Technical Document and User Guide for the Multi-Modal Passenger Simulation Model for Comparing Passenger Rail Energy Consumption with Competing Modes (2015)

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26 Continental U.S. Temperature C 4.4 25.4 15.4 Temperature F 39.8 77.6 59.7 LDV Air conditioning on 0.0% 87.0% 19.2% Source: TranSys Research Ltd., derived from NCDC climate data and Rugh’s AC-usage data (see text). 2.7.4 Infrastructure Gradient by Region Highway and Railway gradient data are in the model for a sample of specific routes assessed in the case studies that were undertaken. Appendix D of Volume of this report discusses he development of highway gradient data. Railway gradient data were derived from railway profiles and from the literature as discussed in Section 2.7.4 of Volume I of this report. A preprocessor is provided with the model to process distance based gradient profiles into the gradient severity matrix structure used in the model. 3 Simulation Model Structure 3.1 Run-type Scenarios and Associated Outputs The model supports multi-modal door-to-door passenger trip comparisons of energy and GHG intensity. Added details of energy dissipation sources are provided in support of rail-only simulations. The user can choose from the following three formats in running the simulation model: 4. A single train service to assess its performance and energy/GHG breakout; 5. A comparison of up to four passenger rail technologies to compare and assess the energy/GHG savings realized. 6. A comparison of up to four passenger modes (rail, bus, air, light duty vehicle) to compare and assess the energy/GHG performance in a door-to-door trip. The outputs are different for each of the three scenarios as indicated in the illustrative output tables presented over the following five pages. The output format from a single-train service simulation, as indicated in Table 16, allows one to assess the underlying sources of energy consumption and GHG emissions. This information is a first step in validating the input data used for the simulation and in assessing the relative impact that technological changes to specific source components of energy consumption would have. Absolute and proportional values of energy consumption and GHG emissions are output for seven categories of traction energy (three sub-elements of inherent train resistance, the three sub-elements of brake dissipation and curving resistance), for the traction system’s transmission losses and for hotel power provision. A second Table provides the performance metrics for the single-train simulation. As indicated in Table 17, energy and emissions intensities are output for three divisors (per- trip, per-seat-distance and per-passenger-distance) and for two service-performance metrics (travel-time and average speed). The same information is provided for a technology comparison simulation; however, an additional row with the percent-reduction realized by the alternative technology is added for each alternative simulated (see Table 18 and Table 19). An additional table of performance metrics is output for technology comparisons (Table 20) to indicate the total energy and

27 emissions when the indirect consumption/emissions associated with well-to-pump fuel provision are included. The outputs from a modal comparison simulation focus on the performance metrics and expand the comparison to include access and egress legs of a trip. Four tables are output with the same energy/emissions intensity values as were used in the technology comparison tables but with an indexed comparison to the rail mode replacing the %- reduction from the baseline rail technology that was used in the technology comparison table. Table 21 compares direct energy/emission for the modal leg of the trip, Table 22 compares direct energy/emission for only the access/egress legs of the respective modal trips, Table 23 compares direct energy/emission for the complete door-to-door trips, and Table 24 compares the full energy/emissions (including indirect well-to-pump) for the complete door-to-door trips. Table 22, Table 23 and Table 24 include columns for per-seat- distance intensity; however, seat-distance (seat-km or seat-mi) data are not available for all access/egress modes and thus these columns are not filled in in the present model. The columns exist in the tables in the event future research provides source data.

28 Table 16. Single Train Simulation Output Table Showing Energy Dissipation Components Com- ponent Units Inherent Resistance Brake Dissipation Track Curve Resis- tance Total Traction (after combust ion) Traction Power Trans- mission Losses Total Hotel (after combus tion) Total per round trip Rolling Dynamic Aero- dynamic Scheduled Stops/ Permanent Slow-Orders Other Stops/ Temporary Slow- Orders Down Grades Energy (kJ) (%-traction) (%-total) (%-sub-total) GHG emiss- ions (kg-CO2-eq) (%-traction) (%-total) (%-sub-total) Note: Metric units shown, U.S. units provide (Btu) and (lb-CO2-eq) Table 17. Single Train Simulation Output Table Showing Performance Metrics Category Intensity Measures* Service Metrics Divisor per trip per seat-km per passenger-km travel time average speed Units of Measure (kJ) (kg - GHG) (kJ) (g - GHG) (kJ) (g - GHG) (hrs) (km/h) Parameter Values * GHG is measured in kg of CO2-equivalent Note: Metric units shown, U.S. units provide intensities per seat-mi and per passenger-mi, (Btu), (lb-GHG) and (mph).

29 Table 18. Technology Comparison Simulation Output of Absolute Values and Proportional Savings for a Round Trip Com- ponent Alter- native Units Inherent Resistance Brake Dissipation Track Curve Resis- tance Total Traction (after combusti on) Traction Power Trans- mission Losses Total Hotel (after combu stion) Total per round trip Rolling Dynamic Aero- dynamic Scheduled Stops/ Per- manent Slow- Orders Other Stops/ Tem- porary Slow- Orders Down Grades Energy Baseline (kJ) Alt-1 (kJ) (%-reduction) Alt-2 (kJ) (%-reduction) Alt-3 (kJ) (%-reduction) GHG emiss- ions Baseline (kg-CO2-eq) Alt-1 (kg-CO2-eq) (%-reduction) Alt-2 (kg-CO2-eq) (%-reduction) Alt-3 (kg-CO2-eq) (%-reduction) Note: Metric units shown, U.S. units provide (Btu) and (lb-CO2-eq)

30 Table 19. Technology Comparison Table of Performance Metrics I (Direct Transportation Activity) Category Intensity Measures* Service Metrics Divisor per trip per seat-km per passenger-km travel time average speed Units of Measure (kJ) (kg - GHG) (kJ) (g - GHG) (kJ) (g - GHG) (hrs) (km/h) Baseline value Alt.1 value %-reduction Alt.2 value %-reduction Alt.3 value %-reduction * GHG is measured in kg of CO2-equivalent Note: Metric units shown, U.S. units provide intensities per seat-mi and per passenger-mi, (Btu), (lb-GHG) and (mph) Table 20. Technology Comparison Table of Performance Metrics II (Including Well-to-Pump Energy and Emissions) Category Intensity Measures* Service Metrics Divisor per trip per seat-km per passenger-km travel time average speed Units of Measure (kJ) (kg - GHG) (kJ) (g - GHG) (kJ) (g - GHG) (hrs) (km/h) Baseline value Alt.1 value %-reduction Alt.2 value %-reduction Alt.3 value %-reduction * GHG is measured in kg of CO2-equivalent Note: Metric units shown, U.S. units provide intensities per seat-mi and per passenger-mi, (Btu), (lb-GHG) and (mph)

31 Table 21. Modal Comparison Performance Metrics I (Modal Leg Only / Direct Transportation Energy/Emissions) Category Intensity Measures* Service Metrics Divisor per trip per seat-km per passenger-km travel time average speed Units of Measure (kJ) (kg - GHG) (kJ) (g - GHG) (kJ) (g - GHG) (hrs) (km/h) Rail value Mode1 value Indexed-to-Rail Mode 2 Value Indexed-to-Rail Mode 3 Value Indexed-to-Rail * GHG is measured in kg of CO2-equivalent Note: Metric units shown, U.S. units provide intensities per seat-mi and per passenger-mi, (Btu), (lb-GHG) and (mph) Table 22. Modal Comparison Performance Metrics II (Access/Egress Legs Only / Direct Transportation Energy/Emissions) Category Intensity Measures* Service Metrics Divisor per trip per seat-km per passenger-km travel time average speed Units of Measure (kJ) (kg - GHG) (kJ) (g - GHG) (kJ) (g - GHG) (hrs) (km/h) Baseline value Mode 1 value Indexed-to-Rail Mode 2 value Indexed-to-Rail Mode 3 value Indexed-to-Rail * GHG is measured in kg of CO2-equivalent Note: Metric units shown, U.S. units provide intensities per seat-mi and per passenger-mi, (Btu), (lb-GHG) and (mph)

32 Table 23. Modal Comparison Performance Metrics III (Door-to-Door / Direct Transportation Energy/Emissions) Category Intensity Measures* Service Metrics Divisor per trip per seat-km per passenger-km travel time average speed Units of Measure (kJ) (kg - GHG) (kJ) (g - GHG) (kJ) (g - GHG) (hrs) (km/h) Baseline value Mode 1 value Indexed-to-Rail Mode 2 value Indexed-to-Rail Mode 3 value Indexed-to-Rail * GHG is measured in kg of CO2-equivalent Note: Metric units shown, U.S. units provide intensities per seat-mi and per passenger-mi, (Btu), (lb-GHG) and (mph) Table 24. Modal Comparison Performance Metrics IV (Door-to-Door, Including Indirect Well-to-Pump Energy/Emissions) Category Intensity Measures* Service Metrics Divisor per trip per seat-km per passenger-km travel time average speed Units of Measure (kJ) (kg - GHG) (kJ) (g - GHG) (kJ) (g - GHG) (hrs) (km/h) Baseline value Mode 1 value Indexed-to-Rail Mode 2 value Indexed-to-Rail Mode 3 value Indexed-to-Rail * GHG is measured in kg of CO2-equivalent Note: Metric units shown, U.S. units provide intensities per seat-mi and per passenger-mi, (Btu), (lb-GHG) and (mph)

33 3.2 Worksheet Roles and Interfaces The structure of the MS-EXCEL© spreadsheet based model is illustrated in Figure 1. The worksheets in Figure 1 are color coded to reflect their primary purpose: green sheets require user input to define a simulation scenario, yellow sheets provide technical default data that can be optionally expanded and/or modified by the user, orange sheets are calculation procedures at the core of the simulation and blue sheets are output sheets. More details of the user interfaces and data inputs are presented in the MMPASSIM User Guide (included as Appendix A of this document). This Chapter provides an overview and general description of the simulation process. 3.2.1 User Interface Sheets The main user interface is the ‘Master-I-O’ worksheet (green box at lower left of Figure 1). For a user who wishes to draw from the existing list of pre-defined default datasets or who has created the various input data for a desired simulation, this will be the main interface sheet. As noted in the previous section, the first step required by the ‘Master-I-O’ worksheet is the selection of the type of simulation to be performed (single-train, rail technology comparison or modal comparison). In all cases the second step is to identify the rail service to be simulated. The menu form provided allows the user to select from pre-defined trips, consists and routes. The simulation automatically generates a mirror image of the selected trip for the return trip. If a different return trip is desired it must be separately selected. In a rail technology comparison scenario, up to three additional consists and/or routes can be selected for comparison with the base case rail consist/route. Similarly, in a modal comparison scenario the user can select up to three other modes to be compared with the base-case rail consist/route. In all cases a trip is defined by selecting a route and the equipment which operates over that route, and may be either selected from a list of previously defined trips or a new trip may be created by the user using the system of pop-up menus. In addition to the ‘Master-I-O’ worksheet, there are individual ‘Modal- I-O’ worksheets (‘Air-I- O’, ‘Rail-I-O’, ‘LDV-I-O’ and ‘Bus-I-O’ which are collectively represented by the green box at the upper left of Figure 1) from which a user can define and run simulations of the selected individual mode. For a modal comparison, some of the information provided for the base-case rail trip characteristics are applied to other modes being compared. Specifically, time-of-day, day- of-week, and region lead to a pre-defined set of default characteristics for the alternate modes and the access/egress modes applicable to each primary mode. The modal comparison is the only simulation scenario that incorporates access and egress legs of a trip into the simulation results, the other rail-only simulation scenarios only simulate the rail leg of the trip. The inputs for access and egress legs of each modal trip are selected on a “Trip Access and Egress Leg Selection” menu and stored on the mode specific ‘Modal I-O’ worksheet. As with the rail-only trip, modal trips are defined as round-trips and the default characteristics of the return trip (including access/egress legs) are mirror images of the forward trip. If the user wishes to modify the characteristics of the return trip a separate simulation data set must be created for that trip. With the simulation scenario selected and the applicable datasets selected, the simulation is initiated by selecting the “Calculate Selections” button at the top of the ‘Master-I-O’ worksheet. The user will then be taken to the appropriate output results tables region of the ‘Master-I-O’ worksheet associated with the selected simulation scenario.

34 3.2.2 Macro Supervisory Control The ‘Macro’ (orange box in the top middle of Figure 1) transfers the appropriate parameters for each mode/trip-leg/drive-schedule/trip-direction combination into the required locations within the model, initiates recalculation of the mode-specific ‘Simulation’ worksheet (orange box in middle of Figure 1) and transfers the mode-specific ‘Simulation’ worksheet outputs to an accumulation area in the mode –specific ‘Modal-I-O’ worksheet specific to the type of simulation scenario being run. 3.2.3 Default Data Sheets Default input data sheets are highlighted in yellow in Figure 1. The ‘Regional-Properties’ worksheet (yellow box at central left of Figure 1) and the ‘Energy-Emissions’ worksheet (yellow box at right side of Figure 1) are common to all modes. The ‘Regional-Properties’ worksheet contains regional data for: average daytime temperature and air conditioning usage by season. In addition it contains default characteristics for fuel, energy and GHG emissions intensities used for the access and egress modes. The access and egress modes support differentiation by size of city and time of day congestion for the highway modes. The ‘Energy-Emissions’ worksheet provides the GHG emissions rates by fuel/energy-source and the indirect (upstream well-to-pump) energy consumption/GHG-emissions associated with each fuel/energy-source and for electricity these factors are also provided for different geographical regions. The ‘Macro’ identifies in step sequence the appropriate fuel characteristics for the mode being simulated in the overall simulation process and calculates the direct and upstream GHG emissions associated with that mode/leg of trip being simulated.The physical characteristics and capabilities of each ground mode are specified in mode-specific ‘Equipment’ worksheets (collectively represented by the yellow box in the upper right of Figure 1). The rail mode equipment data is maintained in the ‘Rail-Consist’ worksheet. The bus mode equipment data is maintained in two worksheets: ‘Bus-Type’ which characterizes parameters for several representative classes of buses and ‘Bus-Resist’ which define rolling resistance coefficients applicable to all bus types. The light duty vehicle mode equipment data is also maintained in two worksheets: the ‘LDV-Resist’ worksheet which contains a master table of all vehicle characteristics and the ‘LDV-Type’ worksheet which facilitates customization of the regionally specified auxiliary (climate control) load for individual vehicles. The air mode is handled differently and has one properties sheet, ‘Air- Default-Data’, which combines both equipment and route information. The ‘Macro’ identifies in step sequence the appropriate pointer to the resistance and propulsion characteristics of the mode being simulated in the overall simulation process. The ‘Modal Route Information’ (yellow box in middle of right hand side of Figure 1) represents the collection of mode-specific ‘Route’ worksheets which provide default route characteristics for the ground modes by region (named ‘Rail-Route’, ‘Bus-Route’ and ‘LDV- Route’ in the MMPASSIM model). The ‘Macro’ identifies in step sequence the appropriate pointer to the route characteristics (for example grade classification, scheduled stop locations, posted speed table and unscheduled delay frequency/severity) for the mode being simulated in the overall simulation process. ‘Highway and Bus Drive Schedules’ (represented by the green block near the upper left of Figure 1) worksheets are used by the highway modes and contain a number of second-by- second speed profiles (drives schedules) depicting either LDV or bus speed variation on various types of roads and at various levels of traffic congestion. The LDV drive schedules are defined in the ‘LDV-Drive-Schedules’ worksheet while the bus drive schedules are defined in the ‘Bus-Drive-Schedules’ worksheet. The drive schedules are selected from the

35 EPA database of drive schedules. The ‘Macro’ brings in the appropriate drive schedules from the mode-specific drive schedule worksheet in a proportional distribution that best matches the average speed expected at the time-of-day and road type being simulated. The drive schedules are discussed in more detail in the Highway Modes Simulation Chapter (Subsection 5.3). The ‘Engine’ worksheets (yellow box near lower right hand corner in Figure 1) provide the needed modal engine efficiency characteristics for the highway modes (they are named ‘Bus-Engine’ and ‘LDV-Engine’). Representative fuel maps are used for propulsion systems using non-continuously variable transmissions (most conventional LDV and buses) while coefficients for a single optimal performance equation are provided for vehicles using a continuously variable transmission (CVT). This is the case for most non-electrified railway propulsion systems as well as hybrid and non-hybrid CVT highway vehicles). The engine information for the rail and air modes is part of the equipment data worksheets. The ‘Macro’ identifies in step sequence the appropriate pointer to the engine characteristics for the mode being simulated in the overall simulation process. 3.2.4 Simulation Sheets Overview At the core of the MMPASSIM model are the ‘Simulation’ worksheets (the orange block near the center of Figure 1), which simulate the movement of a modal vehicle (or a fleet-average characteristic vehicle) representative of the specific service/region being simulated. The details of each mode’s simulation sheet are provided in separate modal chapters to follow. This chapter describes the overall structure and purpose of the various worksheets and only a brief overview of the modal simulation sheets is provided in the remainder of this section. The highway modes include personal light duty vehicles (LDV) and buses. The urban portion of LDV and bus trips is simulated via a second-by-second time-based simulation over a user-selectable distribution of drive schedules (with default proportions by time-of- day). The drive schedules are drawn from the U.S. Environmental Protection Agency’s (EPA) database of drive schedules to typify various levels of urban congestion and queue delays. The drive schedules selected have decreasing average speeds with increasing congestion and proportional allocation of different drive schedules can be made to attain a close relationship to average speed observations on the urban highway segments of interest. The duration of, and drive schedule distribution for, each of the following five time- of-day periods are specified for each urban area to depict urban highway congestion:  a.m. peak;  p.m. peak;  midday;  shoulder periods;  overnight; The urban trip simulation is the only component of the highway simulation sheet that is used for comparisons with commuter rail and for access egress legs of intercity trips. The intercity portion of highway mode trips is simulated in a similar way to the long haul portion of all modal trips. The energy and emissions associated with long segments at cruise speed are determined with a single calculation for each speed. The energy and emissions associated with scheduled stops are also determined via a single calculation for the applicable cruise speed. Unscheduled stops and slow speed-segments are treated as a combination of designated delay incident frequency, with drive schedules attached to the highway delays. Gradient influences are simulated via a pre-processed frequency/severity distribution of gradient applicable to the specific modal route(s) or general regional characteristics associated with the selected simulation.

36 Figure 1. Overall Model Structure (Worksheet Data Flows and Interaction) color legend (primary purpose of Sheet): User input, Calculation processing Sheets/Macro; Optional User overrides of technical defaults; Output