Ecology profile of the german high-speed rail passenger transport system, ICE

Rozycki, Christian V.; Koeser, Heinz; Schwarz, Henning

doi:10.1007/bf02978431

Cited by 77 publications

(46 citation statements)

References 2 publications

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“…Several life cycle assessments on trains have been conducted, including the following: The Swissmetro project (Mingot and Baumgartner 1997;Baumgartner et al 2000), the ecoinvent database (Spielmann et al 2003), a life cycle inventory of transportation systems (Maibach et al 1999), the EVENT-German Intercity train (Nolte 2003;von Rozycki et al 2003), and a LCA of Shinkansen vehicles (Nagatomo et al 1997;Kirimura et al 1997). These studies all conclude that the operational phase dominates life cycle impacts.…”

Section: Life Cycle Assessment (Lca)mentioning

confidence: 99%

Integrating life cycle costs and environmental impacts of composite rail car-bodies for a Korean train

Castella

Blanc

Ferrer

et al. 2009

Int J Life Cycle Assess

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International audienceA coupled Life Cycle Costing and life cycle assessment has been performed for car-bodies of the Korean Tilting Train eXpress (TTX) project using European and Korean databases, with the objective of assessing environmental and cost performance to aid materials and process selection. More specifically, the potential of polymer composite car-body structures for the Korean Tilting Train eXpress (TTX) has been investigated. This assessment includes the cost of both carriage manufacturing and use phases, coupled with the life cycle environmental impacts of all stages from raw material production, through carriage manufacture and use, to end-of-life scenarios. Metallic carriages were compared with two composite options: hybrid steel-composite and full-composite carriages. The total planned production for this regional Korean train was 440 cars, with an annual production volume of 80 cars. The coupled analyses were used to generate plots of cost versus energy consumption and environmental impacts. The results show that the raw material and manufacturing phase costs are approximately half of the total life cycle costs, whilst their environmental impact is relatively insignificant (3-8%). The use phase of the car-body has the largest environmental impact for all scenarios, with near negligible contributions from the other phases. Since steel rail carriages weigh more (27-51%), the use phase cost is correspondingly higher, resulting in both the greatest environmental impact and the highest life cycle cost. Compared to the steel scenario, the hybrid composite variant has a lower life cycle cost (16%) and a lower environmental impact (26%). Though the full composite rail carriage may have the highest manufacturing cost, it results in the lowest total life cycle costs and lowest environmental impacts. This coupled cost and life cycle assessment showed that the full composite variant was the optimum solution. This case study showed that coupling of technical cost models with life cycle assessment offers an efficient route to accurately evaluate economic and environmental performance in a consistent way

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Section: Life Cycle Assessment (Lca)mentioning

confidence: 99%

Integrating life cycle costs and environmental impacts of composite rail car-bodies for a Korean train

Castella

Blanc

Ferrer

et al. 2009

Int J Life Cycle Assess

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“…Also other papers have focused on high-speed rail LCA. Rozycki, Koeser, and Schwarz (2003) developed an ecology profile for German high-speed rail passenger transport system. Tuchschmid (2009) developed a methodology to account for infrastructure of European high-speed passenger traffic (e.g.…”

Section: Passenger Transportmentioning

confidence: 99%

Assessing the environmental impact of inland waterway transport using a life-cycle assessment approach: The case of Flanders

Lier

Macharis

2014

Research in Transportation Business & Management

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“…production and use). All these studies show that for a rolling stock the use stage is definitely the greatest contributor to environmental impacts while the EoL involves a minimal portion of it (Stodolsky et al, 1998;Struckl and Wimmer, 2007;Rozycki et al, 2003;Chester et al, , 2013, 2010.…”

Section: Eol Of Railway Vehicles In Lca and Epd Perspectivementioning

confidence: 99%

“…Considering the European Union (EU-28), rail transport contributes for 11% of the goods carriage and 8% for passengers one (European Commission, 2015); in absolute terms the total number of passenger vehicles is slightly lower than 100.000 while it exceeds 400.000 for the goods wagons. Despite the notable significance of railway in the global pictures of transportation, rolling stock (both passengers and freight) is responsible for merely 0.6% of Green-House Gas emissions (GHG) and 2% of energy consumption in transport (Merkisz-Guranowska et al, 2014;Stodolsky et al, 1998;Rozycki et al, 2003;Chester and Horvath, 2010). Contrary to the low environmental impact of railway transport with respect to other transport modes, the amount of End-of-Life (EoL) waste generated by rolling stocks in relation to the number of vehicles is notable; to give an example of this, it is much greater (1-2 order of magnitude higher) than in the case of road vehicles.…”

Section: Introductionmentioning

confidence: 99%

End-of-Life in the railway sector: Analysis of recyclability and recoverability for different vehicle case studies

et al. 2017

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The railway system represents one of the most resource-efficient answer to our ever-growing demand for transport service and the development trends for the following years forecast a substantial increase in this sector. Considering the European Union, rolling stock realizes a significant share of both goods and passengers carriage while it is responsible for a derisory quota of environmental impact and energy consumption involved by transportation. Contrary to the low environmental impact, the amount of End-of-Life (EoL) waste generated by rolling stocks in relation to the number of vehicles is notable, much greater than in the case of road vehicles. As railway vehicles are built from many heterogeneous components, the EoL rolling stock is a precious source of materials, whose recycling brings measurable economic benefits and needs to be appropriately debated. The paper performs the calculation of recoverability/recyclability rate for different typologies of representative railway vehicles on the basis of primary data and according to the recyclability and recoverability calculation method issued by UNIFE in the context of Product category Rules (PCR). The typologies of railway vehicles taken into account are electric metro, diesel commuter train and high-speed electric train. The analysis envisages also to repeat the calculation in case innovative materials and manufacturing technologies are adopted in the construction of car-body structure. Results show that recyclability/recoverability rates are abundantly over the quota of 90% for each one of the three trains, these latter being made in major part of metals which benefit from very efficient recovery processes. The adoption of innovative materials and manufacturing technologies for car-body structure involves a scarce reduction of recyclability and recoverability rates (about 2% and 0.2% respectively) due to the introduction of components and materials characterized by critical dismantlability and low efficiency recovery processes; recoverability results less affected by lightweighting because post-shredding thermal recovery treatments are roughly independent with respect to dismantlability. A sensitivity analysis based on different dismantling scenarios reveals that the effectiveness of dismantling has a moderate influence on recyclability/recoverability rate (the variation does not exceed 3%). The low variability of recyclability/recoverability rate can be explained by the following reasons: material composition of trains shows a predominance of metals; the efficiency of metals separation processes is close to 100%; post-shredding recycling processes of metals are characterized by recovery factors equal to the ones of post-dismantling recycling processes. Keywords:Train, Railway, Rolling stock, Recyclability, Recoverability, End-of-Life, Dismantling Highlights:Overview on railway vehicles End-of-Life; Assessment of recyclability and recoverability for three trains representative of current railway vehicle categories "urban, high-speed and commuter" ...

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Ecology profile of the german high-speed rail passenger transport system, ICE

Cited by 77 publications

References 2 publications

Integrating life cycle costs and environmental impacts of composite rail car-bodies for a Korean train

Integrating life cycle costs and environmental impacts of composite rail car-bodies for a Korean train

Assessing the environmental impact of inland waterway transport using a life-cycle assessment approach: The case of Flanders

End-of-Life in the railway sector: Analysis of recyclability and recoverability for different vehicle case studies

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