United States Department of Transportation
i
Managing Energy and Emissions for Rail Operations
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2019-12-20
[PDF-8.22 MB]
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Edition:Final Report, August 1, 2017 - July 31, 2019
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Abstract:The objectives of this work include: (1) benchmark baseline locomotive fuel use and emission rates (FUER) to EPA dynamometer measurements, other locomotives, and emission standards; (2) quantify the effect of transients on real-world trip fuel use and emissions (TFUE); (3) quantify the trade-offs in TFUE between double- and single-powered push/pull consists; and (4) calibrate, validate, and apply a locomotive power demand (LPD) model to predict 1 Hz FUER. Rail yard (RY) and over-the-rail (OTR) measurements of locomotive FUER using a portable emissions measurement system (PEMS) were conducted. Measurements were made for diesel locomotives owned by NCDOT and operated by Amtrak for the Piedmont rail service. The NCDOT locomotives are typically more fuel-efficient than the EPA benchmark fuel use rate. Measured steady-state RY and OTR emission rates were approximately similar to EPA dynamometer measurements. NCDOT locomotives with electronically-governed fuel injection had lower fuel use and CO2 emission rates versus locomotives with mechanically-governed fuel injection. Several of the locomotives had real-world emission rates of selected pollutants higher than the level of the applicable Tier 0+ standard. Approaches to reduce such emissions are discussed. Accurate TFUE for real-world trips can be quantified based on incorporating transients. Approaches that incorporate transients include measuring 1 Hz FUER for the entire trip duration and estimating trip total emission rates based on modal average rates that are calibrated based on transient data. The double-powered push/pull consist is preferred in terms of fuel savings and emissions reductions of CO2, CO, and NOx with trade-offs of higher HC and PM emissions versus the single-powered consist based on measurements of two locomotives. However, the differences between consists with respect to TFUE would be estimated with more confidence based on a larger sample of locomotives. The LPD model is accurate for estimating average TFUE. The model can be used to demonstrate emission reduction benefits related to infrastructure improvements. The model was applied to case studies that illustrate potential ways to reduce TFUE via improvements to infrastructure and operations.
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