated multi-modality strategy with seamless ticketing and seamless
information flow, optimized interfaces between the different transport modes and easy
physical access from and to all other transportation modes
• Realization of a hub concept with a broad spectrum of public and private services
can be targeted.
As for the ecological and the social dimension of sustainability, the definition of short, mid-term and
long-term objectives and target values and the implementation of the monitoring of the
performance is highly recommended in order to insure the continuous and systematic improvement
of the economic performance of a railway station.
The following figure shows the lanes of action for the improvement of the economic performance of
railway stations. Here the x axis shows the complexity of the measure and the y axis shows the time
horizon needed for implementation:
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Figure 30 : Lanes of Action for the Improvement of the Economic Performance of Railway Stations
(Mobility & Hub)
An example of a railway station with a high score for the economic performance (mobility & hub
services) is Rotterdam Central Station in the Netherlands. The Sustainability Performance Profile of
Rotterdam Central Station is shown in the following figure:
Figure 31 : Sustainability Performance Profile of Rotterdam Central Station, The Netherlands
The score for the economic performance is 4,4 – the second highest economic score in the current
best practice collection. Rotterdam Central Station has also a balanced Sustainability Profile with high
scores in all three dimensions and five criteria of sustainability performance due to a highly
Improve interfaces with Public Transport
Co
mp
on
en
tS
ys
tem
Short term Mid term Long term
Basic Mobility Services
Complexity
Safe Parking for Bikes & Cars
Improvement of the economic performance
Mobility & Hub
Time horizon for implementation
mediumlow high
Cost LevelMobility Apps & Neighbourhood info
Integration strategy with other Transport Modes
Hub concept with advanced Public and Private Services
Advanced Mobility Services
Dedicated Multi-Modality Strategy & Measures
Advanced Bike Services
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integrated approach for the reconstruction project. In comparison to Utrecht Central Station it has a
slightly lesser focus on environmental performance. Measures for the improvement of the economic
performance at Rotterdam Central Station comprise the significant enhancement of the multi
modality of the station by improving the interfaces between rail and road and rail and other forms of
public transport. Modern facilities for parking more than 5.000 bicycles and 750 cars are provided
under the square in front of the station with quick access to the station. Services for buses, taxis and
trams, have been relocated to free up space for pedestrians and improve the quality of space and the
provided services. A broad spectrum of mobility services have been implemented ranging from
information and ticketing services, car sharing and park & ride services to bike repair facilities. The
mobility services are complemented by a wide range of other public and private services.
6.3 Implementation of a sustainable stations strategy
• Develop an integrated and balanced sustainability stations strategy addressing all three
dimensions of sustainability – ecological, social and environmental.
• Initiate a stakeholder consultation process accompanying the strategy development in order
to use valuable input and resources from employees, partners, NGOs and other stakeholders
and to insure a high acceptance of the strategy and of the implementation of the measures
• Link the sustainability stations strategy to the strategy of the neighborhood and the city in
the very early development stages to ensure maximum synergies
• Integrate the sustainable stations strategy with the overall environmental and sustainability
strategy of the company
• Set clear short-term, mid-term and long-term targets and monitor the performance
continuously on the basis of clearly defined Key Performance Indicators (KPIs)
• Exchange experiences and knowledge with other railways on a regular basis
• Use the Multi-Dimensional Assessment tool for a regular assessment of the sustainability
performance of the railway station.
7 Guidelines and Recommendations for Standardization
7.1 Introduction
Although sustainability is a widely accepted approach for future development and more and more
companies are implementing their own sustainable development strategy, the operationalization of
sustainability for a certain sector or field of activity is still very complex and far from harmonized or
even standardized.
The implementation of a standardization process for the sustainability of railway stations covering
the assessment of sustainability performance, reporting & documentation, performance monitoring
and quality management would support the development of a commonly accepted sustainability
strategy for railway stations and could contribute to the sector-wide improvement of the
sustainability performance.
The following chapter describes the outline of a future standardization process covering the
implementation of stakeholder integration and consultation, the standardization issues to be
covered and a possible timeline and first steps.
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7.2 Outline of a Standardization Process
Stakeholder Integration & Consultation
A prerequisite for a successful standardization process is the early integration of all relevant
stakeholders. This could be done by the initiation of a stakeholder integration and consultation
process. Regarding the sustainability performance of railway stations, relevant stakeholders are
railway station managers, energy and environmental experts from railway companies, sustainability
experts, representatives of NGOs, policy makers, representatives of the European Commission, CSR
experts of railway companies.
The stakeholder integration and consultation process can be started by a kick-off workshop where
the current status of sustainability assessment of railway stations is presented and expectations and
requirements of the different stakeholders for the process are collected and documented.
A second step could be the implementation of a dedicated task force for preparation and
organization of the standardization process by the station managers – e.g. as a subgroup of the
Station Managers Global Group (SMGG) at UIC.
As a third step a consultation group with representatives of the most relevant stakeholders could be
initiated which would be in close contact with the task force for the standardization process and give
regular feedback on the output of the task force.
By implementing this process, a high commitment for the standardization process and a good
common acceptance of it’s outcomes can be ensured.
Standardization Issues
A successful standardization process for sustainable railway stations should focus on the following
highly relevant issues
1) Methodology and Tool for the Assessment of Sustainability Performance
A key objective of the process should be the standardization of the methodology and tool for the
assessment of the sustainability performance of railway stations and the creation of Sustainability
Performance Profiles for stations in order to guarantee reliable, objective and comparable
assessment results. Since the methodology and multi-dimensional assessment tool developed within
the framework of the SUSTAIN project are transparent and easy to handle we suggest to use these to
start the process and adapt the tool during the stakeholder consultation process where necessary.
The finalized tool should be documented in the methodology part of the standardization leaflet
including a detailed definition and description of each assessment criterion and sub-criterion, the
assessment scale with the corresponding values and the weighting factors followed by a step by step
description of the assessment process.
2) Formats for data collection and documentation (fact sheets)
In order to get comparable information and data for the assessment of the sustainability
performance of railway stations, the formats for data collection and documentation including the
main categories, level of detail etc. should be standardized. We recommend the task force to develop
well designed fact sheets for easy data collection – one for all information and data concerning the
sustainability performance of a railway station and one the structured documentation of best
practice examples.
3) Procedures for data collection (frequency, processes, responsibilities)
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The procedures for data collection should be agreed upon early in the process. It makes sense to
launch a broad survey on the sustainability performance of railway stations in the first phase of the
standardization process - as soon as consensus is reached about the assessment tool and the formats
for data collection. Updates of the database could be performed once a year by means of a smaller
scale survey. It is necessary to appoint an institution or task force explicitly as being responsible for
the whole process of collection and documentation of data.
4) Quality management and control
The caretaker of the data collection and documentation process should also be responsible for
monitoring and quality management. This includes the quality check of the filled-out fact sheets for
best practice examples and sustainability performance of stations, of the assessment results
documented by means of assessment reports and Sustainability Performance Profiles as well as the
quality control of the reporting and documentation process of the results.
5) Reporting
Reporting of the results of the information and data collections process and the assessment of the
sustainability performance of railway stations should be also undertaken in a standardized way. We
propose to publish a first best practice collection comprising the respective fact sheets from the fist
survey followed by a regular update report on best practices one per year. In-between this publishing
cycle, an annual assessment report containing the newest results of the sustainability assessment of
stations and their Sustainability Performance Profiles could be published.
Timeline for a Standardization Process
A standardization process for sustainable involving many stakeholders in different countries and
includes assessment and reporting activities is a complex procedure which needs time and resources.
Looking at comparable processes within the railway sector the process can be estimated to require
between 2 and 5 years.
If the community wants a fast process, a dedicated taskforce should be set up immediately and be
granted the necessary resources. As for the implementation of a sustainability stations strategy the
process can be accelerated and improved by the implementation of a stakeholder consultation
process at the very beginning of the standardization activities.
The standardization process should be organized and monitored by the UIC in order to guarantee a
broad participation and maximum acceptance of the results.
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8 Appendix
8.1 Appendix A: Fact Sheets for the most relevant best practice examples
Best practice No 1 – Kerpen Horrem Railway Station, Germany
Name of the Railway Station KERPEN HORREM
source http://www1.deutschebahn.com/ecm2-susstation/start/projects/project_stationgreen.html
Typology of the Station � Classm C - Tier 3 (about 12.000 passengers per day)
Country Germany
Project type � New construction
State of implementation � Fully implemented
Project focus
Project name and aims StationGreen
Short project description or link to the project Website
http://www1.deutschebahn.com/ecm2-susstation/start/projects/project_stationgreen.html
Key sustainability area of the project
� Environmental
Environmental performance (applied Technologies and Measures)
Energy Combining use of daylight with energy-saving LED technology. At dusk a switch reacts to the fading light outside and blends in artificial light as needed. Light fixtures fitted with LEDs in public areas leads to a significant reduction of maintenance costs.
A photovoltaic system feeds energy back into the public grid.
On the roof thick-film PV modules produce an output of 38.2 kW. The total output per year is around 35,000 kWh.
A heat pump system allows water to circulate via probes in the ground and delivers energy to heating appliances and underfloor heating. Heating via solar collectors is also utilized to generate hot water for facilities inside the building. The ventilation system will involve as much waste heat recovery as is possible
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Water Rainwater percolation on the roof and on the land surrounding the building reduces what is known as the heat island effect. Integrated water management with use of collected rainwater for sanitary uses.
Carbon Footprint The station has zero carbon footprint (CO2 neutral) for its operation since the total energy supply calculated for the year is met by the combined output of the photovoltaic and thermal solar energy systems.
The carbon footprint of the construction has been kept low due to sourcing building materials from the surrounding region (e.g. for the cladding)
Eco-design (construction and EOL)
Maximum use of natural light; transparency for good orientation. Large windows and reflector elements redirect natural light into inner areas of the building. Green roof for better thermal insulation (natural HVAC).
Green materials for construction
The station's facade is made up of around 52% glass, which in the winter months means that the sun's energy can be used to heat parts of the building. The supporting structure for the roof is a ribbed construction in laminated veneer lumber: wood as a material has the advantage of being a fully renewable resource. Focus on green materials for construction and local sourcing of building materials.
Social performance (applied Technologies and Measures)
Accessibility of the station Full barrier-free access
Economic performance/ Smart mobility (applied technologies and Measures)
Multimodality Multimodal transport hub, optimized interfaces between transport modes (railway, public busses, private cars, bikes)
Mobility services 24/7 video conferencing with travel services, free high performance WLAN access
Passenger flow and guidance Optimized passenger guidance and flow supported by excellent lighting and high transparency.
Attractiveness/Passenger Comfort:
Increased attractiveness of the station and higher comfort level due to well-designed central open reception and waiting area. Public energy meter (showing the energy balance of the railway station including the renewable energy production).
Additional comments
StationGreen Kerpem-Horrem is an essential part and pilot project of the DB strategy 2020 which aims at DB becoming market leader, top 10 employer and environmental pioneer at the same time thus integrating economic, social and environmental aspects of sustainability.
An important aspect of the improved economic performance is the modular building concept which allows easy and cost efficient extension and adaption to growing future demand.
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Best practice No 4 – Berlin Südkreuz Station, Germany
Name of the Railway Station BERLIN SÜDKREUZ TRAIN STATION
Source: noirberts-artige-fotos.com
Typology of the Station � Class D - Tier 2 (more than 100.000 per day) 1, 10 platforms 2
Country Germany
Project type � Large scale reconstruction
State of implementation � Fully implemented
Project focus
Project name and aims “StationGreen - Südkreuz Intelligent Mobility Station”
Key sustainability area of the project
� Environmental
� Economic/ Smart mobility
Environmental performance (applied Technologies and Measures)
Energy Micro smart grid integration and renewable electricity generation for electric mobility 3
Solar cells and two wind generators together with an ESS (energy storage system) provide energy for charging infrastructure for electric cars, pedelecs as well as electric public transport busses (via induction).
Emissions Reduction of Diesel emissions by means of electro mobility: Bus line 204 from BVG drives electrically from Südkreuz to Zoologischer Garten
Social performance (applied Technologies and Measures)
Safety and security For Emergency and information it is possible, at any time, to contact directly the 3-S Zentrale (Tel.: +49 30 297-1055). In addition a security team is present at the station. The Federal
1 https://www.einkaufsbahnhof.de/berlin-suedkreuz/berlin-suedkreuz-solaranlage-a8653
2 https://de.wikipedia.org/wiki/Bahnhof_Berlin_S%C3%BCdkreuz
3 http://files.messe.de/abstracts/67166_Florian_Schaller_Mob_Stat_Suedkreuz_Asia.pdf
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Police is responsible for policing activities in the field of railway facilities.
Accessibility of the station Barrier free accessibility and special service for people with restricted mobility are available. Orientation system for blind people 4 5
Economic performance/ Smart mobility (applied technologies and Measures)
Multimodality Bicycle parking is provided.
Mobility services Electric bicycles with the “Call a Bike” rental service and electric car sharing service are provided.
Ticket vending machines. Travel centers. Lockers are provided in the west and east hall.
Passenger flow and guidance Indoor navigation6
Transport & passenger Information flow
Mobility monitors show the current departure times of long-distance buses and the locations of bike and car sharing services7. Indoor navigation application8
Attractiveness/Passenger Comfort:
Shops and services are available 9, Free WiFi
Best practice No 5 – Utrecht Central Station, The Netherlands
Name of the Railway Station UTRECHT CENTRAL STATION
source :http://www.cu2030.nl/page/kantoren-mineurslaan
Typology of the Station � Class E - Tier 1 More than 180,000 passengers per day, 16 platforms10,
4 http://www.s-bahn-berlin.de/fahrplanundnetz/bahnhof/suedkreuz/119
5 http://nullbarriere.de/berlin-hauptbahnhof.htm
6 http://files.messe.de/abstracts/67166_Florian_Schaller_Mob_Stat_Suedkreuz_Asia.pdf
7 https://www.berlin-partner.de/fileadmin/user_upload/01_chefredaktion/02_pdf/03_meta/32/berlin-to-
go/Berlin-to-go_2015-01_en.pdf
8 http://www.emo-berlin.de/en/emo-atlas/electromobility-sites/
9 https://www.einkaufsbahnhof.de/berlin-suedkreuz/branchenuebersicht
10 https://en.wikipedia.org/wiki/Utrecht_Centraal_railway_station
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Country The Netherlands
Project type � New construction
� Large scale reconstruction
Project duration Ongoing (2016)
State of implementation � In Implementation
Project focus
Project name and aims “Utrecht 2030”: Utrecht is building a new Central Station Area and is reconstructing part of the old one
Key sustainability area of the project
� Environmental
� Social
� Economic/ Smart mobility
Environmental performance (applied Technologies and Measures)
Energy As part of Climate-KIC’s Smart Sustainable Districts Program the Utrecht Central Station is set to become a global exemplar project for testing smart, sustainable systems: Opportunities for co-development include:
• hybrid systems for heating and cooling at district level using a thermal energy storage (TES) for heating and cooling offices and stores and highly energy efficient frequency controlled heat pumps
• use of local renewable power e.g. for smart solar electric vehicle charging. 11
• Replacement of old canopies for three new canopies with solar cells. The solar cells will provide energy for lighting, escalators and lifts.
• Smart lighting concept with focus on optimum us of ambient light.
The new traffic control centre (so-called Corten) is a sustainable building which is built using triple glazing, solar cells and hybrid chillers.
Waste Waste separation at the source and dedicated recycling system, pilot station for separate paper collection and recycling, Green Deal program for waste management at stations.
Water Water retention and active rain water management.
Carbon Footprint By means of the thermal energy storage system for heating and cooling the annual carbon footprint of the station was reduced by 0.5 million kg of CO2
Eco-design (construction and EOL)
The new canopies are made of steel and translucent curved glass with a new lighting concept of natural and artificial light.
The new Central Station Area, water will flow once again in the canal that was filled in during the 70’s.
Green spots, cool spots, roof top farming, water retention for an efficient and clean personal mobility.
Green materials for construction
For the exterior of the Corten building a steel type with a typical rust brown color has been used which also functions as a
11 http://www.climate-kic.org/wp-content/uploads/2013/04/Smart-Sustainable-Districts_Climate-
KIC_external.pdf
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natural sunscreen. In addition to the use of sustainable materials the new traffic control is also used as a pilot site for raw materials management and new purchasing systems, where purchasing forms the starting point 12
Social performance (applied Technologies and Measures)
Safety and security A modern control centre was opened in 2014: the 1000 m² control floor provides a large open space from which the 100 staff have a view of the tracks and the surrounding area 13
Community engagement: Integration of the energy system of the station into the energy system at district level with benefits for both sides.
Accessibility of the station Accessible Toilets, Elevator, Boarding Ramp, Travel Assistance, Tactile paving, Accessible Platforms14
Economic performance/ Smart mobility (applied technologies and Measures)
Multimodality Bus and tram services. You can park your bicycle at a free bicycle park or store it with a supervisor present during opening hours. Because of the huge number of cyclists, the world´s largest 3-floor bicycle parking station for 12,500 bicycle is under construction (completion is foreseen in 2018)
Mobility services Cars and bicycles can be rent. At most locations, you can get your bicycle repaired 1516. Ticket Machine and NS-Service Desk are available.
Passenger flow and guidance The “Station Transfer Model” allows professionals to estimate passengers flows at stations and to use it for understanding and optimizing their processes 17
Transport & passenger Information flow
Dynamic Traffic Information System (Dynamische Reis Informatie Systeem, DRIS)18 19 (pilot): via displays at the stops buses depart from, overview screens at central points and overview screens in the main hall of the station.
Attractiveness/Passenger Comfort:
Many shops and restaurants are available within the station20. Besides, the station is attached to the biggest shopping centre in the Netherlands (Hoog Catherijne).
12 http://www.tttbv.nl/en-us/news/traffic%20control%20centre%20rail%20utrecht%20ready.aspx
13 http://www.archdaily.com/639305/train-control-centre-utrecht-de-jong-gortemaker-algra
14 http://www.ns.nl/en/stations/utrecht-centraal.html#
15 http://www.ns.nl/en/stations/utrecht-centraal.html#
16 http://www.dutchnews.nl/news/archives/2014/04/utrecht_to_build_worlds_bigges
17 abstracts.aetransport.org/paper/download/id/4045
18 http://www.record-toegangstechniek.nl/NL/%2848134%29-Nieuws/%2848139%29-
Persberichten/%2849165%29-Travel-information-system-for-bus-stations-at-Utrecht-Central.html
19 http://www.uic.org/cdrom/2008/11_wcrr2008/pdf/O.1.4.2.3.pdf
20 http://www.ns.nl/en/stations/utrecht-centraal.html#
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Best practice No 6 – Rotterdam Central Station, The Netherlands
Name of the Railway Station ROTTERDAM CENTRAL STATION
source:http://www.dezeen.com/2014/03/22/rotterdam-centraal-station-benthem-crouwel-mvsa-architects-west-8/
Typology of the Station � Class D - Tier 2
More than 100.000 passengers per day21
Country NL
Project type � New construction
� Large scale reconstruction
State of implementation � Fully implemented
Project focus
Project name and aims Redeveloping the existing station built in 1957, which was struggling to meet the demands of a modern transportation hub.
Short project description or link to the project Website
http://www.dezeen.com/2014/03/22/rotterdam-centraal-station-benthem-crouwel-mvsa-architects-west-8/
Key sustainability area of the project
� Environmental
� Economic/ Smart mobility
Environmental performance (applied Technologies and Measures)
Energy Windows with 130,000 solar cells cover 10,000 m2 of the total roof area of 28,000 m2. This is the largest application of solar energy in a station roof in The Netherlands and is also one of the largest rooftop solar projects in Europe.
The solar cells are placed on the parts of the roof that get the most sun, taking into account the high buildings around Rotterdam Central. The cells are expected to generate 320 megawatt per annum, which is enough energy for 100 households.
21 with the advent of both the HST (High Speed Train) and RandstadRail the number of daily travellers at Rotterdam Centraal
is expected to increase to approximately 323,000 by 2025
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The solar energy is used in the new public transport terminal for among other things escalators, elevators and lighting. It supplies about 15% of the required energy of the public transport terminal.
Carbon Footprint The solar cells represent an 8% reduction in the station’s CO2 emissions.
Eco-design (construction and EOL)
The roof above the platforms is made from glass so passengers arrive into an airy space filled with natural daylight. Light also reaches the lower levels through large voids containing staircases and escalators.
Solar panels partly covering the roof have a high level of transparency to prevent them reducing the amount of light entering the station.
Green materials for construction
The roof of the hall is fully clad with stainless steel. The underside of the projecting structure is partly clad in wood and envelops a glazed wall.
Social performance (applied Technologies and Measures)
Accessibility of the station Escalators, lifts and stairs lead up to the new platforms. On the west side of the station there is a footbridge over the tracks for travelers in transit (it also functions as an escape route in the event of an emergency).
Economic performance/ Smart mobility (applied technologies and Measures)
Multimodality Parking for 750 cars and 5200 bicycles is located under the square in front of the station. Services for buses, taxis and trams, have been relocated to free up space for pedestrians.
Mobility services In the spacious concourse there is travel information, an information point, the Dutch Railways (NS) travelers shop and ticket vending machines.
Greenwheels (car sharing provider)., Bike Repair Shop , Park+Ride paid car parking are provided22
Passenger flow and guidance The routing through the station is logical and travelers are guided by a direct view of the trains
New business & services A narrow horizontal LED screen of 40 x 4.5 meters in the main hall displays imagery relating to the city's heritage as an important port.
Attractiveness/Passenger Comfort:
Pedestrian and cycling routes are pleasant and safe; arriving travelers have entrance to the city, free from traffic.
Waiting areas in the hall and the passage are linked to the passenger flows, with areas both for browsing and quick shopping.
On the city center side there is now a spacious station hall, with retail facilities underground and 4000m2 of new office space.
The new urban texture and the mixture of living and working will improve the quality of life and the environment of the station area.
22 http://www.ns.nl/en/stations/rotterdam-centraal.html
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Best practice No 10 – Zurich Central Station, Switzerland
Name of the Railway Station ZURICH CENTRAL STATION
source :http://www.panoramio.com/user/baycrest
Typology of the Station � Class E - Tier 1
More than 400.000 per day 23, 26 platforms, ca. 2.900 trains per day 24
Country Switzerland
Project type � Partial refurbishment
Project duration Ongoing (2016) 25
State of implementation � In Implementation
Project focus
Project name and aims Zurich Cross-City Link 26
Short project description or link to the project Website
http://www.uic.org/com/?page=eslider_iframe&id_article=3967
Key sustainability area of the project
� Social
� Economic/ Smart mobility
Environmental performance (applied Technologies and Measures)
Energy LED technology27
Social performance (applied Technologies and Measures)
Public spaces: A roofed square, that is supposed to be the biggest of Europe, is used for public events (concerts, cinema, sport)
23https://www.sbb.ch/en/group/the-company/facts-and-figures/railway-stations.html
24 https://en.wikipedia.org/wiki/Z%C3%BCrich_Hauptbahnhof
25 http://www.zvv.ch/zvv/en/about-us/projects/cross-city-link.html
26 http://www.codepatras.ethz.ch/download/presentations_codepatras/11.%20SBB%20-
%20Walter%20Siegfried/F%C3%BChrung%20Englisch%20B.pdf
27 http://m.sbb.ch/en/news.newsdetail.2014-10-2410_1.html
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Safety and security Vibration monitoring of train station and surrounding buildings during construction works 28
Accessibility of the station Accessibility by train, bus, private car (short time) or taxis. Barrier free accessibility and special service for people with restricted mobility are available
Economic performance/ Smart mobility (applied technologies and Measures)
Multimodality Trains are integrated with tram, bus stops and bicycle parking. Information screens show which connections are possible at the next stop.
A huge number of bicycle parking are provided
Cross-City Rail Link29; good connection with the entire public transport system (Clock-face scheduling): international trains are scheduled every 30 minutes, local and national trains every 1 hour. The priority is the reduction of connection times throughout the nodal system.
Mobility services Ticket shops, ticket vending machines, SBB travel agency. Combined ticket are offered30. Intermodal luggage services and lost-and-found services are available. Cars and bicycles can be rent and left at any destination.
Transport & passenger Information flow
Departure time, arrival time and delay are available on-line, at the station’s info screens and at the info desks.
New business & services A pilot project “SpeedShop” and an advanced indoor navigation service both based on wireless beacon technology
Attractiveness/Passenger Comfort:
The station host over 200 shops and services at the Shopping Centre “Shopville” with longer opening hours; they are also allowed to open on Sunday.
All transport modes are weather protected in a distance of ten minutes of walk. Prioritizing of pedestrian movement.
Additional comments
The new link will increase the capacity of Zurich main station making it prepared for the expected increase in traffic both under and above ground. When completed, at peak times the new station will be able to cope with 400-metre-long double-decker trains arriving every two minutes, handling a maximum capacity of 3,000 passengers per train. 31 Pathways and railways are at high risk of inundation, causing severe indirect damage 32
28 http://www.syscom.ch/fileadmin/user_upload/SYSCOM/Case_Study_Zurich.pdf
29 http://www.railjournal.com/index.php/europe/zurich-cross-city-link-inaugurated.html
30 http://www.transport-research.info/sites/default/files/project/documents/20130205_124551_90945_D13_-
_Catalogue_of_Best-practice_Implementation_Examples.pdf
31 http://www.poyry.com/sites/default/files/media/related_material/zurich_a4_casestory_new.pdf
32 http://www.unive.it/nqcontent.cfm?a_id=166319: Ronco, P et al (2015) KULTURisk regional risk assessment
methodology for water-related natural hazards - Part 2: Application to the Zurich case study, in HYDROLOGY
AND EARTH SYSTEM SCIENCES, vol. 19, pp. 1561-1576
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Best practice No 13 – Accrington Eco Station, UK
Name of the Railway Station ACCRINGTON ECO STATION
source :http://www1.deutschebahn.com/ecm2-susstation/start/projects/project_accrington.html
Typology of the Station � Class B - Tier 4
Ca. 1.000 passengers per day33, 4 trains per hour 34
Country UK
Project type � Large scale reconstruction
Project duration 1 year 35
State of implementation � Fully implemented
Project focus
Project name and aims “SUSSTATION” - Eco-Station Project: new design approach (passive design), sustainable materials and construction, smart energy supply
Short project description or link to the project Website
http://www1.deutschebahn.com/ecm2-susstation/start/projects/project_accrington.html
Key sustainability area of the project
� Environmental
� Social
� Economic/ Smart mobility
Environmental performance (applied Technologies and Measures)
Energy The building has achieved an “A” rating for its Energy Performance Certificate (EPC). A Building Management System (BMS) that controls and monitors the green features and energy usage of the station has been installed36. There are 30
33 https://en.wikipedia.org/wiki/Accrington_railway_station
34 http://www1.deutschebahn.com/file/ecm2-
susstation/1578686/1Ql8mikPwtghKBz2B3bJH9EL2k8/1986942/data/AccringtonEcoStationResearch.pdf
35 http://accringtonstation.weebly.com/
36 http://awards.themj.co.uk/library/media/pdfs/Lancashire%20County%20Council%20-
%20Sustainable%20Infrastructure.pdf
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photovoltaic panels who provide solar energy and solar hot water33,37.
Water Rainwater harvesting facilities38: a tank that holds 1,500 liters of rainwater for the toilets flush
Eco-design (construction and EOL)
Passive design elements to conserve energy, water and material take advantage of the climate to maintain a comfortable temperature range
Green materials for construction
A sand mixed with a plant glue (“Envirosand”) has been used for the bedding of the external pavers. Recycled plastic has been used for the kerb edges and planters. Some of the recycled plastic comes from a local community owned charity33.
Social performance (applied Technologies and Measures)
Public spaces: An Education Resource Centre is located in the basement of the station and staffed by members of the East Lancashire Community Rail Partnership 33
Accessibility of the station Staff help, ramp for train access and wheelchairs available 39
Economic performance/ Smart mobility (applied technologies and Measures)
Multimodality A new forty space car park and a cycle parking are provided33. Ticket machines and ticket office are available 35
Mobility services Accrington is a PLUSBUS Area: Plusbus is a discount price ‘bus pass’ that you buy with your train ticket. It gives unlimited bus travel around your chosen town, on participating buses.40
New business & services See mobility services – PLUSBUS service
Attractiveness/Passenger Comfort:
New passenger shelters with the old ones recycled for use at Lostock Hall station; improvement of signage and seating and upgrading of passenger information systems 33
The station is seeing continued passenger growth 33
Additional comments
The project was part of the SusStations-sustainable stations, an initiative by 5 organizations from different European countries to support the construction of sustainable railway stations.
37 http://www3.lancashire.gov.uk/corporate/news/press_releases/y/m/release.asp?id=201012&r=PR10/0772
38 https://www.abellio.com/sites/default/files/downloads/water_waste-_recycling_supply_chain.pdf
39 http://www.nationalrail.co.uk/stations/ACR/details.html
40 http://www.nationalrail.co.uk/posters/ACR.pdf
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Best practice No 15 – Birmingham New Street Station, UK
Name of the Railway Station BIRMINGHAM NEW STREET STATION
source :http://www.dezeen.com/2016/01/19/azpml-architects-birmingham-new-street-station-renovation-
photographs/
Typology of the Station � Class D - Tier 2 (170,000 passengers per day)41
Country UK
Project type � Replacement
Project duration 2010-2015
State of implementation � Fully implemented
Project focus
Project name and aims The Birmingham New Street redevelopment project
Short project description or link to the project Website
http://www.newstreetnewstart.co.uk/about-the-development/benefits.aspx
Key sustainability area of the project
� Environmental
� Social
� Economic/ Smart mobility
Environmental performance (applied Technologies and Measures)
Energy 42 Low energy efficiency lighting. Natural daylight for the concourse and natural ventilation where possible.
Energy efficient lifts and escalators.
Sub-metering for all water, heating and cooling to monitor energy consumption.
A combined heat and power (CHP) plant has been developed: excess heat produced by the station's CHP plant to be pumped to dozens of offices and buildings around the station.
41 http://www.birminghammail.co.uk/news/midlands-news/birmingham-new-street-amazing-facts-10083957
42 http://www.newstreetnewstart.co.uk/construction-progress/latest-news/new-street%E2%80%99s-
%E2%80%98lamp-block%E2%80%99-receives-the-green-light-of-excellence.aspx
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Solar photovoltaic panels to generate power and solar thermal panels for hot water generation have been installed on the green roof of a new office building situated on platform.
Waste The project is aiming to recycle/re-use 85% of the non-hazardous waste material as a minimum of which it has been exceeded in elements of the demolition works
Water 60% of the rainwater harvested from the stainless steel façade to flush all the stations toilets. Efficient water spray taps for water conservation
Carbon Footprint The combined heat and power (CHP) offers considerable carbon reducing benefits, because it captures and uses heat that would have otherwise been wasted , achieving better energy efficiency performance
Eco-design (construction and EOL)
An huge atrium allow natural light to flood into the station concourse
Green materials for construction
New stainless steel façade. Responsibly sourced materials (over 7.500 t of concrete from a disused car park has been taken to a waste recycling facility for use on other projects).
98% of the material from the demolished Stephenson Tower has also been recycled
Social performance (applied Technologies and Measures)
Accessibility of the station More accessible, brighter and clearer platforms serviced by over 30 new escalators and over 15 new public lifts. Better links to and through the station for pedestrians with new entrances and public space.43
Economic performance/ Smart mobility (applied technologies and Measures)
Multimodality 56 new cycle parking spaces, under cover on the Moor Street link walkway have been provided. A total of 160 spaces for cyclists have been planned.44
New business & services The new LED screens, known as media eyes, are located at the stations three main entrances. The eye –shaped spaces will provide information from communities from the Birmingham area as well as commercial advertising. The screens can also be used to display station messaging in emergency situations45
Attractiveness/Passenger Comfort:
25 percent of people who use stations are not actually travelling but instead come to visit shops and food outlets. The developed station and the new huge shopping centre (Grand Central) will play a large part in regenerating Birmingham city centre, creating new jobs.
43 http://www.newstreetnewstart.co.uk/about-the-development/benefits.aspx
44 http://newstreetnewstart.co.uk/construction-progress/half-time-switchover.aspx
45 http://www.europeanrailwayreview.com/23441/rail-industry-news/birmingham-new-street-station-installs-
media-eye-advertising-screens/
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Best Practices No 16 ANAPA RAIL STATION, Russia
Name of the Railway Station ANAPA RAIL STATION
source :http://survincity.com/
Typology of the Station � Class C - Tier 3
Country Russia
Project type � Partial refurbishment
Project duration 2012-2014
State of implementation � In Implementation
Project focus
Project name and aims Smart Station Project: Anapa Station Modernization
Short project description or link to the project Website
To achieve maximum resource –saving effect by implementing modern innovative technologies
Key sustainability area of the project
� Environmental
� Economic/ Smart mobility
Environmental performance (applied Technologies and Measures)
Energy: On the roof of the station have been placed 560 solar modules with a combined capacity of 70 kW: with their introduction the station has become independent of the general power supply system during daytime (they provide enough power for lighting, air conditioning, ventilation system, electronic boards and services). Estimated energy saving: 1.6 million RUB 46, 47, 48
Twelve Solatube49 systems have been installed to conduct natural sunlight in the building, saving energy for lightning
46 Ivanov, B (2015): Enhancing energy efficiency as an innovative development policy of JSC Russian Railway
47 http://br.torgrussia.org/presentations/Hevel_Presentation.pdf
48 http://ar2012.rzd.ru/en/performance-overview/innovation-and-technological-development/energy-
efficiency/
49 https://en.wikipedia.org/wiki/Solatube
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Accumulator batteries have been installed, enabling the station to operate for 3 to 4 hours. 46
Carbon Footprint: Significantly reduced carbon footprint because of the use of renewable energy generation
Economic performance/ Smart mobility (applied technologies and Measures)
Attractiveness/Passenger Comfort:
Increased attractiveness of the station and improved comfort due to better lighting and more agreeable public areas.
A 50 kW wind turbine will make the station fully autonomous from external power supply system in the night.
Best practice No 19 – Yotsuya Station, Japan
Name of the Railway Station YOTSUYA STATION
source :http://channel.panasonic.com/review/ch02/10085.html
Typology of the Station � Class D - Tier 2
More than 100.000 passengers daily 50, 8 platforms (4 at the train station and 4 at the metro station)
Country Japan
Project type � Partial refurbishment
State of implementation � Fully implemented
Project focus
Project name and aims “Ecoste”: eco-friendly station
• Energy conservation • Energy creation • Eco-awareness • Environmental harmonization
Key sustainability area of the project
� Environmental
� Social
50 https://en.wikipedia.org/wiki/Yotsuya_Station
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Environmental performance (applied Technologies and Measures)
Energy HIT solar modules. Storage battery system to store the energy created from the sun. The energy stored is partially used to light advertisement.
To save energy, the fluorescent lights on the platforms and concourses have been changed to LED lighting 51. Installation of natural ventilation systems (glass louvers, windows). High-efficiency transformers (Station electricity room). Fuel cells (office station). Eco-information display board at Akasaka and at Yotsuya exit ticket gate51.
Eco-information display board at Akasaka and at Yotsuya exit ticket gate
Water Water-saving passengers lavatories
Carbon Footprint Aim: to reduce CO2 emissions by 40% (compared to 2008) by implementing energy-saving equipment and having station staff work proactively to save energy (Annual savings: 189 tons)52
Eco-design (construction and EOL)
A roof-top garden (pocket park) has incorporated natural light and wind, so that commuters can experience the benefits of nature's blessings.53
Green materials for construction
Water-retaining pavement (Near Yotsuya exit)
Social performance (applied Technologies and Measures)
Public spaces: Pocket park54 on station rooftop; greenery in surrounding area (Kōjimachi exit), retaining wall greenery (station west)
Best practice No 25 – BEIJING SOUTH STATION, China
Name of the Railway Station BEIJING SOUTH STATION
source :https://en.wikipedia.org/wiki/Beijing_South_Railway_Station
51 http://www.jreast.co.jp/e/press/20110201/img/Attachment.pdf
52 http://www.jreast.co.jp/e/press/20110201/index.html
53 http://channel.panasonic.com/review/ch02/10085.html
54 https://en.wikipedia.org/wiki/Pocket_park
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Typology of the Station � Class E - Tier 1
More than 520,000 passengers per day, 24 platforms55
Country China
Project type � Replacement
Project duration 2006-200855
State of implementation � Fully implemented
Project focus
Project name and aims Newly constructed for the Beijing Olympic Games in 2008. It functions as a traffic hub for railway, subway. Municipal railway, bus as well as taxi. High-speed rail.
Short project description or link to the project Website
http://www.archdaily.com/272425/beijing-south-station-tfp-farrells
Key sustainability area of the project
� Environmental
� Social
� Economic/ Smart mobility
Environmental performance (applied Technologies and Measures)
Energy 56: It uses the Combined Heat and Power System (CHP), also known as “power cogeneration”. Co-generation is applied to processes creating simultaneously both heat and electrical power from single fuel supply. Mostly natural gas is used for the gas-based turbine or engine, which then drives an electrical generator and makes practical use of the heat as its by-product.
The heat-waste can be used for other station systems, such as cooling and heating, as well as developing the heated and chilled piped water network for a district heating and cooling system and therefore provide an integrated energy service.
Another major feature is the solar panel set up: there are over 3,000 solar panels generating, electricity.
Waste: The heat-waste can be used for other station systems, such as cooling and heating.
Carbon Footprint: The CHP system improves environmental performance and reduces the amounts of CO2, nitrogen oxides and SO2 . Also the design of the station contributes considerably to reduce CO2 output.
Eco-design (construction and EOL)
The structure spreads out like a “ray”, which covers over 8,000m² along the perimeter. This design serves to reduce CO2 output considerably. A further aspect of this station building is natural ventilation via the canopy roofs while the skylight provides daylight.57
Social performance (applied Technologies and Measures)
Public spaces: By inserting a landscaped pedestrian area in the formal north-south axis, the architects have created public amenity spaces which connect the city to its wider context57
55 https://en.wikipedia.org/wiki/Beijing_South_Railway_Station
56 http://www.mistraurbanfutures.org/sites/default/files/low-carbon-stations-leemans.pdf
57 http://www.railway-technology.com/features/feature106295/
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Safety and security In accordance with regulations, the Real-name Authentication System has been implemented here while checking in so as to insure that passenger, ID card (Passport or Visa for foreigners) and ticket match with each other exactly.
Passengers must have their tickets and corresponding certificates checked while getting through the ticket check. It is recommended that passengers should have their tickets and valid identity certificates ready while waiting or lining up so as to improve efficiency as well as to avoid any delay.58
Accessibility of the station: Escalators and Accessible elevators are available on the east side of the ticket checks and escalators and stairs are available on the west side of the ticket checks.
The aged the weak the sick the disabled and pregnant women as well as passengers with large baggage are suggested to use the accessible elevators on the east side. The Special Caring Passages in are set up beside each ticket check; the aged, the weak, the sick, the disabled and pregnant women have the priority to check in through the Special Caring Passage. 58
Economic performance/ Smart mobility (applied technologies and Measures)
Multimodality: The underground basement car-parking was designed to for 909 cars. Separate zones were incorporated into the design to allow for seamless transition and integration of various types of vehicular traffic. Some of the zones include 28-taxi drop-off bays, 24 taxi-pickup bays with 138 queuing spaces. A 38-bus-space with 12 drop-off points and 26 pick-up bays with 48 queuing spaces was also provided.58
Passengers having arrived at Beijing South Railway Station may directly transfer to Beijing Metro Line 4, Bus, Taxi, or Airport Shuttle Bus to leave the station. An electronic information screen is set up outside above each exit, providing information such as arriving train numbers, arrival time, platform and running status for those to pick up people from Beijing South Railway Station . Arrival Passengers can walk to the North Plaza on the ground floor to take the Airport Shuttle Bus there. Airport bus leaves for Beijing Capital International Airport from Beijing South Railway Station every 30 minutes. Riding time is about 1 hour. 59
Mobility services: Ticket offices, Ticket Vending Machine (TVM), Self-Service Ticket Collection Machine and Left-luggage Facilities are provided. 58
Passenger flow and guidance An overhead road network is flexible to adjusting to traffic flows and taking cars in and out from all directions leading to reduced congestion in the urban roads surrounding the railway station 57
Transport & passenger Information flow
The station building is equipped with 11 LED display screens which scroll the information in Chinese and English continuously such as train number, timetable, ticket checking window (platform) and running status of all the trains departing or arriving here. 58
58 http://www.archute.com/2016/01/18/beijing-south-railway-station-by-farrells-is-a-strong-depiction-of-a-
railway-station-from-the-future/
59 http://www.chinatrainguide.com/beijing-railway-station/beijing-south.html
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Attractiveness/Passenger Comfort 58
A special rest area is dedicated to the aged the weak the sick the disabled and pregnant women. It can accommodate 60 people at the same time. Volunteer services such as guiding people to check in is provided by "Zhang Runqiu Service Team", taking good care of wheelchair users and giving first aid treatment.
Passenger can make an appointment through the phone or the internet with the staff in the Volunteer Service Area, and then, as needed, they will provide services such as picking-up with free wheelchairs, ordering ambulance, etc.
There are two 5100 Brand Spring Water for picking up on the second floor: Passengers could get bottles of 5100 brand Spring Water with intraday tickets free of charge - one bottle with one ticket.
Free-internet phone with 3-minute time limit are installed beside the waiting area on the second floor: passengers could make a local call or inquiring public information such as the traffic map and city bus transfer of Beijing, and weather report for cities all over the country.
Eight Emergency Mobile Phone Charging Stations are set up on both sides of the East and West Entrances on the second floor.
Commercial service facilities such as supermarkets, fast food restaurants and bookstores are available both on the second floor (waiting area) and the underground floor (transfer area), providing passengers with various needs of food, clothing, accommodation, and transportation.
Best practice No 28 – ROME TERMINI STATION, Italy
Name of the Railway Station ROME TERMINI STATION
source :http://www.caritasroma.it/wp-content/uploads/2015/12/20151203-brochureOstello-WEB.pdf
Typology of the Station � Class E - Tier 1 (ca. 480,000 persons per day)
Country Italy
Project type � Large scale reconstruction
Project duration starting 2010- opening 2015
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State of implementation � Fully implemented
Project focus
Project name and aims Requalification of the homeless Night Center “Don Luigi Di Liegro Hostel” and the canteen at Termini railway station in Rome. 60
This project is part of the Ferrovie dello Stato's business plan; it includes the re-use of spaces in the stations to social and environmental purposes.
The project focuses in welcoming, listening and gradually reintegrate the socially excluded people, offering hot meals and overnight shelter.
Short project description or link to the project Website
http://www.caritasroma.it/cosa-puoi-fare/fai-una-donazione/progetti-di-solidarieta/progetto-di-riqualificazione-ostello-don-luigi-di-liegro/ (in Italian language)
Key sustainability area of the project
� Social61
� Economic/ Smart mobility
Social performance (applied Technologies and Measures)
Public spaces: Platform 95 at Via Marsala, it is not passed through by trains but by people. The Don Luigi Di Liegro Hostel, at Via Marsala 95, opened in 1987 thanks to the commitment of the Municipality of Rome and the Caritas Association. Its extension was about 3.000 sqm provided by FS in free loan for use. The restructuring phase of the structure started in 2010. It has led to a widening of the area up to 4000 sqm, allowing the construction of a Day Center in order to offer support through leisure activities and training.
Community engagement: The Fs Group took part in the financing of the project “Don Luigi Di Liegro Hostel” by means of three Christmas campaigns Fundraising with an amount of about 680,000 euros.
Economic performance/ Smart mobility (applied technologies and Measures)
Attractiveness/Passenger Comfort:
As a result of the project, with the implementation of the day and night centers, there is an increase of 50% of available space with a growth of the center activities.
Additional comments
The premises of the Hostel are provided with Web connection to give a support to the guests while training activities, social reintegration and re-employment. The first donors have also been joined by others such as: ENEL (the Italian electricity and water board), the Fondazione Roma, Mr. Agostini Maggini, the Telecom Fundation and Ministero dei Beni Culturali (The Cultural Heritage Ministery), ARCIS SpA. Such an important project caught also the attention of Pope Francis that honored the hostel by creating a Holy Door.
60 http://www.caritasroma.it/wp-content/uploads/2015/12/20151203-brochureOstello-WEB.pdf
61 Ferrovie dello Stato (2015), Railway Stations – How to regenerate heritage assets, Part one | Chapter 2 |
Solidarity and distribution of food and clothing, pp. 45
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Best practice No 29 – POTENZA SUPERIORE STATION, Italy
General information
Name of the Railway Station Green Station POTENZA SUPERIORE
Typology of the Station � Class B - Tier 4
Country Italy
Project type � Medium scale reconstruction
Project duration starting year 2013 - opening year 2016 - On going project
State of implementation � Fully implemented
Project focus
Project name and aims ScamBioLoGiCo (Green Stations)
To realize cultural garrisons committed to improving the environmental and cultural qualities of the territories
Short project description or link to the project Website
“Green Stations” are structures situated in RFI (Italian Infrastructure Company) stations around Italy and are spaces for natural, historical, and cultural tourism and education. Green Stations promote sustainable lifestyles through a process of cultural rediscovery; by building awareness of local values and traditions unique to each part of Italy.
http://www.fondazioneconilsud.it/news/leggi/2016-04-11/scambiologico-la-prima-green-station-in-italia/
(in Italian language)
Key sustainability area of the project
� Environmental
� Social
� Economic/ Smart mobility
Environmental performance (applied Technologies and Measures)
Energy: Insulating coat, to reduce the use of energy related to the heating of the Green Station building62.
62 http://www.fondazioneconilsud.it/news/leggi/2016-04-11/scambiologico-la-prima-green-station-in-italia/
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Waste: The "Eco-sportello" (the eco-friendly information desk) situated in the station, gives information on energy related issues, on waste and "green" purchases
Green materials for construction
The building requalification is based on the recovery of materials. For the interior old furniture will be re-used.
Social performance (applied Technologies and Measures)
Public spaces: This initiative aims to further enhance the charm of the coast, small towns and villages, and Italian nature reserves- showing that the country can live up to an international tourism market in which the demand for sustainable holidays is growing.
Safety and security Safety and security are improved due to community integration and public services.
Community engagement: The Italian Railway , together with the local authorities and associations of the third sector, aims to organize and support initiatives in favor of the territory .The improvement of the livability of the station, the quality of life of citizens and rail services are focus topics.
9 refugees were involved in the realization of the insulating coat of the building; they also attended to health and safety training courses1
Economic performance/ Smart mobility (applied technologies and Measures)
Multimodality: There are several activities such as: "Cicloporti" which are bike sharing posts, strategically situated within the railway station with touristic information about the surrounding area.
New business & services The Sustainable tourism information desk enhances the specific tourism quality and extends the rational use of natural resources.
A mini eco-market on short food supply chain is included in the project.
Attractiveness/Passenger Comfort:
The Book Crossing provides traveler's sharing reading.
As a result of the project the livability of the station and the quality of life of citizens have been improved.
Additional comments
A pilot project has been implemented in Cilento National Park and has been successful and popular with the
public and local media.
The project aims to give an economic boost in an area of economical structural weakness. This project is the
latest in a series of 509 projects already active with a use of 87.323,68 sqm in Italy with the purpose to
enhance the cultural, environmental and social aspects.
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Best practice No 30 – Fernando Zóbel Cuenca, Spain
Name of the Railway Station FERNANDO ZÓBEL CUENCA63
source :http://www.adif.es/
Typology of the Station � Class B - Tier 4
1,300 passengers per day, 2 Platforms, 8 trains per day
Country ESP
Project type � New construction
Project duration 14 months
State of implementation � Fully implemented
Project focus
Project name and aims The Station TGV Cuenca Fernando Zobel managed by Adif is a model of sustainable station. With this project Adif aims to create and implement a new station concept, which involves social, environmental, and economic criteria in the whole process of design, construction and management of a station
Short project description or link to the project Website
http://www.adif.es/es_ES/comunicacion_y_prensa/fichas_de_actualidad/ficha_actualidad_00060.shtml
Key sustainability area of the project
� Environmental
� Social
� Economic/ Smart mobility
Environmental performance (applied Technologies and Measures)
Energy Energy saving systems and thermal insulation: An adjustable lighting based on light sensors and also thermal sensors
Geothermal energy: which harnesses the existing thermal gradient under the ground and allows the air conditioning of the building through an underfloor integrated into the pavement
It has solar panels for hot water production
63 http://www.adif.es/es_ES/comunicacion_y_prensa/fichas_de_actualidad/ficha_actualidad_00060.shtml
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An integrated control system that regulates power consumption
Water Rainwater and gray water recovery for irrigation. Efficient irrigation system
Eco-design (construction and EOL)
Glass prism, protected from the sun by vertical metal slats. The interior façade, where there is access to public agencies, consists of a continuous glass plane to take advantage of daylight, combining transparent and opaque panels, with the use of proper glazing to minimize losses hot
Green materials for construction
Non-polluting and low-emission materials that do not contain Aluminum or chromic substances
Social performance (applied Technologies and Measures)
Public spaces For the creation of green areas in the vicinity of the station has been used xeric vegetation (plants adapted to a dry environment)
Accessibility of the station Easy accessibility, so that allows people with disabilities easy movement
Access to the platforms is effected through the boarding area (located on the tracks), which is connected by escalators and elevators
Community engagement It has been promoted as a space which contribute to increasing the quality of life of users, integrating as spaces for the development of recreational and cultural activities
Economic performance/ Smart mobility (applied technologies and Measures)
Mobility services Possibility of public transport and alternative low or no emission. Bicycle parking, taxi access to the station and public bus stop regular line access to the station
Passenger flow and guidance The longitudinal arrangement facilitates plant flows from the entrance as there is a global perception
Transport & passenger Information flow
The station has teleindicators and monitors in the great hall to inform travelers on the arrival and departure of trains
Attractiveness/Passenger Comfort
Architecturally it is a very attractive station. The double-height space and the large glass give a lot of natural lighting
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Best practice No 31 – Maya Station, Japan
Name of the Railway Station Maya Station
https://en.wikipedia.org/wiki/Maya_Station#/media/File:JR_maya_home.JPG
Typology of the Station � Class C - Tier 3 (about 16,000 passengers per day)64
Country Japan
Project type � New construction
Project duration Dec. 2013- Mar. 2016
State of implementation � Fully implemented
Project focus
Project name and aims This is an eco-project, in which some global warming preventive technologies were introduced. The aim of the project is realizing "Top runner station" based on a design guideline of eco-station enacted in 2013 in JR-West
Short project description or link to the project Website
The new urban Maya Station (JR Kobe line) is the first station in JR West, where DC-AC converter (regenerative converter) has been introduced based on a design guideline of eco-station enacted in 2013 in JR-West to use regenerative electric power without waste. http://www.westjr.co.jp/
Key sustainability area of the project
� Environmental
� Social
Environmental performance (applied Technologies and Measures)
Energy: The regenerative energy was used for the acceleration of trains running nearby but if there is no trains accelerating nearby, the energy was thrown away. The DC-AC converter (regenerative converter) in Maya Station has enabled for the energy thrown away to use in the station. For the stable supply to the station, the electricity is usually sent through distribution lines. Only when the regenerative energy occurs, the electricity is sent from standing INV for stations. So the technology of “Power Conditioner” used for solar power generation is applied.
64 https://en.wikipedia.org/wiki/Maya_Station
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The DC-AC converter (regenerative converter) is the equipment which changes the regenerative energy (DC) to AC for using in stations such as lights etc. The output is 50kW~100kW. The converter was developed to introduce high density lines, in which the regenerative energy is highly used.
The power usage has been reduced 50%/day compared to the same size of stations by environmental technologies. Maya Station 535kWh/day (another same size station: 1015kWh/day)
Solar panels are on the roof and all lights are LEDs.
Eco-design (construction and EOL)
This station has been sustainable and versatile by using natural energy, natural light and natural ventilation. It has been used the design guideline of eco-station enacted in 2013 in JR-West.
Green materials for construction
Wood from the forest around the station is used for benches and interior material.
Social performance (applied Technologies and Measures)
Public spaces Quality of public space and transportation has been improved, promotions of railways as clean and green means of transport.
Accessibility of the station The station has three lifts: one at each entrance and one providing access to the platforms. Similarly, three escalators are provided: one at each entrance and one for the platforms 62
Economic performance/ Smart mobility (applied technologies and Measures)
Passenger flow and guidance In the display (digital signage) in front of the ticket gate are shown the real time electric power generation and the JR-West environmental performance. Some environmental technologies are described for the public and shown on the wall, stairs and windows.
Attractiveness/Passenger Comfort
Higher attractiveness of the station and higher comfort level due to improved design.
Additional comments
JR West is going to improve stations and the areas around stations to enhance the value of lines such as Hokuriku Shinkansen project and Osaka loop line project. JR West is also going to enhance the services related to daily life to make stations become the center of the areas
8.2 Appendix B: Overview & Fact Sheets for sustainability technologies and
measures
Overview over the technology collection
Lighting
Technology Characteristics & Applicability Energy / Economic Impact
LED lighting for Increased lighting efficiency, but dependent on quality. Suitable for both high and low ceilings
In addition to energy cost savings, LED lighting requires less maintenance, is more immune to control system impact on maintenance cycles, and continues to operate well beyond the rated end of life. Typical amortization times are well
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below 5 years, additional benefit: improvement in lighting environment
Halogen-metal vapor lamps with ceramic burner
Highly efficient electrical light sources, but their yellow light restricts applications to outdoor lighting such as street lamps
Highly efficient
Use of natural light:
- Skylights and glazing
- Façade treatments
- Light colored finishes
Use glass or polycarbonate windows in walls and roofs of offices to increase daylighting, though avoid overheating
Integrated with architecture form and space layout, usually this does not increase costs. When combined with light collectors/fiber-optic cables (very expensive), return is 20–30 years
Channel light into the building core with façade treatments, like reflectors and grills
The reflected light will have little solar heat content, and can reduce the need for indoor lighting
Use light colored finishes on floors, walls and ceilings of offices, stations and platforms to help reflect ambient light
Lighting monitoring and control
Intelligent network based lighting control solution that incorporates communication between various system inputs and outputs related to lighting control with the use of one or more central computing devices. They serve to provide the right amount of light where and when it is need
Heating, Ventilation and Air-Conditioning
Technology Characteristics & Applicability Energy / Economic Impact
Highly efficient
Components:
- Highly efficient chiller
- - Highly
efficient Pump - High-efficiency
vents
Applicable for all projects, but should consider differences between COP (coefficient of performance) and IPLV (Integrated Part Load Value)
Dependent on projects but in most cases higher capital cost producing operational energy reduction
Applicable for all projects. Its speed is variable based on demand
Will save about 20% compared with traditional pumps
Select energy-saving vents and improve daily maintenance
Extent of energy savings dependent on design
Heating and AC cooling source selection
Water and/or ground sourced heat pump, ice or water storage, solar thermal AC and water heating, CCHP (combined heat and power)
Extent of energy savings dependent on design
Ventilation and fresh air flow control
Ventilation and temperature control
Suitable for stations with ventilation changes dependent on occupancy rates and fresh air supply
Saves 20% of the energy consumed by vents, also saves AC water side energy
This is essential for AC systems located in stations with high roofs. The temperature setting point is critical
AC energy saving in summer above 20%
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Heat recovery on air terminal
Heat recovery is very important in air exhaust systems, recommend all stations adopt this technology
10% energy savings in AC use
Natural ventilation
Mixed mode ventilation
Widely used. Needs to pay attention to the in-outlet location, size, and air flow organization; can be combined with mechanical ventilation.
The energy saving is obvious; amortization times can be 2 years or less.
Use natural ventilation when ambient conditions are suitable, with AC only operating at peak temperature periods
Reduced need for artificial temperature
Tunnel ventilation Minimize mechanical ventilation requirements for energy efficiency
Double skin façade Incorporate double skin facades to provide an effective thermal and noise barrier between indoor and outdoor areas
Can considerably reduce operation costs for heating and cooling
Water heating with geothermal technologies
A heat pump system is set up that allows water to circulate via probes in the ground and delivers energy to heating appliances and underfloor heating. In order to achieve the highest performance possible from the pumping technique, a brine-to-water heat pump is installed
Extent of energy savings dependent on design
Water heating with solar water
Suitable for wider area, can be used as water pre-heating and combined with other heating methods
Refrigerants Select refrigerants that do not have ozone depletion potential (ODP) or global warming potential (GWP), such as Refrigerant R744
Eliminate the use of CFCs, HCFCs and ODPs especially in HVAC systems
HVAC monitoring & control
HVAC Monitoring & control regulates in real time the heating, ventilation and/or AC of designated areas through a sensing device that compares the actual state of the space with a target state. The control system then draws a conclusion as to what action needs to be carried out
CO2 Monitoring
The quality of air inside a building depends on the concentrations of contaminants and how much fresh air is brought into the building through its ventilation system to dilute and remove these pollutants. It is essential to monitor indoor air quality (IAQ) to provide for occupant health, productivity and comfort
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Energy efficient equipment
Technology Characteristics & Applicability Energy / Economic Impact
Energy efficient elevators, escalators and moving walks
Use of highly efficiency motors, drives, transmissions, bearings, etc. plus sensors and control units allow for activation on demand
Reduced energy consumption and improved safety and speed of transport, comfort and space whilst reducing noise nuisance
Efficient hydraulic lifts This type of lift uses a hydraulic cylinder to move the car
High energy consumption since the entire weight of the car must be lifted.
Traction lifts In traction lifts the car is suspended by wire ropes (or belts) wrapped around a sheave driven by an electric motor
Water management
Technology
Water metering This will enable staff to track water use and collection patterns against the time of day, and allow for the development of behavior-based initiatives to reduce water consumption
Rainwater usage The roof planted with vegetation and rainwater is collected for use in toilet flushing inside the building. The green areas are planted with ecotypes of plants, grasses and herbs. Rainwater percolation on the roof and on the land surrounding the building reduces what is known as the heat island effect. It also lowers the operational costs associated with sealed surfaces
Reuse of water Grey water: Harvest grey water from all sources on-site for non-potable uses (e.g. for uses in toilets, irrigation or wash down facility). Water from fire protection systems: Recover and reuse water from fire protection systems that require periodic testing and large quantities of water
Condensate recovery
Recover, treat and reuse AC condensate
Drip feed irrigation
Use drip feed irrigation or similar water efficient technology from a non-potable water source where irrigation is necessary
Wetlands Install wetlands and plant wetland species in drainage areas
Smart drainage system
Encourage the installation of sustainable urban drainage systems or source control systems to reduce overloading in the drainage network. Helps to prevent and/or delay flooding and reduce damage caused to infrastructure
Energy management and generation
Technology Characteristics & Applicability Energy / Economic Impact
Smart grid Operational and energy measures including smart meters, smart appliances, renewable energy resources, and energy efficiency resources
Protection coordination, control, instrumentation, measurement, quality and power management, etc.
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Energy
metering
With continued reduction in costs of metering devices, itemized metering is very useful and effective
Minor increase in capital investment. Helps operators understand and investigate energy consumption trends to monitor and support proposed energy saving measures
Energy storage Takes advantage of the difference between peak and off-peak electricity pricing, e.g. store energy during the night and use in the day
Usually sees a return on investment in 4–5 years. Equipment is quite expensive, and capacity is limited
Solar electricity Suitable for bright sunlight areas, photovoltaic panels can be integrated into building facade and roof
Longer payback period, usually more than 10 years, low maintenance cost
Wind power Suitable for areas with higher wind speeds. However, stations are usually built in city or town centers which are rarely prime locations for bigger wind generators. Thus, high power wind generators are mainly suitable for rural railway stations.
Calculation for local wind speed needed. ROI also depends on design of wind generator, energy costs etc.
Small-scale wind turbines can be installed at stations, facilities or multi-storey car parks with good wind conditions
Approximate energy generation for a 4kW turbine in a site with good wind is between 8 and 10 MWh/year
Cogeneration or combined heat and power (CHP)
Need to carefully investigate feasibility, otherwise very low return on investment and difficult to maintain
Energy savings dependent on design
Biomass Install a tri-generation system powered by biomass (i.e. vegetable matter) to provide electricity, heating and AC
This solution is most appropriate for large stations and stations with access to freight lines
Noise and Pollution control
Issue Design features Energy / Economic Impact
Lubricants Use biodegradable lubricants where feasible
The use of lubricants and oils in equipment that may cause environmental harm is minimized
Noise control Separate passenger waiting areas from noise
Light pollution Install safety and security lights so that they are not directed towards the surroundings
Reduces nuisance for neighboring properties
Safety and Security
Technology Characteristics
Alarms and security
All modern building automation systems have alarm capabilities. Notification can be through a computer, phone, etc. For insurance and liability purposes all systems keep logs of who was notified, when and how
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Fire supervision monitoring
Fire alarm panels and their related smoke alarm systems are usually hard-wired to override building automation
Floor lighting for guidance
To assist in determining the most appropriate escape routes
Fire simulations To enable the self-rescue of persons in a building in case of a fire, it is important to carry out in advance and repeatedly fire simulations
Accessibility and Multimodality
Opportunity Characteristics & Applicability Energy / Economic Impact
Passenger flow Minimize number of vertical transfers and/or reduce overall vertical distance traveled from entry to train boarding and train alighting to exit
Shorten long distances to other transportation modes (taxi, metro, bus) increases attractiveness of rail transport/public transport and reduces overall energy consumption
Bicycle and pedestrian links
Optimize local pedestrian links to and between community facilities. Plan pathways within the asset to connect directly with existing pedestrian routes, center activities and station entries.
Public transport Ensure the station is well adapted and accessible to other modes of public transport. Incorporate station passenger information (SPI) units at the interchange areas
Accessibility for Persons with Reduced Mobility
Design a station that is accessible to all regardless of age, ability or circumstance.
Provide wheelchair accessible drinking water bubblers on platforms and within the station building
Multimodality Develop stations that will become transport hubs by planning measures to facilitate transfer between different modes of transport
Efficient vehicle circulation
Design layout with an efficient circulation pattern with a repetitive pattern and preferably two-way traffic
Design the commuter car park to minimize circulation for parking to reduce the amount of greenhouse gas emissions
Bicycle lockers and/or racks
Provide sheltered bicycle lock ups and/or lockers in or near entrance to the station. Allow for at least 5% of staff use at maintenance facilities
Bicycle rental Promote green transport
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Car sharing Allocate reserved parking spaces outside of any pay parking area
Electric car charging Allow capacity for alternative fuel vehicles to recharge now or in the future
Preferential parking Designate preferential parking spaces for bikes, motorbikes, fuel efficient (e.g. hybrid) and electric vehicles, and small cars
Creating Added Value
Initiative Characteristics
Integrate with adjacent buildings
Consider the existing building landscape to allow the incorporation of ground level activities
Integrate with the use of landscape
Use landscape to screen vehicles from the streetscape and make sure that vegetation species selection is complementary to the existing context
Green walls Partially or completely covered with greenery that includes a growing medium, such as soil. Most green walls also feature an integrated water delivery system. Green walls are also known as living walls or vertical gardens. These give insulation to keep the building warm.
Planting vegetation in park and ride areas
Plant vegetation in parking areas to reduce heat retention and improve the visual impact
Shading Provide shade through vegetation or structures over platform, concourse, car parks and pedestrian pathway areas and work/lunch areas
Public displays of sustainability initiatives
Provide real-time displays of data collected by smart meters. When displayed in the public domain the data should use key performance indicators from sustainability initiatives
Public Wi-Fi Wireless access points increases attractiveness of railway stations
Power and internet Provide power outlets and seating to support suitable atmosphere for working and entertainment and thus increasing attractiveness
Energy efficient building design
Technology Characteristics & Applicability Energy / Economic Impact
Building sizing Ancillary hall, concourses, or platform may be considered
Large hall and wide concourse tends to be underused and consumes more energy
Building form All types of buildings In more extreme climates, compact, vertical stations should be more efficient. In moderate climates, side-line type stations
Building orientation
Widely used Extent of energy savings dependent on design
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Building permeability
All types of buildings Minimize heat loss and air infiltration throughout the building structure reduces energy consumption
Overall layout Frequent train departures, reduced passenger waiting times, reduced walking distances and combined waiting halls
Increased demand for indoor fresh air systems. Large open areas and corridors suffer major heat loss
Architecture design
All types of buildings Energy-saving consideration in building envelope
Interior space distribution
All types of buildings, widely used. Improves the utilization rate of space and resources
Extent of energy savings dependent on design
Design for disassembly
All types of buildings Minimize waste generation and increase resource reutilization while reducing various environmental impact
Façade reuse Incorporate existing building facades in station upgrades, applicability dependent on upgrading concept
Material usage in structure and fit out is minimized
Fact Sheets for the Relevant technologies – Examples
LED Lighting
Name of the technology Lighting with Light-emitting diode (LED) Lamps
Description LED lamp is a product where a Light-emitting diode is assembled into a lamp (or light bulb) for use in lighting fixtures.
LEDs are compact, which gives flexibility in designing lighting fixtures and good control over the distribution of light with small reflectors or lenses.
Because of the small size of LEDs, control of the spatial distribution of illumination is extremely flexible.
General criteria
Current status – research, development and testing, demonstration or commercialization
Commercialization
Time horizon for broad application (if applicable)
Available
Function / purpose Lighting
Applicability low to medium power levels
Key benefits • Long life of LEDs, expected to be about 50 times that of the most common incandescent bulbs and significantly longer than fluorescent types
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• LEDs have a better quality of light distribution and focus light in one direction
• Energy savings
Limitations Sensitive to excessive heat
Environmental criteria
Energy efficiency impact High efficiency comparing to traditional lighting systems
Other environmental impact
Do not contain mercury. Harmful substance to humans. It avoids the cost and time implications required for compliant disposal
Economic criteria
Economic impact Economic savings through a longer life span reducing the requirement for frequent replacements
Amortization (low, medium, high)
Low (<3years)
Comfort criteria
Impact on comfort • May flicker • High intensity point sources of light. Looking directly at them can
be harmful for the eye
Overall rating
Overall market potential They have achieved market dominance in applications for low to medium power levels.
Technological advances Researchers at MIT (Massachusetts Institute of Technology) are researching http://inhabitat.com/tag/mit/an incandescent light bulb that is several times more energy efficient than LEDs and fluorescent bulbs
References to other technologies
Passive lighting with skylights and glazing
Passive lighting with SolaTubes
Related projects / contact persons
Kerpen Horrem Railway Station, Germany
Zurich Central Station, Switzerland
Yotsuya Station, Japan
RER Stations, Paris, France
Passive lighting with SolaTubes
Name of the technology SolaTube®
Description SolaTube tubular daylighting devices are affordable, high-performance lighting solutions that bring daylight into interior spaces by means of light-conducting pipes where traditional skylights and windows simply cannot reach. The light domes are capable of catching not only direct sunlight, but also collecting light with the half-sphere, thus ensuring perfect lighting even on a cloudy day, winter months, early mornings and at dusk, when the sun is low above the horizon – traditional windows cannot do this. The light pipe can be 15 meters long and delivers up to 99.7% of sunlight.
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These devices have become the ideal solution for lighting interiors in a cost-effective, energy-efficient and eco-friendly way because they significantly reduce the need for electricity while keeping people connected to the outdoor environment. There is also possibility for a hybrid option that combines SolaTube with advanced LEDs.
General criteria
Current status – research, development and testing, demonstration or commercialization
Commercialization
Time horizon for broad application
Available
Function / purpose Natural lighting
Applicability Everywhere. It helps using less or even avoids using artificial light
Key benefits • Free natural light to provide illumination throughout the day and night
• Reduced use of artificial light • Energy savings • Reduced energy costs • Promotes creative architecture
Limitations No limitations
Environmental criteria
Energy efficiency impact High efficiency and eco-friendly by reducing the use of artificial light
Other environmental impact
They also screen infrared rays that can overheat interiors and ultraviolet rays that can fade furniture and fabrics
Economic criteria
Economic impact Costs savings due to energy savings. Typically there are no energy costs for lighting during day time. No additional maintenance costs - the system does not require maintenance personnel or spare parts.
Amortization (low, medium, high)
Low (<3years)
Comfort criteria
Comfort impact Comfort is improved due to the access to natural light
Overall rating
Overall market potential Millions of units have already been installed in residential and commercial buildings to date
Technological advances No technological advances are known in this regard
References to technologies Passive lighting with skylights and glazing
Related projects / contact persons
Anapa Railway Station, Russia
Passive lighting with Skylights and glazing
Name of the technology Skylights and glazing
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Description Skylights and glazing are light transmitting fenestration. Normally glass or polycarbonate are used in windows, in walls and roofs of buildings to increase daylighting, though avoid overheating.
A sustainable way to use this technology is: Zero artificial lighting during the day (concourse and platform areas in above ground stations, maintenance areas and at-grade or rooftop car parks). Zero artificial lighting during the day in the first 8 meters (excluding lifts and stair wells). Minimal artificial lighting during the day for other areas.
General criteria
Current status Commercialization
Time horizon for broad application
Available
Function / purpose Natural lighting
Applicability Everywhere. It helps using less or even avoiding artificial light
Key benefits • Reduce the use of artificial light • Energy savings • Reduce energy cost
Limitations When combined with light collectors/fiber-optic cables that are very expensive, return is 20–30 years including cables
Environmental criteria
Energy efficiency impact High efficiency by reducing the use of artificial light
Another environmental impact
Using high-performance windows can dramatically reduce heating and cooling loads
Economic criteria
Economic impacts Economic savings through the energy savings
Amortization (low, medium, high)
Low (<3years)
Comfort criteria
Impact on comfort • Comfort is improved due to the access to natural light • Always consider glare control. Limiting contrast ratios and
providing visual comfort in the field of view is critical • Avoid condensation (when the glass surface temperature falls
below the dew point of the room air)
Overall rating
Overall market potential Highly popularized in new constructions
Technological advances Smart glazing that respond dynamically to changing occupant and building needs at any time
References to technologies Active lighting with LEDs / Passive lighting with SolaTubes
Related projects / contact persons
Queens Park Station, Paignton, UK
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Lighting control system
Name of the technology Lighting control system
Description Lighting control incorporates communication between various system inputs and outputs related to lighting control with the use of one or more central computing devices. They serve to provide the right amount of light where and when it is need.
General criteria
Current status Commercialization
Time horizon for broad application
Available
Function / purpose Lighting
Applicability Everywhere, especially in big buildings with complex lighting systems
Key benefits • They control individual lights or groups of lights from a single user interface device
• Take full advantage of natural light • Increase life of lamps • Reduce energy consumption • If wireless, reduce installation costs and increased flexibility • If well installed, they do not need any maintenance
Limitations • Wireless systems can be unreliable • Important to carry out the design and installation of these
systems with utmost care
Environmental criteria
Energy efficiency impact High efficiency. In fact, lighting control systems are employed to maximize the energy savings from the lighting system
Other environmental impact
Increased life of lamps
Economic criteria
Economic impact Economic savings through: reduced energy consumption, a longer life of lamps and use of natural light
Amortization (low, medium, high)
Low (<1years)
Comfort criteria
Comfort impact No impact on comfort
Overall rating
Overall market potential Very high potential. Lighting control is especially required in new big constructions and rehabilitation of buildings
Technological advances New Advanced, Integrated Lighting and HVAC Automation System. GE’s LightSweep™ Modular Lighting Control Solution can now be integrated into the Trane Tracer™ centralized building automation system (BAS) giving users an integrated approach for implementing advanced control strategies across lighting and HVAC systems
Smart Energy Metering
Name of the technology Smart energy metering
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Description Smart energy meters are devices that measure in detail when and how much electric energy is consumed thus providing the basis for intelligent management of the energy distribution and consumption.
Smart meters are the next generation of electricity meters offering a wide range of intelligent functions. For example, they can indicate the momentary, daily, weekly…. energy consumption through a display installed at the end user. They can communicate directly with different levels of energy control systems (building, area, division, company…) and with the energy supplier enabling smart billing, load control, demand and supply side management.
Most of the smart meters that are being installed today use mobile phone-type signals to send meter readings to the supplier, and other wireless technologies to send information to the end user display.
General criteria
Current Commercialization
Time horizon for broad application
Available
Function / purpose Energy management
Applicability Applicable for all projects
Key benefits • Eliminate manual meter reading • Monitor the electric system more quickly • Information of the real-time and historical data on energy
consumption • Detailed feedback on energy use • Possibility to manage the energy distribution and
consumption • Reduce blackouts and system-wide electric failures
Limitations • Ensure the security of metering data • Protection the privacy of personal data
Environmental criteria
Energy efficiency impact Can directly reduce the amount of energy used due to raised awareness of energy consumption
Provides the basis for integrated energy management and thus for significant reductions of energy consumption if appropriate management strategies are applied
Other environmental impact
Support environmental efforts to reduce greenhouse gas emissions
Economic criteria
Economic impact Cost savings due to reduced energy consumption (significant reductions of energy consumption and costs if energy management systems are installed and appropriate energy management strategies are applied)
Amortization (low, medium, high)
Low (<1years)
Comfort criteria
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Impact on comfort No impact on comfort
Overall rating
Overall market potential Energy metering is required in new big constructions in order to enable smart energy management and reduction of energy consumption. It should be considered an integral and important element for all types of reconstruction projects and is often even beneficial as a single retrofit measure.
Technological advances Smart meters are a comparably young technology being constantly improved. Special development focus is on improving the data storage, processing and communication capabilities.
Related projects / contact persons
Utrecht Central Station, The Netherlands
Smart grid Solutions
Name of the technology Smart grid Solutions
Description The smart grids are modern electric power grid infrastructure for enhanced efficiency and reliability through intelligent monitoring system in real-time, high-power converters, modern communications infrastructure, sensing and metering technologies, and modern energy management techniques based on the optimization of demand, energy and network availability. Smart grids are electrical power grids that are more efficient and more resilient and therefore, “smarter” than the existing conventional power grids.
General criteria
Current status – research, development and testing, demonstration or commercialization
Commercialization
Time horizon for broad application
Available
Function / purpose Energy management
Applicability Applicable for all projects
Key benefits • Optimize the energy management, enabling a greater control over the electricity consumption and to actively participate in the electricity market
• Reduce the energy consumption • Support of the development of smart zero energy buildings
and communities and offer the step towards the Internet of Things for the Energy and Building Industry
• Allow to safely integrate more renewable energy sources (RES)
Limitations • Protection the privacy of personal data
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• Highly complex structures • High demand for intelligent data management
Environmental criteria
Energy efficiency impact Through advanced battery technologies for highly-efficient and cost-effective energy storage, integrates renewable power sources and building control systems using the energy more efficiently
Other environmental impact
Support environmental efforts to reduce greenhouse gas emissions
Economic criteria
Economic impacts Cost savings due to reduced energy consumption
Amortization (low, medium, high)
High (<10years)
Comfort criteria
Impact on comfort None
Overall rating
Overall market potential The energy sector has an important role. Efforts up to 2020 are trying to develop new solutions and promote the green transition and smart grids create an exceptional opportunity for the support of the development of smart zero energy buildings
Technological advances No technological advances are known in this regard
References to technologies Energy metering, renewable energies
Related projects / contact persons
Berlin Südkreuz Station, Germany
Wind Power Generation
Name of the technology Wind power
Description Wind power is the use of air flow through wind turbines to mechanically power generators for electricity. It is as an alternative to burning fossil fuels, renewable, widely distributed, clean, produces no greenhouse gas emissions during operation, uses no water and uses little land.
In stations they can be placed in higher area or – in case of small-scale wind turbines – installed directly at the station, facilities or multi-story car parks with good wind access.
General criteria
Current status Commercialization
Time horizon for broad application
Available
Function / purpose Energy production
Applicability Applicable for all projects
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Key benefits • Promotes cost-effective energy production • Provides energy independence • Conserves and keeps water clean • Clean air • Reduces greenhouse gas emissions
Limitations • Wind is a variable resource • Needs locations with sufficient average wind speed • Noise
Environmental criteria
Energy efficiency impact Wind turbines generate electricity cleanly and efficiently
Other environmental impact
• Wind is one of the cleanest and most sustainable ways to generate electricity as it produces no toxic pollution or global warming emissions
• Since there is no need of long distance energy transmission, demand of materials needed for wiring and poles is reduced
Economic criteria
Economic impact • Reduces energy bills due to renewable energy generation • Additional economic advantages if support programs, tax
deductions etc. for renewables exist • Initial investment costs (for equipment and installation) are
relatively high for large wind turbines
Amortization Medium (<10Years)
Comfort criteria
Comfort impact • May occur shadow flicker
Overall rating
Overall market potential Not many stations and buildings in general have adopted this technology up to now. However it is considered a good option to generate at least part of the energy that will be consumed
Technological advances No technological advances are known in this regard
References to other technologies
Other options for renewable energy production (photovoltaics, geothermal, biomass…..)
Related projects / contact persons
Railway station in Manchester (TFGM), UK
Anapa Railway Station, Russia (installation of wind generators planned for the near future)
Highly efficient chiller
Name of the technology Highly efficient chiller for water or air
Description A chiller is a machine that removes heat from a liquid via a vapor-compression or absorption refrigeration cycle. This liquid can then be circulated through a heat exchanger to cool equipment, or another process stream.
General criteria
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Current status Commercialization
Time horizon for broad application (if applicable)
Available
Function / purpose Water cooling or air cooling
Applicability Applicable for all projects
Key benefits • The high precision improves the productivity generating less waste and being an energy reduction opportunity
• The high precision eliminates the need for water and air monitoring if desired
Limitations • The difference between COP (coefficient of performance) and IPLV (Integrated Part Load Value) must be considered
• If the space is a problem, water cooled chillers take up much more space than air chillers
Environmental criteria
Energy efficiency impact • Energy efficiency due to the improvement of productivity • Water cooler systems are more energy efficient than air-cooled
systems
Another environmental impact
These systems support the environmental efforts to control greenhouse gas emissions
Economic criteria
Economic impact • Due to the high precision there are less interruptions, improving the productivity and being more economical
• The initial cost of chillers with air cooling is generally lower than water cooling based chillers
• Water-cooled systems require chemical treatment to control scale/corrosion and biological growths. These costs must be included
Amortization (low, medium, high)
Medium (<10years)
Comfort criteria
Comfort impact None
Overall rating
Overall market potential Highly important for big buildings. It provides protection to the equipment. Flexible and fully customized solutions and upgrades available
Technological advances No technological advances are known in this regard
Natural ventilation
Name of the technology Natural ventilation
Description Natural ventilation or passive ventilation uses natural outside air movement and pressure differences to both passively cool and ventilate a building.
To measure the effectiveness of the ventilation the volume and speed have to be measured: The volume dictates the rate at which stale air can be replaced by fresh air and wind speed is a component of human comfort.
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General criteria
Current status Commercialization
Time horizon for broad application (if applicable)
Available
Function / purpose Air cooling
Applicability Applicable for all projects
Key benefits • It provides and move fresh air without ventilators • Natural ventilation can be more energy efficient, particularly
if heating is not required • It could be used to access higher levels of daylight
Limitations • Natural ventilation is variable and depends on outside climatic conditions: Sites with high levels of acoustic noise or with poor air quality may be less desirable
• If a natural ventilation system cannot be installed properly or maintained due to a shortage of funds, its performance can be compromised, causing an increase in the risk of the transmission of airborne pathogens
These limitations can be overcome by using a better design or hybrid (mixed-mode) ventilation
Environmental criteria
Energy efficiency impact High efficient. No energy use for active HVAC cooling and ventilation
Other environmental impact
These systems support the environmental efforts to control greenhouse gas emissions
Economic criteria
Economic impact Cost of simple natural ventilation systems is very low
Amortization (low, medium, high)
Dependent on concrete concept and design
Comfort criteria
Comfort impact High thermal comfort and adequate fresh air for the ventilated spaces
Overall rating
Overall market potential High market potential. The use of outdoor air for natural ventilation, combined with natural cooling techniques and the use of daylight, have been always essential elements of architecture
Technological advances No technological advances are known in this regard
Related projects / contact persons
Birmingham New Street Station, UK
Nørreport Station, Copenhagen, Denmark
Rain water usage
Name of the technology Rain water usage
Description Rain water usage means capturing and storing rain that falls on-site (usually on roofs). It is generally used for irrigation and toilet flushing or other greywater uses.
General criteria
Current status Commercialization
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Time horizon for broad application (if applicable)
Available
Function / purpose Water management
Applicability Applicable for all projects
Key benefits • Reduces need for fresh water supply and thus water billls • Reduces demand for fresh water supply especially during
drought or dry season • Rainwater percolation on the roof and on the land
surrounding the building also reduces the heat island effect • Reduce or even eliminate a station's use of municipal
potable water, without requiring reductions in water use by occupants and costumers
Limitations • Possible contamination of water due to improper design, installation or maintenance
• Insufficient rain to meet demand • If the water is to be used for drinking purposes, filtration and
chlorination or disinfection by other means (e.g., boiling) is necessary
Environmental criteria
Energy efficiency impact Reduces the amount of energy needed for water supply system
Other environmental impact
Supports the environmental efforts to control greenhouse gas emissions
Economic criteria
Economic impact • Reduce water bills • Reduced need for costly expansion of centralized water delivery
systems
Amortization (low, medium, high)
Medium (<5years)
Comfort criteria
Comfort impact No impact on comfort
Overall rating
Overall market potential Highly popular in new constructions due to the reduced consumption of water
Technological advances • Development of first-flush bypass devices that are more effective and easier to maintain and operate than those currently available.
• Greater involvement of the public health department in the monitoring of water quality.
References to other technologies
Grey water recycling
Related projects / contact persons
Kerpen Horrem Railway Station, Germany
Utrecht Central Station, The Netherlands
Accrington Eco Station, UK
Birmingham New Street Station, UK
Central Railway Station Lokmanya Tilak, Mumbai, India
Reuse of grey water
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Name of the technology Reuse of grey water
Description Grey water is the water generated without fecal contamination. Sources of greywater include sinks, showers, baths, clothes washing machines or dish washers. This water can be reused for non-potable uses, for example: for uses in toilets, irrigation or wash down facilities.
General criteria
Current status Commercialization
Time horizon for broad application
Available
Function / purpose Water management
Applicability Applicable for all projects
Key benefits • Reduces need for fresh water supply and thus water bills • Less impact from septic tank and treatment
plant infrastructure • Reduces demand for fresh water supply especially during
drought or dry season • Reduce station's use of municipal potable water, without
requiring reductions in water use by occupants and costumers
Limitations • A cleaning tank and intelligent control mechanism that flushes the collected water must be used to avoid biological contamination
• Greywater should be assumed to have some blackwater type components, including pathogens. When it is used to irrigate, it should be applied below the surface
Environmental criteria
Energy efficiency impact Reduces the amount of energy used
Another environmental impact
Supports the environmental efforts to control greenhouse gas emissions
Economic criteria
Economic impacts • Reduce water bills • Reduce need for costly expansion of centralized water
delivery systems
Amortization (low, medium, high)
Medium (<5years)
Comfort criteria
Impact on comfort None
Overall rating
Overall market potential Highly popular due to the reduced consumption of water
Technological advances Devices are currently available that capture heat from residential and industrial greywater, through a process called drainwater heat recovery, greywater heat recovery, or hot water heat recycling.
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8.3 Appendix C: Detailed Sustainability Performance Profiles
Berlin Central Station (Class E - tier 1, Germany)
0
1
2
3
4
5energy
environment
safetycomfort
mobility
1.1 Renewable Energy Generation 1.2 Energy Efficiency Measures 1.3 Energy Management
3 2 2 2,3
30% 50% 20%
2.1 Water Management 2.2 Waste management 2.3 Eco-design & green materials
1 2 2 1,7
30% 30% 40%
3.1 Safety and security 3.2 Accesibility 3.3 Guidance & passenger information system
3 4 3 3,3
40% 30% 30%
4.1 Lighting
4.2 Weather protection,
ventilation & thermal comfort 4.3 Public Space
3 2 5 3
40% 40% 20%
5.1 Multi-modality 5.2 Mobility services 5.3 Commercial & public services
4 3 4 3,6
40% 40% 20%
Safety, security &
accessibility
Comfort &
Attractivity
Mobility & Hub
Berlin Central Station
Energy
Environment
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Utrecht Central Station (Class E - tier 1, The Netherlands)
0
1
2
3
4
5 energy
environment
safetycomfort
mobility
1.1 Renewable Energy Generation 1.2 Energy Efficiency Measures 1.3 Energy Management
4 4 4 4
30% 50% 20%
2.1 Water Management 2.2 Waste management 2.3 Eco-design & green materials
3 3 3 3
30% 30% 40%
3.1 Safety and security 3.2 Accesibility 3.3 Guidance & passenger information system
5 4 4 4,4
40% 30% 30%
4.1 Lighting
4.2 Weather protection,
ventilation & thermal comfort 4.3 Public Space
4 3 5 3,8
40% 40% 20%
5.1 Multi-modality 5.2 Mobility services 5.3 Commercial & public services
5 4 5 4,6
40% 40% 20%
Mobility & Hub
Utrecht Central Station
Energy
Environment
Safety, security &
accessibility
Comfort &
Attractivity
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Zurich Central Station (Class E - tier 1, Switzerland)
0
1
2
3
4
5energy
environment
safetycomfort
mobility
1.1 Renewable Energy Generation 1.2 Energy Efficiency Measures 1.3 Energy Management
1 2 1 1,5
30% 50% 20%
2.1 Water Management 2.2 Waste management 2.3 Eco-design & green materials
1 2 1 1,3
30% 30% 40%
3.1 Safety and security 3.2 Accesibility 3.3 Guidance & passenger information system
3 4 4 3,6
40% 30% 30%
4.1 Lighting
4.2 Weather protection,
ventilation & thermal comfort 4.3 Public Space
2 3 4 2,8
40% 40% 20%
5.1 Multi-modality 5.2 Mobility services 5.3 Commercial & public services
4 4 5 4,2
40% 40% 20%
Mobility & Hub
Zurich Central Station
Energy
Environment
Safety, security &
accessibility
Comfort &
Attractivity
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Birmingham New Street Station (Class D - tier 2, United Kingdom)
0
1
2
3
4
5 energy
environment
safetycomfort
mobility
1.1 Renewable Energy Generation 1.2 Energy Efficiency Measures 1.3 Energy Management
3 4 3 3,5
30% 50% 20%
2.1 Water Management 2.2 Waste management 2.3 Eco-design & green materials
4 3 3 3,3
30% 30% 40%
3.1 Safety and security 3.2 Accesibility 3.3 Guidance & passenger information system
3 4 3 3,3
40% 30% 30%
4.1 Lighting
4.2 Weather protection,
ventilation & thermal comfort 4.3 Public Space
3 3 5 3,4
40% 40% 20%
5.1 Multi-modality 5.2 Mobility services 5.3 Commercial & public services
3 2 5 3
40% 40% 20%
Mobility & Hub
Birmingham New Street Station
Energy
Environment
Safety, security &
accessibility
Comfort &
Attractivity
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Beijing South Station (Class E - tier 1, China)
0
1
2
3
4
5 energy
environment
safetycomfort
mobility
1.1 Renewable Energy Generation 1.2 Energy Efficiency Measures 1.3 Energy Management
3 3 3 3
30% 50% 20%
2.1 Water Management 2.2 Waste management 2.3 Eco-design & green materials
1 2 3 2,1
30% 30% 40%
3.1 Safety and security 3.2 Accesibility 3.3 Guidance & passenger information system
4 3 4 3,7
40% 30% 30%
4.1 Lighting
4.2 Weather protection,
ventilation & thermal comfort 4.3 Public Space
3 3 5 3,4
40% 40% 20%
5.1 Multi-modality 5.2 Mobility services 5.3 Commercial & public services
4 3 5 3,8
40% 40% 20%
Mobility & Hub
Beijing South Station
Energy
Environment
Safety, security &
accessibility
Comfort &
Attractivity
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Berlin Südkreuz Station (Class D - tier 2, Germany)
0
1
2
3
4
5 energy
environment
safetycomfort
mobility
1.1 Renewable Energy Generation 1.2 Energy Efficiency Measures 1.3 Energy Management
3 3 3 3
30% 50% 20%
2.1 Water Management 2.2 Waste management 2.3 Eco-design & green materials
1 2 1 1,3
30% 30% 40%
3.1 Safety and security 3.2 Accesibility 3.3 Guidance & passenger information system
4 4 3 3,7
40% 30% 30%
4.1 Lighting
4.2 Weather protection,
ventilation & thermal comfort 4.3 Public Space
3 3 3 3
40% 40% 20%
5.1 Multi-modality 5.2 Mobility services 5.3 Commercial & public services
3 3 3 3
40% 40% 20%
Mobility & Hub
Berlin Südkreuz Station
Energy
Environment
Safety, security &
accessibility
Comfort &
Attractivity
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Rotterdam Central Station (Class D - tier 2, The Netherlands)
0
1
2
3
4
5 energy
environment
safetycomfort
mobility
1.1 Renewable Energy Generation 1.2 Energy Efficiency Measures 1.3 Energy Management
4 3 3 3,3
30% 50% 20%
2.1 Water Management 2.2 Waste management 2.3 Eco-design & green materials
1 2 4 2,5
30% 30% 40%
3.1 Safety and security 3.2 Accesibility 3.3 Guidance & passenger information system
3 3 4 3,3
40% 30% 30%
4.1 Lighting
4.2 Weather protection,
ventilation & thermal comfort 4.3 Public Space
4 3 4 3,6
40% 40% 20%
5.1 Multi-modality 5.2 Mobility services 5.3 Commercial & public services
5 4 4 4,4
40% 40% 20%
Mobility & Hub
Rotterdam Central Station
Energy
Environment
Safety, security &
accessibility
Comfort & Attractivity
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Yotsuya Station (Class D - tier 2, Japan)
0
1
2
3
4
5 energy
environment
safetycomfort
mobility
1.1 Renewable Energy Generation 1.2 Energy Efficiency Measures 1.3 Energy Management
3 4 4 3,7
30% 50% 20%
2.1 Water Management 2.2 Waste management 2.3 Eco-design & green materials
2 1 3 2,1
30% 30% 40%
3.1 Safety and security 3.2 Accesibility 3.3 Guidance & passenger information system
2 2 2 2
40% 30% 30%
4.1 Lighting
4.2 Weather protection,
ventilation & thermal comfort 4.3 Public Space
3 3 3 3
40% 40% 20%
5.1 Multi-modality 5.2 Mobility services 5.3 Commercial & public services
2 2 2 2
40% 40% 20%
Mobility & Hub
Yotsuya Station
Energy
Environment
Safety, security &
accessibility
Comfort &
Attractivity
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Kerpen Horrem Station (Class C - tier 3, Germany)
0
1
2
3
4
5 energy
environment
safetycomfort
mobility
1.1 Renewable Energy Generation 1.2 Energy Efficiency Measures 1.3 Energy Management
4 4 4 4
30% 50% 20%
2.1 Water Management 2.2 Waste management 2.3 Eco-design & green materials
4 2 4 3,4
30% 30% 40%
3.1 Safety and security 3.2 Accesibility 3.3 Guidance & passenger information system
3 4 3 3,3
40% 30% 30%
4.1 Lighting
4.2 Weather protection,
ventilation & thermal comfort 4.3 Public Space
4 3 4 3,6
40% 40% 20%
5.1 Multi-modality 5.2 Mobility services 5.3 Commercial & public services
4 3 2 3,2
40% 40% 20%
Mobility & Hub
Kerpen Horrem Station
Energy
Environment
Safety, security &
accessibility
Comfort &
Attractivity
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Anapa Station (Class C - tier 3, Russia)
0
1
2
3
4
5 energy
environment
safetycomfort
mobility
1.1 Renewable Energy Generation 1.2 Energy Efficiency Measures 1.3 Energy Management
4 4 3 3,8
30% 50% 20%
2.1 Water Management 2.2 Waste management 2.3 Eco-design & green materials
1 1 2 1,4
30% 30% 40%
3.1 Safety and security 3.2 Accesibility 3.3 Guidance & passenger information system
2 2 2 2
40% 30% 30%
4.1 Lighting
4.2 Weather protection,
ventilation & thermal comfort 4.3 Public Space
4 2 2 2,8
40% 40% 20%
5.1 Multi-modality 5.2 Mobility services 5.3 Commercial & public services
2 1 2 1,6
40% 40% 20%
Mobility & Hub
Anapa Station
Energy
Environment
Safety, security &
accessibility
Comfort &
Attractivity
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SUSTAIN – Final Report - Draft
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Maya Station (Class C - tier 3, Japan)
0
1
2
3
4
5 energy
environment
safetycomfort
mobility
1.1 Renewable Energy Generation 1.2 Energy Efficiency Measures 1.3 Energy Management
4 4 4 4
30% 50% 20%
2.1 Water Management 2.2 Waste management 2.3 Eco-design & green materials
3 1 3 2,4
30% 30% 40%
3.1 Safety and security 3.2 Accesibility 3.3 Guidance & passenger information system
2 2 4 2,6
40% 30% 30%
4.1 Lighting
4.2 Weather protection,
ventilation & thermal comfort 4.3 Public Space
3 3 3 3
40% 40% 20%
5.1 Multi-modality 5.2 Mobility services 5.3 Commercial & public services
2 1 4 2
40% 40% 20%
Mobility & Hub
Maya Station
Energy
Environment
Safety, security &
accessibility
Comfort &
Attractivity
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Accrington Station (Class B - tier 4, United Kingdom)
0
1
2
3
4
5 energy
environment
safetycomfort
mobility
1.1 Renewable Energy Generation 1.2 Energy Efficiency Measures 1.3 Energy Management
3 4 4 3,7
30% 50% 20%
2.1 Water Management 2.2 Waste management 2.3 Eco-design & green materials
3 2 4 3,1
30% 30% 40%
3.1 Safety and security 3.2 Accesibility 3.3 Guidance & passenger information system
2 3 3 2,6
40% 30% 30%
4.1 Lighting
4.2 Weather protection,
ventilation & thermal comfort 4.3 Public Space
1 3 4 2,4
40% 40% 20%
5.1 Multi-modality 5.2 Mobility services 5.3 Commercial & public services
3 3 2 2,8
40% 40% 20%
Mobility & Hub
Accrington Station
Energy
Environment
Safety, security &
accessibility
Comfort &
Attractivity
Institute for Futures Studies and Technology Assessment & Macroplan Consulting ©2017
SUSTAIN – Final Report - Draft
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Potenza Station (Class B - tier 4, Italy)
0
1
2
3
4
5 energy
environment
safetycomfort
mobility
1.1 Renewable Energy Generation 1.2 Energy Efficiency Measures 1.3 Energy Management
1 2 2 1,7
30% 50% 20%
2.1 Water Management 2.2 Waste management 2.3 Eco-design & green materials
1 2 3 2,1
30% 30% 40%
3.1 Safety and security 3.2 Accesibility 3.3 Guidance & passenger information system
3 2 2 2,4
40% 30% 30%
4.1 Lighting
4.2 Weather protection,
ventilation & thermal comfort 4.3 Public Space
2 2 5 2,6
40% 40% 20%
5.1 Multi-modality 5.2 Mobility services 5.3 Commercial & public services
2 3 4 2,8
40% 40% 20%
Safety, security &
accessibility
Comfort &
Attractivity
Mobility & Hub
Potenza Station
Energy
Environment
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SUSTAIN – Final Report - Draft
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Fernando Zóbel Cuenca Station (Class B - tier 4, Spain)
0
1
2
3
4
5 energy
environment
safetycomfort
mobility
1.1 Renewable Energy Generation 1.2 Energy Efficiency Measures 1.3 Energy Management
4 4 4 3,8
30% 50% 20%
2.1 Water Management 2.2 Waste management 2.3 Eco-design & green materials
3 3 3 3
30% 30% 40%
3.1 Safety and security 3.2 Accesibility 3.3 Guidance & passenger information system
2 3 2 2,3
40% 30% 30%
4.1 Lighting
4.2 Weather protection,
ventilation & thermal comfort 4.3 Public Space
4 3 5 3,8
40% 40% 20%
5.1 Multi-modality 5.2 Mobility services 5.3 Commercial & public services
3 2 3 2,6
40% 40% 20%
Mobility & Hub
Cuenca Station
Energy
Environment
Safety, security &
accessibility
Comfort &
Attractivity
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8.4 Appendix D: References and Sources
Best Practice
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(Online). Available:
http://www1.deutschebahn.com/ecm2-susstation/start/projects/project_stationgreen.html
[Accessed 01.08.2016].
(1) Einkaufsbahnhof. Sonne satt am Südkreuz
(Online). Available: https://www.einkaufsbahnhof.de/berlin-suedkreuz/berlin-suedkreuz-
solaranlage-a8653. [Accessed 25.07.2016].
(2) Wikipedia. Bahnhof Berlin Südkreuz.
(Online). Available: https://de.wikipedia.org/wiki/Bahnhof_Berlin_S%C3%BCdkreuz .
[Accessed 25.07.2016].
(3) Schaller F., Showcase project intelligent mobility station Berlin Südkreuz (2015).
(Online). Available:
http://files.messe.de/abstracts/67166_Florian_Schaller_Mob_Stat_Suedkreuz_Asia.pdf.
[Accessed 25.07.2016].
(4) S-Bahn Berlin. Südkreuz. (Online). Available : http://www.s-bahn-
berlin.de/fahrplanundnetz/bahnhof/suedkreuz/119. [Accessed 25.07.2016].
(5) Nullbarriere. Berlin Hauptbahnhof Orientierungshilfe - Weitere Bahnhöfe.
(Online). Available: http://nullbarriere.de/berlin-hauptbahnhof.htm. [Accessed 25.07.2016].
(6) Schaller F., Showcase project intelligent mobility station Berlin Südkreuz (2015).
(Online). Available:
http://files.messe.de/abstracts/67166_Florian_Schaller_Mob_Stat_Suedkreuz_Asia.pdf.
[Accessed 25.07.2016].
(7) berlin-partner. Berlin to go. Smart City (2015), “Hub of Mobility”, pp.14.
(Online). Available: https://www.berlin-
partner.de/fileadmin/user_upload/01_chefredaktion/02_pdf/03_meta/32/berlin-to-
go/Berlin-to-go_2015-01_en.pdf. [Accessed 25.07.2016].
(8) emo – Berlin Agency for Electromobility. Smart Mobility Station Südkreuz. (Online). Available:
http://www.emo-berlin.de/en/emo-atlas/electromobility-sites/. [Accessed 25.07.2016].
(9) Einkaufsbahnhof. Berlin Südkreuz. (online). Available:
https://www.einkaufsbahnhof.de/berlin-suedkreuz/branchenuebersicht.
[Accessed 25.07.2016].
(10) Wikipedia. Utrecht Centraal Railway Station. (Online). Available:
https://en.wikipedia.org/wiki/Utrecht_Centraal_railway_station. [Accessed 01.08.2016].
(11) Climate-kic. Smart Sustainable District (2016), Utrecht Central Station, pp. 8-9. (Online).
Available: http://www.climate-kic.org/wp-content/uploads/2013/04/Smart-Sustainable-
Districts_Climate-KIC_external.pdf. [Accessed 01.08.2016].
(12) Theunissen Technical Trading (TTTBV). Traffic control centre rail Utrecht ready. (Online).
Available: http://www.tttbv.nl/en-
us/news/traffic%20control%20centre%20rail%20utrecht%20ready.aspx.
[Accessed 01.08.2016].
(13) Archdaily. Train Control Centre Utrecht. (Online). Available:
http://www.archdaily.com/639305/train-control-centre-utrecht-de-jong-gortemaker-algra.
[Accessed 01.08.2016].
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(14) NS. Nederland. Utrecht Central Station. Facilities. (Online) Available:
http://www.ns.nl/en/stations/utrecht-centraal.html#. [Accessed 01.08.2016].
(15) NS. Nederland. Utrecht Central Station. Facilities. (Online) Available:
http://www.ns.nl/en/stations/utrecht-centraal.html#. [Accessed 01.08.2016].
(16) Dutchnews. Utrecht to build world`s biggest bike park for 12,500 bikes. (Online). Available:
http://www.dutchnews.nl/news/archives/2014/04/utrecht_to_build_worlds_bigges.
[Accessed 01.08.2016].
(17) Van den Heuvel, J. Dekkers, K., De Vos, S. (2012). Estimating pedestrian flows at train
stations using the Station Transfer Model. (Online). Available:
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(18) Record Automatische Deuren BV. Intelligent travel information system for temporary bus
station at Utrecht Central Station. (Online). Available: http://www.record-
toegangstechniek.nl/NL/%2848134%29-Nieuws/%2848139%29-
Persberichten/%2849165%29-Travel-information-system-for-bus-stations-at-Utrecht-
Central.html. [Accessed 01.08.2016].
(19) D`Ariano, A., Corman, F., Hansen, I.A., Railway traffic optimization by advanced scheduling
and rerouting algorithms. (Online). Available:
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(20) NS. Nederland. Utrecht Central Station. Facilities. (Online) Available:
http://www.ns.nl/en/stations/utrecht-centraal.html#. [Accessed 01.08.2016].
(21) –
(22) NS. Nederland. Rotterdam Central Station. Facilities. (Online). Available:
http://www.ns.nl/en/stations/rotterdam-centraal.html. [Accessed 02.08.2016].
(23) SBB. Fact and Figures, Number of passengers using stations, pp. 14. (Online). Available:
https://www.sbb.ch/en/group/the-company/facts-and-figures/railway-stations.html.
[Accessed 01.08.2016].
(24) Wikipedia. Zürich Hauptbahnhof. (Online). Available:
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(25) ZVV. Cross-CityLink. (Online). Available: http://www.zvv.ch/zvv/en/about-us/projects/cross-
city-link.html. [Accessed 01.08.2016].
(26) SBB: Zurich Cross City Link, Aim of the project. (Online). Available:
http://www.codepatras.ethz.ch/download/presentations_codepatras/11.%20SBB%20-
%20Walter%20Siegfried/F%C3%BChrung%20Englisch%20B.pdf. [Accessed 01.08.2016].
(27) SBB. Improved customer information. LED technology in 17 Stations. (Online). Available:
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(28) Sycom. Case Study Zurich. Vibration Monitoring (2016). (Online). Available:
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[Accessed 01.08.2016].
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[Accessed 01.08.2016].
(30) Kite. Catalogue of Best- Practices implementation examples (2008). Zurich Central Station,
pp 90-94 (Online). Available: http://www.transport-
research.info/sites/default/files/project/documents/20130205_124551_90945_D13_-
_Catalogue_of_Best-practice_Implementation_Examples.pdf. [Accessed 01.08.2016].
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w.pdf. [Accessed 01.08.2016].
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(32) Ronco, P et al (2015) KULTURisk regional risk assessment methodology for water-related
natural hazards - Part 2: Application to the Zurich case study, in HYDROLOGY AND EARTH
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[Accessed 02.08.2016].
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[Accessed 02.08.2016].
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Russian Railway
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(48) JSC “Russian Railways-RZD. (Online). Available: http://ar2012.rzd.ru/en/performance-
overview/innovation-and-technological-development/energy-efficiency/ [Accessed
06.09.2016].
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