WP3: Rail Passenger Transport - TOSCA Project

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- An electrical wire (so-called catenary) can be positioned over the track, thus facilitating a simple mean of electricity supply and energy recovery. In some cases the overhead catenary is replaced by a third rail for supply of electricity. - Electric energy can, with modern technology, be partly recovered and fed back to other trains, by using the electrical motors as generators when braking (retarding or maintaining speed on descents). There are also technical features in today’s technologies that are less favourable with regard to energy and GHG emissions. For example, the vehicle mass and space per passenger seat is usually high, some trains have an unfavourable exterior shape with regard to aerodynamic drag, and there are still substantial losses in the power equipment. In some cases (e.g. in lower traffic flows) the quite long trains may not be fully utilized. Furthermore, about 10–12 % of the total rail passenger transport (in passenger-km) in Europe still relies on diesel powered trains (i.e. not using external sources of electricity). In conclusion the favourable inherent technical characteristics of the rail mode have for a long time not been fully utilized. A reason for not prioritizing energy issues is likely that railway companies have, until quite recently, felt that the energy cost is not an essential part of the total cost. Recently, however, there is a steadily increasing awareness of the economical and ethical implications of energy consumption and GHG emissions. For the above reasons there is potential for further improvement, partly be relatively simple means. Some of the necessary technologies and measures are known and partly already implemented. Due to increasing awareness of environmental responsibility as well as economical incentives they are expected to be more widely used in the future. 2 REFERENCE SYSTEMS CHARACTERISTICS To facilitate a consistent evaluation of different technologies for the reduction of energy consumption and its resulting GHG emissions, four reference trains are defined in Table 2-1. These reference trains are estimated to represent around 95 % of the total rail passenger transport volume in Europe (in passenger-km, pkm). Metro trains are included in the group ‘Local city trains’, being quite similar with regard to energy and operational characteristics. Based on EU and national statistics, the approximate market shares for different types of trains and train services are estimated within TOSCA WP3; see Table 2-1. It should be noted that the defined reference trains are typical new trains that are put into service in the reference year 2009. They will to some degree differ in performance from the average fleet of trains in service. The techno-economical lifetime of European trains are usually in the order of 25 years, sometimes longer. The principle of using the average new reference vehicles delivered in 2009 is used throughout the Tosca project, also in workpackages for road, air and maritime transport. In all cases there will be delays in their introduction. Energy estimations are made from several sources (Andersson et al, 2006), (Kemp et al, 2007), (Lukaszewicz, 2001), (Lukaszewicz et al, 2009), (RSSB, 2007), (Railenergy, 2009) as well as un-published data. Energy data have been judged and confirmed with the KTH simulation software STEC (Simulation of Train Energy Consumption). Included in this stage of TOSCA WP3 is the direct energy for propulsion, auxiliaries and comfort, also including losses in the railway’s dedicated electric supply system. Cost estimates are made by experts within WP3, with cost models used at KTH. Note that operating cost at this stage excludes energy cost, as energy cost is a variable in Stage 2 of TOSCA. Deliverable D4 – WP3 passenger 4
Table 2-1 Reference characteristics (average new 2009 systems in operation) High-speed train unit Electric Intercity or regional Electric Intercity or regional Diesel Local city train Electric Train configuration a 2 PU + 8 Tda L + 8 T 6 DMU 12 EMUa Train length (m) 200 230 150 214 Capacity (seats) ∙ load factor 510 ∙ 0.65 480 ∙ 0.40 330 ∙0.40 750 ∙ 0.35 Operational mass, incl. average load (tonnes) 410 480 280 430 Typical max operational speed b (km/h) 300 160 140 140 Average scheduled stopping distance (km) 120 24 20 3 Average speed, incl. stops (km/h) 200 105 85 55 Running distance per year (1000 km) 500 250 200 120 Max power at rail (kW) 9000 6000 1500 8500 European rail market share (% pass-km) f 20 43 12 25 Energy use – at train intake c (MJ/pass-km) 0.22 0.32 0.73 0.35 Energy – from public grid (MJ/pass-km) 0.24 0.36 - 0.38 GHG emissions (g CO 2 -eq per pass-km) 31 d 46 d 65 49 d of which direct emissions 0 0 54 0 Sales price of train unit (MEUR) 28 16 12 14 Operating costs e (EUR per pass-km) 0.063 0.101 0.127 0.095 Average lifetime (years) g 25 25 25 25 a DMU = Diesel multiple unit cars; EMU = Electric multiple unit cars; L = locomotive; PU = Power unit; T = trailer car; Index “a” = articulated train; Index “d” = double decker. b Maximum speed is not reached on all sections of the line and not on all lines. c Net electricity as intake to the train, i.e. energy recovery is subtracted. Intake to the railway facility into converter or transformer station) is assumed to be 10 % higher on average. For liquid fuels: energy content as delivered into the fuel tank. d Average EU-27 electricity mix (2009): 460 g CO2 -eq per kWh or 128 g per MJ, at intake to consumer. e Excl. energy, i.e. train capital + maintenance + crew + track & station & dispatch charges + train formation + f sales and adm. In percent of the considered part of passenger rail transport. Trams and local rural trains, as well as night hotel trains (together around 5–7 %) are excluded from consideration in this context. Comments There is a large variety of train types throughout Europe, and the reference selection is not representative for each member state of the EU. Of the selected trains the ‘Intercity or regional’ loco-hauled electric train is expected to have slightly higher energy use and indirect GHG emissions than the European average, while the selected ‘High-speed train unit’ is expected to be slightly better in these aspects than the average. Average energy cost in European electric rail operations is in the order of 10 % of total cost. Deliverable D4 – WP3 passenger 5
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: 1 INTRODUCTION Rail passenger trans
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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