Railenergy Calculator Report on structure and functionalities of the new online energy efficiency screening tool for railways Project No. FP6 031458 Railenergy Innovative Integrated Energy Efficiency Solutions for Railway Rolling Stock, Rail Infrastructure and Train Operation
TABLE OF CONTENTS 1. Executive summary... 5 2. Introduction... 6 3. Scope and purpose of the Calculator... 6 3.1 Concept... 7 3.2 Target audience... 7 4. User oriented approach... 8 5. Process overview... 9 5.1 Calculator inputs... 10 5.2 Calculator outputs... 11 6. Calculation methodology... 12 6.1 Step 1: Inquiry start... 12 6.2 Step 2: Scope & targets... 14 6.3 Step 3: Present setup... 15 6.4 Step 4: Saving potentials... 23 6.5 Step 5: Energy sources... 26 6.6 Step 6: Energy and CO 2 performance... 28 6.7 Step 7: Energy pricing & LCC... 30 6.8 Step 8: Economic performance... 34 6.9 Step 9: Sensitivity analysis... 35 7. References... 37 Annex 1: Dataflow overview... 38 Annex 2: Input data... 39 Annex 3: Quick start operational data... 46 Annex 4: Final report generated by the Calculator... 49 Page 2 of 49
TABLE OF FIGURES Figure 1: Overview of processes within the Calculator... 9 Figure 2: Link to the Calculator... 12 Figure 3: Inquiry Start... 13 Figure 4: Scope and targets selection... 14 Figure 5: Rail network data... 15 Figure 6: Rail service data... 16 Figure 7: Rolling stock data... 17 Figure 8: Energy consumption data (electric case/basic mode)... 17 Figure 9: Step 3 results... 18 Figure 10: Energy consumption data (electric case/advanced mode)... 19 Figure 11: Out of service consumption (advanced mode)... 20 Figure 12: Energy consumption data (diesel case/basic mode)... 21 Figure 13: Energy consumption data (diesel case/advanced mode)... 22 Figure 14: Saving potentials technology measures... 23 Figure 15: Saving potentials operational measures... 24 Figure 16: Parked trains management (advanced mode)... 25 Figure 17: Step 4 results... 26 Figure 18: Energy source data... 26 Figure 19: Step 5 results CO 2 emissions at source... 27 Figure 20: Overview of energy savings and performance... 28 Figure 21: Energy saving figures and KPIs... 29 Figure 22: Overview of CO 2 savings and performance... 29 Figure 23: CO 2 saving figures... 30 Figure 24: Energy price and LCC parameters (basic mode)... 30 Figure 25: Step 7 results (LCC parameters basic mode)... 31 Figure 26: Step 7 results (LCC parameters advanced mode)... 33 Figure 27: Overview of economic performance... 34 Figure 28: Economic performance figures... 34 Figure 29: Technical and economic parameters variation... 35 Figure 30: Economic performance with modified parameters... 36 Page 3 of 49
TABLE OF TABLES Table 1: Offered consumption profiles for parked trains management... 24 Table 2: List of countries and energy mix, energy efficiency and CO 2 emissions of the electricity supply for railway transport... 39 Table 3: EU-27 average energy mix... 40 Table 4: Default specific energy consumption... 41 Table 5: Default load factor and standard passenger weight... 41 Table 6: Default distribution grid efficiency... 42 Table 7: Price development scenarios (yearly multipliers p t )... 43 Table 8: Stepwise overview of default input values... 44 Table 9: Quick start operational data... 46 Page 4 of 49
1. EXECUTIVE SUMMARY This report describes the structure, functionalities and calculation methodology of the Railenergy Decision Support Tool (DST) or simply the Railenergy Calculator. The Railenergy Calculator is a web-based decision support tool designed to support railway management investment decisions regarding the implementation of new energy efficiency technologies or operational measures based on their energy, CO 2 and economic performance. The Calculator incorporates the main results of the Railenergy project and makes them usable for potential users outside the project. The Calculator is based on energy saving potentials obtained using the Railenergy assessment methodology and the user s real operational data. It calculates the potential energy and CO 2 savings as well as performance expressed by using Railenergy Key Performance Indicators (KPIs). Further, based on economic framework data provided by Railenergy and the user, the typical economic parameters are calculated, which support decision making. This report also collects all the default input data used by the Calculator and describes the content of the final report generated by the Calculator. The Calculator can be found on the Railenergy website http://www.railenergy.eu/. The direct access is http://www.railenergy.eu/calculator/calculator.aspx. Page 5 of 49
2. INTRODUCTION The objective of this report is to clarify the scope and purpose and describe the structure, processes, functionalities and calculation methodology of the Railenergy Calculator. The Railenergy Calculator, a web-based calculator developed within Railenergy project, is a decision support tool based on the main results of the project. The Calculator makes the project results usable for potential users outside the project who are interested in improving the energy efficiency of the railway system. The potential users can provide their own data on present operational setup and energy consumption and select the relevant technology or operational measure. The Calculator based on Railenergy project results calculates the potential energy and CO 2 savings as well as performance measured in Railenergy Key Performance Indicators (KPIs). In case the user provides economic framework data, the Calculator returns economic results in terms of costbenefit graph and typical economic parameters, which support the decision making process. The Calculator also offers the option to the user to perform sensitivity analysis. The Calculator, through which the user makes the inquiry, consists of nine steps. The first two steps refer to management of the inquiry. Step 3-6 refer to technical assessment, step 7 and 8 refer to economic assessment while step 9 offers the option to perform the sensitivity analysis. The user can in step 6, step 8 or step 9 request the final report which is generated by the Calculator. The report is structured as follows. Chapter 3 in the following clarifies the scope and purpose of the Calculator and lists the targeted audience. Chapter 4 describes the user oriented functionalities. Chapter 5 gives the overview of structure and processes within the Calculator and describes the inputs and outputs. Chapter 6 gives a stepwise description of the Calculator; for each step the purpose is clarified, the required input data and the calculation methodology are described and the results are explained while only the essential equations are shown. Besides these chapters, Annex 1 gives a detailed overview of processes within the Calculator. Annex 2 collects all the default input data used by the Calculator while Annex 3 collects operational input data used by Quick start function. Annex 4 describes the content of the final report (pdf document) generated by the Calculator. The Calculator can be found on the Railenergy website http://www.railenergy.eu/. The direct access is http://www.railenergy.eu/calculator/calculator.aspx. 3. SCOPE AND PURPOSE OF THE CALCULATOR The Railenergy Calculator is a web-based decision support tool developed within Railenergy project and is based on its results. It is designed to support railway management investment decisions regarding the implementation of new energy efficiency technologies or operational measures based on their energy, CO 2 and economic performance. The Calculator is intended for clarification and screening of different energy efficiency options before decision making. The users can based on their present operational setup investigate the performance of different technologies and/or operational measures. Page 6 of 49
The Calculator refers to screening and improving the railway system alone, it is intended for comparing different transport modes like web-based EcoPassenger or EcoTransIT tools. 3.1 CONCEPT The Calculator incorporates the main results of the Railenergy project and makes them usable for potential users outside the project who are interested in improving the railway system in terms of energy efficiency. The results or the energy saving potentials of different technologies and operational measures obtained by Railenergy assessment methodology are together with user s real operational data used to calculate potential energy and CO 2 savings. The potential improvements of the railway system are expressed by using Railenergy Key Performance Indicators (KPIs). Further, based on calculated energy savings and the actual energy price provided by the user, the energy cost savings are calculated. These cost savings are together with price development scenarios (projection of energy prices into future compiled by Railenergy experts) used to project the cost savings into the future. Finally, by considering projected costs savings and Life Cycle Cost (LCC) parameters provided by the user, the typical economic parameters are calculated (payback time, Net Present Value), which support the decision making process. Moreover, the Calculator offers to the user to perform the sensitivity analysis to further support decision making. The Railenergy assessment methodology is described at: www.railenergy.eu/methodology. The Railenergy Key Performance Indicators (KPIs) are described at: http://www.railenergy.eu/keyperformanceindicators.aspx The Railenergy saving potentials (Technology Potential Tables) are collected at: http://www.railenergy.eu/technologydescriptions.aspx 3.2 TARGET AUDIENCE The Calculator is intended for use by technical, procurement, strategy and management personnel from: Railway operators Infrastructure managers Leasing companies Railway manufacturers and suppliers Rail traffic authorities and transport agencies Consultants and academia Page 7 of 49
4. USER ORIENTED APPROACH The main driver during the Calculator development was to fulfil the needs of different potential users who can be experienced, less experienced or even without any experience. The users may have available data or while the data among users may be different from country to country. Further, the users may be demanding or. Finally, the development considered also the attractiveness of the Calculator thus effort has been put in its graphical user interface development. The Calculator offers help to the users in terms of tooltips. These tooltips are divided in three levels: Step tooltip, where the user gets overall information about the step Section tooltip, which provides information to the user about specific sections Single input field and terminology tooltip, which clarifies the needed input data and explains specific terms The tooltips are implemented by using mouse-over functionality the Calculator displays the tooltips whenever the user points with mouse on sign info, on input field or on specific term. For those non- and less experienced users the Calculator offers Quick start, which uses predefined operational setups and makes possible for users to straight investigate saving potentials. Quick start is also intended for experienced users to quickly explore functionalities and usability of the Calculator. The Calculator also offers several default examples of complete inquiries, which can be opened and investigated by any user. The Calculator for experienced and demanding users with available data offers advanced mode for providing input data. For those less experienced, basic mode is offered while if the user has no data or has lack of data, the Calculator for many input fields offers default values. The users can throughout the Calculator make page e, comment the results, write remarks. The Calculator offers the possibility to generate the final report as pdf document. The user can whether save the report or send email with the report as pdf attachment. The report contains comments and remarks by the user. The users may register themselves, which requires creating user name and password. Registered user has the option to save the inquiry at any time and work on it later, or save the complete inquiry and retrieve it at any time. The interface is designed in a way that the right side or the right panel always shows history of inquiry, which contributes to transparency of calculations and results. The Calculator is designed in a way that the user can start in any step. The flow is mandatory. Whenever some input data from previous steps is missing, the Calculator informs the user with red warnings while at the same time these warning contain link to the input field where the missing data should be provided. Therefore, the Calculator is flexible and thus offers functionality learning-by-doing. It should be mentioned that the user can open several Calculator windows and work parallel on several inquiries. Page 8 of 49
5. PROCESS OVERVIEW The Calculator consists of nine steps as shown in Figure 1. The first two steps refer to management of the inquiry: Step 1 offers to the user three different options to start o Quick start if the user has no detailed data or wants a quick overview of functionalities and usability of the Calculator. If the user selects Quick start, steps 2 and 3 are skipped and the user proceeds with investigating saving potentials o New inquiry if the user has some or detailed data on present operational setup o Examples and saved inquiries if the user wants to start from predefined (default) examples or retrieve own inquiry from previous sessions Step 2 where the user defines the scope and targets of the inquiry o Coverage of energy savings investigation and changes in energy source o Specific energy and CO 2 saving targets Steps 3 to 6 refer to PART A: Technical assessment. The user in step 3 provides data on present operational setup and energy consumption while in step 4 the user selects which technology and operational measures should be investigated. In step 5 the user provides data on energy carrier. Step 6 presents technical assessment results in terms of energy and CO 2 performance of new setup. The user can in step 6 request the final report (pdf document), send email with the report as pdf attachment or proceed to step 7. Figure 1: Overview of processes within the Calculator Page 9 of 49
Steps 7 and 8 refer to PART B: Economic assessment. The user in step 7 provides data on energy price, selects one of the predefined price development scenario (projection of energy prices in future) and provides data on Life Cycle Cost (LCC) parameters. Step 8 presents economic assessment results for potential investment in terms of well known cost-benefit graph and performance on typical economic parameters (payback time, Net Present Value). The user can in step 8 request the final report (pdf document), send email with the report as pdf attachment or proceed to step 9. Step 9 refers to PART C: Sensitivity analysis. The user can in this final step investigate how the variation of input data influences the economic performance. Thus, the user can identify the sensitivity of economic performance over certain input data, which provides additional input to support decision making. The user can request the final report (pdf document) or send email with the report as pdf attachment. The user can register and save the inquiry in any step of the Calculator. Once the inquiry is saved it can be retrieved at any time by logging in and opening the saved inquiry in step 1. Detailed graphical overview of processes within the Calculator is shown in Annex 1. Page 10 of 49 5.1 CALCULATOR INPUTS The Calculator performs all the calculations based on input data provided by the user and default input data by the Calculator. The latter is collected from Railenergy project results, estimates of Railenergy experts, data from other projects (EcoPassenger, EcoTransIT) and data from various sources. Main inputs to the Calculator are collected in steps 3, 4, 5 and 7. Step 3 is the central input step, where the user should provide data on: Network Service Rolling stock Energy consumption In step 4, the user is given option to provide data on own technology, saving potential for energy efficient driving (overwrite the default) and data on parked trains consumption profiles. In step 5, the user can provide data on energy carrier (present and/or alternative). In step 7 the user should provide data on energy price (present and/or alternative) and LCC parameters and select price development scenario. Default input data by the Calculator consists of: Railenergy Technology Potential Tables (saving potentials) Energy mix, energy efficiency and CO 2 emissions of the electricity supply for railway transport Specific energy consumption Price development scenarios Operational background scenarios (used for Quick start) Stepwise overview of default input values is given in Annex in Table 8.
5.2 CALCULATOR OUTPUTS Main outputs to the user are summarized in steps 6, 8 and 9. Step 6 gives overview of technical assessment results as follows: Energy savings Energy performance on Railenergy KPIs CO 2 savings CO 2 performance (specific CO 2 emissions) Step 8 gives overview of economic assessment results as follows: Cost-benefit graph Economic performance o Payback time o Net Present Value (NPV) for 20 years o Net Present Value (NPV) for 10 years Step 9 offers to perform sensitivity analysis on economic assessment results by varying technical and economic parameters. Cost-benefit graph is dynamically reflecting the variations. The Calculator at the end of steps 3, 4, 5 and 7 presents to the user the most relevant intermediate results while the right panel in each step gives overview of configuration history. The Calculator offers generation of the final report (pdf document) in steps 6, 8 and 9. The content of the final report is described in Annex 4. Page 11 of 49
6. CALCULATION METHODOLOGY This chapter gives a stepwise description of the Calculator. It clarifies the purpose of the each step, describes the required input data and calculation methodology, and explains the results or the outcome of the Calculator. It should be mentioned that only essential equations are shown and described. The user is guided through a demonstration inquiry, where the potential energy, CO 2 and energy cost savings are investigated. The inquiry refers to a regional passenger service in Denmark, which is carried out on an electrified railway line. The Calculator in several steps regarding the input data distinguishes the basic and advanced mode. The inquiry is performed by using the basic mode while the advanced mode functionality is described where it is relevant. Furthermore, the differences in input data and results when investigating potential savings for the electric and diesel traction are described where it is relevant. The reader is recommended to perform the inquiry presented throughout this chapter in order to clearly understand the required input data, offered default values and the results. The online Railenergy Calculator can be accessed via the Railenergy website http://www.railenergy.eu/ or straight by clicking on Figure 2. Figure 2: Link to the Calculator Page 12 of 49 6.1 STEP 1: INQUIRY START The first step of the Calculator shown in Figure 3 refers to the beginning of the inquiry. It offers to the user three options to start as follows: Quick start New inquiry Examples and saved inquiries Quick start is intended for basic users who do have detailed information regarding the present operational setup and energy consumption. It offers the possibility to carry out a quick inquiry by using predefined operational data based on Railenergy Operational background scenarios. The operational data is collected in Annex in Table 9. The user simply has to provide information on country, energy supply type and service type while the information on energy / CO 2 target is mandatory. Once the information is provided, step 2 and step 3 of the Calculator will be skipped. However, the user can always go back these steps to check the input. Quick start can also be used by experienced users in order to quickly get familiar with the functionalities and the usability of the Calculator.
New inquiry is intended for users who have detailed information on present operational setup and energy consumption. However, the Calculator is designed to support these users in case they have no detailed data about the energy consumption. The user has the option to provide information on his/her name, company and inquiry name. The information is mandatory but recommended since it appears on the final report generated by the Calculator. Examples and saved inquiries refer to Railenergy predefined examples (default examples) and inquires saved by the user. Default examples can be opened by any users and are similar to Quick start intended for users to investigate the functionality and the usability of the Calculator. Saved inquiries are accessible by users who are logged in as registered users. Note that registered and logged in users can access only their own previously saved inquiries. Any user can register in each step of the Calculator simply by clicking Register at the top-right part of the screen and save the inquiry in any step by clicking Save at the bottom-right part of the screen. Therefore, the user can save his/her potentially incomplete inquiry and retrieve it later by logging in, or can save the completed inquiry to access it later. Figure 3: Inquiry Start Page 13 of 49
Figure 3 shows the graphical user interface of the Calculator. The left part of the screen or control part shows the nine steps while the current step is shown in red colour; the user can here switch between the steps. The middle part of the screen or active part is where the user actively interacts with the Calculator; the user provides here all the input data and gets all the results. The right part of the screen or right panel shows in all the following steps the most relevant input data from previous steps and thus provides the user with configuration history. 6.2 STEP 2: SCOPE & TARGETS Step 2 shown in Figure 4 is intended for users to define the scope and targets of the inquiry. The user can decide to investigate both in service and out-of-service mode saving potentials or only one of the mentioned modes. It is recommended to check all checkboxes in order to benefit from all possible energy saving measures presented later in the Calculator in step 4. Note that the checkbox present railway operation can be unchecked. The user can also decide whether to investigate changes in energy source or. If the radio button Yes is selected, the user will be asked to provide information on alternative energy mix in step 5 and the information on price in step 7. Defining the targets of inquiry refers to defining quantitative specific energy and specific CO 2 saving targets. These targets can be either European, national, regional or company targets. The targets are used later in step 6 to compare them with the energy and CO 2 savings achieved by applying the selected technology and operational measures. Figure 4: Scope and targets selection The scope of demonstration inquiry as it is shown in Figure 4 is to investigate both in service and out-of-service mode saving potentials while the targets for the specific energy and specific CO 2 savings are set to 6 %. Changes in energy source will be investigated. Page 14 of 49
6.3 STEP 3: PRESENT SETUP The purpose of step 3 is to collect all the relevant input data regarding the present operational setup and energy consumption. This step is considered as the central input step where the user should have the following data: Network data Service data Rolling stock data Energy consumption data The step is designed in a way that supports the user while providing the input data; several input fields offer the possibility to use default values while some input fields help the user to calculate the needed data. Default values can be accessed by clicking the symbol data can be accessed by clicking the symbol or. while the help to calculate the input Note that same symbols appear throughout the Calculator. Mandatory input fields are marked with red asterisk. Network data as it is shown in Figure 5 consists of data on country, energy supply type and rail grid efficiency while the user can also provide information on examined line or network. It is important that the examined network or line can clearly be separated from the rest of the rail production in order to get the right results later. Figure 5: Rail network data Rail grid efficiency refers to the efficiency of railway grid from the so-called point of common coupling to the pantograph. The point of common coupling refers to the railway system boundary that separates rail specific electric infrastructure or railway distribution grid consisting of transformers, substations and overhead catenary system (OCS) from the high voltage power supply system. In case the user has no data for grid efficiency, the default value can be used. Rail grid efficiency default value depends on selected energy supply type. The default values are collected in Annex in Table 6. Note that when diesel case is examined the grid efficiency input field is displayed. Service data as it is shown in Figure 6 consist of data on service type, annual transport volume (production) and load factor while the user can additionally provide information on the name of service type. Page 15 of 49
While providing the data on annual production of the selected service type for this inquiry, the user can access the calculate box, which helps the user to calculate the needed input. The production measured in seat kilometres (seat-km) can be calculated by using one of the following two options: By using data on train kilometres (train km) and average seat configuration By using data on passenger kilometres (pkm) and average load factor 100 Note that for freight service the production measured in seat-km is relevant. Figure 6: Rail service data In case the user has no data on load factor, the default value can be used. Load factor default value depends on selected service type. The default values are based on Technical Recommendation [TecRec 100_001] and are collected in Annex in Table 5. Rolling stock data as it is shown in Figure 7 consists of data on train tare mass, seat capacity, train service mass and number of train sets or locomotives used within inquiry. The user can provide additional information on vehicle class. Page 16 of 49
Figure 7: Rolling stock data Train tare mass refers to the mass of single trainset (MU) or to mass of loco and wagons. Seat capacity refers to the average number of seats per trainset or fixed train configuration (loco and wagons). Train service mass refers to the gross mass of single trainset or to gross mass of loco and wagons. The user is offered help to calculate this input value as follows: 100 1000 Standard passenger weight (measured in kg) depends on selected service type. The values are based on Technical Recommendation [TecRec 100_001] and are collected in Annex in Table 5. Energy consumption data can be provided in basic or advanced mode. The aim is to obtain annual energy consumption data for present operational setup separately for in service and out of service mode, both expressed on system level. The Calculator in this part of data collection offers great support to the user since the energy consumption is usually measured or estimated differently by different railways while some users might have no exact energy consumption data. Figure 8 shows the required energy consumption data in basic mode (electric case). The user should provide data on annual energy consumption of complete operation (in service + out of service mode) on system level. This value is considered as the most frequently used value by railways and corresponds to the consumption at the substation level (inlet of the substation). The user has the option to provide data as specific energy consumption (per ton kilometre) or total consumption in kwh by selecting one of the radio buttons. In case the user has no data, the Calculator offers a default value for specific energy consumption. The default specific energy consumption depends on selected combination of energy supply type and service type. The default values are estimated by Railenergy experts and are collected in Annex in Table 4. Figure 8: Energy consumption data (electric case/basic mode) Page 17 of 49
Further, the user should provide the share (in %) for out of service mode consumption, which is usually estimated by railways. The user is here offered a default value, which is estimated by Railenergy experts and is 10 %. If the energy consumption of complete operation is provided as specific energy consumption (per ton kilometre) then the total annual energy consumption at system level for present operational setup is calculated as follows: Based on this value and the share for out of service mode consumption (share out ) it is possible to calculate annual energy consumption for present operational setup separately for in service and out of service mode, both expressed at system level as follows: 1 The calculation takes place by the Calculator soon as the button check your input with symbol is clicked. It has to be mentioned that this button should be clicked before continuing to next step. It should also be clicked every time when the user makes any change after the button has already been clicked before and the calculation already took place. The purpose of this button is to refresh the results in order to continue with the right input. Once the button is clicked by the user, the results of step 3 are presented to the user as it is shown in Figure 9. The results refer to the annual energy consumption for present operational setup, shown separately for in service and out of service mode and expressed at system level. Figure 9: Step 3 results As it is shown in Figure 9, the user has the option to make page es, comment the results, write remarks etc. Page es functionality is offered to the user in each step of the Calculator and all the es are collected and presented in the final report (pdf document) generated by the Calculator. Page 18 of 49
The input data and the annual energy consumption results for demonstration inquiry is the same as Quick start operational data for regional service and energy supply type AC 25 kv 50 Hz. In the following the advanced mode for providing energy consumption data for electric case as well as basic and advanced mode for providing energy consumption data for diesel case is described. Energy consumption, advance mode, electric case Figure 10 shows the interface where the user can provide energy consumption data in advanced mode. This mode offers several different options to the users and thus makes possible for them to provide annual energy consumption data as they have it while the Calculator always makes sure that the results are calculated separately for in service and out of service mode, both expressed on system level. Note that advanced mode does offer any default values. Figure 10: Energy consumption data (electric case/advanced mode) The user has the option to provide data as specific energy consumption (per ton kilometre) or total consumption in kwh by selecting one of the radio buttons. Further, the user can select whether the data corresponds to system level (inlet of the substation or point of common coupling) or train level. Finally, the user can select where the data covers complete operation (in service + out of service mode) or only in service mode. The selection of the data coverage is dynamically displayed in the table shown in Figure 10. Figure 10 shows an example of the combination where the user has energy consumption data expressed as total value (in kwh), the data corresponds to train level and covers only in service mode. Such combination is useful for the user when he/she for instance has energy consumption data obtained from on-board energy meters. The user should in this case also provide annual energy consumption data for out of service as it is shown in Figure 11. The data can be provided as total value (in kwh). However, the Calculator offers help to the user to calculate the needed input data. Page 19 of 49
Figure 11: Out of service consumption (advanced mode) The user can provide data on on-board nominal power demand (P comfort ) per train for comfort functions (heating, ventilation, air-conditioning, internal lighting and other necessary auxiliaries) expressed in kw and consumption profile data for the three levels as follows: Level 1: Pre-heating and pre-cooling of trains before service; average duration per train per day (hours per day, t 1 ) and load profile measured in % of nominal power demand (load 1 ) Level 2: Cleaning and maintenance of trains before or after service; average duration per train per day (hours per day, t 2 ) and load profile measured in % of nominal power demand (load 2 ) Level 3: Parking of trains before or after service (hibernating); average duration per train per day (hours per day, t 3 ) and load profile measured in % of nominal power demand (load 3 ) The three levels are defined based on Technical Recommendation [TecRec 100_001]. Based on on-board nominal power demand, consumption profiles, number of train sets or locomotives used within inquiry (n trains ) and grid efficiency η grid it is possible to calculate the annual energy consumption for out of service at system level as follows: 365 100 for i = 1, 2, 3 (consumption profile levels 1, 2 and 3) It should be mentioned that the advanced mode for the electric case considers that all trains while being out of service are supplied with electric energy via the pantograph! The current version of the Calculator does support energy consumption calculation when the power supply to parked electric trains is via shore supply. Page 20 of 49
Energy consumption, basic mode, diesel case Figure 12 shows the interface for diesel case where the user can provide energy consumption data in basic mode. The aim is to collect annual energy consumption data for present operational setup separately for in service and out of service mode, both expressed on system level. Note that for diesel case in service consumption is measured in liters of diesel while out of service consumption is measured in kwh. For out of service mode it is considered that all the trains while being out of service are supplied with electric energy via shore supply! Figure 12: Energy consumption data (diesel case/basic mode) The user should provide data for in service mode, which can be provided as specific energy consumption (liters per ton kilometre) or total consumption in liters. In case the user has no data, the Calculator offers a default value for specific energy consumption. The default specific energy consumption depends on selected service type. The default values are estimated by Railenergy experts and are collected in Annex in Table 4. If the energy consumption for in service mode is provided as specific energy consumption (liters per ton kilometre) then the total annual energy consumption at system level for present operational setup is calculated as follows: Further, the user should provide out of service addition in % (addition out ) to calculate the annual out of service energy consumption. The user is here offered a default value, which is estimated by Railenergy experts and is 10 %. However, as in service consumption is measured in liters of diesel and out of service consumption is measured in kwh, out of service consumption is calculated by using the following simplified conversion methodology developed by Railenergy experts: 35748 3600 2,7 100 The conversion methodology first considers the energy content of diesel, which is 35748 kj per liter of diesel [UIC 330]. Thus, out of service energy consumption is obtained in kj. This is followed by dividing the obtained energy consumption with 3600 to convert the energy from kj to kwh [UIC 330]. The energy consumption obtained in kwh is further divided with factor 2,7. This factor corresponds to empiric conversion rate based on UIC 330 principles when the Page 21 of 49
difference in efficiency rates for diesel and electric traction are observed. Finally, the obtained value is multiplied with the provided data on out of service addition (expressed in %) and divided by 100. Since the point of common coupling for diesel traction refers to diesel fuel tank, in service energy consumption refers to system level. Out of service consumption also refers to system level since it is considered that all the trains while being out of service are supplied with electric energy via shore supply. Energy consumption, advanced mode, diesel case Figure 13 shows the interface for diesel case where the user can provide energy consumption data in advanced mode. The user has the option to provide data on in service consumption as specific energy consumption (liters per ton kilometre) or total consumption in liters by selecting one of the radio buttons. Note that advanced mode does offer any default values If the data for in service mode is provided as specific energy consumption (liters per ton kilometre) then the total annual energy consumption at system level for present operational setup is calculated in the same way as in basic mode (see the equation for basic mode). Figure 13: Energy consumption data (diesel case/advanced mode) The user should also provide annual energy consumption data for out of service consumption. In contrast to the basic mode, the user can provide data in kwh (e.g. based on measurements of consumption via shore supply). However, the Calculator offers help to the user to calculate the needed input data. The calculation is based on the same principles as it is described for out of service consumption calculation in advanced mode for electric case (see description for Figure 11). The only difference is that grid efficiency is omitted in the equation for calculating the annual energy consumption for out of service at system level E(present) out. It should be mentioned that level 1 in out of service mode calculation (pre-heating and precooling of trains before service) is usually omitted by experts as this level is already considered within in service mode consumption. The trains are usually pre-heated or pre-cooled by using diesel and power supply via shore supply. Page 22 of 49
6.4 STEP 4: SAVING POTENTIALS Step 4 is intended to investigate saving potential measures. The user can investigate saving potential measures in terms of: Technology measures Operational measures The user can within technology measures investigate the following options: Saving potentials of individual Railenergy technologies, which are relevant for the selected combination of energy supply type and service type Saving potentials of Railenergy technology recommendation, which refer to the recommended set of relevant Railenergy technologies according to the selected combination of energy supply type and service type. Saving potentials of user s own technology Figure 14 shows the interface for investigating technology measures. Note that the right panel shows to the user the configuration history. Figure 14: Saving potentials technology measures The user can select only one of the offered options by selecting the corresponding radio button. Once the individual Railenergy technology or Railenergy technology recommendation is selected, the saving potential expressed in % appears next to the selection. Note that these saving potentials refer to system level and to in service mode only. In case the user investigates own technology, the specific energy saving potential and the domain of technology should be entered by the user. The domain can be in service mode, out of service mode or both in and out of service mode together. This demonstration inquiry selects individual Railenergy technology Medium frequency energy distribution with saving potential 1 % as it is shown in Figure 14. Page 23 of 49
Within operational measures the user can investigate the following options: Energy efficient driving Parked trains management Figure 15 shows the interface where the user can select the desired options. Note that the user can investigate both energy efficient driving and parked trains management by checking both checkboxes. Figure 15: Saving potentials operational measures Once the checkbox for energy efficient driving is checked, the Calculator displays the maximum saving potential, which is 10 % according to experts estimate. The user can provide information to which extent the energy efficient driving is exploited today. The Calculator then calculates new (lower) saving potential. However, the user can also overwrite the saving potential with own value. This demonstration inquiry selects saving potential for energy efficient driving 10 %. For parked trains management the Calculator offers either the basic or advanced mode depending on the selection in step 3. If the out of service energy consumption in step 3 has been calculated in basic mode or if the user has provided the value in advanced mode, the Calculator offers basic mode as it is shown in Figure 15. The user can in this case select the present and targeted consumption profile and the Calculator based on the selection calculates and displays the saving potential. This demonstration inquiry selects consumption profiles in a way that saving potential for parked trains management equals to 10 % (present: none, targeted: reduced lightning). Table 1: Offered consumption profiles for parked trains management Consumption profile Saving potential [%] None 0 Reduced lightning 10 Reduced lightning and HVAC 30 Fully optimized 50 Page 24 of 49
If the out of service energy consumption in step 3 has been calculated in advanced mode by using consumption profiles defined by the user, then the Calculator offers advanced mode for investigating parked trains management. The Calculator actually displays the consumption profiles from step 3 as it is shown in Figure 16. Note that the user can see the values that have been provided in step 3. Figure 16: Parked trains management (advanced mode) The user now has the option to change the consumption profiles in terms of changing the average duration of each level or reducing the load profile. The on-board nominal power demand can be changed. Once the button go is clicked, the Calculator compares the annual out of service energy consumption based on changed data and data from step 3, and calculates the saving potential which is then displayed to the user. The user can also make remarks for each level in terms of action to be taken. When the user clicks the button check your input with symbol the Calculator performs the calculations and displays the results of step 4 as shown in Figure 17. The result box show the results from step 3 (present annual energy consumption) and new values for annual energy consumption by considering all the saving potential measures selected by the user. New values are shown separately for in service and out of service consumption and are calculated as follows: 1 100 1 100 1 100 1 100 Where SP TECH refers to saving potential of technology measure, SP EED to saving potential of energy efficient driving and SP PTM to saving potential of parked trains management. Note that technology measure for out of service mode is considered only when user investigates own technology and the domain refers to out of service mode (or both out of service and in service). Page 25 of 49
Figure 17: Step 4 results The user has similar to step 3 the option to make page es, comment the results, write remarks etc. 6.5 STEP 5: ENERGY SOURCES The purpose of step 5 is to define the present energy mix in order to obtain CO 2 emissions at source, expressed in gco 2 /kwh. In case the scope in step 2 has been defined to investigate changes in energy mix then the user is asked to define the alternative energy mix as well. The principle for defining the alternative energy mix is the same as for present energy mix described in the following. Figure 18 shows the interface where the user is asked to define the present energy mix. The user has three options as follows; default country specific mix based on selected country in step 3, company specific mix or straight providing company specific CO 2 intensity. Figure 18: Energy source data Page 26 of 49
The selection should be made by clicking the desired radio button. Default country specific energy mix is displayed to the user based on selected country in step 3. The values for energy mix and CO 2 emissions are taken from EcoPassenger 2008 and EcoTransIT 2010 databases and are collected in Annex in Table 2. The second option is to define company specific energy mix. Once the radio button is selected the user receives the message You are leaving the Eco-Passenger / Eco-Transit methodology. The user can enter own values for energy mix while the sum of all the values should equal to 100 %. In this case CO 2 emissions at source (EM) are calculated by using the following equation: / 100 1059,4 100 770,4 492,8 100 This simplified methodology for calculating CO 2 emissions based on users values for the energy mix has been derived within Railenergy for the Calculator by considering the following: Average implied CO 2 emission factors in the EU expressed in tons/tj [EEA 2008] Considering emissions only for fossil fuels (solid fuels, oil, gas) Conversion factors 1,03 for solid fuels, 1,07 for oil and 1,1 for natural gas while converting from net calorific value (NCV) to gross calorific value (GCV) [Graus 2007] Weighted average efficiencies 35 % for solid fuels, 38 % for oil and 45 % for gas [Graus 2007] Conversion factor 3,6 while converting tons/tj to g/kwh Note that the user should compare emissions based on this simplified methodology with results obtained by using EcoPassenger / EcoTransIT methodology. The third option for the user is to straight provide company specific CO 2 intensity expressed in gco 2 /kwh. When the user clicks selects the option, provides the data and clicks the button check your input with symbol the Calculator performs the calculations and displays the results of step 5 as shown in Figure 19. Figure 19: Step 5 results CO 2 emissions at source The principle for the diesel case is similar as presented here for the electric case. However, the user has in diesel case only two options to select; default CO 2 values for combustion (2654 gco 2 /L) and production (340 gco 2 /L) or company specific CO 2 values. Page 27 of 49
6.6 STEP 6: ENERGY AND CO 2 PERFORMANCE Step 6 present the technical results to the user. The results are shown separately for energy and CO 2 savings and performance, and are presented both graphically and in numbers. Besides this, the right panel shows the most relevant input data and results from the previous steps. The user has in this way a transparent overview of the most relevant input data, intermediate results and final technical results. Figure 20 shows the graphical overview of energy savings and performance. Overall savings achieved in this inquiry are expressed in % (left part of the figure) are compared to the energy target defined by the user in step 2. The right part shows the performance of present operational setup, performance with technical and operational measures from inquiry and EU average performance for the selected combination of energy supply type and service type. The performance is measured as Key Performance Indicator 1, which is expressed in Wh/tkm. Figure 20: Overview of energy savings and performance Figure 21 in the following shows the energy savings in numbers. The annual energy savings separately for in service and out of service mode are calculated based on results from previous steps as follows: The annual energy savings for the complete operation (in service + out of service mode) are then calculated as: Page 28 of 49
Figure 21: Energy saving figures and KPIs Figure 21 shows also annual energy savings expressed in % and lists the calculated Key Performance Indicators (KPIs) separately for the present operational setup (baseline) and new performance. The methodology and equations for calculating KPIs is available on the Railenergy website http://www.railenergy.eu/keyperformanceindicators.aspx. Figure 22 shows the graphical overview of CO 2 savings and performance. Overall savings achieved in this inquiry are expressed in % (left part of the figure) are compared to the CO 2 target defined by the user in step 2. The right part shows the performance of present operational setup and performance with technical and operational measures from inquiry. The performance is measured in gco 2 /tkm. Figure 22: Overview of CO 2 savings and performance Figure 23 in the following shows results for CO 2 emissions in numbers. Results show total annual CO 2 savings for this inquiry and CO 2 savings separately for technology/operational measures and change in energy mix. Page 29 of 49
Figure 23: CO 2 saving figures Step 6 means that PART A: Technical assessment of the inquiry is completed. The user can proceed to PART B: Economic assessment or stop the inquiry and request the final report (pdf document), send email with the report as pdf attachment or register and save the inquiry. The content of the final report is described in Annex 4. 6.7 STEP 7: ENERGY PRICING & LCC The purpose of step 7 is to collect the economic framework data and together with annual energy savings from technical assessment perform the economic assessment of selected technology and operational measures. Figure 24 shows the interface where the user is asked to provide data on energy price, to select price development scenario and provide information on Life Cycle Cost (LCC) parameters. Figure 24: Energy price and LCC parameters (basic mode) Page 30 of 49
Energy price refers to the price of electricity (or diesel) that the company is paying at present. The Calculator offers a default value, which is currently set to 75 EUR/MWh for electricity. Default price for diesel is currently set to 1 EUR/L (e that functionality default value for diesel is implemented in the current version of the Calculator). Both values are estimated by Railenergy partners and are considered as average values that the European railways are currently paying. The user is asked to select a price development scenario. The aim of these scenarios is to project present energy price into the future. The Calculator offers five different price scenarios, which were developed within Railenergy by considering International Energy Outlook 2010 scenarios for world oil prices [EIA 2010]. The scenarios are also shown graphically as it is shown in Figure 24. Yearly multipliers (p t ) for all the five scenarios for 20 years ahead are collected in Annex in Table 7. In section, where the user should provide information on LCC parameters, first the discount rate (r) should be defined. The user has the option to select the value from predefined list or decide to use default discount rate offered by the Calculator, which is set to 6 %. For the rest of LCC parameters, the Calculator offers two options; basic and advanced. Basic mode is intended for users who do have information on investment costs. The user provides information on desired payback time and expected variable cost per year (optional, mandatory). The Calculator offers a default values for payback time, which is set to 10 years. When the user clicks the button check your input with symbol the Calculator based on energy savings from technical assessment, energy price, price development scenario, discount rate and desired payback time (and variable costs) calculates the maximum investment costs. The results are displayed to the user as it is shown in Figure 25. Figure 25: Step 7 results (LCC parameters basic mode) The calculation of maximum investment costs is based on cost-benefit methodology or calculation of Net Present Value (NPV), which is in its basic form the sum of costs and benefits over time t = 0,1,2...N. 1 Page 31 of 49
Where: B t benefits over time C t costs over time r discount rate N economic time horizon of the investment Benefits over time are annual energy savings of complete operation per year E complete multiplied with energy price E(price) as follows: These benefits are constant but influenced by yearly multipliers p t (scenario) of selected price development scenario (A, B, C, D or E). Costs over time are differentiated between investment costs C INV, variable costs C VAR and disposal costs C DISP. By assuming that both investment and disposal cost are one-time costs (all the investment costs arise in the first year t = 0 and disposal costs in the last year t = N), the equation for NPV can be rewritten as: 1 Payback time (PT) is the point in time, when the benefits over time balance the costs or when the investment turns to be profitable. This is the case when NPV equals to 0. By assuming that the user is interested in payback time which is shorter than the economic time horizon of the investment (PT < N), the disposal costs C DISP are omitted in calculation of the maximum investment costs. 0 B p scenario C 1 r C 0 C B p scenario C 1 r Figure 26 in the following shows the advanced mode for providing LCC parameters. Advanced mode is intended for users who have information on investment costs. The user is offered a calculation box where unit prices and quantity of units can be inserted while the Calculator automatically calculates the investment costs. The user can also provide information on variable costs per year and disposal costs. The Calculator offers default disposal costs C DISP, which are set to 1% of the investment costs C INV. Note that variable and disposal costs are optional. Page 32 of 49
Figure 26: Step 7 results (LCC parameters advanced mode) When the user clicks the button check your input with symbol the Calculator based on provided parameters calculates the payback time. Recall that the payback time is the point in time when the investment turns to be profitable. The calculation is performed by using cost-benefit methodology described above. The result is displayed to the user as it is shown in Figure 26. Page 33 of 49
6.8 STEP 8: ECONOMIC PERFORMANCE Step 8 present to the user the results of economic assessment. The results are presented both graphically and in numbers. Besides this, the right panel keps the user updated with the most relevant input data and results from the previous steps. The user has in this way a transparent overview of the inquiry history and final results of the economic assessment. Figure 27 shows the graphic part of the results, which is shown in terms of well known costbenefit graph showing the cost and benefit bars as well as cumulative or Net Present Value (NPV) curve. Figure 27: Overview of economic performance The user can already from the cost-benefit graph clearly see that the investment in technology and operational measures is profitable for this demonstration inquiry. The point where the NPV curve crosses x axis from negative to positive side is the payback time, which is 5 years in this demonstration inquiry. Figure 28 shows the numeric results of the economic assessment; the total annual energy cost savings, payback time and NPV values for 10 and 20 years. Figure 28: Economic performance figures Page 34 of 49
Step 8 means that PART A: Technical assessment and PART B: Economic assessment of the inquiry are completed. The user can proceed to PART C: Sensitivity analysis or stop the inquiry and request the final report (pdf document), send email with the report as pdf attachment or register and save the inquiry. The content of the final report is described in Annex 4. 6.9 STEP 9: SENSITIVITY ANALYSIS Step 9 is intended for users to investigate how the variation (uncertainty) of input data influences the economic performance of potential investement. The users can thus identify the sensitivity of economic performance over certain input data and understand relationships between input data and results. If the results are robust to changes in the most uncertain input data, this further clarifies whether the user should invest or. Overall, the sensitivity analysis provides additional input to support decision making. Figure 29 shows technical and economic parameters, which can be simultaneously changed by the user. Once the changes are made by the user and button refresh diagram is clicked, the cost-benefit graph gets updated. The user can always reset the values and refresh the diagram to return to the initial cost-benefit graph. Figure 29: Technical and economic parameters variation The Calculator is using exact values for technology-related saving potentials (in step 4), which are whether simulated or assessed by Railenergy experts. The user can find saving ranges for the technologies on the Railenergy website http://www.railenergy.eu/technologyassessment.aspx. The user is recommended to perform the sensitivity analysis based on these ranges by using the minimum and maximum values. In this way, the user can further support his/her decision regarding the investment. Figure 30 in the following shows the cost-benefit graph after the changes in input has been made. The graph corresponds to changes in input data shown in Figure 29; saving potential for energy efficient driving has been lowered from 10 to 7 % and the desired payback time has been changed from 5 to 3 years. The change in input data resulted in significant change in the maximum investment costs; the user can now invest only approx. 300.000 EUR compared to 668.000 as it was calculated in step 7 (see Figure 25). Page 35 of 49
Figure 30: Economic performance with modified parameters It should be mentioned that if the user has provided data in step 7 in basic mode (providing payback time) then the payback time is offered in this step as economic parameter, which can be changed. The user can thus investigate changes in maximum investment costs. On the other hand, if the user has provided investment costs in step 7 (advanced mode) then the investment costs is offered in this step as economic parameter, which can be changed. The user can thus investigate changes in payback time. Parameter Implementation rate refers to gradual (linear) increase of benefits from the beginning up to the selected year by the user. If the user for instance moves the slider to year 5, this means that the benefits at the beginning will be 0 and will gradually increase to 100 % in year 5. This makes possible to investigate the sensitivity of investment for the case where the foreseen benefits are fully exploited right after the implementation of technology or operational measures. Step 9 means that all the parts of inquiry are completed. The user can request the final report (pdf document), send email with the report as pdf attachment or register and save the inquiry. The content of the final report is described in Annex 4. However, the results from the sensitivity analysis are documented in the current version of the final report. Page 36 of 49
7. REFERENCES [EcoPassenger 2008] [EcoTransIT 2010] [EEA 2008] [EIA 2010] Knörr, W. (IFEU-Institut), EcoPassenger: Environmental Methodology and Data. Final Report. Commissioned by International Union of Railways (UIC). Heidelberg, June 2008. EcoTransIT: Ecological Transport Information Tool, Environmental Methodology and Data. IFEU-Institut, Öko-Institut, IVE / RMCON. Commissioned by DB Schenker Germany and International Union of Railways (UIC). Berlin, Hannover, Heidelberg, July 2010. Available at: http://www.ecotransit.org/download/ecotransit_background_report.pdf [28.09.2010]. Energy and environment report 2008. European Environment Agency (EEA). Copenhagen 2008. Available at: http://www.eea.europa.eu/publications/eea_report_2008_6 [22.05.2010]. International Energy Outlook 2010. Energy Information Administration (EIA). Washington, July 2010. Available at: http://www.eia.doe.gov/oiaf/ieo/pdf/0484(2010).pdf [16.12.2010]. [EU 2009] EU energy and transport in figures, Statistical pocketbook 2009. Directorate General for Energy and Transport, European Commission, 2009. Available at: http://ec.europa.eu/energy/publications/statistics/doc/2009_energy_trans port_figures.pdf [26.11.2009]. [Graus 2007] [TecRec 100_001] [UIC 330] Graus, W.H.J., Voogt, M., Worrell, E. 2007. International comparison of energy efficiency of fossil power generation. In: Energy Policy, Vol. 35, Iss. 7, pp. 3936-3951. Technical Recommendation 100_001: Specification and verification of energy consumption for railway rolling stock. Published by International Union of Railways (UIC) and Union of the European Railway Industries (UNIFE). March 2010. Available at: http://www.unife.org/uploads/tecrec_100_001_energy_standa RD_VER_1_2_final_signed.pdf [25.10.2010]. UIC leaflet No. 330: Railway specific environmental performance indicators. International Union of Railways (UIC). Paris, August 2008. Page 37 of 49
Railenergy EC Contract No. FP6-031458 ANNEX 1: DATAFLOW OVERVIEW Page 38 of 49
Railenergy EC Contract No. FP6-031458 ANNEX 2: INPUT DATA Table 2: List of countries and energy mix, energy efficiency and CO 2 emissions of the electricity supply for railway transport Country Solid fuels [%] Oil [%] Gas [%] Nuclear [%] Renewables [%] Other [%] Efficiency [%] CO 2 [g/kwh] Austria 0,0 0,0 0,0 0,0 89,2 10,8 77 112 Belgium 13,6 0,0 16,6 58,0 2,1 9,7 26 381 Bulgaria 56,7 1,0 3,9 29,2 9,2 0,0 29 607 Croatia 18,7 14,9 14,6 0,0 51,8 0,0 41 445 Czech Republic 57,3 0,0 0,0 40,7 2,0 0,0 31 657 Denmark 49,4 2,7 17,5 0,0 26,0 4,4 56 390 Finland 0,0 0,0 0,0 26,3 32,4 41,3 35 452 France 4,0 1,8 3,3 85,6 4,9 0,4 26 73 Germany 45,9 0,0 8,8 29,9 14,0 1,4 32 527 Greece 53,7 15,0 22,3 0,0 9,0 0,0 22 980 Hungary 18,0 1,5 38,7 36,5 4,6 0,7 24 589 Ireland 26,3 6,8 55,4 0,0 11,5 0,0 30 733 Italy 29,8 15,7 0,0 0,0 29,3 25,2 46 464 Luxembourg 0,0 0,0 71,9 0,0 28,1 0,0 26 692 Montenegro 65,7 0,0 1,3 0,0 33,0 0,0 37 834 Netherlands 23,3 0,0 51,8 9,1 9,7 6,1 40 483 Table continued on next page Page 39 of 49
Railenergy EC Contract No. FP6-031458 Table 2 (continued): List of countries and energy mix, energy efficiency and CO 2 emissions of the electricity supply for railway transport Country Solid fuels [%] Oil [%] Gas [%] Nuclear [%] Renewables [%] Other [%] Efficiency [%] CO 2 [g/kwh] Norway 0,0 0,0 0,0 0,0 100,0 0,0 70 6 Poland 93,7 0,0 1,9 0,0 0,0 4,4 28 1.018 Portugal 25,3 10,0 28,0 0,0 36,7 0,0 39 523 Romania 40,4 1,1 17,7 13,0 26,9 0,9 37 543 Serbia 65,7 0,0 1,3 0,0 33,0 0,0 29 936 Slovakia 14,2 0,0 0,0 66,0 19,8 0,0 29 196 Slovenia 48,2 1,0 6,2 30,0 13,6 1,0 31 678 Spain 25,1 0,8 24,7 19,5 29,1 0,8 38 399 Sweden 0,0 0,0 0,0 0,0 100,0 0,0 91 4 Switzerland 0,0 0,0 0,0 26,5 73,5 0,0 54 5 United Kingdom 33,1 1,0 43,6 14,9 5,3 2,1 34 586 Source: [EcoTransIT 2010, EcoPassenger 2008] Table 3: EU-27 average energy mix Country Solid fuels [%] Oil [%] Gas [%] Nuclear [%] Renewables [%] Other [%] EU-27 average 28,6 3,9 21,1 29,5 14,6 2,2 Source: Gross electricity generation EU-27 [EU 2009] Page 40 of 49
Railenergy EC Contract No. FP6-031458 Table 4: Default specific energy consumption Energy supply type Unit Service type suburban regional intercity high-speed freight mainline DC 1,5 kv 55 44 31 22 DC 3 kv 55 44 31 44 22 Wh per ton-km AC 15 kv 16,7 Hz 44 39 28 39 20 AC 25 kv 50 Hz 44 39 28 39 20 Diesel L per ton-km 0,010 0,007 0,005 Source: Values estimated by M. Bergendorff (Macroplan), M. Meyer (emkamatik), R. Nolte (IZT), C. Lauszat (Bombardier) based on: - UIC energy & CO 2 database results - Railenergy Performance Baseline - [EcoPassenger 2008] - [EcoTransIT 2010] Values for electric energy supply modified by M. Bergendorff (Macroplan) for the use in the Calculator. Table 5: Default load factor and standard passenger weight Parameter Service type suburban regional intercity high-speed freight mainline Default load factor [%] 25 25 50 75 Standard passenger weight [kg] 75 75 85 85 Source: [TecRec 100_001] Page 41 of 49
Railenergy EC Contract No. FP6-031458 Table 6: Default distribution grid efficiency Energy supply type Distribution grid efficiency [%] DC 1,5 kv 88 DC 3 kv 88 AC 15 kv 16,7 Hz AC 25 kv 50 Hz Diesel 89 95 Source: Values estimated by M. Bergendorff (Macroplan) and R. Nolte (IZT) Page 42 of 49
Railenergy EC Contract No. FP6-031458 Table 7: Price development scenarios (yearly multipliers p t ) Price development scenario Year (t) A IEA Crude oil high price scenario B IEA Crude oil reference scenario C 2% annual increase D Energy price unchanged E IEA Crude oil low price scenario 0 1,00 1,00 1,00 1,00 1,00 1 1,11 1,11 1,02 1,00 1,12 2 1,44 1,20 1,04 1,00 0,95 3 1,77 1,35 1,06 1,00 0,92 4 2,09 1,47 1,08 1,00 0,88 5 2,42 1,58 1,10 1,00 0,87 6 2,55 1,63 1,13 1,00 0,87 7 2,69 1,67 1,15 1,00 0,87 8 2,83 1,71 1,17 1,00 0,87 9 2,96 1,76 1,20 1,00 0,87 10 3,10 1,80 1,22 1,00 0,87 11 3,13 1,82 1,24 1,00 0,87 12 3,17 1,85 1,27 1,00 0,87 13 3,20 1,87 1,29 1,00 0,87 14 3,23 1,89 1,32 1,00 0,87 15 3,27 1,92 1,35 1,00 0,87 16 3,29 1,95 1,37 1,00 0,87 17 3,32 1,98 1,40 1,00 0,87 18 3,35 2,01 1,43 1,00 0,87 19 3,37 2,04 1,46 1,00 0,87 20 3,40 2,07 1,49 1,00 0,87 Source: Compiled by L. Hübner (FAV) by considering International Energy Outlook 2010 scenarios for world oil prices [EIA 2010] Page 43 of 49
Railenergy EC Contract No. FP6-031458 Table 8: Stepwise overview of default input values Location Parameter Default value Remark Rail grid efficiency (electric case) Load factor Depends on selected energy supply type Depends on selected service type See Table 6 See Table 5 Step 3 Step 4 Energy consumption, specific consumption Wh/tkm (electric case) In service consumption, specific consumption L/tkm (diesel case) Out of service share (electric case) Out of service addition (diesel case) Individual Railenergy technology saving potential Railenergy technology recommendation saving potential Energy efficient driving saving potential Parked trains management saving potential Depends on selected combination of energy supply type and service type Depends on selected service type 10 % Depends on selected combination of energy supply type and service type 10 % Depends on selected present and targeted consumption profile, range 0-50 % See Table 4 Overview of ranges given in Railenergy Technology Potential Tables (TPT) http://www.railenergy.eu/te chnologydescriptions.aspx Country specific mix of primary energy carriers (electric case) Depends on selected country in step 3 See Table 2 Step 5 Standard CO 2 values (diesel case) Combustion: 2654 gco 2 /L Production: 340 gco 2 /L Based on CO 2 emission factors for diesel traction from UIC leaflet 330 [UIC 330] by considering diesel density 0,836 kg/l Table continued on next page Page 44 of 49
Railenergy EC Contract No. FP6-031458 Table 8 (continued): Stepwise overview of default input values Location Parameter Default value Remark Electricity price 75 EUR/MWh Step 7 Diesel price 1 EUR/L Discount rate 6 % Payback time 10 years Functionality Use default value for diesel price implemented in the current version of the Railenergy Calculator Disposal costs 1 % of investment cost Considered in the last year of cost-benefit calculation, only when NPV 20 is calculated Source: Compiled by M. Bergendorff (Macroplan), L. Cikajlo (IZT) Page 45 of 49
Railenergy EC Contract No. FP6-031458 ANNEX 3: QUICK START OPERATIONAL DATA Table 9: Quick start operational data Energy supply type DC 1,5 kv Specific data Service type suburban regional intercity high-speed Track length 40 70 250 Number of stations 12 15 10 Annual transport volume (train km) Number of trainsets or locomotives (minimum number needed for operation) Train tare mass (MU, for freight Loco + wagons) [t] 3.780.000 2.240.000 3.630.000 21 14 11 200 200 400 Seat capacity 400 330 250 freight mainline 300 7 13.000.000 65 1000 Track length 40 70 250 300 300 Number of stations 12 15 10 3 7 DC 3 kv Annual transport volume (train km) Number of trainsets or locomotives (minimum number needed for operation) Train tare mass (MU, for freight Loco + wagons) [t] 3.780.000 2.240.000 3.630.000 7.800.000 13.000.000 21 14 11 12 65 200 200 200 465 1000 Seat capacity 400 330 250 420 Table continued on next page Page 46 of 49
Railenergy EC Contract No. FP6-031458 Table 9 (continued): Quick start operational data Energy supply type Specific data Service type suburban regional intercity high-speed freight mainline Track length 40 70 250 300 300 Number of stations 12 15 10 3 7 AC 15 kv 16,7 Hz Annual transport volume (train km) Number of trainsets or locomotives (minimum number needed for operation) Train tare mass (MU, for freight Loco + wagons) [t] 3.780.000 2.240.000 3.630.000 7.800.000 13.000.000 21 14 11 12 65 120 200 200 465 1000 Seat capacity 200 330 250 420 Track length 40 70 250 300 300 Number of stations 12 15 10 3 7 AC 25 kv 50 Hz Annual transport volume (train km) Number of trainsets or locomotives (minimum number needed for operation) Train tare mass (MU, for freight Loco + wagons) [t] 3.780.000 2.240.000 3.630.000 7.800.000 13.000.000 21 14 11 12 65 120 200 200 465 1000 Seat capacity 200 330 250 420 Table continued on next page Page 47 of 49
Railenergy EC Contract No. FP6-031458 Table 9 (continued): Quick start operational data Energy supply type Diesel Specific data Track length Number of stations Annual transport volume (train km) Number of trainsets or locomotives (minimum number needed for operation) Train tare mass (MU, for freight Loco + wagons) [t] Seat capacity Service type suburban regional intercity high-speed 70 250 15 10 2.240.000 3.630.000 14 11 100 200 330 250 freight mainline 300 7 13.000.000 65 1000 Source: Quick start operational data corresponds to Railenergy Operational background scenarios developed based on: - Infrastructure configuration (track length and number of stations) based on standard service profiles [TecRec 100_001] - Operations (annual transport volume and minimum number of trainsets or locomotives) compiled by M. Bergendorff (Macroplan), M. Meyer (emkamatik), R. Nolte (IZT), C. Lauszat (Bombardier), A. Böhmann (FAV) - Rolling stock configuration (train tare mass and seat capacity) compiled by M. Bergendorff (Macroplan), M. Meyer (emkamatik), L. Hübner (FAV) Page 48 of 49
Railenergy EC Contract No. FP6-031458 ANNEX 4: FINAL REPORT GENERATED BY THE CALCULATOR The Calculator offers the possibility to generate the final report as pdf document. The user can request the report in step 6, step 8 or step 9 where the pdf button appears at the bottom-right part of the screen. Once the button is clicked, the user is asked whether the report should be saved or opened. The user can also send email with the report as pdf attachment by clicking on the envelope symbol which appears in the same steps next to the pdf button. The first page or the front cover of the report provides information on the report title (inquiry name), user s data (name, company) and the date when the inquiry has been performed. The back cover of the report shows logos of the companies and organizations involved in the Calculator development. The content of the report depends on whether the user requests the report in step 6, step 8 or step 9. The content of report is as follows: Executive summary with graphical overview of energy savings and energy performance from step 6 and cost-benefit results from step 8 Part I: Introduction, where the Railenergy assessment methodology is briefly described and visualized Part II: Results, where all the energy and CO 2 savings and performance results (KPIs) from step 6 and economic results from step 8 are collected. Note that results from step 9 (sensitivity analysis) are documented in the current version of the final report Part III: Operational configuration, which collects all the technical input parameters from step 3, energy saving measures (technology and operational) from step 4, energy source data from step 5 and economic input parameters from step 7 Railenergy Calculator disclaimer The report also contains all the comments and remarks provided by the user in page es throughout the Calculator. Page 49 of 49