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General information
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Description
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Due to the long useful life of railway vehicles there are a lot of old diesel locomotives with a bad fuel economy in service. 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. In many cases, re-engining has to be performed in close co-operation with the original manufacturer since engine layout is often closely related to locomotive design. Therefore one engine cannot simply be replaced by another engine of the same power class. |
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General criteria
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Status of development: not applicable |
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(no details available) |
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Time horizon for broad application: now |
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Over the last years DB AG has re-engineered a substantial part of its old diesel fleet. |
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Expected technological development: not applicable |
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(no details available) |
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Motivation:
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- Operation costs (usually main motivation)
- Emission control
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Benefits (other than environmental): big |
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Lifetime Replacement of the engine considerably prolongs the lifetime of diesel stock. Maintenance Reduction of operation costs through improved fuel economy and reduced maintenance. |
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Barriers: low |
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(no details available) |
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Success factors:
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(no details available) |
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Applicability for railway segments: medium |
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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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Re-engining is especially profitable for old diesel locomotives with some 10- 20 years of residual life. (cf. Amortisation) |
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Grade of diffusion into railway markets:
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Diffusion into relevant segment of fleet: (no data) |
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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): medium |
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(no details available) |
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Example:
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Re-engining of Class 360/361 locomotives at DB AG Re-engining of Class 360/361 to Class 363 locomotives. The GTO 6 /6A diesel engine by Maybach was replaced by a modern Caterpillar engine of type 3412 DI-TA. The two engines are separated by about 50 years of engine development. Engine power output has remained unchanged at 478 kW. Fuel economy was improved by about 20 %. Noxious emissions have also been considerably reduced. In addition, less servicing and maintenance is needed for the new engine. |
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Environmental criteria
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Impacts on energy efficiency:
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Energy efficiency potential for single vehicle: > 10% |
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Energy efficiency potential throughout fleet: (no data) |
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Re-engining of old stock may result in improvements in fuel economy of up to 30 %. Energy efficiency effect in entire fleet depends on age structure of diesel fleet and diesel/electric ratio. |
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Other environmental impacts: positive |
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Reduced emission of pollutants. |
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Economic criteria
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Vehicle - fix costs: high |
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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 |
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Vehicle - running costs: significant reduction |
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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. |
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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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Diesel technology is generally a very mature technology. Minor scale effects will come from mass markets but not from railways. |
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Amortisation: > 5 years |
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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. |
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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: very promising |
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Time horizon: short-term |
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Re-engining of old diesel stock is in many cases a cost-effective measure with strong energy efficient benefits. Profitability is a function of both locomotive age (determining the potential for improvement and thus payback) and residual life. |
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date created: 2002-10-09
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