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   Re-engining of diesel stock (replacement of engine)  evaluated  
For old stock re-engining is a means to improve fuel economy and reduce exhaust emissions. With re-engining the existing diesel engine is replaced by a new one with better economic and environmental performance.
Technology field: Optimisation of traction technologies
open main section General information
open main section General criteria
open main section Environmental criteria
close main section Economic criteria
  close sub-section Vehicle - fix costs: high
   

General figures are not available, but the following are rough figures from DB AG (for the case of a MTU engine):

Investment for new engine: 150.000 EURO

Conversion: 35.000 – 40.000 EURO

  Vehicle - running costs: significant reduction
   

Significant reduction in operation costs (fuel and maintenance) summing up typically to some 30.000 – 40.000 EURO/a.

The total diesel-engine-related costs are typically composed as follows (Source: Günther 1998):

Costs for fuel and lubricants: 65 %

Maintanace costs: 15 %

Initial investment: 20 %

This gives an idea of the economic relevance of fuel consumption and maintenance.

  Infrastructure - fix costs: none
    (no details available)
  Infrastructure - running costs: unchanged
    (no details available)
  Scale effects: low
    Diesel technology is generally a very mature technology. Minor scale effects will come from mass markets but not from railways.
  Amortisation: > 5 years
   

According to DB AG, typical payback times of re-engining measures are 5 - 6 years. The measure is therefore profitable even for old locomotives with residual lifes of 10 years.

In general, dependence of profitability on locomotive age is a complex one:

  • The older the locomotive, the more potential there is for efficiency improvement and reduction of running costs.
  • On the other hand, the older the locomotive, the less residual life is left for payback of re-engining costs.

Whereas in most retrofit measures profitability is mainly determined by residual life, in the case of re-engining a trade-off has to be found between long residual life on the one hand and age of stock and corresponding improvement potential on the other hand.

no data available Application outside railway sector (this technology is railway specific)
open main section Overall rating
References / Links:  Hörl, Klimmer 2001
Attachments:
Related projects:
Contact persons:
 date created: 2002-10-09
 
 
© UIC - International Union of Railways 2003
 
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