WP3: Rail Passenger Transport - TOSCA Project

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Despite higher train speeds in the future, these technologies will, according to the estimations, reduce energy use and GHG emissions by 45–50 % in the long term until 2050. By far the most efficient mean of reducing GHG emissions from rail operations is however low-GHG electricity, that is e.g. a number of technologies to be introduced outside the railway sector; the end result being dependent on the degree of GHG reductions in the future European mix of electricity. This is expected to further reduce per-unit GHG emissions by far more than the 45–50 % mentioned above. With a 60-80 % reduction of GHG content of future average European electricity, which is approximately within the different scenarios of TOSCA WP6, the resulting GHG emissions are estimated to 4–11 g CO2-eq per passenger-km, which is very favourable in comparison to other passenger transport modes. The results might be seen as optimistic, but they are due to the combination of a number of efficient tecnologies, 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 are not included in the above estimations, i.e. - increased average seat occupancy rate (load factor) on trains - modular trains with capacity according to actual need. - dual-mode operations (diesel and electric) or hybrid vehicles - use of bio fuels - additional electrification of railways or increased investment in rail infrastructure These additional options would further strengthen the potential for reductions in energy use and GHG emissions in future rail operations. These means can be considered as a “reserve” in the case that some of the studied technologies and means would not be fully implemented, for one reason or the other. Three of these additional options are applicable to diesel passenger operations, which have a modest market share (about 12 % in EU-27). Therefore most of these additional options (with exception of improved load factor) will have a limited impact on total GHG emissions from railways (roughly estimated to 10-15 % of resulting GHG after other reductions), however having the potential to substantially reduce GHG emissions from diesel operations specifically. Including also improved load factor (applicable to most rail operations) an additional GHG reduction 10–20 % may be possible. These figures are however highly uncertain.. The option of magnetic levitation is excluded from further analysis, since it is considered not to be an efficient mean of reducing energy use and GHG emissions. Substantial research is needed for low-mass trains, to assure that the mass reductions are made accurately to an acceptable cost. Partly substantial research is necessary also for reduced air drag and eco-driving. It is anticipated that society and users would not present any strong positive or negative attitudes to most of the proposed measures. Public resistance would, however, from time to time occur against new railway undertakings, in particular if new railway links are being built. The main restriction is the need for rail transport capacity and improved overall performance, and thus funding for improvement of the rail infrastructure. If a substantial mode shift to rail is envisaged, a comparatively large share of the total transport investment resources should be directed to the rail system. New high-speed railway links are needed in addition to improvements of the existing rail systems. Deliverable D4 – WP3 passenger 38
REFERENCES Andersson E, Lukaszewicz P (2006): Energy consumption and related air pollution for Scandinavian electric passenger trains. Stockholm, KTH/AVE 2006:46. Diedrichs B: Personal communication with aerodynamic specialist at Bombardier Transportation, 2010. EU (2009): EU energy and transport in figures. Grimvall G, et al (Eds.): Risk in Technological Systems. ISBN 978-1-84882-641-0, London 2010. Kemp R, Smith R (2007): Technical issues raised by the proposal to introduce a 500 km/h magnetically-levitated transport system in the UK. Lancaster University & Imperial College, London. Kottenhoff K, Andersson E: Attractive and Efficient Train Interiors. KTH Railway Group, Publ 0903, Stockholm, 2009. Lindemann M: Evaluation report of the saving potential by using the Drivers Assistant System including test campaigns. Deliverable D4.3.3 of Railenergy, Bombardier Transportation, Germany, 2010. Luijt R S: ECO-driving – the implementation challenge. International conference “Railways and Environment”, Delft, The Netherlands, 16-17 Dec 2010. Lukaszewicz P: Energy Consumption and Running Time for Trains. KTH Railway Technology, ISRN KTH/FKT/D-01/25-SE, Stockholm 2001. Lukaszewicz P, Andersson E (2009): Green Train energy consumption. KTH Railway Group, Publ 0901, Stockholm 2009. Nash C: Rail infrastructure charges in Europe. Institute of transport studies, University of Leeds. Perimenis A, Majer S, Holland M, Mṻller-Langer F: Life cycle assessment of transportation fuels. Deliverable D5 (WP4 report) of TOSCA, DBFZ, Leipzig, 2010. Railenergy (EU FP6 project): Energy Efficiency days. Tours, 23–26 Sep 2009. http://www.energy-efficiency-days.org RSSB (Railway Safety & Standards Board, London) (2007): Traction energy metrics. SIKA (Swedish Institute for Transport Analysis) (2009): Bantrafik 2008 (eng: Rail transport 2008), Report 2009:22. UIC (International Union of Railways, Paris 2010): Energy efficiency strategies for rolling stock and train operation. www.railway-energy.org./tfee. UIC (International Union of Railways, Paris) (2008): Rail Transport and Environment – Facts and figures. Deliverable D4 – WP3 passenger 39
Page 1 and 2: Technology Opportunities and Strate
Page 3 and 4: CONTENTS CONTENTS ABBREVIATIONS AND
Page 5 and 6: ABSTRACT In Stage 1 of the EU/FP7-f
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: Combination of measures The combina

WP3: Rail Passenger Transport - TOSCA Project

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