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General information
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Description
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Railway vehicles, especially locomotives, have a long useful life (50 years and more). Therefore there is a large number of old diesel locomotives in service having a fuel economy far away from state-of-the-art technology. They can be upgraded in order to improve injection and compression characteristics.
Various modifications and conversion measures such as exhaust gas recirculation or modification of the injection system are viable. Most of these measures primarily aim at emission control. |
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General criteria
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Status of development: in use |
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(no details available) |
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Time horizon for broad application: in < 2 years |
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(no details available) |
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Expected technological development: (no data) |
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(no details available) |
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Motivation:
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• Emission control |
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Benefits (other than environmental): small |
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Engine life
Prolonged engine life through reduced thermal strain on engine (due to
reduced exhaust temperature). However compared to re-engineering of
old stock, engine upgrading prolongs lifetime of the whole vehicle much
less. |
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Barriers: low |
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(no details available) |
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Success factors:
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Large series
To a certain extent, any upgrading set for a diesel engine is a taylored
solution for a particular engine series. Therefore there are clear economic
advantages for large series. |
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Applicability for railway segments: low |
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Type of traction: diesel
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Type of transportation: passenger - main lines, passenger - regional lines, passenger - suburban lines, freight
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It is not known what share of typical diesel fleets are eligible for engine retrofit measures. At DB AG, re-engineering plays a more important role than upgrading of engines. |
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Grade of diffusion into railway markets:
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Diffusion into relevant segment of fleet: < 5% |
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Share of newly purchased stock: not applicable |
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(no details available) |
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Market potential (railways): low |
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It is not known what exact share of typical diesel fleets are eligible for engine retrofit measures. At DB AG, re-engineering plays a more important role than upgrading of engines. |
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Example:
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Engine retrofit on class 218 locomotives Starting 1995 German DB AG has refitted their class 218 main-line locomotives. MTU effected changes to the injection system, pistons and turbocharger in the existing 12 V 956 TB 11 (2060 kW) engine. Furthermore, a cylinder bank disconnection function was added. Apart from substantially reduced emission, fuel economy was improved by 6%. The measure is estimated to pay off in 4 to 5 years. |
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Environmental criteria
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Impacts on energy efficiency:
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Energy efficiency potential for single vehicle: 5 - 10% |
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Energy efficiency potential throughout fleet: (no data) |
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Although the principal aim of engine retrofitting measures lies in emission control, fuel consumption can also be reduced appreciably.
The measures realised at DB AG on the MTU 12 V 956 TB 11 engine improved fuel economy by 6 %. |
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Other environmental impacts: positive |
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Emission control The measure carried out on the MTU engine 12 V 956 TB 11 at DB AG yielded the following reductions of pollutant emission: | Pollutant | Reduction | | Carbon monoxide | - 63% (from 5,3 g/kWh to 1,96 g/kWh) | | Hydrocarbons | - 64% (from 2,05 g/kWh to 0,32 g/kWh) | | Soot | - 85% (from 0,29 g/kWh to 0,04 g/kWh) | | Nitrogen oxide | -19% (from 15,755g/kWh to 12,700 g/kWh) | Source: Nolte et al. 1998 Smell An additional effect of the reduction of hydrocarbons lies in the reduction of unpleasant smell. |
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Economic criteria
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Vehicle - fix costs: medium |
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For the case of the retrofit of the MTU 12 V 956 TB 11 engine the price of the upgrading set is about 75.000 EURO. In order to reduce additional downtime for the respective vehicles, the measure has to be realised during a general overhaul which typically takes place every 6 years. |
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Vehicle - running costs: significant reduction |
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Improved fuel economy reduces operation costs by about 15.000 EURO per year (assuming 100.000 to 150.000 km per year). |
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Infrastructure - fix costs: none |
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(no details available) |
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Infrastructure - running costs: unchanged |
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(no details available) |
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Scale effects: low |
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To a certain extent, any upgrading set for a diesel engine is a taylored solution for a particular engine series. Therefore scale effects can be realised for large series. |
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Amortisation: 2 - 5 years |
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For the case of the retrofit of MTU engine (cf. General criteria - Example) the measures pays off in about 4 to 5 years (assuming 100.000 to 150.000 km per year). |
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Application outside railway sector (this technology is railway specific)
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Overall rating
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Overall potential: interesting |
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Time horizon: short-term |
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Retrofit measures on old diesel engines may in some cases prove cost-effective and promising for energy efficiency. Applicability is however limited to specific locomotive series. Furthermore, re-engineering of old stock will in most cases give higher energy efficiency effects and also be more profitable (despite higher initial investment). |
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date created: 2002-10-09
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