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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iv Summary The objective of NCRRP Project 02-01, "Comparison of Passenger Rail Energy Consumption with Competing Modes," is to provide like-for-like comparisons of energy consumption and greenhouse gas (GHG) emissions of commuter and intercity passenger rail operations with competing modes of travel.
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v Intercity scheduled bus operations also do not have load factors by region or service. This document and the case study analysis in the companion document indicate where estimates were used to characterize modal characteristics.
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vi Gradients have less impact on passenger train performance and for this reason the model is able to use a more generalized gradient distribution representation instead of the detailed grade profiles specified in a railway track chart. The gradient distribution used in the rail model summarizes the actual track grades in a segment of track into six gradient bins which categorize the actual average of all grades collected in a gradient bin and the percent of total track segment distance associated with all grades in each bin.
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vii • overnight Users of the MMPASSIM model are also able to develop customized sets of time-of-day based drive schedule proportions specifically tailored to urban areas of interest. Note that the light duty vehicle (LDV)
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viii characterizations for years beyond the 2011 base data year. Default composite values for "sales-weighted" and "driven-fleets" for 2012 and 2013 are provided in MMPASSIM and the model architecture supports addition of future year composite fleet values as EPA estimates of fuel economy for those years become available.
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ix than by a specific aircraft. A default mix of aircraft types was derived from the BTS data and is provided for seven ranges of trip length.
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x 1. Single Train Simulation - a single train service is assessed for its performance and energy/GHG emissions breakout.
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xi maps are used for propulsion systems using non-continuously variable transmissions (applicable to most conventional LDV and buses) while coefficients for a single optimal performance equation are provided for representing vehicles using a continuously variable transmission (CVT)
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