LOCOMOTIVE VEHICLE/ TECHNOLOGY OVERVIEW A Report Prepared by the Locomotive Technology Task Force of the Next Generation Equipment Committee August 11, 2011 Tasking The Locomotive Technology Task Force was established in response to a concern of the Executive Board that the recently-approved diesel-locomotive specification represented “business as usual” as far as propulsion technologies are concerned. A desire was expressed to investigate what technologies might be available to “take passenger locomotives to the next stage in technology.” Associated with this was interest in determining if any new technologies might be ready/feasible for commercial use in a PRIIA version of dual-mode locomotive to be used on routes in the New York City region serving Pennsylvania Station and Grand Central Terminal where internal combustion vehicles are prevented from operating in the approach tunnels. Members for the LTTF were solicited from the PRIIA Technical Subcommittee. Over two dozen representatives of operators and manufacturers volunteered; a complete list of LTTF members is included later in this document. The LTTF effort was not intended to present new and independent research efforts, but rather provide a literature search of “what’s out there now.” One of the first tasks of the members was to submit ideas technologies and/or vehicles about which information would be gathered. One limitation on the information reported is that some manufacturers noted certain developmental projects were proprietary; these obviously are not included in this report. General Guidelines for the Vehicle/Technology reports were to include the following: A. Vehicle/Technology: B. Application (e.g., switcher, linehaul freight/passenger, experimental, etc.) C. Manufacturer D. Year Placed in Service (or testing began) E. Summary Description F. Advantages (over conventional equipment) H. Disadvantages (over conventional equipment) I. Sources Not all reports submitted exactly followed this structure. Contents This document presents sixteen reports on various vehicles and technologies. In broad terms, the reports fall into three categories: A. Operational Vehicles—current or series production, mature technology. B. Experimental/Operating—currently operating vehicles, generally a unique, one-off design, intended to evaluate a technology application, or an under-design/construction vehicle clearly intended for future series production Page 2 Vehicle/Technology Report C. Research—past projects or current projects under design/construction to evaluate a technology application. The author of each report is listed alongside the title. Operational A. P32AC-DM (Graciela Trillanes) B. DM30AC (Phil Strong) C. ALP45DP (Lutz Schwendt) D. Hybrid Switchers (Bruce Wolff) E. Hybrid DMU (Lutz Schwendt) F. Genset Locomotives (Bobby Doyle) Experimental/Operating A. Plathee Switcher (Bruce Wolff) B. Traxx (Lutz Schwendt) C. Hydrogen Fuel Cell (Melissa Shurland) D. ES44AC Hybrid Locomotive (Graciela Trillanes) E. Battery Electric Locomotive (Melissa Shurland) F. Biodiesel (B20) Fuel (Melissa Shurland) Research A. Natural Gas Locomotive (Jack Madden/Bobby Doyle) B. Tier IV Diesel Engine (Graciela Trillanes/Bruce Wolff) C. Dual Fuel (Natural Gas/Diesel) Locomotive (Graciela Trillanes) D. JetTrain/Flywheel Energy Storage (Mike Coltman/Al Bieber) References Authors included selected references on their reports. Listed below are other documents members of the Task Force came across that contain related information, and most of these references, themselves, include additional references for interested readers. 1. Parker, E.S., "Selecting the Proper Commuter Rail Vehicle Technology for Denver RTD’s FasTracks Program," Transit Finance Learning Exchange Electrification and Commuter Rail Workshop, March, 2011 http://www.rtachicago.org/meetings/electrification-and-commuter-rail-workshop.html http://www.rtachicago.org/images/stories/T-flex/Presentations/PDF/P2.1%20parker.pdf 2. LTK Engineering Services, "Rolling Stock Technology Assessment for Metrolinx GO Electrification," June, 2010 http://www.getongo.ca/estudy/en/current_study/docs/Rolling_Stock_Technology_Report_FIN AL080610.pdf 3. Parker, E.S., “Defining an Economic Niche for Hybrid DMUs in Commuter Rail," Fifth International Hydrail Conference, June, 2009 Page 3 Vehicle/Technology Report http://www.hydrail.org/docs/5_parker.pdf 4. Parker, E.S., “Defining an Economic Niche for Hybrid DMUs in Commuter Rail," 2008 APTA Rail Conference Proceedings, June, 2008 5. Parker, E.S., DiBrito, D.A., “Selecting the Proper Commuter Rail Vehicle Technology," 2007 APTA Rail Conference <<ParkerE CR Tech Select 060407.pdf>> 6. Rader, C., “Economics of FRA-Compliant Diesel Multiple Units (DMUs),” 2003 APTA Rail Conference, June 2003. 7. Sislak, K, "Economics of Diesel Multiple Unit Operations," 1996 APTA Rapid Transit Conference, June, 1996. 8. Jacobs, D., Galbraith, A., "A Comparison of the Operating and Maintenance Costs of DMU and Locomotive-hauled Equipment for the MBTA," 1997 APTA Rapid Transit Conference, June 1997. 9. AAR, BNSF, UP and California Environmental Associates, “An Evaluation of Natural Gas Fueled Locomotives, November 2007. 10. Jaafar, A. et. Al, “Sizing and Engergy Management of a Hybrid Locomotive Based on Flywheel and Accumulators, October 2009, IEEE Transactions on Vehiclular Technology. 11. Kumar, Ajith, “Hybrid Energy Locomotive Electrical Power Storage System,” U.S. Patent 6,591,758, July, 2003. 12. Thelen, R.F., Herbst, J.D. Caprio, M.T., “A 2MW Flywheel for Hybrid Locomotive Power,” IEEE Vehicular Technology Conference, 2003. 13. Leading European Companies Launch Joint Technology Initiative, railway-technolgy.com, July 2011. http://www.railway-technology.com/News/News124387.html Page 4 Vehicle/Technology Report Members of Task Force The following individuals were members of the PRIIA Locomotive Technology Task Force as of the date of this report. Al Bieber (STV, Inc.) Richard Brilz (MotivePower) Richard Chudoba (Electro-Motive) Michael Coltman (Volpe NTSC) Robert Doyle (Progress Rail Services) Steve Fretwell (CalTrans) Greg Gagarin (Amtrak) Jeff Gordon (Volpe NTSC) Heinz Hofmann (Siemens AG) Kevin Kesler (FRA-Office of Safety, R&D) James Klaus (Cummins) Michael Latour (Siemens AG) John Madden (NYSDOT) Jack Martinson (Bombardier Transp.) Curtis McDowell (NC-DOT) Jim Michel (Marsh USA) John Pannone (EAO Corp.) Allan Paul (NC-DOT) Charles Poltenson (NYSDOT) John Punwani (FRA-Office of Safety, R&D) Lutz Schwendt (Bombardier Transp.) Melissa Shurland (FRA-Office of Safety, R&D) Phil Strong (P S Consulting) Graciela Trillanes (GE Transportation Sys.) Mike Trosino (Amtrak) Dave Ward (Siemens AG) David Warner, Chairman (Amtrak) David Watson (GE Transportation Systems) Bruce Wolff (MTU) Disclaimer The views, opinions, conclusions, recommendations expressed in this report are those of the authors themselves and do not represent the policy or position of their respective employers or the Section 305 Next Generation Corridor Equipment Pool Committee (NGEC) or any of its officers or members. (adopted 1/3/2012) Page 5 Vehicle/Technology Report P32AC-DM-Genesis Dual Mode Locomotive GE Transportation Graciela Trillanes   Speed: 110 mph (diesel) Dual Power: 650 VDC third rail capability Arrangement: B-B - Trucks fitted with third rail power pick-up mechanisms Weight: 277, 000 lbs. Engine Model: 7FDL12, 3200 hp with EFI Alternator: 1 - GMG195A1 Motors: 4 - GEB15 AC, axle suspended Inverters: 4 - one per traction motor for single axle control Head End Power: Inverter rated 800 kW, 480 V, 3 Phase, 60 Hz Air Brake Schedule: 26L Integrated Electronic Air Brake Control by NYAB/Knorr Users: Amtrak, Metro-North (42 locomotives produced since 1995) Main Configuration and Features: Aerodynamic monocoque carbody Enhanced collision capability Cab signal equipped - Microcabmatic by GRS Automatic parking brake Microcomputer-based integrated control Engine layover system by Kim Hot Start Compartmentalized, spill-resistant fuel tank Remote engine starting Retractable third rail shoes Blended dynamic/air brake system Dual mode with seamless transition Hostler stand Battery jog capability Page 6 Vehicle/Technology Report LIRR Dual Mode Locomotives (DM 30AC) Phil Strong Vehicle/Technology: Diesel/3rd Rail Line Haul Passenger Locomotive Manufacturer: GM, EMD Year Placed in Service: 1997/1998 Summary Description: Engine: EMD 12 cylinder 710 engine Propulsion: AC, all four axles equipped Propulsion Controls: subcontractor, Siemens HEP : supplied by main engine, converted to 3 phase 480 VAC HEP Signal Conditioning: subcontractor, Siemens Truck: subcontractor, Thyssen-Krupp Length, width, height: 75 ft, 10 ft, 14.5 ft Weight: 295,000 lbs Top Speed: 80 mph Braking: Blended dynamic and friction brake, with full service brake capability possible using friction only using combination tread and wheel cheek. Power at Rail: Higher power at rail in 3rd rail mode than in diesel mode Advantages (over conventional equipment): Offers one seat ride to and from Penn Station NY from and to locations on Eastern Long Island East of where track with 3rd rail is not installed. Disadvantages (over conventional equipment): 1. Low speed acceleration performance of consists using one or two DM 30 locomotives is typically less than for the LIRR EMU fleet. Maximum horsepower available at the rails per ton of consist weight is typically less than for the LIRR EMU consists. (Note that EMU consists share track with DM consists in electrified territory.) 2. Operation in 3rd rail mode over 3rd rail gaps can cause arcing when entering and leaving, if in a high power notch. Page 7 Vehicle/Technology Report ALP45DP Dual Power Locomotive Lutz Schwendt Supplier: Bombardier, Germany Timeline: In test and delivery to NJT (New Jersey) and AMT (Montreal, QC), Revenue Service from autumn 2011 Description and Data: - Locomotive for commuter and regional service in North America - Max. service speed 125mph - Weight 284.000 lbs - Power 4MW at wheel fore electric mode, 4,200 HP diesel engine power - 2 high speed diesel engines Technology: - AC propulsion - AC catenary supply (all three NEC systems) and diesel propulsion - 2 engines Caterpillar 3512HD certified for Tier 3 - Asynchronous alternators with engine start function - Line converters also used as alternator rectifiers - Common DC link for Electric and diesel propulsion - Light weight monocoque carbody with integrated fuel tanks - Safe fuel tank for passing through tunnels (NY fire department) - Fully suspended drive with integrated high capacity disc brakes Useful Technology for PRIIA Diesel Locomotive? - AC propulsion technology - Engine starting system - Multi engine concept and integration into the locomotive controls - Lightweight monocoque carbody - High speed trucks and drives, integrated disc brake Page 8 Vehicle/Technology Report Railpower Technologies (and Railserve) Hybrid Locomotives: Green Goat and Green Kid Bruce Wolff Application: Switcher locomotive Manufacturer: Railpower Technologies (now RJ Corman Railpower). All locomotives were built under contract by various manufacturers, including SRY (New Westminster, BC), Alstom (Calgary, AB), Railserve (Longview, TX), MPI (Boise, ID), CAD Rail (Montreal, QC) and Super Steel (Schenectady, NY). Some manufacturers (e.g. Railserve) were also the locomotive purchasers. Year entered service: Prototype Green Goat (2000 hp) in 2001; prototype Green Kid (1000 hp) in 2003. Production units built 2004 - 2006. Summary description: Battery-dominant hybrid switcher locomotive. Traction power is provided by lead-acid batteries, which develop up to 2000 hp (Green Goat) or 1000 hp (Green Kid) for several minutes. A 300 hp diesel genset runs as needed to recharge the batteries. The concept functions only for a switcher application, where a) the average power requirement is far lower than the peak power requirement, and b) the peak power is required only for a couple minutes at a time, allowing time for the batteries to recharge before peak power is required again. Batteries are recharged entirely by the diesel genset; braking energy is not captured due to anticipated difficulty in harnessing energy at very low track speeds. Advantages:  Fuel consumption savings over 50% are possible.  Extremely low emissions compared to existing Tier 0 or uncertified single-engine switcher locomotives.  Ability to operate in zero-emission mode (by disabling diesel genset) for a limited period of time, for example when operating inside a building.  Very quiet and vibration-free operation. Page 9 Vehicle/Technology Report Disadvantages:  High capital cost compared to an operable older single-engine switcher. Acquisition can usually only be justified if government emission reduction funding is available.  Fuel cost savings are mitigated by the inherently low fuel consumption of switcher locomotives, due to their low average duty cycle.  Can lose power, or even suffer permanent battery damage, if the duty cycle is high enough that the batteries cannot recharge properly. Susceptible to draining batteries when operating at full power at speeds above 5 or 10 mph for more than a couple minutes.  Battery management was not fully optimized when production began, leading to a few well-publicized battery thermal events (fires). Page 10 Vehicle/Technology Report