WP3: Rail Passenger Transport - TOSCA Project

Summary and comments
- Some of the investigated technologies do not influence the total operating cost significantly
if energy cost is excluded. There is however a tendency of decreasing operating cost when
Energy recovery or Eco-driving is applied, because of less frequent use of the mechanical
brakes, which leads to reduced maintenance of these brakes. However, on some rail
networks increased energy recovery requires the electrical supply system to be rebuilt or
upgraded in order to be receptive for an increased amount of feed-back electric energy. In
the long term however this is anyhow an anticipated development.
- The most cost-saving measure is to increase space utilization (essentially this is the number
of seats per metre length of train), by changing from loco-hauled trains to multiple units
and/or by increase the space efficiency of interiors.
- Reduced mass per metre of train tends to increase cost if energy cost is excluded. This is
due to higher production cost of the train, and thus investment and capital cost, assumed to
be 20 EUR per kilogram of reduced mass (which is about half of the average price per
kilogram of the whole train). However, this estimate is not confirmed, due to a lack of
reliable sources for long-term estimations. Track charges and train maintenance costs will
be lower for low-mass trains, which partly compensates for higher capital cost. With about
50 % increased prices of electricity (relative to 2009) the ‘low-mass’ train, with assumed
costs of mass reduction, is about to break even in a long-term economic perspective. For
’Local city trains’ with frequent stops, low mass will save more energy and GHG per
average pkm, but the relatively low utilization (km per year) of these trains will limit the
benefits to moderate levels. Due to the current uncertainties on cost and the underdeveloped
technology of low mass trains, a comprehensive R&D program is recommended.
- Low drag is long-term beneficial for ‘High-speed trains’ and also for the ‘Intercity or
regional’ segment, if current energy prices are applied, and still more at higher energy
prices.
- The used interest rate for increased vehicle investment is chosen from a long-term
perspective and is not including profit margins in profit-making operating companies. This
fact indicates that additional incentives – except energy cost savings - may be required for
some technologies.
- Higher speed is usually beneficial for the operator from a cost point of view, due to
increased mileages both for trains and for the train crew. This is in spite of slightly
increasing cost of trains as well as for maintenance and energy. In addition, considerations
must be taken to the increased willingness to pay for shorter travel time; see Section 5.6, in
particular Table 5-8.
Deliverable D4 – WP3 passenger 29