WP3: Rail Passenger Transport - TOSCA Project

5.2 Energy and GHG characteristics
With the approach and assumptions outlined in Sections 3.1–3.5, supported by KTH simulation
with STEC, the potential of individual technologies, as well as their combined impact, are
evaluated. Results are presented in detail in Tables 5-2 to 5-4 and more briefly in Figures 5-1
to 5-3. Detailed results are presented in Table 5-2. In scenarios 1 to 5 individual technologies
are studied separately, while scenarios 6 to 9 represent their combined effect.
Table 5-2 Energy use per passenger-km, as estimated for the different types of rail
passenger services by 2050, measured as electricity at public grid or at the train’s
fuel tank. NB: 1 MJ = 0.278 kWh.
Bold figures are the main results to be compared.
High-speed
train unit
Electric
(MJ/pkm)
Intercity or
regional
Electric
(MJ/pkm)
Intercity
or regional
Diesel
(MJ/pkm)
Local
city train
Electric
(MJ/pkm)
Technologies and scenarios
Reference 2009 (Table 2-1) at train 0.22 0.33 0.73 0.35
at public grid 0.243 0.359 -- 0.382
1. PA Low-drag at public grid / tank 0.203 0.314 0.65 0.370
2. PB Low-mass a “ --- 0.337 0.68 0.346
3. PC Energy recovery “ 0.236 0.317 0.64 0.305
4. PD Space efficiency c “ 0.213 0.275 0.62 ---
5. PF Eco-driving “ 0.220 0.312 0.63 0.305
6. Pcomb electric (incl. incremental) 0.126 0.162 --- 0.149
7. Pcomb HS el: As (6) + higher speed 0.165 0.193 --- 0.175
8. Pcomb HS (7) + low GHG el power b 0.165 0.193 --- 0.175
9. Pcomb diesel (incl. incremental) --- --- 0.36 ---
Max operational speed 2009→2050 (km/h) 300 → 370 160 → 230 140 140 → 165
Average speed 2009→2050 (km/h) 200 → 240 105 → 123 85 55 → 60
Average load factor (%) 65 40 40 35
European rail market share (% of pass-km) d 20 43 12 25
a ‘High-speed train’ mass per metre is assumed constant, however, the number of seats per metre is assumed to
increase by 14 % to 2.9 seats per metre of train over the time until 2050. ‘Intercity or regional’ electric trains are
assumed to change from locomotive-hauled conventional trains to lighter multiple units (with a further mass
reduction per metre of 10 %), thus reducing the overall mass per seat by 25 %. The reference diesel train is
already a multiple unit; here a mass reduction of 15 % is assumed. For the ‘Local city train’ mass per metre, and
per seat, is assumed to be reduced by 20 % from 2009 until 2050.
b The GHG content of average European electricity is tentatively assumed to be reduced by 80 % until 2050.
c
‘Intercity or regional’ and ‘High-speed’ are assumed to have 2.9 seats per metre of train by 2050. ‘Local city
trains’ are assumed to have the same as in the reference case: 3.5 seats per metre train.
d At this stage assuming the same market share as in the reference year 2009; see further discussion on page 20.
Deliverable D4 – WP3 passenger 19