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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

Institute for Futures Studies and Technology Assessment & Macroplan Consulting ©2017

SUSTAIN – Final Report - Draft

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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 )

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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)

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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


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


ma terials )

33 Niitsu Station"Ecoste" (new-in

planning/ JR East)Japan B - 4 refurbishment


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


� 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


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


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


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


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


Project focus

Project name and aims “Ecoste”: eco-friendly station

• Energy conservation • Energy creation • Eco-awareness • Environmental harmonization


� Environmental

� Social


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)


A roof-top garden (pocket park) has incorporated natural light and wind, so that commuters can experience the benefits of nature's blessings.


Water-retaining pavement (Near Yotsuya exit)


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 duration 14 months


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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� Environmental

� Social



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


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


Non-polluting and low-emission materials that do not contain Aluminium or chromic substances


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


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


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



20

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



21

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).



22

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%



23

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.


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


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


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


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.




24

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


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


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


Overall plan with targets and

measures for ligting quality, levels

and procedures. Improvements in

some parts of the station.

Advanced lighting control.


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



measures for ligting quality, levels

and procedures. Significant

improvements in all parts of the

station. Advanced lighting control

to optimise energy efficiency.


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.




25

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


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



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



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.


hub services with targets and

measures. Collaboration with

public and private hub service

providers

5



from other transport modes with

targets and measures. Seamless

access to and integration with all

relevant modes of transport.

Barrier free design. Seamless

travel.


mobility services with targets and

measures. High quality

complementary mobility services

including information services and

seamless ticketing.


hub services with targets and

measures. Broad spectrum and

high quality of public and private

hub services.


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



26

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





� Accessability


Class E - Tier1

Sustainability Profile: Berlin Central Station

Environment 1,7




Comfort & Attractivity 3

� Lighting


& Thermal Comfort


0

1

2

3

4

5energy

environment

safetycomfort

mobility



27

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.



28

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



29

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



30

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



31

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



32

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





� Accessability


Range of Application: Station Type (tier1, tier2, tier3, tier4) Project Type (newly build, refurbishment, extension)

Sustainability Performance Assessment

Environment





� Lighting


& Thermal Comfort




33

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)



34

� 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.



35

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



36

• 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:



37

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


Rain-Water Use (irrigation)

Complexity

Waste Separation

Improvement of the environmental performance 2

Water, Waste, Eco-Design


mediumshort long

Payback time

Waste Management, Recycling

Rain water & waste water management system

Building upgrade according to eco design

Systematic use of green materials



38

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



39

• 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:



40

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


Qualify Personnel (safety & security)

Complexity

SOS Functionality & CCTV

Improvement of the social performance 1

Safety, Security & Accessibility


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


Upgrading waiting areas

Complexity

Enhancement Lighting Levels

Improvement of the social performance 2



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)



41

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





� Accessability


Class E - Tier1

Sustainability Profile: Utrecht Central Station

Environment 3,0




Comfort & Attractivity 3,8

� Lighting


& Thermal Comfort


0

1

2

3

4

5 energy

environment

safetycomfort

mobility



42

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:



43

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


Basic Mobility Services

Complexity

Safe Parking for Bikes & Cars

Improvement of the economic performance

Mobility & Hub


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



44

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.



45

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)



46

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.



47

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 focus

Project name and aims StationGreen


http://www1.deutschebahn.com/ecm2-susstation/start/projects/project_stationgreen.html


� Environmental


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



48

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)


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).


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.


Accessibility of the station Full barrier-free access


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.


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


Project focus

Project name and aims “StationGreen - Südkreuz Intelligent Mobility Station”


� Environmental



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


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



50

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


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


Mobility monitors show the current departure times of long-distance buses and the locations of bike and car sharing services7. Indoor navigation application8


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



51

Country The Netherlands



Project duration Ongoing (2016)


Project focus

Project name and aims “Utrecht 2030”: Utrecht is building a new Central Station Area and is reconstructing part of the old one


� Environmental

� Social



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


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.


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



52

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


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


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


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.


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#


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




53

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/


More than 100.000 passengers per day21

Country NL




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.


http://www.dezeen.com/2014/03/22/rotterdam-centraal-station-benthem-crouwel-mvsa-architects-west-8/


� Environmental



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



54

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.


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.


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.


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).


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.


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



55

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 duration Ongoing (2016) 25


Project focus

Project name and aims Zurich Cross-City Link 26


http://www.uic.org/com/?page=eslider_iframe&id_article=3967


� Social



Energy LED technology27


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



56

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


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.


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


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



57

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


Ca. 1.000 passengers per day33, 4 trains per hour 34

Country UK


Project duration 1 year 35


Project focus

Project name and aims “SUSSTATION” - Eco-Station Project: new design approach (passive design), sustainable materials and construction, smart energy supply


http://www1.deutschebahn.com/ecm2-susstation/start/projects/project_accrington.html


� Environmental

� Social



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



58

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


Passive design elements to conserve energy, water and material take advantage of the climate to maintain a comfortable temperature range


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.


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


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


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



59

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


Project focus

Project name and aims The Birmingham New Street redevelopment project


http://www.newstreetnewstart.co.uk/about-the-development/benefits.aspx


� Environmental

� Social



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



60

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


An huge atrium allow natural light to flood into the station concourse


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


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


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


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/



61

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 focus

Project name and aims Smart Station Project: Anapa Station Modernization


To achieve maximum resource –saving effect by implementing modern innovative technologies


� Environmental



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



62

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



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


More than 100.000 passengers daily 50, 8 platforms (4 at the train station and 4 at the metro station)

Country Japan



Project focus

Project name and aims “Ecoste”: eco-friendly station

• Energy conservation • Energy creation • Eco-awareness • Environmental harmonization


� Environmental

� Social

50 https://en.wikipedia.org/wiki/Yotsuya_Station



63


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


A roof-top garden (pocket park) has incorporated natural light and wind, so that commuters can experience the benefits of nature's blessings.53


Water-retaining pavement (Near Yotsuya exit)


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



64

Typology of the Station � Class E - Tier 1

More than 520,000 passengers per day, 24 platforms55

Country China

Project type � Replacement



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.


http://www.archdaily.com/272425/beijing-south-station-tfp-farrells


� Environmental

� Social



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.


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


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/



65

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


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


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



66

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 duration starting 2010- opening 2015



67


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.


http://www.caritasroma.it/cosa-puoi-fare/fai-una-donazione/progetti-di-solidarieta/progetto-di-riqualificazione-ostello-don-luigi-di-liegro/ (in Italian language)


� Social61



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.



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


Country Italy

Project type � Medium scale reconstruction

Project duration starting year 2013 - opening year 2016 - On going project


Project focus

Project name and aims ScamBioLoGiCo (Green Stations)

To realize cultural garrisons committed to improving the environmental and cultural qualities of the territories


“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)


� Environmental

� Social



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


The building requalification is based on the recovery of materials. For the interior old furniture will be re-used.


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


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.


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/


1,300 passengers per day, 2 Platforms, 8 trains per day

Country ESP


Project duration 14 months


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


http://www.adif.es/es_ES/comunicacion_y_prensa/fichas_de_actualidad/ficha_actualidad_00060.shtml


� Environmental

� Social



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


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


Non-polluting and low-emission materials that do not contain Aluminum or chromic substances


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


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


The station has teleindicators and monitors in the great hall to inform travelers on the arrival and departure of trains


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 duration Dec. 2013- Mar. 2016


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


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/


� Environmental

� Social


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.


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.


Wood from the forest around the station is used for benches and interior material.


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


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.


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


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)


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


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


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


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


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


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


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


Energy efficiency impact High efficiency and eco-friendly by reducing the use of artificial light


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.


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


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


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


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


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


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



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


Energy efficiency impact High efficiency. In fact, lighting control systems are employed to maximize the energy savings from the lighting system


Increased life of lamps

Economic criteria

Economic impact Economic savings through: reduced energy consumption, a longer life of lamps and use of natural light


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


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


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


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)


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.


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


Commercialization


Available

Function / purpose Energy management


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



87

• Highly complex structures • High demand for intelligent data management


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


Support environmental efforts to reduce greenhouse gas emissions

Economic criteria

Economic impacts Cost savings due to reduced energy consumption


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


References to technologies Energy metering, renewable energies


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



Available

Function / purpose Energy production




88

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


Energy efficiency impact Wind turbines generate electricity cleanly and efficiently


• 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



Other options for renewable energy production (photovoltaics, geothermal, biomass…..)


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



89



Available

Function / purpose Water cooling or air cooling


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


Energy efficiency impact • Energy efficiency due to the improvement of productivity • Water cooler systems are more energy efficient than air-cooled

systems


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


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


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.



90

General criteria



Available

Function / purpose Air cooling


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


Energy efficiency impact High efficient. No energy use for active HVAC cooling and ventilation


These systems support the environmental efforts to control greenhouse gas emissions

Economic criteria

Economic impact Cost of simple natural ventilation systems is very low


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



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




91


Available

Function / purpose Water management


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


Energy efficiency impact Reduces the amount of energy needed for water supply system


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


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.


Grey water recycling


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



92

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



Available

Function / purpose Water management


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


Energy efficiency impact Reduces the amount of energy used


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


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.



93

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


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



94

Utrecht Central Station (Class E - tier 1, The Netherlands)

0

1

2

3

4

5 energy

environment

safetycomfort

mobility


4 4 4 4

30% 50% 20%


3 3 3 3

30% 30% 40%


5 4 4 4,4

40% 30% 30%

4.1 Lighting



4 3 5 3,8

40% 40% 20%


5 4 5 4,6

40% 40% 20%

Mobility & Hub

Utrecht Central Station

Energy

Environment

Safety, security &

accessibility

Comfort &

Attractivity



95

Zurich Central Station (Class E - tier 1, Switzerland)

0

1

2

3

4

5energy

environment

safetycomfort

mobility


1 2 1 1,5

30% 50% 20%


1 2 1 1,3

30% 30% 40%


3 4 4 3,6

40% 30% 30%

4.1 Lighting



2 3 4 2,8

40% 40% 20%


4 4 5 4,2

40% 40% 20%

Mobility & Hub

Zurich Central Station

Energy

Environment

Safety, security &

accessibility

Comfort &

Attractivity



96

Birmingham New Street Station (Class D - tier 2, United Kingdom)

0

1

2

3

4

5 energy

environment

safetycomfort

mobility


3 4 3 3,5

30% 50% 20%


4 3 3 3,3

30% 30% 40%


3 4 3 3,3

40% 30% 30%

4.1 Lighting



3 3 5 3,4

40% 40% 20%


3 2 5 3

40% 40% 20%

Mobility & Hub

Birmingham New Street Station

Energy

Environment

Safety, security &

accessibility

Comfort &

Attractivity



97

Beijing South Station (Class E - tier 1, China)

0

1

2

3

4

5 energy

environment

safetycomfort

mobility


3 3 3 3

30% 50% 20%


1 2 3 2,1

30% 30% 40%


4 3 4 3,7

40% 30% 30%

4.1 Lighting



3 3 5 3,4

40% 40% 20%


4 3 5 3,8

40% 40% 20%

Mobility & Hub

Beijing South Station

Energy

Environment

Safety, security &

accessibility

Comfort &

Attractivity



98

Berlin Südkreuz Station (Class D - tier 2, Germany)

0

1

2

3

4

5 energy

environment

safetycomfort

mobility


3 3 3 3

30% 50% 20%


1 2 1 1,3

30% 30% 40%


4 4 3 3,7

40% 30% 30%

4.1 Lighting



3 3 3 3

40% 40% 20%


3 3 3 3

40% 40% 20%

Mobility & Hub

Berlin Südkreuz Station

Energy

Environment

Safety, security &

accessibility

Comfort &

Attractivity



99

Rotterdam Central Station (Class D - tier 2, The Netherlands)

0

1

2

3

4

5 energy

environment

safetycomfort

mobility


4 3 3 3,3

30% 50% 20%


1 2 4 2,5

30% 30% 40%


3 3 4 3,3

40% 30% 30%

4.1 Lighting



4 3 4 3,6

40% 40% 20%


5 4 4 4,4

40% 40% 20%

Mobility & Hub

Rotterdam Central Station

Energy

Environment

Safety, security &

accessibility




10

Yotsuya Station (Class D - tier 2, Japan)

0

1

2

3

4

5 energy

environment

safetycomfort

mobility


3 4 4 3,7

30% 50% 20%


2 1 3 2,1

30% 30% 40%


2 2 2 2

40% 30% 30%

4.1 Lighting



3 3 3 3

40% 40% 20%


2 2 2 2

40% 40% 20%

Mobility & Hub

Yotsuya Station

Energy

Environment

Safety, security &

accessibility

Comfort &

Attractivity



10

Kerpen Horrem Station (Class C - tier 3, Germany)

0

1

2

3

4

5 energy

environment

safetycomfort

mobility


4 4 4 4

30% 50% 20%


4 2 4 3,4

30% 30% 40%


3 4 3 3,3

40% 30% 30%

4.1 Lighting



4 3 4 3,6

40% 40% 20%


4 3 2 3,2

40% 40% 20%

Mobility & Hub

Kerpen Horrem Station

Energy

Environment

Safety, security &

accessibility

Comfort &

Attractivity



10

Anapa Station (Class C - tier 3, Russia)

0

1

2

3

4

5 energy

environment

safetycomfort

mobility


4 4 3 3,8

30% 50% 20%


1 1 2 1,4

30% 30% 40%


2 2 2 2

40% 30% 30%

4.1 Lighting



4 2 2 2,8

40% 40% 20%


2 1 2 1,6

40% 40% 20%

Mobility & Hub

Anapa Station

Energy

Environment

Safety, security &

accessibility

Comfort &

Attractivity



10

Maya Station (Class C - tier 3, Japan)

0

1

2

3

4

5 energy

environment

safetycomfort

mobility


4 4 4 4

30% 50% 20%


3 1 3 2,4

30% 30% 40%


2 2 4 2,6

40% 30% 30%

4.1 Lighting



3 3 3 3

40% 40% 20%


2 1 4 2

40% 40% 20%

Mobility & Hub

Maya Station

Energy

Environment

Safety, security &

accessibility

Comfort &

Attractivity



10

Accrington Station (Class B - tier 4, United Kingdom)

0

1

2

3

4

5 energy

environment

safetycomfort

mobility


3 4 4 3,7

30% 50% 20%


3 2 4 3,1

30% 30% 40%


2 3 3 2,6

40% 30% 30%

4.1 Lighting



1 3 4 2,4

40% 40% 20%


3 3 2 2,8

40% 40% 20%

Mobility & Hub

Accrington Station

Energy

Environment

Safety, security &

accessibility

Comfort &

Attractivity



10

Potenza Station (Class B - tier 4, Italy)

0

1

2

3

4

5 energy

environment

safetycomfort

mobility


1 2 2 1,7

30% 50% 20%


1 2 3 2,1

30% 30% 40%


3 2 2 2,4

40% 30% 30%

4.1 Lighting



2 2 5 2,6

40% 40% 20%


2 3 4 2,8

40% 40% 20%

Safety, security &

accessibility

Comfort &

Attractivity

Mobility & Hub

Potenza Station

Energy

Environment



10

Fernando Zóbel Cuenca Station (Class B - tier 4, Spain)

0

1

2

3

4

5 energy

environment

safetycomfort

mobility


4 4 4 3,8

30% 50% 20%


3 3 3 3

30% 30% 40%


2 3 2 2,3

40% 30% 30%

4.1 Lighting



4 3 5 3,8

40% 40% 20%


3 2 3 2,6

40% 40% 20%

Mobility & Hub

Cuenca Station

Energy

Environment

Safety, security &

accessibility

Comfort &

Attractivity



10

8.4 Appendix D: References and Sources

Best Practice

(0) Deutsche Bahn. StationGreen – a new standard for the passenger building of the future

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[Accessed 01.08.2016].

(1) Einkaufsbahnhof. Sonne satt am Südkreuz

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solaranlage-a8653. [Accessed 25.07.2016].

(2) Wikipedia. Bahnhof Berlin Südkreuz.

(Online). Available: https://de.wikipedia.org/wiki/Bahnhof_Berlin_S%C3%BCdkreuz .

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(3) Schaller F., Showcase project intelligent mobility station Berlin Südkreuz (2015).


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.

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[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:

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(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].

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http://www.archdaily.com/639305/train-control-centre-utrecht-de-jong-gortemaker-algra.

[Accessed 01.08.2016].



10

(14) 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:

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[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:

abstracts.aetransport.org/paper/download/id/4045. [Accessed 01.08.2016].

(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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(21) –

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(23) SBB. Fact and Figures, Number of passengers using stations, pp. 14. (Online). Available:

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[Accessed 01.08.2016].

(24) Wikipedia. Zürich Hauptbahnhof. (Online). Available:

https://en.wikipedia.org/wiki/Z%C3%BCrich_Hauptbahnhof. [Accessed 01.08.2016].

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city-link.html. [Accessed 01.08.2016].

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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:

http://m.sbb.ch/en/news.newsdetail.2014-10-2410_1.html. [Accessed 01.08.2016].

(28) Sycom. Case Study Zurich. Vibration Monitoring (2016). (Online). Available:

http://www.syscom.ch/fileadmin/user_upload/SYSCOM/Case_Study_Zurich.pdf.

[Accessed 01.08.2016].

(29) IRI – International Railway Journal. Zürich Cross City Link inaugurated. (Online). Available:

http://www.railjournal.com/index.php/europe/zurich-cross-city-link-inaugurated.html.

[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].

(31) Poyry. Zurich Cross City Link. (Online). Available:

http://www.poyry.com/sites/default/files/media/related_material/zurich_a4_casestory_ne

w.pdf. [Accessed 01.08.2016].



10

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natural hazards - Part 2: Application to the Zurich case study, in HYDROLOGY AND EARTH

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Available: http://www1.deutschebahn.com/file/ecm2-

susstation/1578686/1Ql8mikPwtghKBz2B3bJH9EL2k8/1986942/data/AccringtonEcoStationR

esearch.pdf. [Accessed 01.08.2016].

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Infrastructure. (Online). Available:

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%20Sustainable%20Infrastructure.pdf. [Accessed 01.08.2016].

(37) Lancashire County Council. News. Accrington`s new eco railway unveiled. (Online). Available:

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&r=PR10/0772. [Accessed 01.08.2016].

(38) Abellio. Water, Waste/Recycling & Supply Chain. (Online). Available:

https://www.abellio.com/sites/default/files/downloads/water_waste-

_recycling_supply_chain.pdf. [Accessed 01.08.2016].

(39) Nationalrail.co.uk. Accrington Station. (Online) Available:

http://www.nationalrail.co.uk/stations/ACR/details.html. [Accessed 01.08.2016].

(40) Nationalrail.co.uk. Accrington is a Plusbus Area. (Online). Available:

http://www.nationalrail.co.uk/posters/ACR.pdf. [Accessed 01.08.2016].

(41) Birminghammail.co.uk. Birmingham New Street- the amazing fact behind the transformation

of the train station. (Online). Available: http://www.birminghammail.co.uk/news/midlands-

news/birmingham-new-street-amazing-facts-10083957 . [Accessed 02.08.2016].

(42) NewstreetNewStart.co.uk. New Street`s “lamp block” receives the green light of excellence.

(Online). Available: 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. . [Accessed 02.08.2016].

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http://www.newstreetnewstart.co.uk/about-the-development/benefits.aspx.

[Accessed 02.08.2016].

(44) NewstreetNewStart.co.uk. (Online). Available. http://newstreetnewstart.co.uk/construction-

progress/half-time-switchover.aspx. [Accessed 02.08.2016].

(45) European railway review. Birmingham New Street station installs media eyes advertising

screens. (Online). Available: http://www.europeanrailwayreview.com/23441/rail-industry-

news/birmingham-new-street-station-installs-media-eye-advertising-screens/.

[Accessed 02.08.2016].

(46) Ivanov, B (2015): Enhancing energy efficiency as an innovative development policy of JSC

Russian Railway

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11

(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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