Comparison of Passenger Rail Energy Consumption with Competing Modes (2015) / Chapter Skim
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Pages 53-64
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From page 53... ...
53 C H A P T E R 4 This chapter presents a discussion of MMPASSIM models of the energy consumption and GHG emissions of selected passenger rail services in the United States. The services selected for the case studies represent the variety of commuter, regional intercity and long-distance intercity passenger rail operations found across the country.
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From page 54... ...
54 Comparison of Passenger Rail Energy Consumption with Competing Modes and bi-level coaches with high seating density. A typical train consists of one locomotive and three passenger coaches with a total of 426 seats.
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From page 55... ...
Single-Train Simulation of Passenger Rail Energy Efficiency 55 4.1.2 Regional Intercity Rail Services The nine regional intercity passenger rail service case study routes range from approximately 125 miles to 450 miles in length and cover various regions of the United States. Operating characteristics for each route were obtained from public Amtrak train schedules.
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From page 56... ...
56 Comparison of Passenger Rail Energy Consumption with Competing Modes 4.1.2.6 Portland, OR–Seattle, WA: Cascades Amtrak's Cascades service between Eugene, OR, and Vancouver, British Columbia, includes service between Portland, OR, and Seattle, WA. This service uses lightweight, tilting, single-axle, articulated single-level Talgo 12-car trainsets with a diesel-electric locomotive and control cab car.
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From page 57... ...
Single-Train Simulation of Passenger Rail Energy Efficiency 57 and eight bi-level passenger railcars, including coaches, sleeping cars, a lounge and a dining car. Given that some of the railcars do not have revenue seats and the sleeping cars have limited occupancy, the train carries a maximum of 364 passengers.
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58 Comparison of Passenger Rail Energy Consumption with Competing Modes Route Origin -- Destination Locomotive(s) Trailing Railcars Seats a Stations b Average Speed (mph)
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Single-Train Simulation of Passenger Rail Energy Efficiency 59 rail movement of the specified train consist. Round-trip simulations were used to average out any directional bias with respect to differences in origin and destination elevation, track profile gradient and relative sequence of speed restrictions and station stops on each route.
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From page 60... ...
60 Comparison of Passenger Rail Energy Consumption with Competing Modes operations that allow standing passengers can even perform at per passenger intensity levels below the per seat-mile statistics during peak periods. Two interesting sub-comparisons can be made between particular pairs of simulated operations.
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From page 61... ...
Single-Train Simulation of Passenger Rail Energy Efficiency 61 4.2.3 Long-Distance Intercity Rail Results of baseline simulation results for long-distance intercity services (Table 4-5) are comparable to the intercity averages from Mittal of 1,000 Btu per seat-mile.
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From page 62... ...
62 Comparison of Passenger Rail Energy Consumption with Competing Modes also compares the resistive energy at the wheels (SYSTRA 2011, p.10) for the TGV-Réseau as being 16.25 kWh/train-kilometers (as indicated in comparison with the AGV-11 in Table 2-20 of this report)
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From page 63... ...
Single-Train Simulation of Passenger Rail Energy Efficiency 63 The GHG emissions intensity per passenger-mile exhibits similar trends (Figure 4-2)
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From page 64... ...
64 Comparison of Passenger Rail Energy Consumption with Competing Modes controls the emissions per unit of energy produced is essentially the same for all case study routes using diesel propulsion. The electric traction case studies fall below this relationship, however, because their emissions are controlled by the source generation of electricity.
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