WP3: Rail Passenger Transport - TOSCA Project

PF Eco-driving
With an estimated average GHG reduction of 15 % by 2050, as a single individual measure,
and a market penetration in almost every type of rail operations this is the second most
important technology, and the most important technology generated in the rail sector itself. It is
to some extent used by train drivers already today but can be significantly improved by using
computer-assisted advice (or in some cases automatic train operation). It is a low-cost
technology and has no adverse effects on society, operators or end users. Operating cost will be
reduced according to energy savings, although not included at this stage of TOSCA. Ecodriving
will likely also lead to reduced maintenance on train braking equipment.
This technology will be most efficient in frequently stopping ‘Local city train’ operations,
where it is estimated to reduce energy and GHG emissions by about 20 %.
Estimated overall GHG reduction from rail operations: 15 %
impact on operating cost, excluding energy: -1 %
end user average willingness to pay: 0 %
PD Space efficiency
Improved space efficiency, i.e. an increased number of seats per unit length or unit mass of the
train, can be achieved in two ways; (1) by replacing the conventional train consist of
locomotive + cars with multiple unit trains, having the propulsion in the same cars as
passengers, or (2) by improving space utilisation within the car’s interior through smart and
space-saving solutions, while still being convenient for passengers.
This technology is applicable to ‘High-speed’ as well as ‘Intercity or regional’ operations,
while no further improvement is anticipated on ‘Local city’ trains.
Estimated overall GHG reduction from rail operations: 14 %
impact on operating cost, excluding energy: - 9 %
end user average willingness to pay: - 3 %
PC Energy recovery
Energy recovery is used already today in many electric train operations, although not in all.
Due to limitations in the share of powered axles, in the propulsion and electric braking power
as well as in the receptivity of the electric supply system, the energy recovery is less than
optimum. In diesel-hauled trains there is no energy recovery at all, but this could change when
energy-storing technologies are further developed. Besides energy saving, energy recovery will
have a side-effect through reduced wear on the mechanical brake equipment, which will reduce
maintenance cost. It is important that at least about 50 % of the axles of the train are powered
and that the installed power for propulsion and electric braking is high, in order to guarantee a
high enough braking effort at electric recovery braking. The assumed power in this study is at
least 20 kW per tonne of train mass for electric trains.
This technology is applicable to all types of train services, but is most efficient on stopping
train services such as ‘Local city trains’. As a single measure it can save another 20 % of used
energy, compared with today’s reference city trains. ‘Intercity or regional’ operations have an
estimated potential for 10–12 % energy savings as an average. The full application of this
technology needs upgrading of the electric supply system on some rail networks.
Estimated overall GHG reduction from rail operations: 13 %
impact on operating cost, excluding energy: - 2 %
end user average willingness to pay: 0 %
Deliverable D4 – WP3 passenger 35