Abstract

This paper deals with estimation of direct energy consumption and related emissions of GHG exclusively, including CO₂, by the High Speed Rail (HSR), Trans Rapid Maglev (TRM), and Hyperloop (HL) passenger transport systems. This includes developing the corresponding analytical models based on the mechanical energy and applying them according to the specified what-if operating scenarios. The analogous models are developed and applied to the Air Passenger Transport (APT) system for comparison purposes. The results of the application of the proposed models under given conditions have indicated that the average and total energy consumption and related emission of CO₂ of the three systems have been generally sensitive, i.e. elastic to variations of the nonstop journey distance and the vehicle/train seating capacity. Their average values have decreased more than proportionally and total values in proportion with increasing of the nonstop journey distance. Both have decreased with increasing of the vehicle/train seating capacity per departure. In the case of supplying equivalent equally utilized transport capacities, the HSR and the TRM have had lower energy consumption and related emission of CO₂ than the HL system. As well, the HSR, the TRM, and the HL have had lower energy consumption and related CO₂ emission than the selected APT aircraft up to some ‘breaking’ journey distance under given what-if operating scenarios.

摘要

本文仅涉及对高速铁路 (HSR)、Trans Rapid Maglev (TRM) 和 Hyperloop (HL) 客运系统的直接能源消耗和相关温室气体排放（包括 CO _{2 ）的}估算。这包括基于机械能开发相应的分析模型，并根据指定的假设操作场景应用它们。类似的模型被开发并应用于航空客运 (APT) 系统以进行比较。所提出模型在给定条件下的应用结果表明，平均和总能源消耗以及 CO _{2 的}相关排放这三个系统中的一个通常是敏感的，即对不间断行程距离和车辆/火车座位容量的变化具有弹性。它们的平均值随着直航距离的增加成比例地下降，总值成比例地下降。两者都随着每次出发的车辆/火车座位容量的增加而减少。在提供同等利用的运输能力的情况下，HSR 和 TRM 的能耗和相关的 CO ₂排放低于 HL 系统。同样，HSR、TRM 和 HL 的能源消耗和相关的 CO ₂排放比选定的 APT 飞机更低，在给定的假设操作场景下，在一定的“中断”航程距离内。