Reducing Idling Locomotives Emissions

Jessica Montañez and Matthew Mahler

NC Department of Environment and Natural Resources

Department of Air Quality

Agenda

• Railroads Basic Information

• North Carolina Railways Data

• Idling Reduction Technologies

• Funding Resources

• Examples of Partnerships or Collaborative

• Acknowledgments

What is a Railroad Switching Yard?• A place where a diesel

railroad locomotive that has seen its better days on the mainline is used for the assembly of trains.

• The “old” diesel railroad locomotive is used to attach and detach rail cars and position them in sequence to travel to different sites.

• Place where “switch” locomotives are left idling.

CN S4s 8193 and 8192 switch cars. ©Pat and David Othen

Why do Locomotives Idle?• Locomotives are left idling when operators:

– Wait for further instructions, work assignments or orders– Need to keep engine warm to be sure that:

• Water and fuel doesn’t freeze, – Antifreeze generally not used

• Oil doesn’t become stiff for cranking • The engine starts (below 40°F)• Battery charge is maintained

– Need heating or cooling for their cab – Need to heat toilet water– Provide power for other systems

– Are used to do this operation

Why don’t Locomotives Use Antifreeze?

• Antifreeze:– Can damage bearings in large diesel engines– Would reduce horse power output because

water:• Is a better heat transfer fluid • Allows 20% smaller radiators

– May leak, impacting the environment

Why is Idling a Problem?• Idling:

– Increases overall transportation costs by increasing:

• Fuel consumption

• Lubricating oil consumption

• Engine wear

– Generates unnecessary diesel emissions and noise• Diesel emissions contribute to unhealthy levels of:

– Particulate Matter - PM (respiratory and cardiovascular diseases)

– Nitrogen Oxides – NOx (respiratory diseases)

• Long-duration locomotive switcher idling emits 12,000 tons of NOx and 500 tons PM annually (EPA estimate)

Without new controls,

EPA estimates

that by 2030,

locomotives and marine

diesel engines will

contribute

27% of the NOx

and 45% of the PM2.5

overall mobile sources

emissions.

Why its Idling a Problem? (cont.)

• Some statistics and information:

Idling engines will burn 3 to 4 gallons of fuel

per hour. (EPA estimate)

Locomotive switchers idling consumes 60 million gallons

of diesel fuel annually. (EPA estimate)

Switchers idle about 60% of total engine operating time – about 2,500

to 3,000 hours per year. (EPA estimate)

Class I railroads represent the largest number of locomotives in the country. There are about 20,000 Class I

locomotive engines and, of this number, about 5,000 are switchers.(EPA estimate)

The time of maximum carbon accumulation is when locomotives are idling or operating

at minimum power output. The time of maximum carbonejection is when prower is applied after a period of idling.

(Railroad Fire Prevention Guide)

Idling Percentages by Notch

Information from: Reduction of Impacts from Locomotive Idling, Railroad Environmental Conference, Urbana, IL

(November 2003)

EPA Rules• Emission Regulations for Railroad Locomotives – December 17, 1997

– Introduced Tier 0 to Tier 2 emission standards for NOx, HC, CO, PM and smoke for newly manufactured and remanufactured railroad locomotives and locomotive engines

• Tier 0 – apply to locomotives and locomotive engines originally manufactured from 1973 through 2001, any time they are manufactured or remanufactured

• Tier 1 – apply to locomotives and locomotive engines originally manufactured from 2002 through 2004 – required to meet standard at time of manufacture and each subsequent remanufacture

• Tier 2 – apply to locomotives and locomotive engines originally manufactured after 2005 and later – required to meet standard at time of manufacture and each subsequent remanufacture

– Standards are met through engine design methods, without the use of exhaust gas after-treatment

– The regulation contains several other provisions: production line testing (PLT) program, in-use compliance testing, as well as averaging, banking and trading (ABT) of emissions

EPA RulesExhaust Emission Standards for Locomotives

Tier and duty-cycle Gaseous and

Particle Emissions (g/bhp-hr)

HC1 CO NOx PM

Tier 0 line-haul duty-cycle

1.00 5.0 9.5 0.60

Tier 0 switch duty-cycle 2.10 8.0 14.0 0.72

Tier 1 line-haul duty-cycle

0.55 2.2 7.4 0.45

Tier 1 switch duty-cycle 1.20 2.5 11.0 0.54

Tier 2 line-haul duty-cycle

0.30 1.5 5.5 0.20

Tier 2 switch duty-cycle 0.60 2.4 8.1 0.241HC standards are in the form of THC for diesel, bio-diesel, or

any combination of fuels with diesel as the primary fuel

Smoke Standards for Locomotives

(percent opacity – normalized)

Steady-state

30-sec peak

3-sec peak

Tier 0 30 40 50

Tier 1 25 40 50

Tier 2 20 40 50

EPA Rules

• Clean Air Non-road Diesel Rule – May 11, 2004– Exhaust emissions and fuel standards

• Emissions standards do not apply to locomotives and marine vessels • Fuel standards (locomotives and marine vessels):

– 500 parts per million (ppm) of sulfur starting in 2007

– 15 ppm of sulfur starting in 2012

• Clean Diesel Program for Locomotives and Engines - May 11, 2004– EPA is considering emission standards:

• based on the application of high-efficiency catalytic after treatment• enabled by the availability of clean diesel fuel (sulfur content, 15 ppm)

– EPA expects to reduce NOx and PM levels by about 90%

Miles of Railroad in NC(excluding trackage rights)

3,253 miles

North Carolina Railroads*CSX CSX TransportationNS Norfolk Sourthern Corporation

CPLJ Camp Lejune RailroadHPTD High Point, Thomasville & Denton RRSUR State University RailroadUS US Army RailroadWSS Winston-Salem Southbound Railway

Affiliated with a Class 1

Class 1ACWR Aberdeen Carolina & Western RailwayAR Aberdeen & Rockfish RailroadARC Alexander RailroadATW Atlantic & Western Railway, L.P.BMH Beaufort & Morehead Railway, L.P.CA Chesapeake & Albermale RailroadCALA Carolina Southern RailroadCFR Cape Fear RailwaysCLNA Carolina Coastal RailwayCRIJ Carolina Rail Service, LLC.CWCY Caldwell County RailroadCTR Clinton Terminal Railroad Co.GSMR Great Smoky Mountain Railroad, Inc.LRS Lauringburng and Southern Company, Inc.NCDOT North Carolina Dept. of TransportationNCSPA North Carolina Dept. State Ports AuthorityNCRR North Carolina Railroad CompanyNCVA North Carolina & Virginia RailroadNCYR Nash County RailroadRSNR Red Springs & Northern RailroadTBRY Thermal Belt RailwayVSRR Virginia Southern RailroadWTRY Wilmington Terminal RailwayYAN Toe River RailroadYVRR Yadkin Valley Railroad

Independently Owned

*Best information to date

NC Switchyards Locations*

• Apex - CSX • Asheville – NS • Bostic - CSX • Charlotte - CSX • Chocowintiy - NS • Durham (2) - CSX and NS • Eastbrook - CSX • East Marion - CSX • Ecusta (Pisgah Forest) - NS • Fayeteville - CSX • Fort Bragg – US Military RR• Fuquay-Varina - NS • Goldsboro (2) - NS and CSX • Greenville - CSX

• Hamlet - CSX (Major Facility)• Leland – CSX • Linwood - NS (Major Facility)• Monroe - CSX • Morehead City – NS/State Ports Authority –

Carolina Rail Services• New Bern - NS • Raleigh (3) – CSX, NS and NCDOT • Roanoke Rapids - CSX • Rocky Mount - CSX (Major Facility)• Southport - US Military RR, Sunny Point

Army Ocean Terminal• Wilmington – States Ports Authority –

Carolina Rail Services *Best information to date

EPA Listed Idling Reduction Technologies

• Technology that allows engine operators to refrain from long-duration idling of the main propulsion engine by using an alternative technology.

• Examples:– Automatic Engine Start-Stop Control (AESS)– Auxiliary Power Unit (APU)– Diesel-driven heating system (DDHS)

• Benefits:– Fuel, Oil and Engine Maintenance Savings– Emissions Reductions

Automatic Engine Start-Stop Control (AESS)• Turns the main engine off or on after a set parameter is out of range

– water temperature– brake pressure– battery charge and – idling time

• No operator intervention required• Advantage:

– Can reduce idling by up to 70% for a switcher

• Disadvantage of AESS:– Starter motor may wear out faster

• Comment:– If ambient temperature below 40 F - the engine stays on; thus greatest

savings occur in warm climates

Most widely used AESS: ZTR “SmartStart”

• Monitors existing conditions against a preprogrammed set of values– Reverser and throttle position– Air brake cylinder pressure– Engine coolant, ambient air and water

temperature• Restarts engine if water temperature drops to

100F (alarm sounds to warn about restart)

– Battery voltage and charging amperage

• Additional Costs:– Installation – Man hours (about $2,500)– No maintenance costs other than

replacing a battery. There are no moving parts.

Cost: $9,000

“ZTR – Smart Start”

Auxiliary Power Units (APU)• Shut off and restart the main engine and supply heat for:

– the water (including the toilet) oil, coolant and the cab

• No operator intervention required • They also can:

– Maintain brake air pressure– Keep batteries charged

• Optional:– May supply 60 Hz electric power for air conditioning (optional) and for cost-effective

reliable appliances, lighting and communication

• Advantages:– Can be installed behind main engine, or on the walkway, if space is tight – Reduces one overhaul for the life of the engine (average life: 30 years)

• Disadvantages:– More costly than AESS, but provide additional services and greater fuel savings

• Comment:– Operate well even down to -30º F in Alaska (a year-round system)

Most widely used APU’s: EcoTrans K-9 and DDHS

EcoTrans K-9 APU• System protects the main locomotive engine

during shutdown times– Monitors and maintains the lube oil and water

temperatures– Starts and stops based on inputs from water temp.– Optional Products (not provided by EcoTrans):

• 110/220 house current for cab heating and air conditioning (requires additional products) - $12-15K

• Additional costs:– Hose/wiring kit: $1,100 – free for first unit – Maintenance costs are generally low and

occur: • every 6 months for replacement of 4 filters• every 12 months for air filter replacement• every 2 years for the replacement of belts, to

drain oil and other actions.

Cost:$23,000 - $25,000

Kim Hotstart - APUDiesel Driven Heating Systems (DDHS)

• Allows an idling locomotive to be shut-down by:– heating the locomotive engine water, oil and coolant

(if any)– charging the batteries– powering the cab heaters

• Small enough to install on the walkway of a switcher or inside the car body where space allows.

• Can be linked to the ZTR Smart Start system• Additional costs:

– Installation Kit: pluming, wiring, tubing and brackets– Minimal maintenance costs: filters, oil, alternator brushes

• No major overhauls registered yet for DDHS’

Cost: $30,000

What are the Main Differences between the Start-Stop Systems and the APU’s (include DDHS)?

• Start-Stop– Starts and stops the engine only – No heat provided

• APU– Starts and stops the engine– Provides:

• Heat

• Cab Comfort

– Most popular APU:• DDHS

– Older units don’t start and stop the engine, but newer units do

Start-Stop and DDHS:Usually used in combination

Other Available Technologies• Locomotive Shore Power

– Plugs locomotive into an external power source of three-phase AC

– Circulates the locomotive coolant and oil – Can be linked to the the ZTR SmartStart

System– Optional:

• Charges the batteries

– Advantages• Proven Technology

– 1st installation in 1965, over 2,000 installations

• Low Maintenance

– Disadvantage• Have to park near external power source to

shutdown

Cost:$4,000 - $14,000

Other Available Technologies

Cost:$750K on old

locomotive bed

• Hybrid switcher locomotive – Manufacturer: RailPower– Battery-diesel hybrid switcher - The Green Goat – Currently, replaces 1,000 - 2000 HP yard switchers:

• 300 HP diesel genset engine (standard)– It NEVER idles. The genset only runs to recharge batteries.– When the switcher is not working a small heater runs to keep

the genset engine warm.

• 168 - 336 sealed Pb-acid batteries expected to last a minimum of 8 - 10 years - kept at 80% state-of-charge

– Battery warranty program for first 5 years

– Advantages:• Does more work with 30+% better tractive effort• Cut NOx and dangerous PM by 80-90%• Road/branchline switchers will cut fuel use by 35%• Ultra quiet

– Comment:• Road/branchline long-range variants for 2006

Other Available Technologies

Cost:$6,000

• Low Emission Idle system (LEI) – Manufacturer: Energy Conversions Inc.– Alternating bank idle system– Runs the engine on half of its cylinders when the

engine is at idle or low RPM– Can be installed on EMD engines and GE FDL engines– Advantages:

• Non-firing cylinders place additional load on the engine and cause the firing cylinders to burn diesel fuel more efficiently

• Can be used on diesel and natural gas combustion engines.

– Additional Costs:• Installation Man Hours – 2• Maintenance: lubrication of the air cylinders

Idling Reduction Technologies Payback Times*

System Energy Savings (gal/d)

Annual Savings ($1000s)

Cost

($1000s)

Payback Time (months)

Start/stop 36 15 7.5-15 6-12

APU or DDHS 60 25 25-40 12-17

Plug-in 50 19 4-12 3-11

Green Goat 291 122 200 20

Basis: GP38-2 with EPA switcher cycle for all technologies, 330 d/y, 50% idle replacement by AESS (will be less in cold climate), 90% by APU, DDHS or plug-in unit, 0.05 gal oil used/gal fuel, $0.10/KWh

Information from: Reduction of Impacts from Locomotive Idling, Railroad Environmental Conference, Urbana, IL

(November 2003)

Caveats:

•Energy savings depend on climate, duty cycle and locomotive type.

• *Costs depend on vendor and options included. Updated prices, when available, are included in the previous slides.

Idling Reduction Technologies Comparison Summary

System Reduction in Energy Use

and Emissions

Working Noise

Non-working Noise

Advantages/

Disadvantages

Idling None Noisy Noisy ----

Start/stop Minimum Noisy Alternates noisy/silent

No cab comfort,

Minimal benefit in winter

APU or DDHS Good Noisy Silent Anywhere, any time; APU supplies all

services

Plug-in Good Noisy Silent Requires equipped location

Hybrid Maximum Quiet Silent Switcher only

Information from: Reduction of Impacts from Locomotive Idling, Railroad Environmental Conference, Urbana, IL

(November 2003)

Funding Resources• North Carolina Mobile Source Emissions Reduction Grants

– Purpose: To achieve actual reductions from on- and off- road mobile source related emissions in NC and assist the State in maintaining the National Ambient Air Quality Standards (NAAQS) for primarily ozone and carbon monoxide

– Funding for these grants is provided by a tax of 1/64 of a cent per gallon of gasoline sold

– Project must emphasize mobile source emissions reduction, (i.e. particulates, hydrocarbon (HC), carbon monoxide (CO), and nitrogen oxides (NOx) for a new project

– Project must emphasize actual emission reductions as opposed to planning - grant holders must report back to DENR on actual benefits of completed project

– No matching funds required– More information at: http://daq.state.nc.us/motor/ms_grants/– Application Deadline: Fall 2005

Funding Resources• Congestion Mitigation and Air Quality Improvement Program (CMAQ)

– Funds transportation projects and programs to help achieve and maintain NAAQS for Ozone, CO, and PM-10

– Jointly administered by the FHWA and FTA in consultation with EPA

– Must be used in non-attainment or maintenance areas – if there are any. If not, can be used anywhere in the State

– Must be a transportation project and demonstrate emissions reductions

– Must be creditable under the transportation conformity process

– 20% match is required – higher is encouraged. Must be non-Federal funding.– More information at: http://www.fhwa.dot.gov/environment/cmaqpgs/index.htm

– Application Deadline: Spring 2006 (2005 deadline passed)

Examples of Partnerships or Collaboratives

• EPA SmartWay– voluntary partnership between various freight industry sectors

and EPA that establishes incentives for fuel efficiency improvements and greenhouse gas emissions reductions

– Three primary components of the program:• Creating Partnerships

• Establishing the National Transportation Idle-Free Corridors Program

• Maximizing Rail Efficiency and Intermodal Operations

– More information at: http://www.epa.gov/smartway/index.htm

• West Coast Collaborative– Partnership between leaders from federal, state, and local government,

the private sector, and environmental groups in California, Oregon, Idaho and Washington, Alaska, British Columbia and Mexico

– Goal: To leverage significant federal funds to reduce emissions from the most polluting diesel sources in the most affected communities and to significantly improve air quality and public health

– To establish the goal the collaborative:• raises awareness of the need for diesel emissions reductions projects • creates a forum for information sharing among diesel emissions reductions

advocates• works to leverage significant new resources to expand voluntary diesel

emissions reductions efforts• implements projects that are regional in scope and achieve measurable

emissions reductions

– More information at: http://www.westcoastcollaborative.org/index.htm

Examples of Partnerships or Collaboratives

Acknowledgements

• EPA – Michelle Roos

• DOE– Linda Gaines

• NCDOT– Alan Paul