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   Upgrading of engines  evaluated  
Due to the long lifetime of railway vehicles there is a large number of old diesel locomotives in service with a fuel economy far away from state-of-the-art technology. These engines can be upgraded in order to improve injection and compression characteristics.
Technology field: Optimisation of traction technologies
close main section General information
  close sub-section Description
    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.
close main section General criteria
  close sub-section Status of development: in use
    (no details available)
  Time horizon for broad application: in < 2 years
    (no details available)
  Expected technological development: (no data)
    (no details available)
    Motivation:
    • Emission control
  Benefits (other than environmental): small
   

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.
  Barriers: low
    (no details available)
    Success factors:
   

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.
  Applicability for railway segments: low
    Type of traction:  diesel
    Type of transportation:  passenger - main lines, passenger - regional lines, passenger - suburban lines, freight
    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.
    Grade of diffusion into railway markets:
  Diffusion into relevant segment of fleet: < 5%
  Share of newly purchased stock: not applicable
    (no details available)
  Market potential (railways): low
    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.
    Example:
   

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.
open main section Environmental criteria
open main section Economic criteria
no data available Application outside railway sector (this technology is railway specific)
open main section Overall rating
References / Links:  Hörl et al. 2000;  Nolte et al. 1998;  Schmidt 1996
Attachments:
Related projects:
Contact persons:
 date created: 2002-10-09
 
 
© UIC - International Union of Railways 2003
 
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