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   Gas turbine  evaluated  
Gas turbines have been in use in railways for decades, especially outside Europe. In recent times, with pollution standards becoming tougher and modern micro gas turbines arriving on the market, gas turbines have returned to discussion as an alternative to diesel traction.
Technology field: Innovative traction concepts and energy sources
close main section General information
  open sub-section Description
close main section General criteria
  open sub-section Status of development: in use
  Time horizon for broad application: 5 - 10 years
  Expected technological development: highly dynamic
  Benefits (other than environmental): big
  Barriers: medium
  Applicability for railway segments: medium
    Type of traction:  diesel
    Type of transportation:  passenger - main lines, passenger - high speed, passenger - regional lines, passenger - suburban lines, freight
    Grade of diffusion into railway markets:
  Diffusion into relevant segment of fleet: < 5%
  Share of newly purchased stock: < 20%
  Market potential (railways): highly uncertain
close main section Environmental criteria
  close sub-section Impacts on energy efficiency:
  Energy efficiency potential for single vehicle: not applicable
  Energy efficiency potential throughout fleet: not applicable
    Turbomeca claims that since the 60s when first gas turbine driven rail vehicles were developed, fuel economy has improved from 420 g/kWh to 250 g/kWh. In long-term perspective, 210 g/kWh seems possible on the basis of modern recuperator technology. Modern diesel engines reach values of around 200 g/kWh. Modern gas turbines may reach efficiencies of up to 28 %. On board energy storage could level out demand variations of traction motors to ensure that gas turbine always operates at maximum power (where efficiency is best). According to experts, gas turbines will at best reach energy efficiency of diesel technology but hardly beat it.
  Other environmental impacts: positive
   

Emission

Turbomeca claims that gas turbines running on liquid diesel fuel meet EURO V requirements. New combustor allows very low levels of NOx, much lower than modern diesel combustion engines.

Noise

Low noise levels compared to diesel traction.
open main section Economic criteria
open main section Application outside railway sector
open main section Overall rating
References / Links:  Roger, Watier 1997;  Turbomeca 2001;  www.ott.doe.gov;  www.bhkw-infozentrum.de;  www.truck.volvo.se;  www-3.abb.de
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 date created: 2002-10-09
 
 
© UIC - International Union of Railways 2003
 
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