UIC (International Union of Railways) · PDF fileUIC Project Manager for Diesel Engines ......

1H. Paukert, Sofia conference 18October 2006

UIC B 208

Rail engines emissions in Europe

Hans PaukertUIC Project Manager for Diesel Engines

Environmental performance of the railways as a competitive advantageSofia, 18 October 2006

UIC (International Union of Railways)


UIC B 208 Specialists’ Committee

• Consists of Diesel engine engineers of different European Railways (Chairman: Th.Cami/SNCF)

• Certifying Body for UIC for emission control of diesel engines (Leaflet 624)

• Railways R&D Organization for future technologies (biofuels, natural gas, exhaust gas after-treatment) and all kinds of diesel traction problems

• Type testing of diesel engines for railway applications (Leaflet 623)

• Constant review of Leaflets 623 and 624 to keep them state-of-the-art with the fast advancing diesel engine technology(common rail, VGT-turbochargers, etc.)


• Diesel traction problems were determined as of common interest by member railways since 1953

• Dealt within ORE (Office de Recherche et de l‘Essai de l‘UIC) later ERRI (European Rail Research Institute)

• A first standardised approval procedure was developed (B 13)

• Initial goal was to guarantee functionality and sustainability of the engine for railway application (UIC Leaflet 623)

• A first emission limitation was introduced in 1973 using a 13 mode steady state cycle

• numerous operational data was collected from the railways to determine the most suitable test cycle for emission measuring

• In 1982 the three mode F-cycle in ISO 8178-4 was evaluated as the best compromise to reflect railway specific operating conditions

UIC B 208 – Activities on Rail emissions


UIC emission limits progression

43 3 2.5

42.4 1.6 0.8 0.8 0.6

24

20

16

129.9

6

0 0 0 0 0.25 0.25

12

8

0

5

10

15

20

25

30

g/k

Wh

CO (g/kWh)

HC (g/kWh)

NOx(g/kWh)

PM

pre ‘82 ‘82 ‘93 ‘97 ’03P>560 kW

’03P<560 kW

UIC I UIC II


Comparison of test cycles

Comparison ISO Cycle F with EURO cycle (ECE R49)

0

10

20

30

40

50

60

70

0 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100

Power [%]

Wei

ghin

g Fa

ctor

[%

] Cycle Euro (ECE R 49)

Cycle ISO 8178-F



Fig. A: Cycle EURO cycles (ECE R49)



Comparison ISO Cycle F with Cycle C 1

0

10

20

30

40

50

60

70

0 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100

Power [%]

Wei

gh

ing

Fac

tor

[%] Cycle ISO 8178-4 C1

Cycle ISO 8178-4 F



Comparison ISO Cycle F with EPA Regulations

0

20

40

60

80

100

Idle, Dyn.Brake

0,0

112,5

225,0

337,5

450,0

562,5

675,0

787,5

8100,0

Notch (0-8), Power [%]

Wei

ghin

g Fa

ctor

[%]

ISO F - cycleEPA Line-haulEPA Switch


UIC Leaflet 624

• Leaflet 623 (containing an emission test) was not mandatory and therefore not applied by all member railways

• Leaflet 624 (emission test only) was released in 2001 as a mandatory Leaflet to be applied by all member railways

• Test cycle to be applied: cycle F

• Determination of mapping curves mandatory to show influence on fuel consumption for the customer

• Valid for new procurement of diesel vehicles as well as for re-powering of existing rolling stock


EU Directive 97/68 and 26/2004 for NRMM

• European Directive 97/68 became mandatory for all Non-roadmobile machinery

• Railway vehicles and inland waterway vessels were excluded

• With the adoption of the modification 26/2004 it becamemandatory for railway vehicles and inland waterway vessels

• Differentiation between railcars (DMU) and locomotives(introduction dates, limits, test cycles)

• Tests cycle C1 to be applied for railcars

• Test cycle F to to be applied for locomotives


New UIC Emission limits3rd edition Leaflet 624 (according to EC 26/2004)

FFFC 1FFTest Cycle

0,20,20,20,20,250,25PM

0,40,50,80,6HC

7,46,0NOX +HC4,0

NOX +HC4,0

n > 1000 r.p.m9,5

n = 1000 r.p.m9,9

6NOx

3,53,53,53,532,5CO

P > 2000 kW and cylinder capacity > 5

l/cylinderP > 560 kWP > 130 kW

P = 560 kWP > 130 kWP > 560 kWP = 560 kW

Limit value applicable from

1.1.2009 [g/kWh]UIC III A (locomotives)

Limit value applicable from1.1.2009 [g/kWh]

UIC III A (locomotives)


UIC III A (locomotives)


UIC III A(railcars)

Limit value applicable from1.1.2003 (g/kWh)

UIC IIPollutant


UIC Diesel action plan

• Rail diesel study

• Technical review of EC 26/2004

• Investigation on test cycle


UIC Diesel action plan

Activities within UIC Diesel Action Plan 2003-04 2005 2007

Pre-Study

Rail Diesel Study

Strategies/Measures based on Study

Preparation of Review NRMM Directive

Review

GREEN project

2006


Objectives

1. Investigate the possibilities of measures for reduction of diesel exhaust emissions

2. Support the preparation of the review of the NRMM Directive (feasibility of future emission limit values)

3. Assess the status and need of reduction measures under consideration of cost / benefit aspects


Future expectations

• UIC members expectations:- overall decline in the total number of diesel traction units - but possible increase in the number of diesel railcars

• Diesel traction offers more flexibility and interoperability –especially for new operators

• It is expected that between 2005 and 2020:- 8500 new railcars and- 9000 new locomotives engines will be purchased in Europe.

(Based on basic assumptions for life expectancy, market and productivity development for rail traffic)

•


PM emissions of European Diesel fleet

0.53

0.34

0.55

0.14 0.16

0.27

0

0.1

0.2

0.3

0.4

0.5

0.6

Railcars Mainlinelocomotives

Shuntinglocomotives

Em

issi

on fa

ctor

(g/

kWh)

Pre-1990Post-1990


NOx emissions of European Diesel fleet

13.715.4

12.6

7.0

10.711.9

02468

1012141618

Railcars Mainlinelocomotives

Shuntinglocomotives

Em

issi

on

fac

tor

(g/k

Wh

)Pre-1990Post-1990


Average vehicle age

16

27

0

5

10

15

20

25

30

35

40

Railcars Locomotives

Years

To be considered:Diesel rail fleet nohomogeneous entity. Some vehicles intensively used, especially older ones just occasionally


Actual size of European Rail Diesel fleet

L o c o m o tiv e e n g in e s ( ~ )

R a ilc a r e n g i n e s ( ~ )

P ropo r t io n ( ~ )

U IC 1 7 0 0 0 1 4 0 0 0 8 5 % N o n -U IC 2 7 0 0 2 6 0 0 1 5 %

Number of diesel engines in rail service in Europe:


Replacement of outdated engines(Re-powering)

• Average useful lifetime of vehicle approximately twice as long as the engine

• Engines are replaced when maintenance and operational costs do not justify their further use

• Replacement in the past for purely economic reasons

• Replacement engines not only more economic in fuel consumption but also show advanced emission behaviour

• Re-powering reduces total emission output


Retrofitting with exhaust-after-treatment devices on existing vehicles

• Retrofitting with exhaust after treatment devices would often exceed axel load; (diesel traction often on secondary lines with lower axle load) or available space

• DPF systems often increase exhaust back pressure and may therefore influence engine life and/or maintenance costs

• SCR devices needs a second agent for operation

• No experience about sustainability and functional life of these systems

• Cost-benefit analysis shows very little gain compared to investment and operational costs


Typical situation in main line locomotive

EngineExhaust silencer


Silencer in a main line locomotive


Exhaust aftertreatment device in mainlinelocomotive (2000 kW)

• DPF filter + SCR converter add appr. 4t of mass? exceedsmaximum axle load

• Increase of exhaust back pressure beyond permissible limits

• Available space in existing locomotives insufficient

• Mounting and fixations to be re-designed

• SCR converter needs a second operational agent (UREA)

nAdditional tank (heated)

nSecond infrastructure distribution system

n UREA lines to be heated


Typical situation in a DMU

Connection Powerpack - Silencer


Silencer in a main line locomotive

From the turbocharger two exhaust

pipes lead to the silencer.

The silencer outlet leads through a

carpet in the passenger

compartment to the roof.


Exhaust aftertreatment device in DMU

• Similar considerations for additional mass forDPF filter + SCR converter ? exceeds maximum axle load

• Increase of exhaust back pressure beyond permissiblelimits

• Available space in existing DMU insufficient

• Mounting and fixations to be re-designed

• Second operational agent needed


Technical review of EC 26/2004:Important points of investigation

• Internal engine optimisation(EUROMOT)• Exhaust after-treatment systems and filters for railway

operations (UNIFE)• Available space on the vehicle, impact on mass and length

(UNIFE + UIC)• Functional sustainability – Durability (Manufacturer +UIC)• Consequences for re-powering (UIC+Manufacturers)• Consequences for procurement and maintenance costs (UIC)• Comparison with legislation in North America (EMA+UIC)• Review of Test cycle (UIC)


Comparison with North American legislation

• EPA currently works on Tier 3 (Tier 4)• Alignment with EU should be envisaged• EPA applies to Locomotive Model Year, not the engine within

the locomotive.• Tier 0 Regulations for Passenger Locomotives only effective

by 2007• Different measuring methods:

Dyno=UIC vs.locomotive=EPA• In North America the locomotive is certified• Within EC/UIC the engine is certified• Different test cycles• Different rules for re-powering


Results on test cycle analysis

Data basis of the investigation:

The UIC Specialists committee B 208 collected data from the participating railways.

Within the scope of this work railcars, shunting locomotives and main line locomotives have been

investigated.

The collected data were provided by:

• Austria (ÖBB)

• Belgium (SNCB)

• Czech Republic (CD)

• France (SNCF)

• Germany (DB)

• Great Britain (EWS)

• Italy (FS)

• Denmark (DSB)

• United Kingdom (EWS)


Data basis of investigation


Weighing of results

Weighing according to fleet performance (km)

17%

39%

0%9%

13%

15%

3%

1%

1%2%

DB - Loco MTU 16V 4000

DB - Railcar Cummins QSK19R

FS - Loco Isotta F. V1712T2TF

SNCB - Railcar Cummins QSK19R650

SNCF - Loco Pielstick 16PA4 200 VGA

SNCF- Railcar MAN D 2866 LUH 21

ÖBB - Loco MTU 16V 4000

ÖBB - Loco Caterpillar 3412

ÖBB - Loco JW 608 DS

CD - Railcar Caterpillar 3412 E DITA


Summary - Power output distinction

• Minor differencesbetweenlocomotives and DMUs

• Full load precentage

smaller than

according

ISO F

Duty cycles – Power output distinction

64,7%

21,6%

13,7%

53,1%

27,8%

19,0%

70,5%

18,4%

11,1%

60%

15%

25%

0,0%

10,0%

20,0%

30,0%

40,0%

50,0%

60,0%

70,0%

80,0%

P<30% P>70%

Idling Partial load Rated speed

Tim

e pe

rcen

tage

Average total Average locos

Average DMU ISO 8178-4 cycle F


Summary - Speed distinction

• No essential

differences in duty

cycle between DMUs

and locomotives

• Full load proportion

smaller than

according to Current

ISO F cycle

• Idling proportion

nearly identical to

current ISO F cycle

Duty cycles – Speed distinction

61,6%

26,9%

11,5%

57,0%

27,4%

12,4%

64,7%

26,5%

8,7%

60%

15%

25%

0,0%

10,0%

20,0%

30,0%

40,0%

50,0%

60,0%

70,0%

n<25% n>80%

Idling Partial load Rated speed

Tim

e pe

rcen

tage

Average total Average locos

Average DMUs ISO 8178-4 cykle F


Comparison between real duty cycle and ISO C1

Neither DMU nor

locomotives have duty

cycles that are similar

to the ISO C1 cycle.

Measuring points 1,7

and 8 correspond to

ISO F cycle

5,1% 4,7% 3,9%0,4% 0,6%

3,4%

26,1%

55,7%

7,7% 9,2% 8,2%

0,1% 0,1% 0,4%

37,7% 36,6%

3,9% 2,4% 1,7% 0,5% 0,9%4,9%

20,4%

65,3%

15% 15% 15%

10% 10% 10% 10%

15%

0,0%

10,0%

20,0%

30,0%

40,0%

50,0%

60,0%

70,0%

Average total Average locoAverage DMU Weighing according C1

Mode 1 2 3 4 5 6 7 8Speed 100% 100% 100% 100% 70% 70% 70% LLLoad 100% 75% 50% 10% 100% 75% 50% 0%


Comparison between real duty cycle and ISO F

25%

59,5%

25,1%27,5%

4,0%0,3%

48,9%

27,0%

15%

60%

15,4%

95,6%

0%

20%

40%

60%

80%

100%

120%

Idling Partial load Full load

ISO 8178-4 cycle FAverage weighedMinimum (single value)Maximum (single value)

Analysis with weighing according to the performance (km)


Conclusions on test cycle

• Scatter of results highly depending on vehicle type and operating profile

• DMUs often have a higher idling proportion than locomotives

• High idling proportion not only due to idling at standstill but also after

acceleration phase when running (due to low rolling resistance of rail

vehicles

• NRTS cycle (C1) is not appropriate for railway vehicles

• ISO 8178-4 cycle F is still the best compromise for different railway

applications

• Weighing factors of intermediate point and full load should be modified


Proposal for „new“ F cycle

• Modification of the weighing factors of ISO 8178-4 cycle F as

following:

Mode 1 (Rated speed): 15%

Mode 2 (Partial load): 25%

Mode 3 (Idling): 60% (5% remaining load for auxiliary systems)

• Application of cycle F for all railway vehicles


Remaining items for B 208

• Investigation on the influence of fuel quality on exhaust emissions

• Study on the impacts for re-powering

• Proposals for field tests with exhaust gas after-treatment devices to gain

experience on their sustainability and liability in Railway use

• Study of the impact on revenue services resulting from the need for a

second agent (UREA) for the functioning of SCR converters (distribution

system, heated tanks, heated fuel lines, etc.)


Diesel traction in Europe

• Railways’ pollutant emissions in Europe contribute only 1%of the total output

• In Europe about 55% of the network is electrified

• On the electrified part of the network about 80% of the total transport volume (Passenger + Freight) is hauled

• Diesel traction in Europe hauls only~ 15-20 % of the totalrailway transport volume


Comparison between Rail diesel fleet sizeand road

Rail diesel fleet small compared to the automotive sector:

• less than 40 000 diesel rail vehicle engines

• more than 10 000 000 diesel trucks and

• more than 30 000 000 diesel cars in Europe

Rail market share in Europe only a mere 15% for freight and around 10% for passenger services


Thank you for your attention

For additional information

Contact:

Hans PaukertUIC

www.uic.asso.fr

Phone: +33-1-4449 2105Fax: +33-1-4449 2099

E-mail: [email protected]

Date post:	29-Mar-2018
Category:	Documents
Upload:	phunghanh
View:	220 times
Download:	0 times

UIC (International Union of Railways) · PDF fileUIC Project Manager for Diesel Engines ......

Documents