WP3: Rail Passenger Transport - TOSCA Project

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ABBREVIATIONS AND DEFINITIONS Articulated train Carbody Train unit where two carbody ends are supported by the same running gear (wheels, suspension etc). The part of a rail vehicle, above the running gear, where the payload and/or the train crew is carried. CO2-eq Carbon dioxide (CO2) equivalents of greenhouse gases, so that the global warming potential of a mix of gases can be directly compared. DMU Diesel Multiple Unit, i.e. a train unit consisting of self-propelled rail cars powered by diesel engines. Dual mode In this context, a rail vehicle being able o run both in the electric mode (fed by an external overhead electrical wire) or by diesel engines. Eco-driving Driving style with intention to reduce or minimise energy use. Energy recovery Train technology where the (electric) motors are used as generators while braking, to send generated energy back to the electric supply system or to storage on board the train. Energy use Net energy intake to the train or to the railway system, after subtraction of energy recovered when braking. EMU Electrical Multiple Unit, i.e. a train unit consisting of self-propelled rail cars powered by an electric drive system. EU-12 The newest 12 member states of the EU, joining after year 2000. EU-15 The first 15 member states of the EU, joining before year 2000. EU-27 All 27 member states of the EU (2009). GHG Greenhouse gas High-speed train In this context, trains with an admissible top speed of at least 250 km/h. Incremental improvement Improvements in small steps. KTH Kungliga Tekniska Högskolan, the Technical University of Stockholm, also called the Royal Institute of Technology. Load factor Same as ‘seat occupancy rate’, i.e. occupied seat-km divided by the total number of run seat-km of a train. Load factor is usually determined over a period of time. MEUR Million Euros pkm Passenger-km Railenergy EU-funded project on energy efficiency for railways. www.railenergy.org R&D Research and Development Sales price Price to customer, excluding taxes and other duties, with general price levels and currency rates as in 2009. Specific energy (or GHG) Energy use (or GHG emissions) per passenger-km. STEC Simulation of Train Energy Consumption (software developed by KTH). Technology readiness In this context, time when a new product or system is developed to a state where it can be offered for sale. Top speed Maximum operational speed UIC International Union of Railways. WP Work Package (of the TOSCA project). Deliverable D4 – WP3 IV
ABSTRACT In Stage 1 of the EU/FP7-funded project TOSCA (Technology Opportunities and Strategies toward Climate-friendly trAnsport) the techno-economical feasibility of different technologies and means to reduce greenhouse gas (GHG) emissions is being analysed for the different modes of transport. This is made in the long-term perspective until 2050, with 2009 as the reference year. This is the report on rail passenger transport, applicable to the European Union (EU-27). The present report has been subject to review among railway experts, representing train suppliers, railway operators as well as academia. They have also responded to a questionnaire. Further, a workshop was held, where the report with assumptions and results was discussed. In the analysis presented in this report it is estimated that a number of efficient improvements that, individually and in combination, are available in order to significantly reduce energy use and the resulting GHG emissions on the rail passenger market until 2050. The analysis has considered different technologies and means: – low air drag – low train mass – energy recovery – eco-driving, including traffic flow management – space efficiency in trains (increasing payload per metre of train) – incremental improvements of energy efficiency, in particular reduced losses. Despite anticipated higher average train speeds in the future these combined approaches will, according to the analysis, have the potential to reduce the average specific energy use per passenger-km (pkm) in the order of 45–50 % in the very long term until 2050. As a consequence also the direct and indirect GHG emissions will be reduced. The highest reductions are possible in city and regional rail operations. Reductions are more limited in high-speed operations, because of the advanced technologies already applied. However, high-speed rail has today a comparatively low energy use per passenger-km, partly due to its high average load factor. To be consistent with other work packages of TOSCA, energy use and GHG emissions are measured per passenger-km, assuming representative load factors in different operations. Irrespective of reductions in energy use, by far the most effective mean of reducing GHG emissions from European rail operations is the provision of low-GHG electricity, which depends on technologies that will be introduced outside the railway sector; the end result being dependent of the degree of GHG reductions in the future European mix of electricity. A 60–80 % reduction of GHG content in future average European electric power, is approximately within the different scenarios of TOSCA WP6. The resulting CO 2 -eq emissions are then estimated to 4–11 g CO 2 -eq per passenger-km, which is very favourable. The results might be seen as optimistic, but they are due to the combination of a number of technologies, which to some extent also reinforce each other. It should also be pointed out that some options are not analysed in detail at this stage, and not included in the above estimations, i.e. (1) increased average load factor on trains, (2) modular trains with capacity according to actual need, (3) dual-mode operations (diesel and electric) and hybrid trains, (4) introduction of bio fuels in diesel engines and (5) additional electrification of railways or increased investment in rail infrastructure. A thorough analysis of these options involves many uncertain technical, economical, operational and societal considerations. They are all out of the scope and time frame of this study. In particular heavy investment in rail infrastructure above levels of 1995- 2010 would further reduce per-unit operation cost, specific energy use and GHG emissions. Deliverable D4 – WP3 passenger 1
Page 1 and 2: Technology Opportunities and Strate
Page 3: CONTENTS CONTENTS ABBREVIATIONS AND
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 and 14: PD. Space-efficient train According
Page 15 and 16: PJ. Low-GHG electric power Electric
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

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