strategies for improving the energy efficiency of the...

Project Метро

Kliment Minchev, Dmitry Dubrovin and Anastasia Belolipetskaya Kevin Kell, Boris Klushin, and Andrey Popkov Jacob Manning, Daria Pudova and Evgenia Meylman

Strategies for Improving the Energy Efficiency of the Moscow Metro System

Abstract

The objective of this study is to identify the best available technologies and/or practices to reduce energy consumption and increase energy efficiency in Moscow City Metro facilities, and provide recommendations on how such technologies should be implemented.

Methodology 1.  Research best available energy saving technologies

2.  Develop a benchmarking matrix to compare technologies

3.  Based on the Matrix, choose the most applicable technologies

4.  Develop a plan for implementation of technologies in the Metro

5.  Build a financial model to prove or disprove viability of that

technologies.

6.  Analyze the effect the technology would have.

Financial Assumptions

Installation and Maintenance costs are included in the cost of the contract

Cost of Subsidized Electricity 0.9 RUB/kWh

Energy Consumption per Carriage 62 kWh per hour

Interest rate 10.00%

Basic inflation 6.40%

Equipment inflation 6.40%

Energy inflation 6.65%

Discounting rate 11.16%

Loan maturity 20 years

NPV duration 40 years

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Train Automation Communications Based Train Control

Regenerative Braking

Ultracapacitors Energy Harvesting

Kinetic Energy Recovery

Three Best Technologies

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Train Automation

•  Optimal train performance •  Efficient motion •  Reduction of energy usage up to 30% •  Elimination of operational

misjudgment and safety errors

Benefits

Levels of Automation

Level Degree of Automation Nomenclature

Level 1 Partly Automated SCO – Supervision and Control Train

Operation

Level 2 Semi-Automated STO – Semi-automated Train Operation

Level 3 Driverless Mode DTO – Driverless Train Operation

Level 4 Unattended Mode UTO – Unattended Train Operation

Communications-Based Train Control

•  High capacity positioning and signaling •  Continuous two-way data communication •  Wireless radio transmission systems for train control •  Operations control center

CBTC Technology

•  Improves headway and safety

•  Energy and cost-efficient

•  3.5 billion RUB for Hong Kong’s East Rail 53-km line

Siemens Trainguard

MT

•  2 billion RUB for Delhi’s 58.4km Line 7

Bombardier CITYFLO

650

Market Leaders

Retrofitting Metro Lines with CBTC

New York City Transit

Flushing Line, 11.1 billion RUB,

7-year plan

Paris

4.2 billion RUB for CBTC

upgrades on 5 lines

Copenhagen S-Train

11.03 billion RUB for 170km of commuter rail

network

Analysis of Train Automation in Moscow

•  The Arbatsko-Pokrovskaya line •  Retrofit trains and tracks

with CBTC •  Install and construct the

CBTC infrastructure and equipment

•  Outcomes •  Shorter headway (<90s) •  Energy-efficient operation (40.3 million kWh per year) •  Optimized maintenance •  Reduction of personnel

Metro Line Upgrade Length of Tracks [km]

Number of

Stations

Average Annual Passengers [in

millions]

Number of Trains

Number of Carriages

Arbatsko-Pokrovskaya 45.1 22 250 43 301

Benchmarking the Budget for Train Automation in Moscow

Estimate proportional value for Arbatsko-Pokrovskaya Line

•  Length •  Average passengers •  Number of stations, trains, or carriages

Research costs of upgrades worldwide according to each measurable parameter

Cost of Automating the ��Arbatsko-Pokrovskaya Line

Benchmarked Costs (in Billions of RUB) for Each Measurable Parameter from Various Metro System Upgrades

Metro System Per km Per Train Per Station Per Carriage Per Riders

Paris 2.58 0.715 0.69 1 2.52 Copenhagen 2.92 3.52 2.86 3.03 N/A New York City N/A 1.7 9.6 2.89 N/A Hong Kong 2.98 N/A 4.82 N/A N/A Lima 1.48 N/A 0.973 N/A N/A Average 2.49 1.98 3.79 2.31 2.52

Total Average 2.62

Benchmarked Train Automation Budget is

Breakeven Point and Savings

Annual Savings Amount of Energy Saved (kWh) 40,309,920 Savings from Salaries (RUB) 115,710,000 Total Savings (RUB) 151,988,928

PV Comparison and IRR

Self-‐Financing NPV 39,671,641 IRR 11%

Loan Financing

NPV -‐2,686,663,441 IRR N/A

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•  Electricity è Motor è Wheel Movement Acceleration:

•  Wheel Movement è Motor è Electricity Braking:

The motor acts as a dynamo

Challenges of Regenerative Braking

Accelerating Trains

Braking Resistors

Power supply must remain stable

Energy added to supply must be used immediately

by either

Saving Wasted Energy Charge and discharge in seconds

Energy stored in electric field

Low energy density

Ultra-capacitor

Components

Bank of many ultracapacitors

Computer control system

Siemens Sitras SES

Saving Potential of Sitras SES

Many factors involved...

Low estimate: 240,000 kWh per

unit per year

Based on tests in

Cologne

High estimate: 500,000 kWh per

unit per year

Based on data from Siemens

Examples of use:

Cologne

Madrid

Beijing

Method of Implementation

–  Already using regenerative braking

– Act based on results

Install one unit on the Arbatsko-Pokrovskaya line

●  Siemens engineers run analysis to determine need

●  We have simulated the purchase of one unit

Financial Analysis of Sitras SES

Assumptions

Amount of capacitor banks 1

Cost of one unit, rubles 2,000,000

Amount of saving energy (kWh per year) 500,000

Cost of replacement of a unit 1,500,000

Cost of maintenance of a unit per year, rubles 50,000

Lifespan (years) 10

•  Loan financing •  Self financing

Two financing scenarios

Costs and Benefits

●  Applies to both scenarios ●  Economy benefits are significantly higher than costs.

Self Financing Scenario

●  Ultra-capacitors should be replaced every 10 years. ●  Savings over 10 years should pay for replacement. ●  IRR = 27.3%

Loan Scenario

●  Project paid for by loan from EBRD ●  IRR = 17.7%

Financial Viability

•  Similar systems being installed in many subways around the world.

•  Four Sitras SES units in the Cologne metro have paid off in 4 years.

•  Great energy-saving potential and is financially self sufficient.

Project Метро





Kinetic Energy Harvesting

Recovering latent kinetic energy from the Metro environment and converting it into usable electricity

How Electricity is Generated

Electromagnetic Induction Piezoelectric Effect

Application of Kinetic Energy Recovery in the Moscow Metro System

Harvesting Energy from Human Footfall

Manufacturers of Footfall Based ��Kinetic Energy Harvesting

Pavegen England

•  98,000 RUB per tile •  8 Joules per step •  5 Million step lifespan

Pilot Projects:

Manufacturers of Footfall Based ��Kinetic Energy Harvesting

Waydip Portugal •  210,000 RUB per sq.

meter •  3 Joules per step •  5 Million step lifetime

Pilo

t Pro

ject

s:

Implementation of the Energy Harvesting

Install Pavegen or Waydip tiles at the ticket gates

Use the energy to power auxiliary features in the

station

•  Ticket Gates •  Lights

Increase scale based on success

•  Installed on new lines

•  Retrofitted in existing lines

Entire Arbat

Price of a tile (RUB) 97,497

Quantity, units 2,836 332

Total cost of equipment, (mln RUB)

276.5 32.4

Passengers/year 2011 2.4 Billion 280 million Electricity/year (kWh) 10,616.44 1,242.35 Power inputs kWh 2011 98,127,639

-3,00

-2,00

-1,00

-

1,00

0 5 10 15 20 25

Mill

ion,

RU

B

Years

PV for the Arbat line

PV

NPV = -40.91 mln RUB

-0,80

-0,60

-0,40

-0,20

-

0,20

0 5 10 15 20 25

Mill

ion

RU

B

Years

PV for the Arbat line

PV

Entire Arbat line Price of a tile (per m^2, RUB) 209,570

Quantity (Square meters) 709 83 Total cost of equipment (mln RUB) 163.44 19.13

Passengers/year 2011 2.4 Billion 280 Million Energy /year (kWh) 7,962.33 931.76 Power inputs kWh 2011 98,127,639

NPV = -20.61 mln RUB

Summary Energy Savings Potential

Net Present Value (in mlns of RUB)

Internal Rate of Return

Conclusion

Train Automation

40.3 million kWh per year

39.7 for Self -2,687 for Loan

11% Self N/A Loan

Financially viable

Ultracapacitors 500,000 kWh per year per unit

8.85 for Self 0.16 for Loan

27.7% Self 17.3% Loan

Financially viable

Kinetic Energy Harvesting

1,200 kWh per year for Arbat Line

-40.91 for Pavegen -20.61 for Waydip

N/A

Financially unviable

Acknowledgements Our Team would like to express gratitude towards the following people,

organizations, and institutions for their help and support they gave us throughout the

duration of the project.

Worcester Polytechnic Institute:

•  IGSD, Prof. Svetlana Nikitina, Jim Chiarelli, and Alevtina Yefimova

EY (Ernst & Young) Clean Technology and Sustainability Services:

•  Ivan Sokolov, Alexander Annaev, Joseph Prakash, and the rest of the Assurance

division

The Finance University under the Government of the Russian Federation

•  Alexander Didenko

•  The students and faculty of the Moscow Branch

Comments or Questions?

Thank You

Спасибо

Photo Citations Slide 1: <http://globalcomment.com/wp-content/uploads/2010/03/moscow-metro-logo.png> Slide 5: <http://www.mobility.siemens.com/mobility/global/SiteCollectionImages/rail-solutions/rail-automation-new/automatic-train-control-systems/trainguard-mt-large.jpg> Slide 7: Slide 8: <http://www.siemens.com/press/pool/de/pressebilder/2013/infrastructure-cities/mobility-logistics/072dpi/soicmol201302-01e_072dpi.jpg> <http://www.raillynews.com/wp-content/uploads/CITYFLO.jpg> Slide 9: Slide 10: Slide 12: <http://w3.siemens.com.cn/mobility/cn/zh/mediapoolcontent/Documents/Sitras%20SES_en.pdf> Slide 13: <http://www.railway-technical.com/whl008.gif> Slide 14:<http://upload.wikimedia.org/wikipedia/commons/9/97/81-741-e.jpg> & <http://www.cressall.com/traction/pictures/Trackside%20brake%20resistor.jpg> Slide 15: <http://newenergyandfuel.com/wp-content/uploads/2010/04/Maxwells-Ultracapacitor.jpg> Slide 16 <http://www.bayern-innovativ.de/ib/site/documents/media/4ba352b9-3d0d-7851-a19d-ed5eb0e33bc2.jpg> & <http://www.siemens.com/press/pool/de/pressebilder/2009/mobility/300dpi/soimo20090303-02_300dpi.jpg> Slide 17: <http://w3.siemens.com/smartgrid/global/en/products-systems-solutions/rail-electrification/dc-traction-power-supply/Documents/SES_PI_131_76.pdf> Slide 18: <http://w3.usa.siemens.com/mobility/us/Documents/en/rail-solutions/railway-electrification/dc-traction-power-supply/sitras-ses2-en.pdf> Slide 19: <http://w3.siemens.com/smartgrid/global/en/products-systems-solutions/rail-electrification/dc-traction-power-supply/PublishingImages/sitras-ses-large.jpg> Slide 26: <http://www.russiablog.org/moscow-metro-train.jpg> & <http://upload.wikimedia.org/wikipedia/commons/c/c8/Moscow_MetroCrowded_(pixinn.net).jpg> Slide 27: <http://2.bp.blogspot.com/-4D3lAJ0qbh4/TcerOJGEuiI/AAAAAAAAAfU/Ag5LrUjSpDU/s400/Electromagnetic-induction.gif> &

<http://www.creationscience.com/onlinebook/webpictures/radioactivity-piezoelectric_effect.jpg> Slide 28: <http://hague6185.files.wordpress.com/2013/06/moscow-metro-17.jpg> Slide 29: <http://chiroactive.ca/wp-content/uploads/2012/07/people-walking.jpg> Slide 30: <http://www.pavegen.com> & <http://www.waydip.com> Slide 31: <http://www.my-walls.net/wp-content/uploads/2013/01/Moscow-Metro-Rails.jpg> Slide 32: <http://www.innowattech.co.il/events.aspx> Slide 34: <http://www.pavegen.com> Slide 35: <http://www.waydip.com> Slide 36: <http://www.innowattech.co.il/> Slide 40:: <http://systemdynamics.org/newsletters/2012-06jun/wpi.jpg> & <http://upload.wikimedia.org/wikipedia/commons/2/21/Logo_Finance_Academy.jpg>