Analysis of Trends in Commuter Rail Energy Efficiency
Commuter rail systems are widely regarded as an effective transportation alternative to reduce energy consumption and emissions in large urban areas. Use of commuter rail systems in the United States is on the rise, with annual ridership increasing by 28 percent between 1997 and 2007 [1]. With growing concerns about the sustainability and environmental impacts of transportation, modal energy efficiency is increasingly considered amongst the metrics to evaluate the benefits and costs of transportation systems and justify future investment. To gauge the relative long-term efficiency trends for rail as an urban transportation mode, this study analyzes historic trends in energy efficiency metrics for US commuter rail systems. Commuter rail systems receiving, or benefiting from, Federal Transit Administration (FTA) grants are required to report operations and energy consumption data on an annual basis to the National Transit Database (NTD). NTD data on energy consumption, operations, and services supplied from 1997 to 2011 are analyzed to determine historic trends in various energy efficiency metrics for the commuter rail mode as a whole. The data analysis and comparison of the results with the highway mode is complicated by the use of electric traction by some commuter rail operators. These operators report energy consumption in purchased electricity (kWh) instead of gallons of liquid fuel. The different approaches that can be employed to compare these two forms of propulsion and their intrinsic efficiencies and energy sources are discussed. Energy efficiency of each commuter rail system and its relationship to individual system characteristics during the study period are also analyzed. Finally, case studies of historic energy efficiency of individual commuter rail systems with longer operating histories and reporting data over the majority of the study period are contrasted against more recent start-up systems. While many systems outperform the energy efficiency of a typical light-duty vehicle, there are others that, due to a variety of system parameters and characteristics, fail to achieve a load factor great enough to make them more attractive than the highway mode on a gross average level. It is hoped that highlighting trends and variation in commuter rail energy efficiency will allow policymakers to make more informed decisions regarding the environmental benefits of rail as an urban transportation mode.Copyright © 2014 by ASME
Railway Engineering Education Symposium
Although freight traffic declined in 2016, North American railways have experienced a decades-long period of growth in freight ton-miles and in the number of commuter and intercity passenger rail trips. This growth, combined with the aging railway workforce, has triggered renewed demand for university graduates to enter railway careers. However, after decades of neglect, only a few North American academic programs are engaged in rail-related research and education. The railway academic community must be rebuilt to meet the industry workforce needs of the future. Since 2008, the Railway Engineering Education Symposium (REES) has been staged as a biannual collaboration between academia and industry to expose professors to railway engineering education topics. REES has prompted faculty at numerous universities to expand railway content in introductory transportation courses and to establish new courses on railway engineering topics. According to feedback from surveys of attendees, REES has evolved to support the growing railway academic community better. Expanding its original focus on new professors, REES now serves as a user conference for returning professors already engaged in railway education activities and is accompanied by online delivery of previous materials. This paper briefly reviews the decline of the relationship between railways and academia, then concentrates on the role of REES in its reemergence. Evidence of REES successes from participant surveys is documented, and challenges on the path forward are discussed.
O2 constraints from Paleoproterozoic detrital pyrite and uraninite
Redox-sensitive detrital grains such as pyrite and uraninite in sedimentary successions provide one of the most conspicuous geological clues to a different composition of the Archean and early Paleoproterozoic atmosphere. Today, these minerals are rapidly chemically weathered within short transport distances. Prior to the rise of oxygen, low O2 concentrations allowed their survival in siliciclastic deposits with grain erosion tied only to physical transport processes. After the rise of oxygen, redox-sensitive detrital grains effectively vanish from the sedimentary record. To get a better understanding of the timing of this transition, we examined sandstones recorded in a scientifi c drill core from the South African 2.415 Ga Koegas Subgroup, a mixed siliciclastic and iron formation–bearing unit deposited on the western deltaic margin of the Kaapvaal craton in early Paleoproterozoic time. We observed detrital pyrite and uraninite grains throughout all investigated sandstone beds in the section, indicating the rise of oxygen is younger than 2.415 Ga. To better understand how observations of detrital pyrite and uraninite in sedimentary rocks can quantitatively constrain Earth surface redox conditions, we constructed a model of grain erosion from chemical weathering and physical abrasion to place an upper limit on ancient environmental O2 concentrations. Even conservative model calculations for deltaic depositional systems with suffi cient transport distances (approximately hundreds of kilometers) show that redox-sensitive detrital grains are remarkably sensitive to environmental O2 concentrations, and they constrain the Archean and early Paleoproterozoic atmosphere to have <3.2 × 10 –5 atm of molecular O2. These levels are lower than previously hypothesized for redox-sensitive detrital grains, but they are consistent with estimates made from other redox proxy data, including the anomalous fractionation of sulfur isotopes. The binary loss of detrital pyrite and uraninite from the sedimentary record coincident with the rise of oxygen indicates that atmospheric O2 concentrations rose substantially at this time and were never again suffi ciently low (<0.01 atm) to enable survival and preservation of these grains in short transport systems.