WP3: Rail Passenger Transport - TOSCA Project

More documents

Recommendations

Info

At a later stage (say by 2025 and beyond) this technology may be co-ordinated with rail traffic control, i.e. traffic flow management, which would lead to further improvement. Such measures would also enhance railway’s transport capacity to some extent. In the long term (2050) ecodriving is estimated to save a further 5–10 % compared over the first generation, used as a single technology. However, there are interactions with other technologies; see further combination scenarios in Section 3.5. PG. Dual mode and hybrid trains In a dual mode train electricity is used on electrified sections while diesel or bio fuels are used on non-electrified parts of the operation. Today most trains running on both electrified and non-electrified sections use diesel power only. Depending on the share of electrified sections in the actual operation, and carbon content of electricity, energy savings and emission reductions can be in the order of 20–50 % and sometimes more, compared with pure diesel operation. Another possibility is hybrid diesel-electric propulsion with on-board energy storage. These technologies are available today, but are sparsely used. It is expected to be further matured and accepted during the next 10 years. Maximum market penetration is limited to diesel-hauled rail services, i.e. around 10–12 %. Further incentives are likely necessary for a wider introduction. PH. Bio fuels in diesel engines As an alternative to diesel fuel, diesel engines can be powered with liquid or gaseous bio fuels, which can reduce life-cycle GHG emissions. WP4 of TOSCA (Perimenis et al, 2010), suggests Hydrogenated Vegetable Oil (HVO) as the most promising alternative available today. The net life-cycle content of CO2-eq is about 45 % lower than for ordinary diesel fuel, while production cost for HVO is about 50 % higher. In the longer term a new generation of bio fuels, produced from wood, is anticipated to be available. Most important, the future availability of biomass for energy purposes depends on the amount of land that is not needed for food production (non-food areas) and other purposes. This is a very uncertain issue. Therefore, the biomass potential is also highly uncertain and requires much further analysis. This is out of scope in this study on rail passenger transport. Due to the limited market penetration in rail operations (an absolute maximum of 12 %, i.e. the share of diesel operations) and, in particular, the high uncertainties in future large-scale availability, this option will not be further analysed in this report. The bio fuel option will be further evaluated by WP6 in Stage 2 of TOSCA, as a scenario variable. PI. Electrification of non-electrified lines Electric rail operations are usually more energy efficient than less GHG-intensive than diesel operations, in particular if electricity is partly generated by other means than fossil fuels. This is shown in Table 2-1, where the electric ‘Intercity or regional’ train has lower GHG emissions per passenger-km than the diesel train, despite higher speed and higher train mass per seat. Today, several European countries have very limited part of their rail networks electrified. Plans for improvements have been presented, for example in the UK. In these countries substantial reductions of GHG emissions from rail operations are expected, in particular if ‘Low-GHG electric power’ is used in the future (see further FJ below). Massive electrification to cover, say, 95 % of all European rail passenger transport volumes (instead of the present-day 88 %) would reduce GHG emissions by 3–8 % depending on the electricity mix. The limited general impact – because of the low additional market penetration – and the associated cost of electrification is a matter of optimization (i.e. what lines should be converted to electric operation). This is however outside the scope of this study. Therefore no further analysis of electrification is made here. This does not exclude that certain lines could and should be electrified after a thorough analysis. Deliverable D4 – WP3 passenger 10
PJ. Low-GHG electric power Electric power is by 2009 produced by a number of means in Europe, some of them using fossil fuels (mainly coal and natural gas), some of them with renewable energy (hydro, with increasing shares of wind and biomass). Nuclear power is also an essential source of nonrenewable energy, but with zero direct GHG emissions. Fossil fuels had by 2007 about 50 % share of the total. The electric power production is part of the European Trading Scheme (ETS), which means that GHG emissions will have a monetary price. Tomorrow’s electric power mix must have substantially diminishing dependence of fossil fuels if GHG emission targets are to be met. Further, long-term technology options include carbon capture and storage (CCS) as well as geothermal energy, and possibly also solar and sea wave power. Also, an increasing share of combined heat and electric power (CHP) production (with fossil or bio fuels) increases the efficiency and reduces specific emissions related to electric power. The GHG emissions from today’s electric power mix are estimated in TOSCA WP4 as being 460 gCO 2 -eq per kWh of electricity at consumer's outlet. GHG emissions from future European electric power is a scenario variable in stage 2 and will be determined by WP6 in cooperation with other work packages. Substantially reduced average GHG emissions from electric power production will be a very effective means of reducing emissions from the European transport sector, not only for railways but possibly also for passenger cars in the road sector. For example, a reduction of GHG content per kWh of electricity by 80 % will reduce specific emissions of electric trains by the same amount. Maximum market penetration in the rail sector is about 90 % (i.e. current and future diesel operation is excluded). PK. Magnetic levitation (Maglev) Magnetic levitation has been technically developed for commercial introduction since about 2000, both in Germany and Japan. However, only one commercial magnetic railway for higher speeds has been built, i.e. the Shanghai airport Maglev system. In addition, a long-distance line of 200 km is reported to be planned outside Shanghai. Magnetic levitation trains achieve commercial top speeds in the range of 400 to 500 km/h; the horizontal curves may be tighter and the gradients steeper than on conventional railways for the same design speed. Despite these advantages, the cost of constructing magnetic railways is high, partly due to the installation of continuous high-powered linear drives and levitation equipment along the line. Another drawback is the non-existing interoperability with conventional railway systems. In addition, the difference in average speed between Maglev and conventional high-speed rail has been successively reduced in comparison with the situation 40 years ago, when the development of magnetic levitation started. Energy consumption is estimated to be in the same order as on conventional high-speed stateof-the-art trains at the same speed (Kemp et al, 2007). Other sources end up with almost the same conclusion, or somewhat higher energy consumption for magnetic rail, all comparing the same speed. However, if the full speed potential of magnetic levitation is to be achieved the total energy demand will increase. This is in spite of the fact that the above-mentioned technology options PA, PB, and PD (see above) are already included in existing proposals for magnetic levitation systems. The option of Maglev trains will not be further studied in the context of Tosca, as this option is not suited for reduction of energy consumption and GHG emissions. Deliverable D4 – WP3 passenger 11
Page 1 and 2: Technology Opportunities and Strate
Page 3 and 4: CONTENTS CONTENTS ABBREVIATIONS AND
Page 5 and 6: ABSTRACT In Stage 1 of the EU/FP7-f
Page 7 and 8: 1 INTRODUCTION Rail passenger trans
Page 9 and 10: Table 2-1 Reference characteristics
Page 11 and 12: improvements of the rail infrastruc
Page 13: PD. Space-efficient train According
Page 17 and 18: speeds in the range of 220-250 km/h
Page 19 and 20: It should be noted that it is not f
Page 21 and 22: The second issue that may be troubl
Page 23 and 24: 5.2 Energy and GHG characteristics
Page 25 and 26: In most cases it is assumed that th
Page 27 and 28: 2050 2025 2009 reference Low drag 1
Page 29 and 30: Table 5-4a Cost characteristics, ag
Page 31 and 32: Table 5-4b Cost characteristics for
Page 33 and 34: Summary and comments - Some of the
Page 35 and 36: 5.5 Social acceptability Table 5-6
Page 37 and 38: Comment - Most technologies and mea
Page 39 and 40: PF Eco-driving With an estimated av
Page 41 and 42: Combination of measures The combina
Page 43: REFERENCES Andersson E, Lukaszewicz

WP3: Rail Passenger Transport - TOSCA Project

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?