Table 4 Input parameters for TCO model
From: Economic, environmental and grid-resilience benefits of converting diesel trains to battery-electric
Unit capital cost components | ||
Battery life66 | 5,000 | cycles |
Cost of battery pack67 | 50–200 | US$ kWh–1 |
Cost to replace battery | 50 | US$ kWh–1 |
Cost of inverter48 | 70 | US$ kWh–1 |
Cost of standard boxcar68 | 135,000 | US$ |
Inverter size | 3.3 | MW |
Variable operations and maintenance cost of diesel engine (full-time use) (rail representative, personal communication) | 200 | US$ d–1 |
Variable operations and maintenance cost of diesel engine (backup use) (rail representative, personal communication) | 100 | US$ d–1 |
Unit fuel cost components | ||
Electricity generation price37 | 0.023 | US$ kWh–1 |
Levelized cost of fast-charging infrastructure39 | 0.02–0.09 | US$ kWh–1 |
Cycles per day | 1 | |
Diesel price40 | 0.8 | US$ l–1 |
Average daily locomotive fuel consumption26 | 1,454 | l d–1 |
Unit air pollution costs | ||
Air pollution damages per diesel locomotive6 | 1,458 | US$ d–1 |
Median marginal damages of NOx emissions from locomotives6 | 12,420 | US$ t–1 |
Median marginal damages of PM2.5 emissions from locomotives6 | 45,586 | US$ t–1 |
Unit GHG emissions cost components | ||
Marginal damage of CO2 emissions (2020–2040)69 | 125–226 | US$ t–1 |
CO2 emissions rate of diesel70 | 2.7 | kgCO2 l–1 |
Median marginal damages of NOx emissions from coal-fired electricity6 | 10,579 | US$ t–1 |
Median marginal damages of SO2 emissions from coal-fired electricity6 | 26,672 | US$ t–1 |
Median marginal damages of NOx emissions from natural gas electricity6 | 10,292 | US$ t–1 |
Median marginal damages of SO2 emissions from natural gas electricity6 | 21,951 | US$ t–1 |
CO2, NOx and SO2, emissions rates of US power mix (2020–2040)51 | varies | kg MWh–1 |
