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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37 4 Rail Mode Simulation Module 4.1 Rail Module Layout and Equations 4.1.1 User Inputs The overall model structure was illustrated in Figure 1. Those worksheets specific to simulating the rail passenger mode are discussed in more detail here. The rail mode will normally be simulated in all simulation scenarios (although non-rail modes could be simulated in isolation if desired). As discussed in Chapter 3, two of the simulation scenarios only involve the rail mode. Input data required to make a rail-only simulation run are the train consist characteristics, and the route characteristics. The list of data required for a train consist and rail route are provided in the MMPASSIM Spreadsheet Model User Guide provided in Appendix A of this document. 4.1.2 Rail Simulation Worksheet Layout The structure of the ‘Rail-Simulation’ worksheet and its direct interface to default datasets is illustrated in Figure 2. The areas of the worksheet are color coded to reflect their primary purpose: green indicates it is a user input (not applicable for the ‘Rail-Simulation’ worksheet), yellow indicates technical default data that can be optionally modified by the user, orange indicates calculation procedures at the core of the simulation, and blue indicates interim output data for transfer and/or aggregation by the ‘Macro’. The ‘Rail-Simulation’ worksheet simulates the movement of a train (or a fleet-average characteristic train) which is representative of the specific service/region being simulated. Since speed changes are a key factor in passenger train performance, the simulation processes each speed segment on one row of the simulation area of the worksheet. The worksheet functions in a bottom-up sequence. The Pre-processed lookup tables for acceleration, coasting and braking are created at the bottom of the worksheet. The core simulation area (in the middle of the worksheet) uses these lookup tables in simulating the time-and-distance and energy-dissipated in each speed segment of the route. Finally at the top of the sheet the aggregations are made for the complete route and formatted for use by the ‘Macro’. Movement over each permanent slow order segment of track (taken from the route’s Speed Table which in turn would be derived from the applicable Railway Operating Timetable) is simulated for the three phases of movement as applicable to that section (i.e. acceleration, cruise and braking). Scheduled stops occurring within a speed segment are also simulated on that row of the worksheet. Average expected temporary slow orders and interference delays (speed reductions and/or stops) are treated in a separate location (‘Rail- Simulation’!A29:AK42) and are based on departures from the average cruise speed.

38 Figure 2. Rail Simulation Sheet Layout color legend (primary purpose of Sheet): User input, Calculation processing Sheets/Macro; Optional User overrides of technical defaults; Output

39 4.1.3 Rail Simulation Process and Equations 4.1.3.1 Pre-processed lookup tables Acceleration, coasting and braking lookup tables (at ‘Rail-Simulation’!E583:V804, ‘Rail- Simulation’!Y583:AP804 and ‘Rail-Simulation’!AR583:BJ804 respectively) are calculated for zero-gradient and zero-curvature conditions and used as look-up tables by the core- simulation module. The three lookup tables are generated with rows of one-mph increments (0.447 m/s) up to the balance speed for the consist, or a maximum speed of 220 mph (354 km/h). The columns of each table provide cumulative distance, time and traction energy by resistance component for each speed-step row of the tables. The equations used in generating the tables are based on the inherent resistance components and traction performance of the train consist, as follows: 2 rc rb C VC VCIR ra  Equation 5 where: IR = Inherent Resistance Force (N); V = speed (m/s); Cra, Crb and Crc are coefficients. Cra is normally associated with rolling friction and ground hysteresis losses. Crb is a dynamic factor associated with speed-sensitive rolling losses and is often set to zero. Crc is associated with aerodynamic drag and can be further expanded as follows: 2 2 1 VACC drc   Equation 6 where: ρ = density of air (kg/m3); Cd = drag coefficient; A = Frontal Area (m2); V = speed (m/s). The density of air is temperature dependent, such that it can be scaled for departures from 20º Celsius (C) with the following formula: T)(273 20)(273  SF Equation 7 where: SF = scale factor for aerodynamic drag; T = the ambient temperature (in degrees C) to be used in the simulation. Tractive effort (TE) can be characterized for most diesel locomotives by two regions: one torque limited and the other power-limited. Electric high speed rail locomotives, push the boundaries farther and the tractive effort envelope is often more complex. The model supports characterization of up to five speed segments with a nonlinear equation of the form:

40 rdiC raii VCTE /C VC rci rbi  Equation 8 where: TEi = Tractive Effort (N) from all power axles in the consist in speed segment i; V = train speed (m/s); Crai, Crbi, Crci and Crdi are coefficients applicable to each speed range i. For a conventional diesel locomotive consist characterized with two regions the data would be: 1) a fixed torque-limited region where Cra1 has the locomotives low speed traction limit in Newtons and all other coefficients are set to 0, and; 2) a power limited region where Crc2 is set to the locomotives power rating at the wheels in Watts, the speed exponent coefficient Crd2 is set to 1.0 and all other coefficients are set to zero. For electric locomotive consists additional straight line segments are often introduced between the low speed TE limit and the power limited region and the highest speed region has a fall-off in TE beyond that of constant power and thus the coefficient Crd2 is set to a value greater than 1.0. All other coefficients are set to zero. The speed segments must be set in sequence of increasing speed and the lower speed limit associated with a range must be set to yield a continuous profile. If only two segments are used, the upper segments should have a high speed value setting (for example 999) such that the coefficients are never called in by the simulation sheet. Table 25 illustrates the input format for the tractive effort curve with illustrative values for a conventional diesel locomotive consist with 4 power axles and a Very High Speed Rail (VHSR) consist with 12 power axles; while Figure 3 illustrates the corresponding TE curves. Table 25. Input Data for Two Illustrative Consists Equipment Item Speed Region 1 2 3 4 5 VHSR lower speed limit (m/s) 0 21.7 38.3 63.9 77.8 Cra 273,000 409,500 203,255 Crb -6,300 -900 Crc 9,266,000 18,596,413 Crd 1 1 1 1 1.16 Diesel lower speed limit (m/s) 0 15.1 999 999 999 Cra 178,291 0 0 0 Crb 0 0 0 Crc 2,688,942 0 0 0 Crd 1 1 1 1 1.16 Source: TranSys Research Ltd. - derived illustrative estimates for an Alstom AGV-11 with 6 traction units (Alstom Transport Brochure) and a 4,000 hp diesel locomotive with separate hotel power gen- set.

41 Figure 3. Illustrative Tractive Effort Curves for Conventional Diesel and VHSR Consists For diesel passenger locomotives, the loading rate of the engine is a relevant factor in its performance as the rate at which the engine can be loaded can constrain its ability to attain the rated torque during acceleration. Thus, the characteristic engine loading time-constant is added as a constraint to initial acceleration. The tractive effort envelope as calculated above is modified at initial loading from a stop by the following equation: 𝑇𝐸 = 𝑀𝐼𝑁[1,0.25 + 𝑎 ×𝑀𝐴𝑋(1, 𝑡 − 10)𝑏] × 𝑇𝐸𝑖 Equation 9 where: TE =Tractive Effort (N) from all power axles at time (t); MIN[] = an operator to select the minimum of the two calculated values in the brackets; MAX() = an operator to select the maximum of the two calculated values in the brackets; TEi = Tractive effort envelope without loading time constraint; t = time since power was applied (s); a and b are coefficients with default values specified in the model. The acceleration between steps is calculated as: 𝑨 = (𝑻𝑬 − 𝑰𝑹) (𝑴 +𝑵𝒂𝑲𝒓) ⁄ Equation 10 where: A = acceleration (m/s2)

42 TE = tractive Effort (N) IR = inherent train resistance (N) M = Mass of the consist (kg) Na = number of axles Kr = mass-equivalent rotational inertia of each axle (kg) Time is cumulated in seconds with each step’s duration calculated as the speed step-increment divided by the acceleration. The distance traveled is cumulated with an incremental travel distance of V dt +1/2 A dt2. Acceleration traction energy is cumulated in kilojoules (kJ) (also equal to kW-seconds), for four components (rolling resistance, dynamic resistance, aerodynamic resistance and stored kinetic energy) as well as for the combined energy of all components. The coast table (‘Rail-Simulation’!Y586:AP812) is generated with a TE value of zero. For braking, the contribution of the powered axles is driven by the negative value of the tractive effort characteristic data input (Figure 3), with the power P set to the appropriate brake power capacity of the powered axles in the consist. In addition, airbrakes can be blended with the powered brakes to attain a specified target brake rate, with an adhesion/power limiting characteristic that falls off with increasing speed. The Coast table includes a calculation of brake energy recoverable and the slack time required in the schedule to coast from cruise speed to the present row’s simulation speed before applying brakes at a stop. These two parameters (brake energy recoverable and the associated slack time required) are then sorted into ascending sequence of slack-required to facilitate a table lookup by the core simulation. In the brake table, brake energy is cumulated on the basis of all braking sources. In addition, the proportion of brake energy available from the powered axles is calculated to provide an indication of the proportion of brake energy recoverable via regenerative braking at the same consist braking rate. A second scenario of utilizing only regenerative braking can also be simulated as an option (by setting the locomotive-only brake flag in the consist input data), but will result in lower braking rates and an associated longer trip time. Figure 4 illustrates the cruise and brake speed profile of a 1 locomotive/4 bilevel coach consist braking from (80 mph) and overlays the coast characteristic that could be utilized if the stop had 20 seconds of schedule slack available. As illustrated about 2 miles of cruise- speed traction power (and a portion of brake pad wear) could be eliminated if the coast strategy was implemented at the stop.

43 Figure 4. Speed/Distance Profile of 1L/4BLC Consist With And Without Coasting Source: derived from MMPASSIM brake and coast curves for a 1L/4BLC consist. 4.1.3.2 Core Simulation of Timetable Speed Segments 4.1.3.2.1 Time and Distance With these pre-processed look-up tables calculated, the segment simulation can begin. The model accommodates up to 480 speed changes in one simulated route. The permanent slow order speed table (in miles from origin and associated speed in mph for the upcoming segment) is loaded into cells ‘Rail-Simulation’!B79:C500. ‘Macro’ specified pointers are also used to load the relevant consist and route characteristic data. With these data loaded, distance, time and energy consumption are calculated for each of the three driving phases (i.e. accelerate, cruise, brake) as appropriate for the speed-segment. While the train is simulated as a lumped mass with respect to gradient profile, train length is included in the treatment of the effective length of slow order segments. An approach buffer is also included at the entrance boundary of a slow order. Thus, the length of slow order segment is increased by the entrance buffer at the entrance and by the train length at the exit into a higher speed segment (and the adjacent two segments are shortened by the corresponding lengths). The indication of whether a speed segment involves a speed increase or a speed reduction from the previous segment is determined in column ‘Rail- Simulation’!D81:D500 and an appropriate flag is set (+1 for increase, -1 for decrease). Columns ‘Rail-Simulation’!J82:K500 calculate the distance and times associated with acceleration, columns ‘Rail-Simulation’!L82:M500 the distance and times for cruising and columns ‘Rail-Simulation’!N82:O500 calculate the distance and times during braking which apply to each speed segment. The distance and times for acceleration and brake phases are found by table lookup of the pre-processed tables. Also, if one or more scheduled stops are indicated for the segment, the stop time and distance and the re-acceleration times and

44 distances are found by table lookup of the brake and acceleration tables. These calculations are performed in columns ‘Rail-Simulation’!T82:W500. With all of the transition distances known, the length of the segment transited at cruise speed is calculated (in column ‘Rail-Simulation’!L82:L500) as the remaining distance in the segment, with an adjustment for train length at a boundary with a prior lower-speed segment and an approach buffer at a boundary with an upcoming lower speed segment. It is possible that some short segments might produce a negative value for the cruise phase distance. In this case, an adjustment is made (in column ‘Rail-Simulation’!P82:P600) to the acceleration distance such that a zero cruise distance is set, the acceleration distance is shortened and the associated lower speed noted. If the segment is so short that the revised acceleration distance is also negative, the prior segment cruise speed is shortened (in column ‘Rail-Simulation’!R82:R500) and braking begins in the prior segment. Similarly, the re-acceleration distance from a scheduled stop is compared with the distance to the next speed segment boundary and if the distance is constrained, a new exit speed is calculated for the boundary and the distance/time for the re-acceleration from the stop is shortened (in columns ‘Rail-Simulation’!Z82:AB500). A single iteration is undertaken for short segments. The model applies some filtering of input speed tables in the ‘Rail-Route’ worksheet to avoid unrealistically short speed segments. The ‘Rail-Route’ worksheet logic checks user inputs for increased speed segments between two lower speed segments where the high speed segment is less than 0.25 miles. When such a situation exists, the higher of the two adjacent speed limits is extended into the highest speed segment. Nonetheless, some problematic situations may still arise. If a constraint remains after the simulation sheet takes the iterative steps, the associated negative distance is ignored and the ‘Macro’ flags the simulation run, advising the user to review the input speed table and manually merge any remaining short segments with an adjacent lower speed segment and then rerun the simulation with the revised speed table. Short inter-stop distances within one speed segment are accommodated in an area beside the scheduled stop table – the average of the acceleration speed attainable between stops in a multi-stop speed segment is calculated (at ‘Rail-Simulation’!F46:M70) and used in the stop re-acceleration calculation (at column ‘Rail-Simulation’!V82:V500). 4.1.3.2.2 Energy Consumption With the times and distances know for each of the movement phases in the segment, the energy consumed in the segment is calculated. The inherent resistance is relevant to the acceleration and cruise phases and is separately calculated (columns ‘Rail- Simulation’!AD82:AI500) for each resistance component (i.e. rolling, dynamic and aerodynamic). The energy that is inherently stored in the train as kinetic energy (1/2 MV2) during the acceleration phase is used to overcome inherent resistance during braking and the rest is either dissipated in the brakes (as heat energy in either friction brakes or dynamic brake resistance grids) or regenerated to onboard storage devices, wayside storage devices or for use in wayside consumption. The total energy consumed in the train’s braking systems is calculated (column ‘Rail-Simulation’!AJ82:AJ500) and the total recoverable energy available from the powered axles via regeneration is separately identified for the

45 locomotive power limits (column ‘Rail-Simulation’!AK82:AK500) and for onboard storage power limits (column ‘Rail-Simulation’!AL82:AL500). The last of the energy components are those associated with track profile — the energy dissipated in brakes to maintain speed limits on down grades and the energy required to overcome curving resistance on curves. The gradient component is calculated on the basis of the segment speed and the track gradient characteristics. Representative default route characteristics are provided for several regions. Downgrades are cumulated for each direction of travel into severity classes of -0.2% grade decrements. The average grade for all grades within each severity class is provided. Depending on the concentration of grades along a route and the availability of detailed data, the gradient profiles can be specified by route segment. Up to eight segments can be accommodated by the model; however, many routes can be adequately characterized by one uniformly applied gradient distribution profile. The process of calculating energy dissipated in braking on downgrades involves the following steps: 1) Calculate the break-even downgrade for the segment speed (column ‘Rail- Simulation’AM82:AM500): Mg VC G rabe )C VC( 2 rc rb  Equation 11 where: Gbe = Break-even downgrade beyond which braking is required Cra, Crb, Crc are resistance coefficients V = train speed (m/s) M = Mass of the consist (kg) g = acceleration due to gravity 2) Cumulate all downgrades of breakeven severity or greater on the basis of the gradient severity distribution for that segment. This is done via lookup of the grade severity table (‘Rail- Simulation’!CC5:DD14) which is loaded from the ‘Rail-Route’ worksheet. Indices for the lookup are calculated in columns ‘Rail- Simulation’!AN27:AO27. 3) Calculate the brake energy to maintain speed for non-train-acceleration segments as the downgrade energy can be recovered in those segments and add the probability of all down grade energy recovery for the proportion of the route that involves speed reductions as the downgrade energy cannot be recovered in these segments. 4) Calculate the brake force associated with the cumulative downgrades and convert to energy by multiplying the force by the distance traveled under braking: (steps 2, 3 and 4 are combined in one formula in Column ‘Rail- Simulation’:AP82:AP500).

46 Curves on the route are pre-aggregated into total change of central angle for the route. Curving resistance is characterized by 0.04% gradient-equivalent per degree of central angle (which is equivalent to 0.8 lb/ton/degree of curvature). Curving resistance is calculated once for the whole route rather than individual speed segments. Similar to gradient, curve resistance is adjusted to eliminate those segments where traction energy is not required (i.e. during braking, when the curve resistance contributes to the brake effort and traction energy is not being used). Curving energy is calculated (at ‘Rail- Simulation’!AP19), excluding the proportional distance involving braking (at cell ‘Rail- Simulation’!AP25). 4.1.3.2.3 Braking Energy Recovery Brake energy recovery systems are considered in columns ‘Rail-Simulation’!AS82:AY500. Column ‘Rail-Simulation’!AS82:AS500 brings in the data provided in the ‘Rail-Route’ worksheet on wayside storage use at scheduled stops (a positive value indicates the receptivity of the wayside storage device at a scheduled stop, while a zero indicates no wayside storage is used). Since smaller capacity onboard storage devices could be considered for hotel power provision in diesel locomotives, the next column (‘Rail- Simulation’!AT82:AT500) calculates the hotel power required in each segment. Column ‘Rail-Simulation’!AU82:AU500 calculates the regenerative energy available with an electric locomotive for the powered axle component of braking at speed reductions and stops (from column ‘Rail-Simulation’!AK82:AK500) and 100% of the braking required for speed maintenance on downgrades (from column ‘Rail-Simulation’!AP82:AP500). The energy saving potential is calculated as the sum of these two components multiplied by the receptivity factor and the cycle efficiency factor (both of which are input as part of the consist data). Column ‘Rail-Simulation’!AV82:AV500 calculates energy recovery potential of the selected wayside energy storage sites. This is done via a brake table lookup for the segment cruise speed multiplied by the receptivity value at the stop (column ‘Rail-Simulation’!AS82:AS500 via data input on the ‘Rail-Route’ worksheet) and the cycle efficiency (input as part of the consist data). Column ‘Rail-Simulation’!AW82:AW500 calculates energy recovery potential of an onboard energy storage device (from column ‘Rail-Simulation’!AL82:Al500 for device-power-limited energy at speed reductions and from column ‘Rail-Simulation’!AP82:AP500 for 100% of the braking energy used in speed maintenance on downgrades). The minimum value (column ‘Rail-Simulation’!AX82:AX500) and maximum value (column ‘Rail-Simulation’!AY82:AY500) of the storage device’s charge state are calculated on the basis of brake energy recovered and hotel energy provided in each segment. The net loss or gain in stored energy over the full trip is later calculated at ‘Rail-Simulation’!AW26 and the difference is accommodated by an increase (or reduction) in the energy provided by the traction engine for hotel power. 4.1.3.2.4 Fuel Consumption The above steps have provided the traction energy consumed at the wheels and the hotel energy at the engine shaft or pantograph. The next steps taken in the simulation are determination of the energy required at the power-source and the fuel consumed by the

47 power source. Energy for both traction and hotel power are considered in the fuel calculations. The efficiency of the traction system’s transmission is characterized by two modes: acceleration, which involves a high load factor of the components and cruise which involves a lower load factor. These values are read from the ‘Rail-Consist’ worksheet on rows 38 and 39, respectively, and may be adjusted to suit the performance characteristics of the traction system being simulated. Application of the transmission efficiencies leads to the energy required at the engine for a diesel locomotive and at the pantograph for an electric locomotive. A diesel-electric locomotive has a continuously variable transmission. This allows the engine’s efficiency characteristic to be simplified into a single load-factor-dependent equation rather than a complex fuel mapping. The efficiency characteristic is specified by two factors, the minimum brake specific fuel consumption (bsfc) and the efficiency penalty incurred as the engine load factor departs from the load-factor associated minimum brake specific fuel consumption. The engine efficiency of the diesel locomotives identified in the literature search can be characterized (at column ‘Rail-Simulation’!BB82:BB500) with a simplified straight line equation for efficiency loss below a threshold load factor. If future engines demonstrate a different characteristic these parameters can be modified. Hotel power requirements are specified on a per-car basis for three seasons (summer, winter and other). Most dg-set manufacturers provide a fuel consumption characteristic of the type: 𝑭𝒉 = 𝒂 + 𝒃𝑷 Equation 12 where: Fh = Hotel diesel generator fuel consumption rate (lb/hr) P = Hotel Power output (kW) a and b are equipment-specific coefficients. This is the equation that is applied at column ‘Rail-Simulation’!BC82:BC500 if the hotel power is provided by a separate dg-set. If it is provided by the traction engine then the traction engine’s average fuel rate is used. The traction engine’s fuel rate is influenced by the nature of hotel provision as specified in the consist data (‘Rail-Consist’ worksheet). If hotel power is provided via an inverter, the traction engine operates at variable speed, and if it is provided by a coupled generator directly, which requires a constant engine speed, a higher fuel penalty characteristic is incurred for decreasing engine load factors. This fuel penalty is incurred by the traction engine in providing both traction and hotel power. Columns ‘Rail-Simulation’!BD82:BD500 and ‘Rail-Simulation’!BE82:BE500 provide calculations of traction and hotel energy required at the pantograph by electric locomotives or EMUs. The last columns of the core simulation area identify dual fuel boundaries (‘Rail- Simulation’!BF82:BF500) and allocate segment energy requirements between on-board fuel and wayside electricity (‘Rail-Simulation’!BG82:BJ500).

48 4.1.3.3 Grade Climbing and Unscheduled Delays The delay involved in grade climbing is calculated at ‘Rail-Simulation’!AM27:AS27. Delays are based on the assumption that all grades are climbed at the average cruise speed for the route. The break-even grade for climbing is the maximum grade where cruise speed can be maintained at full traction power. The breakeven upgrade is calculated at ‘Rail- Simulation’!AM27 as: Mg VCVP G ramx ))C VC(/( 2rc rb  Equation 13 where: Gmx = the maximum grade that can be climbed at cruise speed P = traction power (kW) V = train speed (m/s) Cra, Crb, Crc are resistance coefficients M = Mass of the consist (kg) g = acceleration due to gravity The indices for the grade-severity lookup table are set at ‘Rail-Simulation’!AN27:AO27 and the total height attained on grades exceeding the breakeven grade is calculated at ‘Rail- Simulation’!AP27 (based on the grade severity and corresponding length provided in the grade severity table at ‘Rail-Simulation’!CC5:DD14). The average grade force on grades exceeding the breakeven grade severity threshold is calculated at ‘Rail-Simulation’!AP27 and the average steady state speed attained is found by lookup at AQ27. The total distance involving grades exceeding the breakeven grade is calculated at AQ29 and the time lost due to speed reductions on upgrades greater than Gmx is calculated at AS27 by assuming there is one upgrade segment for route segments less than 100 miles and 3 separate upgrade segments for longer route segments. The delay is the difference between the time required to transit the upgrades at cruise speed versus the transit time at the average of the deceleration distance/speed and the balance speed for the remaining distance to the top of the grades. The energy costs of grade climbing are captured via the brake dissipation calculation made elsewhere and the energy savings for inherent resistance to motion at lower speed is considered to be small and is ignored. The delay and energy cost due to unscheduled stops are calculated at row 31 of the ‘Rail- Simulation’ worksheet using data provided on the ‘Rail-Route’ worksheet. An unscheduled stop is characterized by the expected number of occurrences in a one-way trip across the route being simulated, as well as the average length of siding and speed limit in the siding (if used when making a stop) and the average dwell time-per-stop spent idling at unscheduled stop locations. The relevant data are brought into ‘Rail-Simulation!B29:G29, while the calculations (performed in cells ‘Rail-Simulation’!J29:O29 and ‘Rail-Simulation’!AC29:AK29) follow similar table lookup procedures as discussed above in the core simulation of speed segments.

49 The delay and energy cost due to temporary slow orders (TSO) are calculated at rows 35 to 40 of the ‘Rail-Simulation’ worksheet. TSOs are characterized by the average number of occurrences per one-way trip and the average distance imposed for each of up to 6 TSO speed limits. The delay and energy cost calculations are performed in a similar fashion to the unscheduled stops in columns ‘Rail-Simulation’!J35:O40 and ‘Rail- Simulation’!AC35:AK40. 4.1.3.4 Output Area The output area provides interim results for the ‘Macro’ to use in aggregating/transferring results to the final ‘Master-I-O’ worksheet. Some additional details are provided on the worksheet to assist in scenario creation and data checking. The basic trip time performance of the run is provided at ‘Rail-Simulation’!I4:K10. The minimum run time (without unscheduled stops and excluding station dwell times at scheduled stops) is output as well as the simulation run time with these components included. The run times are compared to the scheduled trip time and the ‘schedule slack’ associated with each runtime is calculated. The total calculated trip time is also shown and compared with the input data. An ‘error flag’ is shown at ‘Rail-Simulation’!L4 if the calculated distance differs from the input data. Such an occurrence could happen if unrealistically short speed-segments exist in the route data. If an error is flagged, the ‘Macro’ provides an indication in the header of the output results table on the ‘Master-I-O’ worksheet (red message at ‘Master-I-O’!AB606, ‘Master-I-O’!AB706 or ‘Master-I-O’!AB806) associated with the type of analysis being performed. The error is also flagged in the detailed rail results tables for the affected rail trip on the ‘Rail-I-O’ worksheet (‘Rail-I-O’!EX100, ‘Rail-I-O’!EX150, ‘Rail-I-O’!EX200, ‘Rail-I-O’!EX250, ‘Rail-I- O’!EX300, ‘Rail-I-O’!EX350, ‘Rail-I-O’!EX400 and ‘Rail-I-O’!EX450). The other interim results from the time and distance calculations are calculated for each of the core simulation columns, with time and distance summaries at ‘Rail-Simulation’!J15:W19 and Energy totals at ‘Rail-Simulation’!AC15:BD30. The ‘Macro’ takes the final energy/fuel results for the simulated route/consist scenario from cells ‘Rail-Simulation’!BA27:BD28. However, each simulation also provides calculations of what the potential performance would be if the same train was run under a different energy-recovery or energy-source scenario. The table at ‘Rail-Simulation’!AZ20:BD26 provides results for the energy dissipated under seven different technology scenarios (provided the relevant data were input on the consist worksheet). The table is always output but some rows will not be applicable to all simulations – for example high speed trains and wayside storage devices would normally be associated with electric trains, while onboard storage would be an option for diesel-electric trains. Table 26 illustrates the output format for the comparisons. The first data column is applicable to either an electric or a diesel consist (of the same power and weight characteristics) and provides the traction energy at the engine shaft or electric pantograph for each of the identified energy-recovery scenarios. The last three data columns provide the fuel consumption for an assumed diesel powered consist. The output is intended to provide some insight into the relative performance of different energy recovery technologies for the simulated service. Simulation of an actual alternative technology would require a dedicated simulation run with other changes to the consist data (e.g. weight increase for onboard storage devices and/or interface equipment) that use of the technology would necessitate.

50 Table 26. Illustrative Summary Output Within the Rail-Simulation Worksheet Energy Recovery System Traction Energy at shaft/ pantograph Fuel Consumed Traction Hotel Combined* (kWh) (kg) (kg) (kg) None 5,716 1,525 146 1,671 Regen to electricity grid 5,426 N.A. N.A. N.A. Regen to wayside storage (all stops) 5,644 1,506 146 1,652 Wayside at one-max-site 5,681 1,516 146 1,662 Selected stops (Route input data) 5,687 1,517 146 1,664 Onboard storage 5,471 1,525 20 1,546 Optimal Coast at Scheduled Stops 5,453 1,455 146 1,601 * In addition to the traction fuel and hotel fuel consumed during the simulated trip, the ‘Combined’ fuel includes locomotive auxiliary power and extra idle fuel consumed before and after a trip and any incremental fuel consumed in non-revenue movements.