Technical Document and User Guide for the Multi-Modal Passenger Simulation Model for Comparing Passenger Rail Energy Consumption with Competing Modes (2015) / Chapter Skim
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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)
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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.
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28 Table 16. Single Train Simulation Output Table Showing Energy Dissipation Components Com- ponent Units Inherent Resistance Brake Dissipation Track Curve Resistance Total Traction (after combust ion)
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29 Table 18. Technology Comparison Simulation Output of Absolute Values and Proportional Savings for a Round Trip Com- ponent Alternative Units Inherent Resistance Brake Dissipation Track Curve Resistance Total Traction (after combusti on)
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30 Table 19. Technology Comparison Table of Performance Metrics I (Direct Transportation Activity)
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31 Table 21. Modal Comparison Performance Metrics I (Modal Leg Only / Direct Transportation Energy/Emissions)
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32 Table 23. Modal Comparison Performance Metrics III (Door-to-Door / Direct Transportation Energy/Emissions)
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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.
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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)
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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.
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36 Figure 1. Overall Model Structure (Worksheet Data Flows and Interaction)
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