Demonstration of Locomotive Idle Reduction Technology for NYS

Transcription

Demonstration of Locomotive Idle Reduction
Technology for NYS Short line Railroads
Power Drives Powerhouse™
Diesel Warming System (DWS)
The two models demonstrated
in this project were the 120V
electric plug-in version (DWS120) and the auxiliary power
unit (DWS-APU). To allow the
locomotive to be shut down in
cold weather, both models
heat the engine coolant with a
diesel fired burner. The DWS120 circulates the heated fluid
with an electric water pump
powered from a standard
120VAC source. The DWS-APU
model generates the electricity
required to run the pump using
a small EPA-certified onboard
diesel engine which provides
added flexibility to where and
when it can be used.
DWS-APU
DWS-120
Locomotive idle reduction technology has the potential to significantly reduce fuel
consumption and related emissions. However, short line railroads operate on very
limited margins and do not often have the ability to invest in new technology that
has not been widely used on locomotives for their particular application. New York
has an extensive network of short line railroad operations currently transporting
cargo within the State. It is estimated that 42% of the overall railroad
infrastructure is collectively owned and operated by the 29 separate
transportation companies. To justify the initial cost to purchase this equipment,
short line operators want to see documented benefits as well as proof of reliability
and ease of operation. Therefore, New West Technologies and Power Drives
Incorporated with funding from the New York State Energy Research and
Development Authority and support from the New York State Department of
Transportation demonstrated the Powerhouse™ Diesel Warming System (DWS) on
eleven different locomotives utilized by seven short line railroads operating in
New York State. The project provided the short line railroads with real-world
operational experience of
these idle reduction systems,
along with the benefits and
cost savings that can be
achieved with their use. The
fuel cost savings should
provide these railroads with
additional revenue that may
allow them to purchase more
idle reduction units for
additional locomotives.
The Power Drives Powerhouse™ DWS models have the potential to save significant
amounts of fuel when used to prevent system freezing in cold weather rather than
keeping the locomotive idling. While the DWS fuel fired heater consumes fuel at a
rate of 1 gallon per hour, this is significantly lower than the 3-6 gallons per hour
that can be used by the idling locomotive engine and the heater only operates as
needed (approximately 1/3rd of the time on most locomotives). The small diesel
engine on the DWS-APU consumes an additional 0.25 gallons per hour while it is
operating, but this allows the
Equivalent Fuel Rate (g/hr)
system to be used anywhere.
6 5.50 5.50 5.00
The DWS-120 must be plugged
4.00
3.50
in and draws 600 Watts of
4
3.00
power to circulate the coolant
2
0.58 0.35
fluid. On an energy basis, this is
0
equivalent to 0.016 gallons of
fuel consumption per hour.
Demonstration of Locomotive Idle Reduction
Technology for NYS Short line Railroads
The use of the Power Drives Powerhouse™ DWS to reduce
idling can result in emissions savings. The pollution reduction is
important because locomotives often idle overnight in highly
developed transportation hubs that have poor air quality from
all kinds of vehicle traffic. The onboard engine for the DWSAPU is EPA-certified for low emissions and much smaller than
the locomotive’s engine. For operations that can connect to
electric power during idling periods, the DWS-120 may provide
even greater emission savings, especially in states like New
York where electricity generation is primarily Natural Gas,
Hydro-electric, and Nuclear.
NYS Electricity Generation by Fuel Type (2009)
16%
4%
8%
1%
18%
27%
26%
Nuclear
Gas
Hydro
Imports
Coal
Other
Wind
Total emissions reductions from the use of 11 Powerhouse™ Diesel Warming Systems
November 2011 to January 2012
Particulate Matter: 272 lbs. | Nitrogen Oxides: 19,920 lbs. | Carbon Dioxide: 399 tons
DWS-120
DWS-APU
Locomotive
Rail Yard Ambient
Sound Level (Decibels)
80
60
40
20
0
10
50
100
Distance from Locomotive
The noise emitted by an idling locomotive can have a negative effect on the
surrounding environment and nearby population. It can pose a significant
issue in certain areas due to health issues, such as hearing impairment,
hypertension and ischemic heart disease, annoyance, and sleep disturbance.
These effects become even more pronounced when locomotives are idled
outside of the rail yard in more rural locations that might also be near
residential areas. Sound level readings taken in the vicinity of the DWSequipped locomotives indicated that the noise from the DWS-120 was not
distinguishable above the ambient level at distances of 50 feet or more from
the locomotive. Sound from the DWS-APU was approximately 10 decibels
louder than the ambient level at 100 feet from the locomotive, which is
about 3 times quieter than the idling locomotive that had measurements of
approximately 40 decibels louder than the ambient.
The demonstrated fuel and emission savings through the use of both the DWS-120 and DWS-APU prove the
effectiveness of this idle reduction technology. While the unexpected warmer temperatures reduced the expected
duration of time that the locomotive would have needed to idle had this technology not been install, reasonable
payback periods were returned. Excluding 2 locomotives that had minimal utilization of their DWS-120 because they
were kept in an engine house, the average payback period was 6.7 months. On a year with typical low temperatures
during the cold season, the DWS should be expected to return fuel savings in a single season that equal the installed cost
of this technology. Unfortunately, even this payback period may not be short enough for a short line railroad that has
very thin operating margins and would have to take out a loan to pay for the equipment.
Through NYSERDA, New York State has loan programs used to offset the initial cost of energy-efficient technologies
that are paid back through energy savings while reducing consumption and air pollution. Currently, this program is for
residents seeking to make energy-efficient upgrades to their homes. However, an analogous program is being
considered for NYS commercial truckers to finance the purchase and installation of idle reduction equipment. Based
on the promising results of this study, it may be expanded to include NYS rail companies.
Power Drives Inc. Powerhouse™ 120VAC Diesel Warming System
Buffalo Southern Railroad Locomotives #93 and #100 - ALCO S2/S4
The Buffalo Southern Railroad
is a locally owned short-line
railroad originally founded in
1982. They maintain 12
locomotives out of their main
shop located in Hamburg, NY.
Their core business is their
mainline which runs 32 miles
from the Buffalo River (just
south of downtown Buffalo)
south to Gowanda, NY. The
northern end of this stretch of
track is the short-line’s
connection to the outside
world with interchange to the
NS, CSX, CP, CN and BP
railroads while the southern
end interchanges with another
short-line, the New York &
Lake Erie. Their primary
products include Fertilizer,
Animal Feeds, Aggregates,
Scrap Metal, Propane, Lumber,
and rolled Paper.
www.buffalosouthernrr.com
One of these locomotives is regularly stationed at the ex-Bethlehem Steel Plant at
Lackawanna, NY where they utilize the lake docks and rail sidings to transload
materials between the Lake and rail. Generally it is Coke and Limestone heading
towards local power plants, shipped out in unit trains. The locomotive is operated
on an as needed basis, though it can be as much as a couple of trains per week. The
locomotive is heavily utilized during the lake shipping season which runs from April
until December. Typically once the lake freezes and shipping ends, the locomotive
is drained and put into storage for the winter months. The addition of this heater
can extend the use of the locomotive longer into the winter season for other
transloading opportunities. The other locomotive
is occasionally stored at another contract
switching operation as a back-up locomotive. It is
also utilized on trains as needed in rotation with
their existing fleet on their main line operations,
based out of their shop in Hamburg, NY. Due to
lack of work, Locomotive #100 has spent the
majority of the time parked inside the shop and
has seen very limited DWS use.
Diesel Warming System Benefits – Nov. 2011 through Jan. 2012
Reduced Idling Hours
Gallons of Fuel Saved*
Cost Savings*
System Payback (months)
PM Savings (kg)
NOx Savings (kg)
CO2 Savings (kg)
#93
25
58
$213
N/A
#100
696
1,478
$5,309
8.6
0.1
11
445
4.1
320
12,828
*Accounts for both fuel and electricity usage and cost
of the DWS-120
# of Low Temperature Days
<15 °F
15 - 20 °F
25 - 30 °F
30 - 35 °F
20 - 25 °F
80
60
40
20
0
Historic Low Nov. 11-Jan. 12
Days
Data
Depew, Lancaster and Western Railroad Locomotive #1801 - MLW RS-18
The Depew, Lancaster and
Western Railroad, a subsidiary
of Genesee Valley Transportation, is a Class III railroad
formed in 1989 to operate
former Delaware, Lackawanna
and Western Railroad and
Lehigh Valley Railroad from
Conrail. The Lancaster division
runs from Depew to Lancaster
and maintains trackage rights
with the Norfolk Southern
Railway to interchange at
Bison Yard in Buffalo. The
Batavia division runs in Batavia
and interchanges with CSX
Transportation. The Railroad
utilizes
Alco
locomotives
exclusively for its switching and
hauling needs; including two
RS-11 locomotives, a RS-18
locomotive, and an S-6 which is
pooled with other, partnering
railroads.
www.gvtrail.com/dlwr.php
This locomotive operates out of Batavia on the Depew, Lancaster, and Western
Railroad’s 4 miles of track it maintains in this division. The majority of the work
undertaken involves the movement of product for local industry. This includes the
frequent transport
of items such as;
paper,
wooden
fence posts, and
scrap iron. This
stretch of track
connects to CSX
rail lines at both
ends. Locomotive
#1801
regularly
shuttles
railcars
back and forth on
their line every
weekday.
Cost Savings*
PM Savings (kg)
NOx Savings (kg)
CO2 Savings (kg)
#1801
1,824
4,612
$18,067
4.0
20.2
1,510
61,900
*Accounts for fuel and electricity usage and
cost of the DWS-120
<15 °F
15 - 20 °F
25 - 30 °F
30 - 35 °F
20 - 25 °F
80
60
40
20
0
Historic Low
Days
Nov. 11-Jan. 12
Data
Power Drives Inc. Powerhouse™ APU Diesel Warming System
Finger Lakes Railroad Locomotive #2308 - GE B23-7
Finger Lakes Railway Corp
(FGLK) is a privately owned,
short-line that is classified as a
Class III railroad and is
headquartered in Geneva, NY.
Since July 1995, FGLK operates,
markets, and maintains over
154 miles of track in 6 upstate
counties including: Onondaga,
Cayuga,
Seneca,
Ontario,
Yates, and Schuyler. The rail
line runs east to west starting
at Solvay, NY through Auburn
to Geneva and continuing west
to Victor and Canandaigua. The
Penn Yan – Watkins Glen line is
connected to the rest of the
FGLK system via trackage rights
on the NS Corning Secondary,
which runs along the west
shore
of
Seneca
Lake.
Expanding operations also plan
to run north from Geneva to
Lyons Industrial Park in Lyons,
NY. FGLK provides rail service
that includes daily or weekly
switching, based on the
industry needs. They have
ample leasing or ownership of
boxcars, gondolas and have
access to additional reliable rail
car fleets throughout North
America.
www.fglkrail.com
This locomotive is assigned to local switching duties and generally operates about
12 hours per day. One of the
locations where it is used is
near a residential area so
overnight noise is a concern.
This locomotive must be
idled constantly when not in
use during the winter
months to avoid freeze up
and maintain availability for
the next job. The use of the
diesel
powered
idle
reduction unit allows a
significant amount of fuel to
be saved during idling while
still maintaining flexibility in
its resting locations and not
requiring any additional
infrastructure.
Cost Savings*
PM Savings (kg)
NOx Savings (kg)
CO2 Savings (kg)
#2308
724
2,684
$10,124
11.3
10.1
740
29,100
*Accounts for fuel usage and cost of the
DWS-APU
<15 °F
15 - 20 °F
25 - 30 °F
30 - 35 °F
20 - 25 °F
80
60
40
20
0
Historic Low
Days
Nov. 11-Jan. 12
Data
Mohawk, Adirondack and Northern Railroad Locomotive #2453 - ALCO C425
In Rome, this locomotive serves multiple steel manufacturing and processing
entities. Through local support and the growth opportunity provided by rail service,
these industries have expanded and modernized over the last twenty years. Beyond
American-made steel products, the Railroad also handles stone, ores, chemicals,
fertilizers, plastics, paper products, forest products, food and much more.
The Mohawk, Adirondack
and Northern Railroad,
headquartered in Utica, NY,
serves the Mohawk Valley
and the Adirondack Region
with 124 miles of rail line.
Originally a paper and forest
product carrier, the Railroad
has evolved and grown into
new markets including long
haul, short haul, single
commodity trains, switching
operations, and custom
freight
transportation
services.
www.gvtrail.com/mhwa.php
Cost Savings*
PM Savings (kg)
NOx Savings (kg)
CO2 Savings (kg)
#2453
917
4,586
$12,359
8.8
13.6
1,040
40,600
*Accounts for fuel usage and cost of the DWS-APU
<15 °F
15 - 20 °F
25 - 30 °F
30 - 35 °F
20 - 25 °F
80
60
40
20
0
Days
Data
Rochester and Southern Railroad Locomotives #104 and #3106 - EMD GP-40
The Rochester and Southern
Railroad, a subsidiary of
Genesee & Wyoming Inc., is a
Class III short-line that
operates between the city of
Rochester and Silver Springs,
NY. It began operations in
1986, when the B&O sold off
its Buffalo and Rochester
branches. The railroad
interchanges with CSX at two
places in Rochester, once at
the Rochester Subdivision and
again at the Genesee Junction
on CSX's West Shore
Subdivision, where it also
interchanges with the Livonia,
Avon and Lakeville Railroad. In
2003, Rochester and Southern
Railroad acquired the Genesee
and Wyoming Railroad in
Caledonia and Norfolk
Southern's Southern Tier Line
in Silver Springs.
www.gwrr.com/operations/rail
roads/north_america/rocheste
r_southern_railroad
These locomotives are utilized in tandem the majority of the time and are both
operated out of Rochester and Southern’s rail yard at Brooks Avenue in Rochester.
They generally haul salt, lumber, fuel oil,
fertilizer, and sugar in 12 hour shifts
between Rochester and Silver Springs
and Rochester and Brooks Mount Morris.
When these routes are conducted
concurrently, operations are nearly 24
hours a day and switching between two
shifts of operators. With this operational
profile, the locomotives are generally
only idled over the weekends, unless the
demand for these products does not
warrant daily trips.
Cost Savings*
PM Savings (kg)
NOx Savings (kg)
CO2 Savings (kg)
#104
1,063
5,553
$17,859
5.9
#3106
955
4,872
$15,770
6.7
20.4
1,460
59,000
18.0
1,300
51,800
≤15 °F
16 - 20 °F
26 - 30 °F
31 - 35 °F
21 - 25 °F
80
60
40
20
0
Historical Ave. Nov '11 - Jan
'12
Wellsboro & Corning Railroad Locomotives #307 and #309 - EMD SD-40-2
The Wellsboro & Corning
Railroad’s operating area
includes the most significant
portions of the Marcellus
Shale Formation, which is
currently being explored for
natural gas. This has
resulted
in
customers
referring to the railroad as
the “Main Line to the
Marcellus”. The railroad,
partnered with its sister
company IWG Logistics,
provides
comprehensive
railroad,
transloading,
logistics, and railcar repair
services. They had had their
in over 20 years in 2009 and
look forward to increasing
demand in the future as the
natural gas exploration in
the area demands more
freight to be transported.
www.wellsboroandcorningr
ailroad.com/index.html
The Wellsboro and Corning Railroad Company (WCOR) operates these two similar
locomotives for a daily fresh water delivery train to support the Marcellus Shale
Natural Gas activity in the region. Daily movement is between MP 76.2 just north of
Mulholland Rd. in Erwin Township, NY to MP 85.7 just south of Lawrenceville
Highway in Lindley Township, NY. The WCOR locomotive fleet includes four virtually
identical SD40-2 locomotives that are used in similar applications. The average
weekly consumption
of diesel fuel for 2010
was 420 gallons per
SD40-2 per week.
Diesel consumption in
the winter months is
typically much higher
than average due to
the increased idling
time necessary to keep
the
locomotive’s
systems
warm
in
freezing temperatures.
Cost Savings*
PM Savings (kg)
NOx Savings (kg)
CO2 Savings (kg)
#307
697
3,834
$12,420
8.8
#309
639
3,516
$11,410
9.6
13.2
950
38,000
11.8
860
33,600
<15 °F
15 - 20 °F
25 - 30 °F
30 - 35 °F
20 - 25 °F
80
60
40
20
0
Days
Data
WNYP Railroad Locomotives #431 and #432 - ALCO C430
The Western New York and
Pennsylvania Railroad. LLC has
its operational headquarters
located in Olean, NY. Here it
operates the ex-Conrail yard
just west of the crossing of its
two main lines. The railroad’s
main line heads east where it
intersects
the
Norfolk
Southern Railway's Southern
Tier Line at Hornell and west to
Norfolk’s line at Meadville.
Since 2001, when the shortline railroad began operation
of the Southern Tier Extension
from Corry, PA to Hornell, NY,
transport
frequency
has
increased from less than one
train a day to several each day.
Norfolk
Southern
still
maintains trackage rights along
this stretch and operates coal
trains between southwest
Pennsylvania and northern
areas of New York and New
England.
www.wnyprr.com
The Western New York and Pennsylvania (WNYP) Railroad operates locomotive
#431 and #432 out of their Olean headquarters. While these locomotives are
generally seen hauling cars out of Olean, they are also often used at Olean for yard
duties. Their primary cargo includes wax, sand, aggregate, lumber, and cheese.
Cost Savings*
#431
51
243
$798
N/A
#432
562
2,597
$8,539
8.6
PM Savings (kg)
NOx Savings (kg)
CO2 Savings (kg)
1.0
70
2,887
10.8
778
32,128
*Accounts for fuel and electricity usage and cost of
the DWS-120
<15 °F
15 - 20 °F
25 - 30 °F
30 - 35 °F
20 - 25 °F
80
60
40
20
0
Days
Data

Demonstration of Locomotive Idle Reduction Technology for NYS

Transcription

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