Comparison of Passenger Rail Energy Consumption with Competing Modes (2015) / Chapter Skim
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Pages 42-52
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From page 42... ...
42 C H A P T E R 3 Traditionally, gross annual average energy consumption metrics have been used to quantify the energy efficiency of passenger rail operations. However, as shown in Chapter 2, passenger rail energy efficiency varies significantly among routes that have different operating speeds and train consist configurations, and is greatly influenced by load factor.
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From page 43... ...
Simulation Methodology: The Multi-Modal Passenger Simulation Tool 43 from more detailed train performance calculators by aggregating gradient and curvature along a route into a distribution, rather than simulating the train movement over a specific elevation profile and geometric alignment. Basic train resistance is calculated for each segment.
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From page 44... ...
44 Comparison of Passenger Rail Energy Consumption with Competing Modes 3.1.2 Route Characteristics To provide route-specific energy consumption and GHG emissions analyses, MMPASSIM requires information on the station stopping pattern, maximum authorized passenger train speed, gradient and curvature along the route of interest. Station stopping patterns can be obtained from posted train schedules and operator websites.
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From page 45... ...
Simulation Methodology: The Multi-Modal Passenger Simulation Tool 45 • Location of station stops • Presence of wayside storage at each station • Speed limit in sidings • Expected number of speed restrictions and unplanned stops • Extra idle time and non-revenue miles • Boundaries of fuel-energy use for dual-mode locomotives With regard to the expected speed restrictions and unplanned stops, unless a specific train with a known speed profile or event recorder data is being simulated, these values are subject to the judgment of the user. These parameters can be adjusted to reflect the amount of traffic on the route, the number of tracks and the relative priority of the train being modeled.
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From page 46... ...
46 Comparison of Passenger Rail Energy Consumption with Competing Modes Dwell time is defined as the idle wait time between modal leg trips or between access and egress legs. Dwell time is included in the results for each case study as a component of the total travel time, calculated as the sum of the total dwell time and the run time of each main travel and access mode segment.
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From page 47... ...
Simulation Methodology: The Multi-Modal Passenger Simulation Tool 47 Bus alternatives are defined by the chosen route (with associated distance, grade and congestion characteristics) , number of travelers, time of day, season, passenger load factor and vehicle characteristics (available seats, bus type and fuel type)
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From page 48... ...
48 Comparison of Passenger Rail Energy Consumption with Competing Modes appropriate station. Five minutes of additional idle time at each stop was included in the case study simulations to account for driver breaks and station dwell time.
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From page 49... ...
Simulation Methodology: The Multi-Modal Passenger Simulation Tool 49 equivalent (CO2e) measure applies the relative global warming potential of other greenhouse gases (GHG)
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50 Comparison of Passenger Rail Energy Consumption with Competing Modes searching on www.epa.gov. Emission factors for methane (CH4)
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From page 51... ...
Simulation Methodology: The Multi-Modal Passenger Simulation Tool 51 (a) Modal Intensity Comparison (modal leg only, direct activity only)
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From page 52... ...
52 Comparison of Passenger Rail Energy Consumption with Competing Modes upstream LDV emissions, ethanol can include an offsetting credit for the growth of corn; however, there are differing opinions on the validity of taking this credit for a crop that would be grown anyway. The study team shows LDV-E05 upstream GHG emissions without the credit but indicates in a table footnote what the difference in GHG emissions would be if the credit were included.
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