Dear All, forgive me for inflicting yet again my views on the relationship between our rotten political system, the voting system and energy and other (health, environment, media, financial, tax, justice) vital policy issues. In a nutshell, it seems blindingly obvious, ( to me anyway) that with our system, where the PM wields enormous power, […]Read More
(From Richard Scrase <riscrase the at symbol yahoo.co.uk>, media advisor to Claverton Group) Dear all, I’m about to embark on a short trip from Japan to Copenhagen by train reporting for UIC. You might like to follow me online. Hope to upload images, video etc. For the media folk amongst you – the material is […]Read More
ENERGY EFFICIENCY AND CO2 COMPARISONS OF PUBLIC TRANSPORT VEHICLES
It was good to meet you yesterday at SET offices. As I mentioned there is an issue about the energy efficiency of public transport vehicles which you might be able to clarify for us.
I have urged James to publish comparison data on Sustraco website to show the energy efficiencies of different public transport vehicles. I am also discussing the issue in relation to work Temple Group is undertaking for clients in the railway industry.
On behalf of Sustraco I also made a submission to the Government of Australia Senate Standing Committee on Rural and Regional Affairs and Transport parliamentary inquiry into “Investment of Commonwealth and State funds in Public Transport infrastructure and services”. This energy eficciency issue is well stated in their report of Aug.09. I quote from para 3-33 pages 23 / 24 and footnote 28 thereto :-
Most of the (sub)urban electric trains in UK are multiple units, where most if not all coaches have motors. The reason for this is the need to get high adhesion for rapid acceleration, by distributing the track forces to most if not all wheels. Rapid acceleration (and braking) are needed when stations are close together get a high service speed.
Inter City trains do not need urban rates of acceleration but high top speeds. Electric motor coaches are (much) more expensive than “trailer coaches”, so having one or two locomotives per train is a compromise over costs. THe TGV trains in France climb steeper gradients than most railways (3%) but 6 power bogies on an 18 coach (36 bogie) train is enough to get up the hills