WP3: Rail Passenger Transport - TOSCA Project

PA Low-drag
In absolute terms low air drag is most important for high-speed trains, with an estimated longterm
reduction of energy use by 17 % when applied as a single measure. The potential is large
also for ordinary trains, such as ‘Intercity or regional’. For low-speed stopping trains low drag
is less important due their low average speed. Operating cost will in most cases be reduced
according to energy savings. Further, a streamlined train design is believed to have a positive
impact on passenger’s perception of the train as a modern mean of transportation, although no
quantitative estimation is proposed in this study.
Estimated overall GHG reduction from rail operations: 10 %.
impact on operating cost, excluding energy: + 1 %
end user average willingness to pay: 0 %
PB Low-mass
Train mass per seat can be reduced in two basic ways; (1) by conceptual improvements, such
as using multiple units (with propulsion power in the same cars as passengers) instead of
locomotive-hauled trains, or by using double deckers or wide-body trains, or (2) by reducing
mass of the basic train technology by using new materials and weight-optimized structures.
Mass reduction is an effective mean of reducing energy use and GHG emissions for frequently
stopping train such as ‘Local city trains’, where a mass reduction of 20 %, as a single mean, is
estimated to reduce energy use by about 10 %. For other types of train services the energy
savings are much more moderate.
Ambitious mass reductions that requires radical changes in the basic train technology, could
lead to increasing cost for rail vehicles that would be prohibitive for their introduction. In this
study assumptions for a modest cost increase are made, however the real future cost may either
be higher or lower.
Estimated overall GHG reduction from rail operations: 6 %.
impact on operating cost, excluding energy: + 1 %
end user average willingness to pay: 0 %
Incremental improvements
Incremental continuous improvements in energy use are expected to continue, with an
estimated reduction of total energy consumption by 12 % in the long term until 2050. In
particular, the energy losses in train propulsion and electric supply systems are expected to be
reduced by 25–30 %. (i.e. from 26% to about 18 % of total input energy). This will be
beneficial not only for energy intake, but also for energy recovery. The same relative
improvements (25–30 %) are expected in auxiliary and comfort energy use, facilitated by
recovery of heat, better controlled ventilation, heat pumps etc. There are also other options for
continuous incremental improvements although not analysed in detail.
Estimated overall GHG reduction from rail operations: 12 %.
impact on operation cost, excluding energy: + 0 %
end user average willingness to pay: 0 %
Deliverable D4 – WP3 passenger 36