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RESEARCH PAYS OFF

Broadened Specifications Reduce Railroad Cost

Problem Solution

When the railroad industry converted The AAR and Southwest Research Motive Division. One fuel was tested its motive power from coal-fired Institute (SwRI) operate a medium- for a year on locomotives in revenue steam to diesel-electric locomotives speed diesel research labora- service. there was little demand for "middle tory on the SwRI campus in San Anto- As expected, both makes of diesel distillate" products, which were by- nio, Texas, where another research engine have a much greater tolerance products of production. The project on railroad alternative fuels has for and distillation range oil industry was glad to sell this un- been conducted since 1978. The early than called for in specifications for 2-D wanted fuel to the railroads for a few work included tests on , fuel oil. These specifications call for a pennies a gallon. The vegetable oils, residual fuel oils, syn- minimum cetane rating of 40, although manufacturers and railroads de- thetic fuels, and shale oil. In 1983 the it was found that cetane numbers as low manded the best quality of this distil- program's emphasis shifted to distillate as 30 caused no problem. A distillation late—in fact, even a higher quality fuel oils. range of more than 700°F (640°F in the than necessary. The specifications Consultations with industry experts 2-D specifications) also caused no dif- they developed led to today's ASTM focused on the study of two fuel prop- ficulty. No. 2-D diesel fuel oil. erties to find the tolerances of the die- In 1987 the AAR Operating- These distillates are no longer low- sel : cetane number and distil- Transportation General Committee value byproducts of the process lation range. The cetane number, adopted the recommended broad fuel because the growing demand for jet similar to the rating for a gaso- specifications based on the research fuel and highway diesel fuel is taxing line engine, indicates the combustibil- findings. These specifications include a the capacity of and pushing ity of fuel in a diesel engine. The minimum cetane number of 32 and a up the price. The lightest distillates, higher the cetane number, the higher maximum 90 percent distillation point kerosene and , are the most ex- the rating and the combustibility. The of 700°F. pensive. distillation range is the temperature Because diesel fuels are almost al- In an attempt to correct what has range within which 90 percent of the ways blends of various other fuels, the been described as "the railroads' addic- fuel is burned off. These two proper- broadened specifications mean that tion to premium fuels," the Association ties were deemed most likely to cor- refineries are able to use a higher per- of American Railroads (AAR) has con- relate with engine problems and to centage of lower-cost products, with ducted on-going fuel research in con- control the price of fuel. resulting savings to the consumer. junction with several railroads. They The test program included long-term found that marine diesel fuels, which engine idling (72 hours), engine per- might have provided a solution, are not formance, and limited wear/endurance. suited to the railroad environment. A The laboratory tests were conducted on cleaner fuel, probably 100 percent dis- full-sized, 12-cylinder locomotive die- tillate products, appeared to be neces- sel engines manufactured by General sary. Electric and General Motors' Electro-

18 TR News, May–June 1988 Several major railroads in the United States and have adopted broadened fuel specifications based on research conducted by the American Association of Railroads in conjunction with several railroad compa- nies. With growing availability and use of these lower-cost fuels, the potential savings industrywide could be as high as $70 mil- lion.

Application Benefits Several major railroads in the United Broadened-specification fuels generally States and Canada have adopted cost less than 2-D fuel oil. In the cur- broadened fuel specifications as a rent petroleum market of relatively low result of this research. Some of them prices, most railroads report saving one began purchasing fuels with lower or two cents per gallon of fuel, which cetane numbers after the first fuels costs about 50 cents per gallon. This were tested in the AAR program. represents a potential savings of as The availability and use of these fu- much as $70 million a year, based on an els are growing. At present, about estimated 3.5 billion gallons used by half of all locomotive fuel purchased railroads in the United States. Actual by Canadian railways and about 5 savings will be less because the broad- percent of that purchased in the ened specification fuels are not avail- United States meets the broadened able in all areas. specifications. Several U.S. railroads None of the railroads using these plan to start using the specifications broadened-specification fuels reports in 1988. any increase in engine failures or As a rule, pipeline operators will not maintenance cost. These fuels do not transport fuels that have no ASTM require any special handling. All of the specifications. ASTM recently began savings in fuel costs, therefore, are net the process of adopting AAR's broad- savings. ened fuel specifications as a new 3-D fuel oil specification. This develop- For further information, contact G. Suggestions for "Research Pays Off' ar- ticles are welcome. Contact David K. ment is expected to spur an increase in R. Cataldi, Assistant Manager—Energy Witheford, Transportation Research the supply of the fuel and will enable it and Special Studies, Association of Board, 2101 Constitution Avenue, N.W., to be transported by pipeline—a ne- American Railroads, 50 F Street, N.W., Washington, D.C. 20418 (telephone cessity for its widespread and eco- Washington, D.C. 20001 (telephone 202-334-2972). nomical use. 202-639-2261).

TR News, May–June 1988 19