- LMOA Locomotive Maintenance Officers Association
Proceedings of the 69th Annual Meeting
September 13-14, 2007
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2007 ADVERTISERS INDEX
LOCOMOTIVE MAINTENANCE OFFICERS ASSOCIATION
AMSTED RAIL GROUP 67
BACH-SIMPSON 159
CLARK FILTER CORP 47
DUROX EQUIPMENT 141
CE TRANSPORTATION 113
GRAHAM WHITE MANUFACTURING 35
INDUSTRY SPECIALTY CHEMICALS, INC 87
KIMHOTSTART 191
LPI LIFT SYSTEMS 11
MAGNUS, LLC 53
MIBA BEARINGS, U.S 207
MOSEBACH MANUFACTURING 29
MOTIVE POWER, INC INSIDE FRONT COVER
NATIONAL ELECTRICAL CARBON PRODUCTS 195
NATIONAL RAILWAY EQUIPMENT CO 17 Locomotive Maintenance Officers Association
PEAKER SERVICES, INC OUTSIDE BACK COVER
PENN LOCOMOTIVE GEAR INSIDE BACK COVER
PREDICT 41
RAILPOWER HYBRID TECH. CORP. 131
RAIL PRODUCTS INTL. INC 165
RAILROAD FRICTION PRODUCTS 151
RAILWAY EQUIPMENT ASSOCIATES 139
SAFETY KLEEN SYSTEMS, INC 99
SIMMONS MACHINE TOOL 71
SNYDER EQUIPMENT, INC 213
TAME, INC 203
TRANSPORTATION EQUIPMENT SUPPLY CO 79
TRIANGLE ENGINEERED PRODUCTS 137
ZTR CONTROL SYSTEMS 169, 171, 173, 175, AND 177 LOCOMOTIVE MAINTENANCE OFFICERS APPRECIATES THESE 2007 SUPPORTING ADVERTISERS
AMSTED RAIL GROUP MIBA BEARINGS U.S. RAILROAD FRICTION PRODUCTS
BACH-SIMPSON MOSEBACH MFG. RAILWAY EQUIPMENT ASSOC.
CLARK FILTER CORP. MOTIVE POWER, INC. SAFETY KLEEN SYSTEMS INC
DUROX EQUIPMENT NATIONAL ELECTRICAL CARBON PROD. SIMMONS MACHINE TOOL
GE TRANSPORTATION NATIONAL RAILWAY EQUIPMENT CO. SNYDER EQUIPMENT CO. INC
GRAHAM WHITE MANUFACTURING PEAKER SERVICES. INC. TAME, INC.
INDUSTRY SPECIALTY CHEMICALS, INC. PENN LOCOMOTIVE GEAR TRANSPORTATION EQUIP. SUPPLY CO.
KIM HOTSTART PREDICT TRIANGLE ENGINEERED PROD.
LPI LIFT SYSTEMS RAIL POWER HYBRID TECH CORP. ZTR CONTROL SYSTEMS
MAGNUS, LLC RAIL PRODUCTS INTL. INC.
ATTENTION ALL MEMBERS: WE DO NOT ENDORSE ANYONE'S PRODUCT, BUT WE DO APPRECIATE OUR ADVERTISERS. Listed above are the names of the ADVERTISERS whose ads appear in our ANNUAL PUBLICATION. We appreciate the fine financial support these advertisers provide. We hope to see these and many more advertisers' names displayed in this fashion at all of our future ANNUAL MEETINGS. Be sure to read their ads in the Annual Publication. Locomotive Maintenance Officers Association
INDEX
STATE OF THE UNION ADDRESS - 2006 21-23
ACCEPTANCE SPEECH - 2006 24-25
DIESEL MECHANICAL MAINTENANCE COMMITTEE 26-66
SHOP EQUIPMENT AND PROCESSES COMMITTEE 68-80
FUEL, LUBE AND ENVIRONMENTAL COMMITTEE 81-109
DIESEL MATERIAL CONTROL COMMITTEE 110-116
NEW TECHNOLOGIES COMMITTEE 117-160
DIESEL ELECTRICAL MAINTENANCE COMMITTEE ....161-208
LMOA BY-LAWS 209-212
RECAP PRIOR TECHNICAL PAPERS 214-231 Locomotive Maintenance Officers Association
2006 LMOA MVP RECIPIENTS
The executive board of LMOA wishes to congratulate the following individu als who were selected as the Most Valuable People of their respective commit tees in 2006.
Name Companv Committee Dan Agler Kansas City Southern Rwy. Diesel Mechanical Maintenance
Ron Delevan National Electrical Carbon Diesel Material Co
Mike Drylie CSX Transportation Diesel Electrical Maintenance
Chuck Kunkel Union Pacific RR Fuel, Lube & Envrironmental
Dr. Arnold Miller Vehicle Projects, LLC New Technologies
This honor is bestowed on an annual basis to those individuals who perform meritorious service and make significant contributions to their respective technical committees.
LMOA EXECUTIVE COMMITTEE Locomotive Maintenance Officers Association
THE LMOA EXECUTIVE BOARD WOULD LIKE TO
EXPRESS THEIR SINCERE APPRECIATION TO
BOB BOURG OF WABTEC CORPORATION FOR HOSTING OUR JOINT TECHNICAL COMMITTEE MEETING IN GERMANTOWN, MARYLAND ON APRIL 30, AND MAY 1,2007 AND FOR PROVIDING A
TOUR OF THEIR FACILITIES.
WE WANT TO GIVE A SPECIAL THANKS TO
DIANE HOPKINS OF WABTEC FOR
COORDINATING THE MEETING DETAILS AND THE LUNCHEONS AND TO STUART OLSON, FROM
WABTEC WHO IS ALSO CHAIRMAN OF THE
DffiSEL ELECTRICAL COMMITTEE.
THE LMOA EXECUTIVE BOARD WOULD LIKE TO
THANK RICK ORTYL OF METRO EAST INDUSTRIES FOR HOSTING THE JOINT
TECHNICAL COMMITTEE'S LUNCHEON IN GERMANTOWN ON MAY 1,2007
THANK YOU RICK.
WE ALSO WANT TO THANK LMOA 1ST VICE PRISIDENT, MIKE SACRINGE. MIKE MADE
ARRANGEMENTS FOR THE COMMITTEES TO MAKE A SHOP TOUR OF AMTRAK'S IVY SHOPS. Locomotive Maintenance Officers Association
PAST PRESIDENTS
1939 & 1949 - F. B. DOWNEY (Deceased) Shop Supt, C&O Ry. 1941 - J. C MILLER (Deceased ), MM, N.Y.C & St. L.R.R. 1942-1946, Inc. - J. E. GOODWINN (Deceased) Exec. Vice President, C. & N.W. Ry. 1947 - S. O. RENTSCHILLER (Deceased) Chief Mechanical Officer, Bessemer and Lake Erie R.R. 1948 - C D. ALLEN (Deceased) Asst C.M.O. - Locomotive, C & O. Ry. & B. & O. R.R. 1949 - J. W. HAWTHORNE (Deceased) Asst. Vice-Pres.- Equipment, Seaboard Coast Line R.R. 1950 - G. E. BENNET (Deceased) Vice-Pres.-Gen. Purchasing Agent, C. & E. I. Ry. 1951 - P. H. VERD (Deceased) Vice-Pres.-Personnel, E. J. & E. Ry. 1952 - H. H. MAGILL (Deceased) Master Mechanic, C. & N. W. Ry. 1953 - S. M. HOUSTON (Deceased) Gen. Supt. Mech. Dept. Southern Pacific Co. 1954 & 1955 - F. D. SINEATH, Retired Chief of Motive Power, Seaboard Coast Line R.R. 1956 - T. T. BLICKLE (Deceased) General Manager - Mechanical, A T. & S. F. Ry. 1957 - J. T. DAILEY (Deceased) Asst. to Pres.-Mech.,Alton & Southern R.R. 1958 - F. E. MOLLOR (Deceased) Supt. Motive Power, Southern Pacific Co. 1958 - F. R. Denny (Deceased) Mechanical Supt., New Orleans Union Passenger Terminal 1959 - E. V. MYERS (Deceased) Supt. Mechanical Dept., St. Louis-Southwestern Ry. 1960 - W. E. LEHR (Deceased) Chief Mechanical Officer, Pennsylvania R.R. 1961 - O. L HOPE, (Deceased) Asst.Chief Mechanical Officer, Missouri Pacific R.R., 1962 - R. E. HARRISON (Deceased) Manager-Maintenance Planning & Control, Southern Pacific Co. 1963 - C. A. LOVE, (Deceased) Chief Mechancial Officer, Louisville & Nashville R.R. 1964 - H. N. CHASTAIN, (Deceased) Gen. Manager-Mechanical, A. T. & S. F. Ry. 1965- J. J. EKIN, JR. (Deceased) Supt. Marine & Pier Maintenance, B. & O. R.R. 1966 - F. A. UPTON II (Deceased) Asst.Vice-President-Mechanical, C. M. St. P.& P. R.R. 1967 - G. M. BEISCHER, Retired Chief Mechancial Officer, National Railroad Passenger Corp. Washington, D.C. 20024 1968 - G. F. BACHMAN, (Deceased) Chief Mechanical Officer, Elgin Joilet & Eastern Ry. 1968 - T. W. BELLHOUSE (Deceased) Supt. Mechanical Dept., S. P. Co., - St. L S.W Ry. 1970 - G. R.WEAVER (Deceased) Director Equipment Engineering, Penn Central Co., 1971 - G. W. NEIMEYER (Deceased) Mechanical Superintendent, Texas & Pacific Railway 1972 - K. Y. PRUCHNICKI (Deceased) General Supervisor Locomotive Maintenance, Southern Pacific Transportation Company 1973 - W. F. DADD, (Deceased) Chief Mechanical Officer, Chessie System 1974 - C. P. STENDAHL, Retired General manager M.R-Electrical, Burlington Northern Railroad 1975 - L. H. BOOTH, (Deceased) Retired Assistant C.M.O.-Locomotive, Chessie System, 1976 - J. D. SCHROEDER, Retired Assistant C.M.O.-Locomotive Burlington Northern Railroad, 244 Carrie Drive, Grass Valley, CA 95942 1977 - T. A. TENNYSON (Deceased) Asst. Manager Engineering-Technical, Southern Pacific Transportation Co. 1978 - E. E. DENT, (Deceased) Superintendent Motive Power, Missouri PacificRailroad, 1979 - E. T. HARLEY, Retired Senior Vice President Equipment, TrailerTrain Company, 289 Belmont Road, King of Prussia, PA 19406 Locomotive Maintenance Officers Association
1980 - J. H. LONG, (Deceased) Manager Locomotive Dept., Chessie System 1981 - R. G. CLEVENGER, Retired General Electrical Foreman, Atichison, Topeka & Sante Fe Rwy. 1982 - N.A. BUSKEY (Deceased) Asst General Manager-Locomotive,Chessie System 1983 - F. D. BRUNER (Deceased) Asst. Chief Mechanical Officer-R. & D. Union Pacific Railroad 1984 - R. R. HOLMES, Retired, Director Chemical Labs and Environment, Union Pacific 1985 - D. M. WALKER, Retired, Asst. Shop Manager, Norfolk Southern Corp., 793 Windsor St., Atlanta, GA 30315 1986 - D. H. PROPP, Retired Burlington Northern RR& Vice President, Ontrack, 8913 West 161st St., Overland Park, KS 66085 1987 - D. L WARD, (Deceased) Coord.-Quality Safety & Tech. Trng. Burlington Northern R.R. 1988 - D.G. GOEHRING, Retired, Supt. Loco.Maint, National RR Passenger Corp., 1408 Monroe, Lewisburg, PA 17837 1989 - WILLIAM A. BROWN, Retired, l&M Rail Link, 9047 NE 109th St., Kansas City, MO 64157 1990 - P. F. HOERATH, Retired Sr. Mech, Engr. Shops, Conrail, Box 134, R.R.4, Hollidaysburg, PA 16648 1991 - D. D. HUDGENS, Retired, Sr. Mgr. R&D, Union Pacific, 16711 Pine St., Omaha, NE 68130 1992 - K. ALLEN KELLER, Retired, Supt. Loco. Maint, Reading, R.R., 241 E. Chestnut, Cleona, PA 17042 1993 - W. R. DOYLE, Project Manager, Sound Transit, Seattle, WA 98104 1994 - M.A. COLES, Senior Mgr.-Loco. Engineering & Quality, Union Pacific R.R. 1400 Douglas St, Stop 1050, Omaha, NE68179 1995 - CA.MILLER, Retired, Mgr.-Loco. Engineering& Quality, Union Pacific RR. 1728 S. 167 Circle, Omaha, NE 68130 1996 - G.J. BRUNO, Retired, Supt - Mechanical, Amtrak, 14142 S.E. 154th PL, Renton, WA 1997- D.M. WETMORE, General Supt. - Fuel Opns., NJTRailOpns. 1148 Newark Turnpike, Kearny, NJ 07032 1998- H.H. (MIKE) PENNELL, Ellcon National, 1016 Williamsburg Lane, Keller, TX 76248 1999- JAKE VASQUEZ, Retired,Asst Superintendent-Terminal Services, Amtrak 1130 Walnut Ave., Osawatomie, KS 66067 2000- RON LODOWSKI, Asst. ShiftSupt, CSX Transportation Selkirk, NY 12158 2001- LOU CALA, Consultant, LJC Rail, Duncansville, PA 16635 2002- BOB RUNYON, Engineering Consultant, Roanoke, VA 24019 2003- BRIAN HATHAWAY, Consultant Port Orange, FL 32129 2004- BILL LECHNER, Senior General Foreman-lnsourcing-Air Brakes, Governors & Injectors, Norfolk Southern Corp., Altoona, PA 16601 2005- TAD VOLKMANN, Director-Mechanical Engineering, Union Pacific RR, Omaha, NE68179 2006- BRUCE KEHE, Mgr.-Maint Locomotive, EJ &ERwy. Gary, IN 46402
HONORARY LIFE MEMBERS
F.W. BUNCE, Retired Chief Mech. Officer, Milwaukee Road. J. J. BUTLER, Retired ChiefMech. Officer, Consolidated Rail Corp., 158 Woodgate Ln., Paoli, PA 19301 OWEN CLARKE, Retired Vice-President, Chesapeake & Ohio Ry., Cleveland, Ohio B. A. CUMBEA, Retired Mgr. Loco. Maint-Engr., Chessie System, 310 Cherokee Trail, Huntington, WV 25705 Locomotive Maintenance Officers Association
N. C. ECKERLE, Sales Mgr. Specialty Chem., Nalco Chem. Co., 2901 Butterfield Rd., Oak Brook, IL60521 W. EWING, Retired, Altoona Gear Co., Calbassas, CA W. T. FARICY, Retired Chairman of the Board, A.A.R. J. G. GERMAN, Retired V. Pres.-Engr. Missouri Pacific Railroad Co. j.). GREGORY, Retired Project Mgr.-Heavy Repair Shop, Consolidated Rail Corp., 603 Ruskin Drive, Altoona PA 16602 DONALD GRAAB, AVP-Mechanical, Norfolk Southern, 1200 Peachtree, Atlanta, GA 30309 S. GRAHAM HAMILTON, President, Global Group, Inc., P.O. Box 2024, Winter Park, FL 32790 W. j. HARRIS, Retired V. Pres., Research &Test Dept, Assn. of American Railroads,Washington, D.C. h. w. hayward, Retired Chief M.R & R.Sv CP Rail, Montreal 101, Quebec, Canada d. w. henderson, V.R-Technology, Engr. & Maint Burlington Northern RR, 9401 Indian Creek Pkwy., Overland Park, KS 66210 john h. hertog, Retired V. Pres. Operations, Burlington Northern, Inc., St. Paul, MN 55101 john w. ingram, Retired Pres. and Chief ExecutiveOfficer, Chicago, Rock Island and Pacific Railroad Co. a. w. johnson, Retired, V. Pres. of Opns. and Maint, Assoc, of American RR, Washington, D.C. jack l kuhns, Retired Mgr. Ping.&Maint, CSX Transp., 7015 Bedford Lane, Louisville, KY 40222 r. m. Mcdonald, Retired Dir.of Opns., Brd.of Transport, Commissioners for Canada, Ottawa, Ont, Canada j. f. Mcdonough, Retired Asst. V. R-Mechanical, Union Pacific RR, 12225 Farnum St, Omaha, NE 68154 r. g. ray burn, RetiredExecutive V.R-Operations, Chessie System, Baltimore, MD H.P. RODES, Pres., General Motors Institute, Flint, Ml 48502 F. R. RUSSELL, Retired Chief Mech. Off., Southern PacificCo., San Francisco, CA L G. SALTS, Retired, Asst Manager-Locomotives AT&SF Rwy., Topeka, KS H. L SCOTT, JR., RetiredSr.V.R and Chief Mech. Off. NorfolkSouthern, Corp. C. M. SMITH, Retired Mgr-Mech. Engr.-Passenger and Loco. Consolidated Rail Corp., 3 Princeton Rd.,Strafford-Wayne, PA 19087 R. D. SPENCE, Retired Executive V.R-Operations, Seaboard System RR J. TAGGART, Retired System Mechanical Officer-Motive Power, CN Rail, 655 Richmond Road, Unit 45, Ottawa, Ontario K2A 3Y3 M. L VARNS, Retired, BN RR, 111 So. Greenfield Rd. #385, Mesa, AZ 85206 R. W. VITEK, VP - Sales and Leasing,Omnitrax, Cicero, IL 10 Locomotive Maintenance Officers Association
OUR OFFICERS
Our President MR. LES WHITE Technical Sales Representative Bach Simpson London, Ontario N4VV 2C2
Our Chairman of the Nominating Committee MR. BRUCE KEHE Manager-Maintenance Locomotives EJ&E Rwy. Co. Gary, IN 46402 Locomotive Maintenance Officers Association 11
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OUR OFFICERS
1 st Vice President 2nd Vice President MR. MIKE SCARINGE MR. DENNIS NOTT Director-Warranty Enforcement Northwestern Consulting, LLC Amtrak Boise, ID 83704 Beech Grove, IN 46107
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3rd Vice President MR. BOB REYNOLDS Canadian Pacific Railway Calgary, Alberta T2P4Z4 Locomotive Maintenance Officers Association 13
OUR PAST PRESIDENTS
MR. MARK COLES MR. WEYLIN R. DOYLE Senior Manager - Loco. Project Manager Engineering & Quality Sound Transit Union Pacific Railroad Seattle, WA 98104 Omaha, NE68179
MR. BRIAN HATHAWAY MR. BILL LECHNER Consultant Sr. General Foreman Port Orange, FL 32129 Insourcing-Air Brakes, Governors & Injectors Norfolk Southern Corp. Altoona, PA 16601 Bill also doubles as Regional Executive of the Diesel Material Control Committee 14 Locomotive Maintenance Officers Association
OUR PAST PRESIDENTS
MR. RONALD R. LODOWSKI MR. H.H (MIKE) PENNELL Asst. Shift Superintendent Ellcon National CSX Transportation Keller, TX 76248 Selkirk, NY 12158
MR. ROBERT RUNYON (Retired Norfolk Southern Corp/ Engineering Consultant Roanoke, VA 24042 Locomotive Maintenance Officers Association 15
OUR PAST PRESIDENTS
MR. DAVID M. WETMORE MR. TAD VOLKMANN General Supt. - Fuel Operations Director-Mechanical Engineering NJT Rail Opns Union Pacific Railroad Kearny, NJ 07032 Omaha, NE68179 16 Locomotive Maintenance Officers Association
OUR REGIONAL EXECUTIVES
MR. RON BARTELS MR. GLENN BOWEN Director Electrical and Engine Sys. Director - Lab Services Via Rail-Canada BNSF Railway Montreal, Quebec Topeka, KS
MR. JACK KUHNS R. BRAD QUEEN Vice President - Sales General Foreman-Locomotives JMA Railway Supply BNSF Railway Ponte Verdra Beach, FL Barstow, CA Locomotive Maintenance Officers Association 17
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Outgoing President Bruce Kehe, EJ&E Rwy (center) passes the gavel to newly elect ed President LesWhite, Bach Simpson. The ceremony was witnessed by newly elect ed 1st Vice President, Mike Scaringe, Amtrak.
Past President Tad Volkmann, Union Pacific (right) presents the Past President's Pin to Outgoing President Bruce Kehe, EJ&E Rwy, as Past President Bob Runyon, Consultant, looks on. Locomotive Maintenance Officers Association 18
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Past President Brian Hathaway, Consultant (right) presents the LMOA blazer to newly elected 3rd Vice President Bob Reynolds, Canadian PacificRwywhich was witnessed by newly elected President Les White, Bach Simpson
Past President Dave Goehring, retired-Amtrak (far right), presents the LMOA watch to Outgoing President, Bruce Kehe, EJ&E Rwy (second from left)in honor of his term of office as President. In attendance were Past President Ron Lodowski, CSX (far left) and Past President Tad Volkmann, Union Pacific. 20 Locomotive Maintenance Officers Association
Newly installed Regional Officer Ron Bartels, Via Rail Canada (right) presents LMOA attache bag to newly appointed Chairman of the Diesel Electrical Committee Stuart Olson, WABTEC as newly elected 2nd Vice President Dennis Nott, Northwestern Consulting looks on.
LMOA officers (past and present) Bottom row (left to right) - Past President Bob Runyon, Consultant, newly elected 1st VP Mike Scaringe, Amtrak; Past President Tad Volkmann, Union Pacific, newly elected 2nd VP Dennis Nott, Northwestern Consulting; Past President Brian Hathaway, Consultant; Ron Pondel, Secretary Treasurer; top row (leftto right) - Past President Dave Goehring, retired (Amtrak); Past President Ron Lodowski, CSX; newlyelected President Les White, BachSimpson;out going President Bruce Kehe, EJ&E Rwy; newly elected 3rd Vice President Bob Reynolds, Canadian Pacific Rwy. Locomotive Maintenance Officers Association 21
STATE OF THE UNION SPEECH years Dwight Beebe represented President Bruce Kehe Nalco Chemical Company, which September 18, 2006 sponsored our annual LMOA Tuesday luncheon. Several years Good afternoon ladies and gentle ago, Dwight formed his own compa man and welcome to the 68th annu ny, Temple Engineering, and contin al meeting and technical conference ued this tradition. In May of this year, of the Locomotive Maintenance Dwight's military reserve unit was Officers Association. My name is called to active duty and he is now Bruce Kehe, Manager Maintenance - currently serving our country in Iraq. Locomotives for the Elgin Joliet and Before he left, he contacted Ron Eastern Railway and president of the Pondel and myself and insisted that LMOA for 2006. In addition to some the LMOA luncheon go on this fall terrific presentations during our tech despite his absence. We owe a debt nical meetings the next two days, of gratitude to the staff at Temple make sure to peruse the exhibition Engineering for their dedication to halls on the lower level of the hotel LMOA, and we all wish Dwight god to see the latest and greatest innova speed. tions from our supply partners. Secondly, we need to recognize Before I begin my official "state of the untiring efforts of our Secretary- the union" remarks, several acknowl Treasurer, Ron Pondel. Ron has edgments are in order. This past devoted himself to this organization May, our six technical committees for 19 years - working closely with met in London, Ontario for our ninth RSI on the preparations for the annu annual joint meeting. We were very al convention, manning the LMOA graciously hosted by four outstand registration booth, preparing badges, ing vendors: Electro-Motive Diesel, securing advertisers for our annual ZTR Control Systems, Bach-Simpson, proceedings booklet, along with and International Technical Services. coordinating its publication, collect LMOA members enjoyed excellent ing dues, and paying the bills. Ron is accommodations and meeting facili indeed the glue that holds this ties, as well as informative plant organization together. Thank you tours from our hosts. A special thank Ron. you to LesWhite and Tom Nudds for Now, for my thoughts on the state helping coordinate and finalize the of LMOA in 2006. The transition arrangements. In addition, I would from 2005-2006 for LMOA was like to thank all of the railroads and largely successful. Under past presi suppliers who hosted our individual dent Tad Volkmann's direction, committee meetings during the past LMOA survived its first non-exhibit year. Without their continuing sup year convention, without the finan port, LMOAcould not survive. cial backing from Railway Supply We have two individuals that Institute. I use the world "survived", deserve special recognitions well. because the four Coordinated The first is Dwight Beebe. For many Associations had no idea how we 22 Locomotive Maintenance Officers Association were going to fund the convention teams for allowing these individuals in September of 2005 - when origi to participate. We continue to seek nal cost estimates exceeded new members from the Class 1's, $100,000. Collectively, we pursued regionals, shortlines and our supply the idea of renting table top display partners. LMOA also wants to wel space to augment our income, even come back several of our past presi though 2005 was a non-exhibit year. dents to active committee work - As it turned out, LMOA registration including Ron Lodowski (Fuel, Lube fees and our share of the table top and Environmental), Tad Volkmann income covered our portion of the (New Technologies), Bill Lechner convention costs. Barring any (Materials), and Brian Hathaway changes in RSI's financial support (Electrical). This is truly an indication status, LMOA will continue to have of these individuals dedication to its annual conventions and fund the LMOA. As Douglas MacArthur "non-exhibit" (off-years) with regis would have said, "LMOA presidents tration fees and table top display never retire, they just fade back into income. I should mention, that in committee work and start writing future non-exhibit years, LMOA will papers." continue to rely heavily on the regis As for this convention, you will tration fees from its railroad mem observe several underlying themes bers and our supply partners. As in our papers. First, the topic of fuel 2005 was a "new adventure" for efficient and low emission locomo LMOA, I think it is appropriate that tives will be addressed by several dif we recognize the following supply ferent committees. New approaches companies that recognized our to locomotive field repairs will also financial need and sponsored us be addressed. Well look at making exclusively through their registration successful field repairs - which were fees last year: Peaker Services, ZTR formerly only accomplished in a Control Systems, Bach-Simpson, heavy repair shop. Finally, several of Wabtec, Motive Power, National our committees will continue with Electrical Carbon Products, and our "Best Practices Series" - covering Standard Car Locomotive Group. a variety of locomotive maintenance These companies are on the LMOA issues. Looking ahead to 2007, I'm wall-of-fame as they routinely offer extremely happy to report that their facilities for committee meet LMOA will not conduct our paper ings and tours, as well as allow their presentations in this room. For years, employees to participate in commit we have had to dodge pillars, endure tee work. split video screens, and noise dis In 2006, we saw an encouraging tractions from the two adjacent influx of new technical committee meeting rooms. I don't believe that members from several suppliers and too many of you will be sorry to see railroads. We extend a warm wel the Williford B room go unused next come to our new members, and year. In 2007, well see everyone in thank their respective management the Stevens room on the lower level. Locomotive Maintenance Officers Association 23
In conclusion, I'm very excited about the technical papers that LMOA is presenting during this con- ( vention, and I hope you will find them interesting and beneficial as well. I want to thank you again for the opportunity to serve as your president of the LMOA in 2006. Enjoy the rest of the convention. 24 Locomotive Maintenance Officers Association
ACCEPTANCE SPEECH motive builder or supplier you have President Les White to ask yourself the question. How September 19, 2006 can we best keep up with these new developments and or provide the Ladies and gentlemen, the railroad with the products they need Executive Committee and fellow to be more efficient and cost effec members. It is with great pride I tive? Not an easy task by any stretch accept the position of President in of the imagination but I will ask you this the 69th year of the LMOA. to look at the people in this room As I look back through the years I and Our New Technologies have had the opportunity to work Committee prepared to give you for CN, a class 1 railroad, GM EMD a their presentations after my speech. locomotive builder and presently If you have also been attending our Bach-Simpson a supplier. I would previous meetings you have had the personally like to thank each one for opportunity to see presentations by the support they have given me and our Mechanical, Electrical, Fuel and continue to give the LMOA. The Lube, Materials and Shop Equipment experience of working for an opera and Processes Committees. Where tor, builder and supplier has given else would you find such a diversi me a very good perspective on what fied wealth of knowledge related to the LMOA and Coordinated locomotives and their operation? Associations can offer each function. The answer is no where else! Our industry has gone through Each year our committees conduct many changes recently in mergers, individual meetings to set up and downsizing, operations and equip review presentations in their area of ment. This has increased the expertise. In addition a joint com dependency on each other and mittee meeting is held prior to this made it very important to network convention to review and critique and communicate more than we presentations by all of the commit have ever done in the past. Gone are tees. It should also be noted that the days where railroads had suffi tours of varous facilities, plants and cient staff to take on large modifica shops are also arranged at these tions to improve locomotives or meetings througout North America. have large engineering and R&D Over the years I have heard misin groups or think tanks that could formed officials, managers or com develop new systems. In addition the pany heads say such things as where regulators are impacting what we is the cost effectiveness or value see on locomotives with new safety added by having people in these equipment; also the AAR is setting communities. Sure we may sit down new standards to meet, all positive to supper and have a Coke, glass of things but making it very difficult to lemonade or an ice tea when attend keep up. ing these meetings but guess what! It does not matter whether you are The main topic of conversation is a class 1 or short line railroad, loco what is going on in our industry, Locomotive Maintenance Officers Association 25 such as new products, new regula new perspective to the committees tions and/or problems being experi while allowing these new members enced. This list goes on and on. It is to network and grow with the expe through these meetings our mem rience on their respective commit bers grow in all aspects and knowl tees. I know as well as you do that edge that is passed back to their job UP will reap the rewards of this deci and employer. Iwould say that ifyou sion in the years to come. want to repeat mistakes, conduct Before I get to my closing remarks tests that have already been done, I would like to address the RSI and develop products that are trouble their decision not to support us and prone, be unaware of what is hap our Coordinated Associations during pening in the industry or waste pre non-exhibit show years. Last year cious time, then by all means do not was a non-exhibit show year that we put anyone on the committees. had to support ourselves but I noted Whether it is the LMOA or any of that RSI members took full advan our Coordinated Associations that tage of networking with customers best suits your area of operation, if attending our presentations. Should you wish to enrich your company we have trouble supporting this con and employees as well as being effi vention on non-exhibit years, we will cient and cost effective then sup all regret the outcome. Gentlemen, I porting the LMOA and Coordinated would urge you to have another look Associations is the way to go. There at your decision as I have pointed is no better tool available for net out in my presentation there is no working and growing in our industry. other "gathering of the minds", that Remember LMOA can also stand for can best support our industry than Learning Maintenance of Assets. through an organization such as Dedication is something we all ours, and guess what ...even during look for in our industry and we have non-exhibit years! four prime examples of this in our In closing I must thank my First organization and I would like to take Lady, Lynn and my two sons Stephen a moment to recognize these indi and Shawn for their moral support viduals. They are four of our past through the years. Good times and presidents who have elected to bad. I can now officially call Lynn the serve again on various committees: First Lady as I am the President and Ron Lodowski, Brian Hathaway, Bill we do live in the White House Lechner and Tad Volkmann. althought a tad smaller than Mr. Gentlemen, you personify how Bush's but still the White House. I experience and knowledge of our would also like to thank Ron Pondel industry can be passed on to others our Secretary Treasurer who does all and on behalf of the LMOA and the hard work getting things togeth myself I thank you. In addition Tad I er for us. Thank you, Ron for all the must commend UP for building its hard work & especially your friend participation in the committees with ship that has grown over the years. new employees. This helps bring in Thank you all for your attention. 26 Diesel Mechanical Maintenance Committee
REPORT OF THE COMMITTEE ON DIESEL MECHANICAL MAINTENANCE THURSDAY, SEPTEMBER 13, 2007 10:15 A.M.
Chairman DAVE RUTKOWSKI Chief Mechanical Officer Providence & Worcester RR Worcester, MA
Vice Chairman JEFF CUTRIGHT Senior General Foreman Norfolk Southern Corp. Roanoke, VA
COMMITTEE MEMBERS
D. Agler Dir.-Maint. Planning KCS Railway Shreveport, LA I. Bradbury President Peaker Services Brighton, Ml E. Burrier Consultant Ed Burrier & Assoc. Roanoke, VA T. Fredericks Mech. Engineer CSX Transportation Jacksonville, FL D. Freestone Mgr.-Loco Opns. Alaska RR Anchorage, AK j. Hedrick Principal Engineer SW Research Inst. San Antonio, TX J. Hurst Dir.-Mechanical Omnitrax Justin, TX T. Kennedy Mgr.-Loco Eng. Quality Union Pacific RR Omaha, NE G. King II Chief Mech. Officer NYS&W RR Cooperstown, NY R. Marchese Operations Mgr. Electro Motive Diesels LaGrange, IL J. Sherbrook Vice President Loco Docs, Inc. Morris, IL T. Stewart V.P. Engineering Advanced Global Eng. Atlantic Bch. FL R. Svoboda Mech. Compl. Off METROLINK Los Angeles, CA G. Winsel Asst. Manager Canadian National Edmonton, Alberta
Note: Tim Standish of EMD will be joining the committee Diesel Mechanical Maintenance Committee 27
PERSONAL HISTORY
Dave Rutkowski
Dave has 31 years of railroad expe Railroad Company. Dave has par rience. A journeyman Machinist by ticipated in the LMOA since 1999. trade Dave has worked at five rail Dave and his wife Katarina have roads; The Reading Company, one son Kristofer who is attending Conrail, Alaska Railroad, St. the University of Connecticut Lawrence & Atlantic and presently majoring in Kinesiology the Chief Mechanical Officer at the Providence & Worcester 28 Diesel Mechanical Maintenance Committee
THE DIESEL MECHANICAL MAINTENANCE COMMITTEE
WOULD LIKE TO EXTEND THEIR SINCERE APPRECIATION TO GRAHAM WHITE FOR HOSTING THEIR COMMITTEE MEETING IN ROANOKE, VIRGINIA ON FEBRUARY 28,2007
THE COMMITTEE ALSO WISHES TO THANK VISTA CORPORATION AND JEFF CUTRIGHT AND THE NORFOLK SOUTHERN FOR PROVIDING SHOP TOURS OF THEIR RESPECTIVE FACILITIES IN ROANOKE Locomotive Maintenance Officers Association 29 30 Diesel Mechanical Maintenance Committee
1. TRAINING ANEW 1946 and 1964. Simple subtraction WORK FORCE reveals the first Boomers are now at Prepared By or reaching sixty (60) years of age Don Freestone, and eligible for retirement. During Manager Locomotive Operations these years, seventy-six million peo Alaska Railroad ple were born. No generation has ever obtained, totaled or equaled Today, America's Railroads are this figure. While this statistic applies faced with the overwhelming task of to the overall workforce, there is a training a new work force. The new ratio of baby boomers employed by Railroad Retirement Rules, specifical railroads who naturally fall into this ly, the 60/30 act, along with the group. Only recently have these effects retiring baby boomers will numbers been seriously reviewed.. have on the work force make this a Retirements are irrefutable and are very difficult task. Couple this with going to occur. Initially, these the mindset of the new generation of retirees may not choose to stop individuals entering the employment working at the pace some predict, world, railroads are faced with an simply because of the Baby Boomers unprecedented and painstaking chal spending and saving habits. lenge of hiring, training and sustain However, they are also not looking ing a new work force. While all of for full time or long term employ these issues combined create and ment such as railroads require or demand an enormous undertaking, demand. they must be examined on their own Also contributing to the lack of an first, and then, combined together available workforce is the again in order to understand and Generation X mentality and behav comprehend the effect they have as ior. Generation Xers have watched a whole. their parents devote their lives to The "Railroad Retirement and companies who provided full-time, Survivors Act", otherwise known as long-term employment. As time the 60/30 act, signed into law on went by, it appears that this situation December 21, 2001, has the poten ultimately developed into an expec tial to create a landslide of retire tation and created a false sense of ments. This act lowers the retirement security. These expectations were age of employees with thirty (30) shattered as companies began to years of service from sixty-two (62) reduce the number of employees on to sixty (60) years of age and pro the payroll mainly due to poor eco vides full benefits. These rules are nomic periods, productivity very basic, straightforward, easily improvements and technological comprehensible, and strongly con advancements. People were sudden tribute to this issue. ly forced to learn new trades, seek The Baby Boomer generation is new employment and change typically considered to be those indi careers in the middle years of their viduals born between the years of lives. As the Xers watched, grew and Diesel Mechanical Maintenance Committee 31
matured, they began to view secure, faced with the same employee short prolonged employment as a fleeting ages as the major railroads. In addi occurrence. tion, it is very costly to build servic These three main individual factors ing and maintenance facilities in combined to create the tremendous order to satisfy the needs of he challenge America's railroads face. major roads. Utilization of pre-exist For the most part, nothing can be ing facilities reduces the costs changed or revised to prevent the involved in the manufacture of facili first two prevailing issues. The ties, but this type of adventure usu remaining issue, however, has sever ally results in new management al possibilities for correction, being assigned to run the shops uti improvement and resolution. These lizing the current employees. These solutions will require both railroad types of situations create poor management and labor organiza morale which in turn contributes to tions to re-think their positions, past low production and volatile work sit practices and investigate new meth uations. ods of strategic planning, develop In today's world, the new genera ment and implementation in order tion does not want to work the shifts for the railroads to survive. It will previously utilized in the past; specif require new recruitment avenues to ically, the midnight shift with rest be explored, more media attention, days during midweek. Railroads have job fairs and advertising techniques historically been twenty-four hour, to expose potential new recruits to seven (24-7) day a week operations. the world of railroading. It will In addition, the new generation require the antiquated thinking, stan does not find the job challenging. It dard rules of the past, to change in is believed the positions are order to continue the growth and mediocre, lacking in excitement and prosperity of Americas railroads. not rewarding enough to warrant an Let us dispel what is highly regard exemplary effort. Even though ed to be at the very forefront of the mechanical repair operations involve railroads failure in the replacement troubleshooting computers, software of a new workforce. These factors programming, electronics requiring are wages, salaries and benefits. detailed techniques and processes Research into this idea has produced to resolve problems, the perception no substantial proof or evidence this is that these issues are not challeng is the case. In fact, wages and ing enough to create a sense of self salaries are good. They are above belonging, worthiness or stimulation. the norm. Pay is not an issue or hin In other words, once learned, it is felt drance when it comes to hiring prac the same troubleshooting tech tices. niques can be utilized over and over Using contract maintenance serv again. This belief, in itself, becomes ice companies rather than hiring an educational opportunity. From employees is also not a reasonable our own personal experiences, we solution. These companies are also know otherwise. Locomotives and 32 Diesel Mechanical Maintenance Committee other rail equipment require and to introduce the elimination of craft demand multiple approaches to lines because a new group of solve failures. Most defects, break employees make it simpler to downs and malfunctions rarely result change the behaviors and cultures of in the same root cause failure. the prior workforce. Craft lines are Hiring techniques need serious an outdated mentality, desperately review. New ideas for attracting in need of change. They are ineffi future employees should be sought cient, non-productive and extremely out, considered and implemented. costly. Survivingin today's world will Perceptions in regards to railroad require new organized work rules operations need to change. The that provide new capabilities, methods to do this are to educate responsibilities, in turn producing the public by saturating colleges and new efficiencies. other educational facilities with fac These new agreements will offer tual information. and provide the needed flexibility, Railroads may have to reconsider increased production, lower costs and redesign their operations. and greater stability. For the labor Through increased and improved organizations, the benefits include maintenance practices, the possibili increased job satisfaction, a more ty exists for companies to change challenging work environment their repair operations from the tra through the learning and training of ditional 24/7 schedules to more suit new skills and more variety of work. able, more attractive shifts. 4/10 It also increases their job stability schedules may be an option, but and makes them much more valu usually these types of shifts require able to the employer due to the additional manpower to provide the increased level of skills and knowl same coverage as the typical five- edge obtained. day/eight-hour workweek. Current Initially, implementation of these management techniques may view new agreements will require a vast this idea as a completely impractical and strong commitment to cross solution, but it may end up simply training the existing and incoming being forced upon them in order to workforce. Current training pro survive. grams will need to be changed, The railroad industry, both labor redesigned and updated. The tradi organizations and management, tional apprenticeship programs must must consider, negotiate and imple decrease the amount of time spent ment new bargaining agreements. A learning the skill needed to perform tremendous opportunity will present the work These programs can be itself courtesy of the attrition rates reduced by specific, detailed and which will undoubtedly occur. organized study classes and educa The opportunity is the elimination tional agendas. of craft lines amongst the bargaining Several companies now offer agreements between the various these types of intense instructional labor organizations. Now is the time classes. These structured programs 33 Diesel Mechanical Maintenance Committee
include hands-on training and need to be utilized to the fullest extent. Further cross training can be accom plished by placing qualified individu als with non-qualified individuals, strong utilization and enforcement of Job Safety Briefings, Job Safety Analysisand operational monitoring. This allowance will occur through the new bargaining agreements. The final factor in the accomplish ment and successful implementation of the new work rules will require excellent management skills. Supervisors will need intense train ing courses, strong expectations and above all, must demonstrate patience. Upper management must provide strong support both in expecting first line supervisors to implement the new rules and gain ing their commitment to the process. In addition, they must realize, initial ly, production will be reasonablyhin dered due to the training processes. Can the training and implementa tion of new work rules be accom plished? The answer is yes. It can. It has to be. Competition, survival and the ability to remain profitable in the business world today requires and demands the railroad industry to change with the times. Furthermore, railroads need to address future retirements now. It is recommended to not view the current situation as an insolvable problem. Rather, view it as the perfect challenge and opportunity to provide a much improved workplace environment in which future railroaders can survive and prosper. 34 Diesel Mechanical Maintenance Committee
2. LOCOMOTIVE HORN TESTING there are not many locations that Prepared by have an area where a locomotive Jeff Cutright, can be placed on straight level track Senior General Foreman and have 200 feet to each side and Norfolk Southern 200 feet in front without any reflec tive surfaces, as seen in Figure 1. On August 17, 2006 the Federal Some trees are permissible, but the Railroad Administration (FRA) pub rule reads that "the test site shall be lished the final rule Code of Federal clear of large reflective structures, Regulations (CFR) 49 Part 229.129 such as barriers, hills, billboards, trac concerning locomotive horn use and tor trailers, and other large vehicles, horn testing. The changes to train locomotives, rail cars, on adjacent horn use required in the new "Horn tracks bridges or buildings within Rule" should already be integrated 200 feet of the front or sides of the into the railroad's operating rules as locomotive." Finding an area, con the municipalities along the way re venient and not in a residential area, established "no blow" areas and as where blowing a horn for two min grade crossings are improved. utes straight may be accomplished Therefore, this paper will only without community complaints is address horn testing. All the railroads hard to find near most locomotive need to consider how the locomo shops. tive horns governed by the FRA in America could be tested according Locomotive Horn Testing to the rules by the deadline of June The next requirement is the Sound 24, 2010. That seems like a long Pressure Level Meter (i.e., decibel time away until the weeks are divid meter). This device needs to be of ed by the locomotive fleets. On June the latest technological standards in 24 of this year there will be 3 years order to meet the requirement in the or about 150 weeks left to test horns final rule. The detail can be found in on locomotives. If a railroad needed the rule, but the standard is from the to test 2250 locomotives in the International Electrotechnical hypothetical three years left, about Commission (EIC) Standard 61672-1 15 locomotives would need a horn (2002-05) for a Class 2 instrument. test each week. Now that the need There were very few options for this to test has been established, let's instrument a year ago. One railroad explore the horn test parameters. used a meter produced by Quest Technologies that met the new stan General Testing dard, shown in Figure 2. Requirements The first two items on the list that Horn Test Compliance are needed to horn test are the prop Parameters er area and a meter. The area After a suitable location is found requirement is one of the toughest and the meter is secured, most of items for most railroads to meet, as the other criteria for testing are relat- Locomotive Maintenance Officers Association 35
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The fine schedule is set below:
Violation Violation Willful Description Violation
Prescribed $2,500 $5,000 Sound Level
Arrangement of $2,500 $5,000 horns
Failureto per $2,500 $5,000 form sound level tests
Sound level test $2,500 $5,000 improperly per formed
Record of sound $1,000 $4,000 level test improperly executed or not retained
Summary The best thing to do is get the equipment, find a suitable location, 38 Diesel Mechanical Maintenance Committee
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Figure 2 Meter and Calibrator Diesel Mechanical Maintenance Committee 39
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0»titM*t*th TmtParameters CaWwWs kmimmmtMottt * mertsst* Bat*giWMlie *:,*.t.'.v* J- * * *•-,* mprtxipitviiattittwsmt S&mattSUMfdtmOtermi •„>t,i '^.:,„.-..*.' I.t*^*,j*Jl^rJR;? Rmytmtetdtyliwmttm Mtxticrmi mostbe u>*d '•Tn'TTTyT ^iM!'M,^i!J-*J!m 'J29L_ ^ffffMffliwiaa «.yy«»iij' Figure 3 40 Diesel Mechanical Maintenance Committee 3. DIAGNOSTIC TECHNIQUES en by elapsed time. The phnc)pa\ dis FOR PREDICTIVE/PREVENTATIVE advantage to a time based program MAINTENANCE - EXPLOITATION is that systems are being serviced OF NEW TECHNOLOGY and components are being replaced Prepared by where there may still be significant Tom Kennedy, life remaining in the serviceable sys Manager Locomotive Engineering tems and components. The introduc Quality, tion of Reliability Centered Union Pacific Railroad Maintenance (RCM) into mainte nance program has provided the The fast paced world of technolo capability to optimize maintenance gy revolution has affected everyone practices based on historical data providing opportunities never even with the goal of extending service dreamed of less than fifty years ago. and maintenance intervals to the Industries like consumer products, most cost effective point. The next aerospace, military, automotive, and step in the evolution of maintenance petrochemical have embraced and program planning is the ability to exploited this technology to their predict imminent failures and the competitive advantage. Other indus end of the useful life of serviceable tries such as the rail industry have items such as fluids and filters. Some been slower to accept and deploy diagnostic and predictive technolo this new technology. Perhaps this gies are embedded withing the loco slower response is due to multiple motive control systems on newer reasons such as the added complex locomotives but are not always ity which requires additional techni accessible or easily useable by the cal expertise, a fear of the unknown, railroads. This technology is limited "not invented here" syndrome, or in the systems it monitors and assess just simply there has not been a es and will need to be expanded to strong competitive pressure enhance its predictive capabilities. between the Railroads, OEM's, and Other industries such as aerospace, Suppliers to voyage into this new maritime, petrochemical, nuclear, arena. Whatever the reason, the time and the military have employed has come, indeed it is overdue, for embedded technology for years to the railroad industry to exploit tech monitor component and system per nology for preventative and predic formance and provide fail safe derat tive maintenance. This paper will ing or shutdown and predictive challenge the railroad industry to maintenance requests. For example develop and exploit new technology accelerometers have been used on for the future of the rail industry. aircraft engines for decades to Historically railroad maintenance detect an imbalance and allow oper programs have been typically time ation at a lower engine speed and based, either calendar or megawatt notification of required mainte hours, in which the service or com nance. ponent replacement interval is driv The development and deployment Locomotive Maintenance Officers Association 41 Enough information to STOP a train - ifyou ;7' ^ listen, you can hear it.... Maximize equipment reliability, availability and maintain resource value through Fluid & Vibration Analysis. Integrated web reporting and maintenance tools that download into a customer database are here 24/7 via our web-site. Lubricants Gearboxes Coo/ants Traction Motors Fuels Greases AllIndustrial fluids andequipment have a storyto tell..... Are you listening ? Our in-house expert system combines your condition criteria and our years of experience to accurately direct maintenance activities. Fluid analysis combined with trending and interpretation are what we do and why we are a leader in quality analytical services. [email protected] (800) 543-8786 Results completed in 24-48 hours. 216-642-3223 www.predictusa.com ISO 9001:2000 CERTIFIED PREDICT 42 Diesel Mechanical Maintenance Committee of predictive technologies to the rail Currently this analysis is performed industry needs to be an open and on samples taken from a locomotive honest discussion between the sup with the testing performed either on- pliers and the railroads with the site or at an off-site facility. The test objective of maximizing locomotive ing is usually comprised of hot plates availability and reducing Life Cycle to detect free water in the oil, fuel Cost (LCC). The shortcomings in sniffers to detect the presence of fuel locomotive performance that have in the engine oil, and laboratory been experienced in the past have in analysis to detect wear metals, soot, part stemmed from the suppliers etc. Hot plates and fuel sniffers are having different business models quick and can be done at the service than the railroad's business models. track but to detect wear metals and The discussions should focus on other compounds like Pentane aligning the business models to Insolubles a laboratory analysis is exploit existing technology and stim required. Laboratory testing is thor ulate research into new predictive ough and accurate however the lag technologies to develop a common time from sampling to results may standard. Development of a com result in missed opportunities for mon standard is required to avoid corrective action resulting in possi proprietary architectures, systems, ble road failures. and components which are a signifi This technology, although very cant disadvantage to the railroad's useful, needs to be taken to the next operation. logical step of incorporating appro There are multiple areas of oppor priate sensor technology into a loco tunity for the incorporation of pre motive so that real time continuous dictive technologies into a locomo analysis can be performed. For tive, a few of which are used to example the auto industry is devel some degree today. These areas are oping dielectric type sensors that discussed in the following para would be permanently installed in graphs along with current technolo the engine's lube oil system for con gy used for these locomotives areas. tinuous monitoring of oil condition This discussion is a starting point and of oils. The output of these sensors is not inclusive of all potential tech would be input to the locomotive nologies that could be used. control system for the issuance of Discussion of the possible technolo crew messages, maintenance mes gies is the intent of the following sages, and system shutdown protec paragraphs. tion. Ease of data extraction from the locomotive control system is a key Oil Analysis customer requirement. Chemical analysis of the lube oil of engines, air compressors, and gear Coolant Analysis cases is imperative for early detec Chemical analysis of the engine tion of conditions that may result in coolant is also imperative for early catastrophic equipment failure. detection of conditions that may Diesel Mechanical Maintenance Committee 43 result in catastrophic equipment fail fully been incorporated into rotating ure. Currently, this analysis is per machinery in multiple diverse indus formed on samples taken from a tries such as aerospace, maritime, locomotive with the testing usually petrochemical, and military equip performed at an off-site facility. This ment for early detection of out of laboratory testing is critical for verifi balance conditions, fluid cavitation, cation that the corrosion inhibitor and trending analysis. There has concentration is correct thus avoid been some use of vibration monitor ing under treatment which could ing on locomotive turbochargers but lead to corrosion and equipment fail has been confined to temporary ure. Equally important is the detec installations or hand held monitors. tion of over treatment that could The data was collected and analyzed lead to plugged sensors from precip off the locomotive to determine the itation of the inhibitor in small pas health of the turbocharger. This sage lines and low to no flow areas. process is useful but is very labor Other situations that could be intensive and requires a vibration sig detected real time could be lube oil nature map to be developed for in the coolant, entrained air in the every locomotive model configura coolant which could be an indicator tion. There are also other compo of pump and piping cavitation and nents that would benefit from vibra temperature and pressure trending tion or acceleration monitoring such analysis. Again this technology, as main generators, air compressors, although very useful, needs to be equipment blowers, radiator fans, taken to the next logical step of dynamic blowers, and traction incorporating appropriate sensor motors. To manually conduct vibra technology into a locomotive so that tion data sampling from all of these real time continuous analysis can be areas using current technology performed. The same technologies would be a time and cost prohibitive used for onboard oil analysis may be endeavor and may be unsafe during applicable or adaptable to engine certain operating conditions. coolant systems. As in the case with Therefore onboard embedded sen all the onboard sensors the output of sors integrated into the locomotive these sensors would be input to the control system architecture are locomotive control system for the required. With this data collected issuance of crew messages, mainte real time, it could be analyzed nance messages, and system shut onboard and compared to preset down protection. Ease of data limits with crew messages and main extraction from the locomotive con tenance messages generated auto trol system is a key customer require matically or for imminent failures or ment. a safety condition the locomotive could self protect and shutdown. Vibration Monitoring The data would also be available The monitoring of vibration and through downloads or remote trans acceleration signatures has success mission for fleet performance moni- 44 Diesel Mechanical Maintenance Committee toring and vibration trending analy control system for the issuance of sis. crew messages, maintenance mes sages, and system shutdown protec Impact Loading tion. Impact loading is fact of lifeon the railroad but the consequences of Smart Structures impact loading may not be fully This is a technology that is being appreciated or understood. For explored in advance technology example in the aerospace industry industries such as military aircraft design requirements for operational employing carbon composite struc impact loading are specified in all ture. It may not have direct applica three axis and the design and instal tion to a locomotive or be cost effec lation of components has to be such tive on a Life Cycle Cost basis but it that the component will operate is an area of technology that could when exposed to these shock loads. be discussed. Essentially the technol When conducting failure analysis on ogy embeds sensors into the struc locomotive components, it has ture for measurement of vibration become apparent that equipment and impact loads over time with the designed for the railroad has not data stored onboard. Unlike the pre always taken into consideration vious sensor applications this data these shock loads. For example long would most likely be off loaded from runs of coolant pipes are subject to the locomotive for detailed analysis telescoping in their Marmon and to determine the remaining fatigue Vitaulic seals during repeated buff lifeof the structure and when proac loads leading to seal failure and tive maintenance should be per water leaks. Another example is the formed. The data would also be use mounting of electronic circuit card, ful for trending analysis across the contactors, and relays such that fleets and identification of track impact loads loosen the circuit cards areas needing repair since they are or cause inadvertent action of the causing increased locomotive load relay or contactor contacts which ing. results in inadvertent system actua tion. The incorporation of impact Electronic Fault Prediction detection sensors could help during The electronics industry is an maintenance planning to identify extremely dynamic industry with the areas for focus after the locomotive processing power increasing year has been subjected to high impacts after year while at the same time or repeated impacts. This data would requiring less volume and power. For also be useful for the suppliers to example the processing power and better understand the railroad envi memory capability in a modern lap ronment and thus improve their top computer exceeds the capabili design. As with the oil, fluid, and ties of the computers used twenty to vibration data the shock data too thirty years ago for aircraft and mis would be input to the locomotive sile guidance. With the ever increas- Diesel Mechanical Maintenance Committee 45 ing technological density of elec benefits of onboard predictive tech tronics it has spawned the growth of nology two of the largest payback automated diagnostics. Most com items are increased locomotive avail puters today can perform a self-diag ability and the capability to schedule nostic routine and identify the com maintenance that fits the railroad's ponents) most likely requiring operation instead of continuing to inspection, repair, or replacement. live with unscheduled shoppings. Redundant circuits are often used to With the economic factors at work enhance mission reliability but it today, like fuel cost, the rail industry introduces added complexity to the is in an excellent competitive posi diagnostics and potentially increased tion to Carpe Diem (Seize the Day) base rate since there are more com through the use of new technology. ponents in the system. The next log As always, any technology should be ical step in locomotive control sys assessed for the Life Cycle Cost ben tem evolution is to research and efit not only the acquisition cost. develop "Artificial Intelligence" (Al) And finally, this is an area for the sup for a locomotive application. Overly pliers to align their business models simplified, the definition of Al is sim with the railroad's business model to ply that the machine learns from its provide a product that meets the rail past experiences. The use of Al road's needs for the thirty year life allows the software to modify itself cycle of the locomotive. and be able to adapt to changing sit uations so failures can be averted and also possibly predict imminent failures so repair action can be taken prior to a road failure. Additional information on the science of Al can be obtained from the Association for the Advancement of Artificial Intelligence (AAAI) website, http://www.aaai.org/home.html. Although Al will take extensive research and development to bring to fruition, this is a fertile area for future locomotive performance and capability enhancement. Summary The information discussed above is just a starting point and there are additional areas of opportunities for predictive technology limited only by imagination and the desire to pur sue the opportunities. Of the many 46 Diesel Mechanical Maintenance Committee 4. LOCOMOTIVE PARTICULATE proposed emissions regulations are MATTER EMISSIONS presented in Table #1 as percent REDUCTION THROUGH reductions from the current emis APPLICATION OF EXHAUST sions standards. The proposed emis AFTERTREATMENT SYSTEMS sion levels, for the different Tiers, are Prepared by shown in Table #2, along with their John Hedrick proposed applicable dates. Southwest Research Institute The proposed Tier 0 through Tier III emissions standards may require The use of exhaust aftertreatment aftertreatment for the control of PM will likely be required to meet the emissions. There are engine compo future Tier IV locomotive emissions nent changes that can greatly reduce standards that have been proposed the engine out PM levels, but only by the US-EPA. While particulate time will tell if market place chooses matter (PM) emissions aftertreat to meet the emissions limits with ment devices are currently being aftertreatment or engine modifica used in all 2007 on-highway diesel tions. The Tier IV emissions level will truck applications in the United likely require aftertreatment to meet States, and a few aftertreatment sys the proposed PM, NOx, and hydro tems fitted to smaller diesel locomo carbons (HC) emissions levels. tives in Switzerland, these systems Additional details on the proposed are only now beginning to be sized US-EPA emissions regulations can be and demonstrated for application in found in 40 CFR Parts 92, 94, 1033, a locomotive environment here in et al.; "Control of Emissions of Air the United States. Pollution From Locomotive Engines This paper will discuss the recently and Marine Compression-Ignition proposed EPA emissions standards, Engines Less Than 30 Liters per the make up of particulate matter Cylinder; Proposed Rule." This infor (PM), the different technologies that mation can also be found on the EPA are currently available to reduce PM web site at: emissions, and three different proj http://www.epa.gov/otaq/loco- ects that are demonstrating these motv.htm#pns. experimental PM reducing technolo gies in Class 1 locomotive applica PM Makeup tions. Particulate Matter (PM) is a com plex combination of soluble organic Proposed EPA Locomotive fraction (SOF), non-soluble compo Exhaust Emission Standard nents, and sulfates. The soluble com The United State Environmental ponents are typically unburned oil & Protection Agency (US-EPA) has fuel (Hydrocarbons), while the non- issued a proposed rule, which once soluble organic fraction components enacted will require significant are elemental carbon, ash from reduction in emissions from both engine oil, and wear metals. Sulfate new and existing locomotives. The portion of PM is produced by the Locomotive Maintenance Officers Association 47 Total Railroad Filtration Customers are always #1 at Ciark Filter. We are driven to provide fair prices, con sistent quality and the fastest delivery in the industry. ISO 9001 Registered Call us, toll free at 1-800-55-CLARK Or visit our web site: www.clarkfilter.com CLARKFlLTEff <• ClARCOR CfxTVJ"» The premier producer of locomotive Alters worldwide. 48 Diesel Mechanical Maintenance Committee oxidation of sulfur, which is found in must be capable of handling exhaust the fuel and engine lubricating oil. temperatures and possible chemical An illustration of a typical particulate attack from the exhaust constituents. makeup is shown in Figure #1. Additionally, these DPF's need to be The ratio of the components that capable of self cleaning of the car make up PM varies greatly with the bon that collects on the engine side engine design. Typically the 2-cycle of the filter and the DPF must be eas EMD engine has high SOF fraction, ily removed for mechanical cleaning due to relatively high oil consump of ash. tion. The higher oil consumption lev There are two basic types of DPF's els also causes higher levels of ash in use today; wall flow and through and wear metals in the PM. The con flow. Both of these types of DPF tribution of these components to the have advantages and disadvantages. total PM is illustrated in Figure #2 for Wall flow DPF is a ceramic honey a Tier-0 EMD 710 engine. The new comb block that has opposite holes Tier II EMD 710 engine will provide plugged in such a way that the only a much lower SOF levels due to the way for the exhaust gas to pass lower oil consumption rings and lin through the honeycomb is for the ers that are used in the engine. gas to pass through the wall of the In general the 4-cycle GE engine honeycomb filter material. A photo has lower SOF than the 2-cycle EMD of a section of DPF is shown in engine. This is due to the low oil con Figure 3 and an illustration of the sumption of the 4-cycle engine. exhaust gas path through the filter However, the CE engine typically block is shown in Figure 4. has higher levels of elemental car The advantages of a wall flow DPF bon, or soot, than the EMD engines. is a typical high efficiency and good These general observations about reduction in exhaust noise (can PM make up and the SOF levels can replace an exhaust silencer). The dis vary from engine to engine. Engine advantages of a wall flow DPF is that to engine variability can be a func they require more maintenance to tion of engine age, components remove ash build up on the filter used during the last engine overhaul, material and high back pressure on level of maintenance (air filters, after- the engine. cooler, turbo screen, etc), operating Regeneration is needed to "burn duty cycle, type of engine oil used off" collected carbon/soot to keep (multi vs single viscosity oil), sulfur back pressure on engine to accept level of the fuel, and other factors. able levels. The soot that collects in the DPF will self-ignite at 600fiC What is a Diesel Particulate Filter (1,112fiF). Lower temperature regen A Diesel Particulate Filter (DPF) lit eration is possible with the addition erally is a filter installed in the of catalyst material in the filter exhaust system to capture diesel par blocks, which allows for passive ticulate emissions. Because the DPF regeneration when the exhaust filters the exhaust, the DPF system reaches the regeneration tempera- Diesel Mechanical Maintenance Committee 49 ture for the catalyst makeup. mately 2,2009F(~1200QC), while sili However, if the exhaust tempera con carbide has a higher maximum tures are low, like in the typical US operating temperature of approxi locomotive, active regeneration is mately 3,100SF (~17009C). The max likely to be needed to burn out the imum operating temperature of the elemental carbon from the DPF. DPF filter material is critical to the Active regeneration can be com DPF design because of the elevated pleted by the following techniques temperatures during regeneration If the regeneration temperatures • Engine management by running exceed the maximum operating tem the engine at high loads for perature of the DPF filter material, extended period of time or the bricks will melt and a failure of injecting a small amount of fuel the filter system occurs. Even with during the exhaust stroke of the appropriate design, melted DPF fil engine, if the engine is fitted ters are possible with a run-a-way with a common rail injection regeneration that could be caused system, to provide fuel to burn by excessive build up of soot or the carbon. other "fuel" in the DPF at the time of • Fuel burner in the exhaust sys ignition due to extended periods of tem can be used to heat the operation before a regeneration exhaust to the required temper event occurs. Additionally, engine ature. component failures that would put • Catalytic oxidizer can be added an excessive amount of fuel or oil to DPF to oxidize hydrocarbons into the exhaust can cause a run-a in the exhaust that will generate way regeneration. These failures the heat needed to regenerate could include, failed/dropped injec the DPF. tor tip, turbo oil seal failure, cold • Resistive heating coils (electric) weather idling with excessive can be added to the exhaust exhaust souping, and a host of other system to heat the exhaust, but possible engine issues. this may result in a significant The second style of DPF is a flow fuel economy penalty because through type. The flow through DPF of the amount of heat required typically has lower engine backpres to heat the mass of the exhaust sure and will have fewer issues with flow and the DPF blocks. ash buildup in the DPF. This is due to • Fuel additives being used in the design of the flow through DPF, European automotive applica which is not built like a traditional fil tions to help oxidize the carbon ter where the exhaust gas must pass on the DPF surfaces. through the filter media. In place of flowing through a media, the Typical materials found in wall flow exhaust gas must travel an arduous DPF are cordierite and silicon car path around the filter and the partic bide. Cordierite has a maximum ulate matter has an opportunity to operating temperature of approxi impact on the media and stick. With 50 Diesel Mechanical Maintenance Committee the PM material on the surface of burner allows extended idle in cold the filter, a regeneration of the filter climates and for light load operation will allow the PM to be oxidized. An in a yard or switching operation. All example of the mesh that can be of the systems that are needed to used to make a flow through DPF is support a diesel burner on a DPF shown in Figure 5. system are shown in Figure 8. The disadvantage of a typical flow It is expected that the duty cycle through filter is that the DPF will be of a DPF burner would be on the less efficient at filtering PM than the order of 10 to 20 minute burn every wall flow DPF. Typically these flow 8 to 12 hours of engine operation, through filters will be less than 60% provided that the exhaust tempera efficient and the system will also ture did not reach the regeneration require elevated exhaust gas temper temperature during that period of ature (EGT) to regenerate. The sys time. If the engine was able to reach tem required to regenerate the flow a high enough temperature to regen through DPF would be identical to erate during the 8 to 12 hours since the ones listed for the wall flow DPF the last regeneration, the DPF con system. troller would "reset the clock" and One company is developing a the count down to the next regener new style flow through DPF system ation would start over. that will have many of the advan There are currently two locomo tages of a wall flow DPF. Although tives equipped with experimental the manufacturer of this new system DPF systems in the United States. call it a "flow through system", the These units are part of a California operation and the potential efficien Emissions Program that is sponsored cy of the DPF will be high and the by Union Pacific Railway Company back pressure should be low. An (UP) and the BNSF Railway. The example of this prototype "flow locomotives that are being used in through" DPF is shown in Figure 6. this demonstration are both 1,500 Note that the ash lubricating oil, horsepower MP15DC units that which will collect on the engine side have been recently overhauled to a of the DPF filter media, will not burn Tier 0 configuration. and will ultimately need to be BNSF3703 was released from removed mechanically, through a overhaul on 30-JUN-06 and at the service interval. The time between time of overhaul was equipped with maintenance intervals, to remove the idle reduction systems that consisted ash buildup, will be dependent on of both a Diesel Drive Heating the amount of oil consumed by the System (DDHS) and an idle reduc engine, the ash level of the engine tion system that also controls the oil, the porosity of the filter, and the DDHS. This locomotive was rebuilt surface area of the filter. using a kit that allowed the locomo One approach for regeneration of tive to meet T-0 emissions levels. a DPF on a locomotive is a diesel Additionally at the time of overhaul burner, as shown in Figure 7. The the engine was fitted with low oil Diesel Mechanical Maintenance Committee 51 consumption rings and liners to pro ing in the UP yard in Oakland vide reduced engine out PM emis California, and has been used for sions. Figure 9 shows BNSF3703 yard and industrial jobs. The loco before the installation of the DPF sys motive is fitted with a data logger tem. system that includes a Global The second locomotive in this Positioning System (GPS). One demonstration is UPY1378. week's worth of locomotive's activi UPY1378 was overhauled in the Fall ty is shown in Figure 13. At the end of 2005 and routed to SwRI in of one year, UPY1378 will be February 2006 for a DPF mounting returned from service to complete design concept meeting. This loco additional emissions testing to deter motive is also equipped with an idle mine if there has been any degrada reduction system, but there is no tion in the performance of the DPF DDHS installed in this locomotive. over the one year of field operation. Figure 10 shows UPY1378 before As shown in Figure #14, the installation of the DPF system. BNSF3703 had the DPF system The installed DPF on UPY1378 is installed in the same location as shown in Figure 11. The DPF system UPY1378. However, due to the dif was mounted on top of the long ferences in the long hood car body hood, over the main generator, over the main generator, BNSF3703 directly in front of the cab. The car required more effort to reinforce the body was extensively modified to long hood body to support the support the weight of the DPF sys DPF's. This locomotive is working in tem, which was in excess of 2,500 a yard in San Antonio Texas. After pounds. Although this is not a per additional testing, the locomotive fect DPF mounting solution, this will be delivered to California late in project is a demonstration and this 2007. mounting location allowed for the installation of the DPF with minimal What is a Diesel Oxidation modifications to the locomotive and Catalyst the locomotive systems. A Diesel Oxidation Catalyst Emissions testing before and after (DOC) reduces PM by oxidizing the the installation of the DPF system, SOF portion of PM. The high levels was performed on UPY1378 to of SOF offer a lot of opportunity to determine the emissions benefits of reduce the PM emissions, if the the DPF system. As shown in Figure DOC is efficient at oxidizing these 12, the DFP system reduced the PM heavy hydrocarbons. In addition to emissions by 83% from the baseline PM, a DOC also oxidizes nearly all emission levels. The gaseous emis hydrocarbons (HC) and carbon sions levels were not greatly affected monoxide (CO) emissions. The DOC by the addition of the DPF to the can increase the nitrogen dioxide locomotive. (N02) emissions and N02 has some UPY1378 released for revenue adverse health affects. However, the service October 2006 and is work formation of N02 can increase the 52 Diesel Mechanical Maintenance Committee efficiency of Selective Catalyst this locomotive. This locomotive has Reduction (SCR) aftertreatment sys been fitted with a novel pre-turbo tem, if it is installed after the DOC DOC's, that are mounted in special for the reduction of NOx. The DOC ly designed exhaust manifolds. A can also increase the PM emissions, drawing of the cross section of the if high sulfur fuel is used, due to the manifolds with catalyst sections are increase in sulfate emissions, there shown in Figure 18 and photos of fore the operation of the locomotive the prototype manifolds can be seen is limited to use with low sulfur in Figure 19. diesel fuel to prevent the formation The DOC manifolds replace the of sulfate emissions from the fuel. stock EMD exhaust manifolds and There are two typical types of they are designed to use all of the DOC catalyst, ceramic as shown in EMDexhaust manifold gaskets and Figure 15 or a metal substrate foil expansion joints. These prototype construction as shown in Figure 16. manifolds have been set up so that Both of these catalyst substrates are the experimental catalysts drop into equal in their capacity to reduce PM the top of the manifolds and into a emissions, but there are obviously frame inside the manifold. The differences in packaging, weight, design does not hamper engine and size of the DOC system. There maintenance/repair. For example, a are also different durability issues power assembly (PA) and cam seg with the two types of catalyst mate ments on the EMD engine can be rials. For example the ceramic mate removed without removing the pro rial is generally considered to be totype exhaust manifolds. more susceptible to impact damage The design of the prototype mani due to debris in the exhaust flow. folds adds a large amount of surface area to the exhaust manifold system. Application of an Experimental This causes increased heat transfer DOC from manifold and requires the use An experimental DOC has been of manifold blankets to retain heat in installed in EMD SD-60M, which is a the manifold to provide adequate line-haul, turbocharged 16-710 EMD exhaust energy for the turbocharger. engine, rated at 3,800 traction hp Additionally the blankets help keep (2.8 MW), that has been rebuilt to the long hood of the locomotive meet Tier 0 emission standards. The from becoming excessively hot, due locomotive has also been upgraded to the added heat lost from the sur by installing an aftermarket automat face of the prototype exhaust mani ic engine start stop system. This loco folds. A photo of the blanketed man motive typically operates in south ifolds is shown in Figure 20. ern California in a "helper hauler Emissions testing of the locomo service" in the Los Angeles Basin. tive before and after the installation As shown in Figure 17, from exte of the DOC's in UP2368 established rior of locomotive there is no way to that the experimental DOC system tell that a DOC system is installed on reduced PM emissions by 52% over Locomotive Maintenance Officers Association 53 Magnus Fallen Inc. • P.O. Box 1029 Fremont. Nebrasha GBD2G • uiuiuijagnus-farleu.com 54 Diesel Mechanical Maintenance Committee the EPA line-haul test cycle (See tive environment. Figure #21). The fuel used for both There is also one experimental of the tests contained only 17 Parts DOC system being demonstrated in Per Million (PPM) Sulfur, not the an EMDSD60 in Southern 2,000 to 4,000 PPMSulfur specified California. This is also a one year by CFR Part 92 for emissions testing. demonstration and will help identify This 17 PPM Sulfur fuel was valid for some of the issues of using DOC the series of emissions tests because exhaust after treatment in a line haul UP will be operating this locomotive locomotive. At this time, the active in Southern California where the parties are looking for other oppor fleet is fueled with ultra low sulfur tunities to demonstrate additional diesel. DOC systems on other locomotives to increase the sample size and gain Summary more information on the technology. Based on the UP-EPA's proposed emission regulations exhaust aftertreatment will likely be needed to meet the proposed EPA T-lll &T- IV locomotive emission standards. Proposed Tier IV PM emission limits may require a DOC and/or a wall flow DPF. The DPF offers a 90 to 95% reduction in PM emissions while the DOC offers a -50% reduc tion. The proposed Tier IV NOx lim its will likely require aftertreatment to reach this emissions level. Expect the use of an SCR system or other aftertreatment device to reduce NOx emissions to meet the pro posed Tier IV emission levels. Railroad demonstrations of experi mental PM aftertreatment systems on switcher and line-haul applica tions are being performed to gain rail experience. At this time there are two DPF's demonstrated on an EMD MP15DC's in North America and there are plans to demonstrate two more switchers with DPF systems by the end of 2007. These demonstra tions will last over one year and will help the industry identify the practi cality of DPFsystems in the locomo Diesel Mechanical Maintenance Committee 55 Table #1 Percent Reduction from Current Emission Standards Proposed Standards by Tier PM NOx Remanufactured Tier 0 60% 15-20% Remanufactured Tier I 50% No Change Remanufactured Tier II 50% No Change Tier in 50% Tier II Level TierlV 90% 80% Table #2 Proposed EPA Locomotive Emissions Standards Date to be Standards Apply to: PM NOx HC CO Applied 2008 as Remanufactured Tier 0 Available, 0.22 7.4a 0.55a 5.0 &I 2010 Required 2008 as Remanufactured Tier II Available, 0.10 5.5 0.30 2.2 2013 Required New Tier III 2013 0.10 5.5 0.30 1.5 PM&HC2015, New Tier IV 0.03 1.3 0.14 1.5 NOx 2017 (s° The NOx limit is8.0 g/hp-hr and 1.00 g/hp-hr for HC for locomotives originally built without separate circuit aftercooler system 56 Diesel Mechanical Maintenance Committee Solid Carbon Spheres (Q.01 • 0.08 mm diameter) combine to make Particle Agglomerates (0.05 - 1.0 mm diameter wtih // Adsorbed Hydrocarbons Vapor Phase Hydrocarbons Adsorbed Hydrocarbons Soluble Organic Fraction (SOF)/ Particle Phase Liquid Condensed Hydrocarbons Hydrocarbon Particles Sulfate with Hydration Adsorbed Hydrocarbons ® Sulfate (SOJ / Additional info con be found in SAE Paper #940233 Figure #1 Illustration of Typical Diesel Particulate . Ash, Carbon, Sulfate Wear Metals, Figure #2 An Example of PM from a EMD T-0 710 Engine Diesel Mechanical Maintenance Committee 57 PM——M m m m, m i , ft M •• m m m m .1 1 m • • • a. • m •• 1 * m m m m m m 1 1 Figure #3 Close Up View and lUlustration of a Wall Flow DPF Figure #4 Illustration of Wall Flow DPF 58 Diesel Mechanical Maintenance Committee Figure #5 Example of Mesh Used to Construct a Flow Through DPF Reference: http://www.ecocat.com Figure #6 Example of a New Style Flow Through DPF Refrence: http://www.dcl-inc.com Diesel Mechanical Maintenance Committee 59 Diesel Rarnp.r Exh Stack Wall Flow DPF(trick* Exh Inlet .. Courtesy Figure #7 Example of Diesel Burner Mounted on DPF System Filtered Exhaust Speed I I Power Load Figure #8 Infrastructure Needed for a Diesel Burner for a DPF System 60 Diesel Mechanical Maintenance Committee Figure #9 BNSF3703 Before Installation of DPF System Figure #10 UPY1378 Before Installation of DPF Diesel Mechanical Maintenance Committee 61 Figure #11 UPY1378 with DPF Installed on Long Hood Figure #12 PM Emissions Reductions on UPY1378 Using the Experimental DPF 62 Diesel Mechanical Maintenance Committee IU., '»*.«.: ? "" % f ••••• .'«m> ".••\ii y, *v\ 1, \ Figure #13 One Week Activty of UPY1378 in Oakland California Figure #14 BNSF3703 with DPF System Installed Diesel Mechanical Maintenance Committee 63 Figure #15 Ceramic DOC Blocs (Before Being Packaged) Figure #16 Foil Type DOC Mounted in and EMD 16-710 Exhaust Manifold 64 Diesel Mechanical Maintenance Committee Figure #17 SD60 Line Haul Locomotive Fitted With Experimental DOC System Figure #18 Cross Section of Prototype Manifold with DOC Diesel Mechanical Maintenance Committee 65 Figure #19 Manifolds That House the DOC's Figure #20 Manifold Blankets Cover the Prototype DOC Exhaust System 66 Diesel Mechanical Maintenance Committee Figure #21 PM Emissions Reduction Over EPA Line Haul Cycle Using Experimental DOC System Reference: Osbone, D.T., et.al, "Exhaust Emissions from a 2850 kW EMD SD60 Locomotive Equipped with a Diesel Oxidation Catalyst," ASME Paper JRC-ICE2007-40060, 2007 Locomotive Maintenance Officers Association 67 Below the deck... we're a cut above. • Truck systems •Wheels, • Roller bearings • Side frames curved-plate, • Bolsters heat-treated * Constant contact side bearings • Couplers • Draft sills • Coil springs • Center plates • Draft gears • Bearing adapters • Cushioning units -»End-of-car -* Center-of-car AmstedRail 200 W. Monroe Street • Chicago, IL 60606 • [312) 853-5680 • amstedrail.com 68 Shop Equipment And Processes Committee REPORT OF THE COMMITTEE ON SHOP EQUIPMENT AND PROCESSES THURSDAY, SEPTEMBER 13, 2007 1:45 P.M. Chairman BILL PETERMAN President Peterman Railway Technologies, Inc. Baie D'Urfe, Quebec Vice Chairman TOM STEFANSKI President Tom's Locomotives and Cars Plainfield, IL COMMITTEE MEMBERS R. Begier Consultant Portec Rail Products Inc. Broomfield, CO R. Collen VP-Sales Simmons Mach. Tool Corp. Albany, NY C. Fette President TESCO Erie, PA R. Herdegen Mgr. Qual. Production BNSF Railway Minneapolis, MN D. Louder Product Manager Macton Corp. Mount Airy, MD J. Morin President NEU International Inc. Paoli, PA B. Savage Sr. Mech. Supervisor CN Railway Memphis, TN Shop Equipment And Processes Committee THE SHOP EQUIPMENT AND PROCESSES COMMITTEE WOULD LIKE TO EXTEND THEIR SINCERE APPRECIATION TO BOTH THE AAR AND TTCI FOR HOSTING THEIR COMMITTEE MEETING IN PUEBLO, COLORADO ON MARCH 13,2007 AND FOR PROVIDING SHOP TOURS THE COMMITTEE ALSO WISHES TO THANK RON BEGIER OF PORTEC FOR COORDINATING THE NECESSARY ARRANGMENTS 70 Shop Equipment And Processes Committee EVOLUTION AND accident site better than a crane IMPROVEMENTS IN which was limited to rail access, LOCOMOTIVE RERAILING only. CRANES Many improvements were made Prepared by, to the mobile hi-rail cranes from Bill Peterman, President, the 1960's to 2000 (Figure 3) They Peterman Railway Technologies went from 60 to 150 ton, had tele scopic booms (with 50 ton boom History and Transition capacity extension), were from Steam to Diesel Cranes equipped with full load monitor During the early days of railroad ing, rotating outriggers, self erect ing, locomotives were small ing counterweight and were all enough to be rerailed manually hydraulic. NOTE:A picture of a using block and tackle. modern mobile rail crane designed With the introduction of the especially for rail service with tele heavy Pullman steel cards in 1890, scopic boom is depicted at the steam crane and winches entered end of this article (Figure 4). Also, the picture. In 1910, railroad pictured are European railroad cranes reached their peak of devel cranes (Figure 5). opment. Cranes were so powerful they remained in service until the Railroad Rerailer vs All Terrain 1980's. Quick firing boilers and Some of the features of both (for steam winches could only be comparative sake) are listed below: improved a little so they remained RAILROAD RERAILER ALLTERRAIN in service. • Customdesigned forrail • Adaptedfrom lift crane way use Original Locomotive Wrecking •Capacity of 16 feet from • Capacity of 2 feet from rear rear Cranes (Figure 1) • Road/Rail capability These cranes could handle up to • Road/Rail capacity • 10'legalwidth-need per 250 tons. The biggest disadvantage • 8'-6" legalwidth mit was they were limited to rail only. • 87,500lbs.legalweight • Too heavy-need permit The crane was sent in from both • Deck winch standard • No deck winch ends of the derailment. • Light plantstandard • Need to add light plant • Direct drive • Hi-rail hydraulic drive Arrival of the Hi-rail Diesel • Main host free fall • No free fall on hoist Cranes (Figure 2) • Side shift for rail on/off • No side shift In the 1960's, big hydraulic con • Pickand carry • Nopickand carry trolled diesel cranes, with safer • Rotating outriggers winding drums, arrived. The advan tage in using the cranes was that Side Booms they had the ability to travel on the Side booms arrived on the scene road to get to the scene of an acci in the 1970's (Figure 6). They are dent. They were very mobile and very versatile and have the ability were able to maneuver around an to get into tight spots and operate Shop Equipment And Processes Committee 71 ^SIMMONS MOBIITQD^IX]® ^^ MACHINE TOOL CORPORATION WHEEL TRUING SERVICES Innovative Mobile Technology Simmons Machine Tool Corporation (SMTC) is excited to announce its latest technological development inthe North American market;"Mobiturn® Wheel Truing Services". TheMobiturn® isa CNC mobile wheel lathe thatmaintains a variety ofprofiles ranging from light rail vehicles to locomotives. The Mobiturnprovides customers with cost effective wheel truing as an alternative to their present wheel maintenance processes. Services are easily implemented at customers' facility. There are NO special requirements needed to execute the services. Contact us to schedule your Mobiturn® Wheel Truing Service appointment: Simmons Machine Tool Corporation 1700 N. Broadway P: (518) 462-5431 Albany, NY12204 F: (518) 462-0371 www.smtqroup.com [email protected] 72 Shop Equipment And Processes Committee in various terrains in order to pick up, transport and put equipment back on the track. Railroad Crawler Crane This equipment was introduced in 2000 (Figure 7). It is versatile like the side boom, has a low profile which is good for tunnel and bridge work and is a tracked vehi cle. It offers 360 degree rotation. It is wider and heavier than a side boom. It is capable of operating in all types of terrain (Figure 8) and is used for both road and rail opera tions. It is equipped with a tele scopic boom. Listed below are comparative features of the side booms and rail road crawler crane: Side boom Crawler Crane Weight: 117,00lbs 123,700 lbs Counterweight: 28,400 lbs 30,000 lbs Load Line: 8 strand 10 strand Width: 11 feet width adjustable 12-18 ft Auxiliary boom: No Yes Jib boom: No Yes Rail Travel: No Road/Hi Rail Travel Side Shift: No Yes NOTE: As previously indicated, the Crawler Crane has more lift capac ity, has a telescopic boom with a 360 degree rotation and offers more stability. In conclusion, there have been and continue to be advancements made in locomotive re-railing cranes which makes the job of the personnel charged with re-railing locomotives a lot easier. Shop Equipment And Processes Committee 73 Original Locomotive Wrecking Cranes Up to 250 tons Disadvantage- Rail Only Have to send cranes in from both ends of a derailment Figure 1 74 Shop Equipment And Processes Committee Arrival ofthe Hi rail Diesel Crane In the 1960s big hydraulic controlled diesel cranes with safer winding drums arrived. The extra advantage is these cranes had the ability to travel on the road to get to the scene ofan accident. They were much more mobile and were able to maneuveraround an accident site better than a crane limited to only rail access Figure 2 Shop Equipment And Processes Committee 75 Figure 3 .- • i? Figure 4 76 Shop Equipment And Processes Committee Figure 5 Shop Equipment And Processes Committee 77 Side Booms Arrival 1970s Versatility and Ability to get into tight spots and various terrains to pickup, transport and put equipment back on the track. Figure 6 78 Shop Equipment And Processes Committee Figure 7 Locomotive Maintenance Officers Association 79 iFrESCo2? 11 / TRANSPORTATION EQUIPMENT SUPPLY COMPANY Transportation Equipment Supply Company 8106 Hawthorne Drive Erie, PA 16509 (814)866-1952 fax (814) 866-7307 Contact us for all your special tooling needs! www.tescotooIs.com 80 Shop Equipment And Processes Committee Crawler Road/Rail Flexibility RaB-flttor dwfefwfc' Wheels Down for Rail ^^^ In uporatored travel position for Land travel Figure 8 Fuel, Lube and Environmental Committee 81 REPORT OF THE COMMITTEE ON FUEL, LUBRICANTS AND ENVIRONMENTAL THURSDAY, SEPTEMBER 13, 2007 3:15 P.M. Chairman TOM PYZIAK Senior Account Executive Safety-Kleen Systems Palatine, IL Vice Chairman BOB DITTMEIER Customer Technical Service Afton Chemical Corp. Richmond, VA COMMITTEE MEMBERS K. Bahnline Product Manager Electro Motive Diesel LaGrange, IL S. Casson CEO Searle Petroleum Co. Council Bluffs, IA J. Dinklage Technical Advisor Shell Marine Products Houston, TX F. Eberhardt Purch. Mgr. Belt Rwy. of Chicago Bedford Park, IL T. Eitzen Sr. Staff Engineer Chevron Lubricants Richmond, CA S. Fritz, P.E. Mgr. Med. Spd. Dsl. Eng. Southwest Research Inst. San Antonio, TX F. Cirshick Sr. Tech. Advisor Infineum USA L.P. Linden, NJ A. Haas Production Mgr. Lubrizol Corp. Wickliffe, OH L. Haley, Jr. Chief Chemist Norfolk Southern Corp. Chattanooga, TN D. Koehler RR Business Mgr. Predict Cleveland, OH C. Kunkel Sr. Mgr.-R& D Union Pacific RR Omaha, NE G. Lau Sr. Rel. Specialist Canadian Nat'l Edmonton, Alberta R. Lodowski Asst. Supt. CSXTransportation Selkirk, NY M. Maddox Tech. Support Industrial Specialty Chem. Harvey, IL D. McAndrew Fuel & Lube Spec. GE Transportation Rail Erie, PA K. Myles Mech. Engineer Amtrak Wilmington, DE D. Mattey Key Acct. Mgr. Alfa Laval, Inc. Hermitage, PA D. Salvesen CVL National Fit. Sis. Exxon Mobil Sterling, VA W. Strickland Mgr.-Test & Lab Svcs. CSX Transportation Jacksonville, FL D. Turtle Mgr.-RR& Marine Sis. American Refining Roswell, GA K. Wazney Chemist/Testing Spec. Canadian Pacific Rwy. Winnipeg, MB P. Whallon Mgr.-Tech. Sales Clark Filter Lancaster, PA 82 Fuel, Lube and Environmental Committee PERSONAL HISTORY Thomas Pyziak Thomas J. Pyziak, Chairman of Industrial Sales Rep. He was given Fuel, Lubricants and Environmental railroad/sales responsibility in Committee, was born in Chicago 1984, handling product develop on August 10, 1954. Tom is a ment, marketing/sales and oil graduate of Gordon Technical waste removal sales. In 1989, this High School in Chicago. He portion of the operation was sold attended and graduated from St. to Breslube which two years later Norbert in DePere, Wisconsin in was acquired by Safety-Kleen 1976 with a Bachelor of Science Systems. Tom's current position is degree. National Account Manager Tom began his career as a lab Railroads, handling all aspects of technician with Motor Oils railroad engine oil development, Refining Company in McCook, sales/marketingwith added techni Illinois which is a re-refiner of cal responsibilities to the OEM's, petroleum lubricants. He learned CM, Ford and Chrysler. all aspects of manufacturing from Tom's hobbies include garden plant operation to quality control ing, Chicago Softball and auto rac and research and development. ing. He is married. His wife's Tom transferred to marketing name is Katie and they reside in as a Technical Sales Representative Palatine, Illinois. and subsequently became an Fuel, Lube and Environmental Committee 83 THE FUEL, LUBRICANTS AND ENVIRONMENTAL COMMITTEE WOULD LIKE TO EXTEND THEIR SINCERE APPRECIATION TO CSX CORPORATION AND ROD LODOWSKI FOR HOSTING THEIR COMMITTEE MEETING IN JACKSONVILLE, FL ON JANUARY 22, 2007 84 Fuel, Lube and Environmental Committee 1. AUTOMATIC SELF-CLEANING engine parts, and routine mainte LUBE OIL FILTERS AND nance oversights. Small, abrasive CENTRIFUGES wear particles in the 1-10 micron Prepared by range can also lead to accelerated Don Mattey, Key Account Manager, wear of high speed components Alfa Laval, Inc. such as turbo shafts and camshafts. Therefore, the effectiveness of an The locomotive industry is explor engine's oil filtration system can ing more efficient and environmen directly impact the durability of criti tally friendly technologies due to cal engine components and both oil more stringent emissions standards, and engine life.(1) demand for more power, increasing Filtration can be defined as the labor costs, renewed focus on the process of collecting solid particles environment, and the high cost of from a fluid by passing it through a hazardous waste disposal. filter medium where the particlesare The technology of self-cleaning retained. Two basic methods of fil lube oil filters has been around for tration are used, namely deep-bed over 30 years. However, recent filtration, used in depth filters such as improvements in filter design and standard paper cartridge filters, and the concept of using a centrifuge to surface filtration, used in strainers enhance the filtration efficiency and cake filters.(2) make these systems highly advanta The particles passing through a geous versus disposable paper car deep-bed filter are collected within tridge filters. the layers of the filtration medium The purpose of a lube oil filter is to (see Figure 1). As the solid particles protect critical engine components accumulate in a depth filter, the pres from harmful particles. Maximum sure drop increases as particles are engine and oil life is dependent on trapped. When the pressure drop the efficiency and durability of that reaches a certain level, the filter ele filtration system. During normal ments must be replaced or cleaned engine operation, a wide variety of with chemicals. contaminants can be introduced into In surface filtration, the particles the lubricating oil such as carbon, are collected on the surface of the water, acids, partially burned fuels, filter medium, whereby a filter cake dirt, varnish and sludge. Although of retained solids is created (see many contaminants may be small Figure 2). This cake is then removed enough not to cause immediate by back-flushing the filter. If the filter engine damage, they can combine is continuously back-flushed, the to form larger particles that directly pressure drop across the filter lead to a significant decrease in both remains constant. In practice, a filter oil and engine life. In addition, abra can remain in operation without sives and foreign material can enter interruption provided that the back- the engine through the intake airsys flushing is part of the filter construc tem, combustion blow by, fuel, worn tion. If so, the filter can be referred to Fuel, Lube and Environmental Committee 85 as an "automatic back-flushing filter" The automatic self-cleaning filter or "automatic self-cleaning filter." and centrifuge typically work togeth While a deep-bed or surface filtra er as shown in Figure 5 and detailed tion system is installed to prevent as follows. particles in the oil from entering the As 100% of the total engine oil engine, a centrKuge cleans the oil. flow enters the automatic self-clean The main difference between a filter ing filter, it passes through a strainer and a centrifuge is that a filter sepa to catch any large debris that may be rates the impurities according to size in the oil. The oil then enters a dis while a centrifuge separates the tributor where it flows along the impurities based on the density dif length of the filter through a series of ference between the impurities and wire mesh elements (see Figure 6). the oil. Separation efficiency is gov The micron rating of the filtration erned by Stake's Law which states mesh can be matched to the specif that the greater the density of the ic application. For engine lube oil, particle relative to the density of the the most common mesh size is 35 fluid, the greater the efficiency. micron absolute (20 micron nomi However, other parameters have a nal). An independent laboratory in positive effect on separation efficien France (Institute de La Filtration et cy including a large particle size, a des Techniques Separateness) con high gravitational force, and a low ducted a test of the wire filtration viscosity as shown in Figure 3. mesh. 200 ml of micro-filtered water The combination of automatic self- solution (filtered to 0.2 microns) with cleaning filters and centrifuges has glass beads was filtered through the been used around the world in harsh various mesh sizes at 333 l/min. A environments, such as mining and granulometric analysis by Coulter locomotives, for optimal engine pro Counter was performed upstream tection for over thirty years. Over and downstream of the mesh and 2,000 automatic self-cleaning filters yielded the results found in Figure 7. have been installed on locomotives (») for the French railways alone. Upon filtration by the wire mesh Installed with new engines or retro elements, the oil continues its path fitted to existing field units using to the engine and, since the auto either direct or remote mounting, matic self-cleaning filter accepts this solution has proven results in 100% of the engine flow, down reduced oil loss during maintenance, stream engine components are pro less engine wear, reduced down tected with the absence of bypass time, and lower operating costs. flow. Configuration of the automatic self- While approximately 97% of the cleaning filter and centrifuge is oil continues to the engine for lubri important to achieve maximum per cation, approximately 3% is used to formance and efficiency, which automatically back-flush the screen leads to maximum oil life (see Figure mesh and drive a hydraulic motor so 4). an external power supply is not 86 Fuel, Lube and Environmental Committee required. The hydraulic motor The particles removed by the filter rotates a distributor in a stepwise and separated by the centrifuge are function that flows a small stream of trapped within the centrifuge form filtered oil in the opposite direction ing a cake of compacted solids. through one of the chambers, there Maintaining this system typically by cleaning the wire mesh of all involves opening the centrifuge dur debris and sending the concentrated ing oil changes and simply removing particle steam directly to the cen the cake for disposal (see Figure 10). trifuge while the remaining sectors In doing so, oil loss and environ are providing filtered oil to the mental risks are eliminated. In addi engine (see Figure 8). This process tion, the system can be configured continues until the entire filter has so the engine does not have to stop been cleaned then starts again during the cleaning of the centrifuge. approximately every two minutes. Should the centrifuge become Frequent automatic cleaning of the clogged, the filter operates in a nor elements prevents retained solids mal manner and the captured parti from adhering to the elements, cles are simply returned to the sump. ensuring a low and constant pres The automatic self-cleaning filter sure drop (approximately 3 to 6 psi often does not require any mainte depending on the application) that nance whatsoever until normal reduces parasitic loads on the engine overhaul and usually only engine and yields consistent filter requires a set of o-rings and visual performance over the life of the inspection of the elements at that engine. time. This yields a sealed lube oil cir The load on the automatic self- cuit that greatly reduces the risk of cleaning filter is reduced and the effi contamination entering the system. ciency of the centrifuge improved by In addition to real world experi receiving the concentrated particle ence, the automatic self-cleaning fil stream directly from the automatic ter and centrifuge combination has self-cleaning filter. Under normal been performance tested on engines operation, the centrifuge is spinning in both test cells and field test appli at 5,200 rpm generating extremely cations. In 1999, for example, high centrifugal forces. At this high Cummins performed a test using a rotational speed, the heavier density KV2000E test bench engine to particles (some below 1 micron in review particle removal using a size) are separated from the lubricat paper cartridge filter and an auto ing oil and collect on the inside of matic self-cleaning filter and cen the centrifuge housing. The lighter trifuge. density polished lube oil is allowed A 25 micron absolute paper car to drain to the engine oil sump. tridge filter was used and samples Although the centrifuge is highly effi were obtained immediately after the cient, it will not remove lubricating filter every 5 hours (see Figure 11). oil additives since they are sub- The results show high volumes of micron in size (see Figure 9). particles at and below 3.5 microns. Locomotive Maintenance Officers Association 87 Industrial Specialty Chemicals, Inc. 16880 S. Lathrop Avenue, Harvey, IL 60462 708-339-1313 [email protected] ~4H|W Proud Supplier for Your Treatment Needs for over 25 Years Waste Water Treatment, Waste Oil Reduction, Environmental Solutions, Locomotive Coolant and Anti-Freeze, Corrosion Inhibitors, Locomotive and Car Cleaners, Heavy and Light Duty General Purpose Cleaners Freight and Light Rail America Canada Europe Asia Mexico ISO 9001 : 2000 Certified Fuel, Lube and Environmental Committee The paper cartridge did reduce the newly commissioned engine. It particle count during the first 10 should be noted that between 1,000 hours but then leveled off and/or and 1,750 hours the data was not increased by the termination of the recorded so the oil was drained and test at 15 hours when the filter the test restarted. The results show clogged and the bypass opened.(4) not only prolonged soot removal but Similarly, a 25 micron absolute also levels well below those of the mesh was used in the automatic self- paper cartridge filter. cleaning filter. Samples were Based on the prolonged oil obtained immediately after the filter change interval previously tested every 5 hours but the test was with the automatic self-cleaningfilter extended to 35 hours since no filter and centrifuge, Pon Power conduct clogging occurred (see Figure 12). ed another test in 2006 using a The results show improved particle Caterpillar 3616 engine to measure removal at and below 3.5 microns. wear elements. The same 15W40 oil In addition, the cleanliness of the oil was used for 5,000 hours and wear continued to improve over time as elements including copper, iron, the sump oil was circulated. lead, and aluminum were measured In another test by Pon Power in in parts per million after the auto 2006, a Caterpillar 3512 engine was matic self-cleaning filter and cen used to compare a paper cartridge trifuge (see Figure 15). The results filter with an automatic self-cleaning show that most element levels filter and centrifuge combination. remained constant throughout the The goal was to analyze the amount entire test.{6) of soot in the oil over time. In addition to cleaner oil, an added 15 W40 oil was retrieved from a benefit for the locomotive industry is sample drain valve immediately after reduced size and weight of the auto the 25-micron absolute paper car matic self-cleaning filter and cen tridge filter and data was recorded trifuge. Either combined as one unit every 250 hours for a total of 5,750 mounted directly to the engine, sep hours, including oil changes and arated in two locations with easy 2,000 and 4,000 hours. The results access to the centrifuge, or in a num show a consistent increase in oil con ber of other combinations, the auto tamination until the cartridges were matic self-cleaning filter and cen replaced (see Figure 13).(5) trifuge are approximately 1/3 the The 25 micron absolute automatic size and weight of cartridge filter self-cleaning filter and centrifuge had housings (see Figure 16). a sample drain valve immediately The combination of a full-flow, after the filter and initially the data automatic self-cleaning filter and was recorded every 250 hours (see centrifuge has shown in tests and in Figure 14). Sampling increased in fre real world applications to extend oil quency around 2,000 hours, howev life and reduce engine downtime. It er, due to the amount of time the is an environmentally friendly solu same oil was being used on this tion to today's lube oil filtration Fuel, Lube and Environmental Committee 89 requirements. Contributions 1. Rob Andrews, Cummins Engine Company, "New, long life, self-clean ing lube oil filtration for diesel engines'7, Institution of Diesel & Gas Turbine Engineers, 1999. 2. Marine & Diesel Equipment, Alfa Laval, Inc. "It's all about protection", Alfa Laval 2002. 3. Filtration Mesh Efficiency Test Report, Institute de la Filtration et des Techniques Seperatives, report number 97/251.A 4. CCU Test Report, Cummins 1999. 5. Eliminator Efficiency Test Report, Pon Power 2006. 6. Eliminator Wear Metals Test Report, Pon Power 2006. 90 Fuel, Lube and Environmental Committee Filter medium Figure 1: Deep-bed filtration Cake of captured particles Filter medium Figure 2: Surface filtration Fuel, Lube and Environmental Committee 91 w= d2 (Pp-Pi) v 18r| y V is the sedimentation velocity due to gravity d is the diameter of the particle pp is the density of the particle Pi is the density of the liquid r\ is the viscosity of the liquid g is the acceleration due to gravity = co2r Figure 3: Stoke's Law Full-flow filter Q1 Q2 From lube To engine oil pump Q3 Return from hydraulic motor Centrifuge Sump t Figure 4: Automatic self-cleaning filter and centrifuge configuration 92 Fuel, Lube and Environmental Committee Fitter Outlet Fitter Inlet Return to sump Figure 5: Automatic self-cleaning filter combined with centrifuge Filter mesh Filter frame Figure 6: Oil flow through the wire mesh elements Fuel, Lube and Environmental Committee 93 Filter mesh Initial efficiency 100 •HL ,. / >-•• '^&iL / / • • / 1/ — / / Mash slz« -A01=10(jm ' A ' •"—A03*25pni /I ! A05=35um / 'A07=45pm / | / i iS • 10 15 20 25 30 35 40 45 50 Partlcls size [Jm Figure 7: Wire mesh efficiency test results Figure 8: Back-flushed flow through the elements and into the distributor 94 Fuel, Lube and Environmental Committee o.ooi o.oi o.io 1.00 10.0 100 1000 micrometer — Tobacco Smoke Fuel Soot Lube Additives isMMiESi Full Flow Lube Filter Full Flow and Bypass Filter I | Full Flow Lube Filter and Centrifuge Figure 9: Centrifuge will not remove lube oil additives Figure 10: Sludge cake removed from Centrifuge Fuel, Lube and Environmental Committee 95 1200000 -r 1000000 • ! 800000 - •0 hours 1 •6 hours 600000- ll*—• • 10hours i • 16hours 400000 • H 200000 • mlUrn 04 ^^i^^^^tt^""^™"!"^^^^ • m i i 225 276 3.5 4.6 6.6 6.6 7.6 9 126 17.5 Particle micron slzo Figure 11: Paper cartridge filter particlecount •0 hours •5 hours •10 hours •20 hours •35 hours 225 276 3.6 4.6 6.5 6.6 7.6 126 17.6 Particle micron slzo Figure 12:Automaticself-cleaning filter and centrifuge particle count 96 Fuel, Lube and Environmental Committee Oil cha ftga -.^Z t „--"'-^"/ j. _ so ^ v-" _4~/ / v t -y fZ ^i .J. A J. %7 • 4J J-^/ XfV I "™ — "'" a O 250 800 758 1000128818001780200022S02SOD27SOa00032{U3S0037U Operating heuri Figure 13: Paper cartridge filter particle count too. PPM -H- H- Te ttra lt8J tad \ 10 • / \ / \ / 0- -* —i 0 280 800 780 10001^15001780200022S0MOO 278030M^ Operating heura Figure 14: Automatic self-cleaning filter and centrifuge particle count Fuel, Lube and Environmental Committee 97 Oil Hours 1486 1654 1922 2361 2983 3800 4478IS002 ICopper 4 2 0] 3 4 7 S| 8 [Lead 1 0 1 0 1 0 l| 0 Isillcon 3 3 3|' 3| [Tin 0 1 0 0 1 PPM Figure 15: Wear element levels during 5,000 oil hour test Conventional oil filter housing 35 in. 750 lbs. Self-cleaning Alter and 20 In. centrifuge 280 lbs. 50 In. 10 In. Figure 16: Approximate dimensions and weights between a standard paper cartridge filterhousing and an automatic self-cleaning filterwith centrifuge 98 Fuel, Lube and Environmental Committee 2. DIESEL FUEL 2007 AND 40CFR 80.510 additionally require BEYOND, WHAT WILL BE IN US refineries to further reduce the YOUR TANKS? fuel sulfur to a maximum of 15-ppm Prepared by sulfur by 2012. This future reduction Dennis McAndrew, is intended to allow the use of C£ Transportation advanced after treatment technolo George Lau, CN gy if needed. The obvious goals of Chuck Kunkel, UP the regulations are to complement the engine designs and fuel proper Introduction ties for a reduction in total emis Effective June 1, 2007, the US sions. Environmental Protection Agency The rule changes on diesel fuel sul (US EPA) requires most US-based fur content have raised several ques refineries to produce Non Road, tions. Locomotive, and Marine (NRLM) • How, if at all, has this removal of diesel fuel with a maximum sulfur much of the sulfur from the fuel concentration of 500 ppm. This changed the fuel's chemical and requirement is delineated in 40CFR physical properties? 80.5101. This concentration was low • Will all the changes be positive ered from the previously allowable or some negative? concentration specified by the rail • If negative, how will or can the roads and/or locomotive manufac negative changes be offset? tures. US railroads often reference • Will the fuel changes affect spe the ASTM International (originally cific fuel consumption, useful known as the American Society for oil life, oil drain cycle, oil Testing and Materials) specification chemistries, and engine reliabili ASTM D 975 Diesel No. 2, which ty, durability, and performance? specified 5000-ppm maximum fuel This paper will address some of sulfur.The goal of the EPA fuel sulfur the questions on supply variation, reduction was to assist in the reduc and supply distribution. A brief dis tion of emissions of particulate mat cussion of the survey results and the ter from the locomotive, and by chemical and physical properties dif default the sulfur emissions would ferences will also be included. be reduced. 40CFR 80.550 through .554 Fuel Survey include provisions for some "small The fuel survey questionaire was refineries" that may exempt such sent out February of 2007. There refineries from the requirements in were a total of eight railroads 40CFR 80.510. Note that some rail responding to all or part of the sur roads in North America and other vey in March and April 2007. The locations such as Australia are responses were from two US, two already using low sulfur fuels, ultra Canadian, two Mexican, and two low sulfurfuels, or ifnot, they will be Australian railroads. Seven railroads using such fuels. responded to the survey questions, Locomotive Maintenance Officers Association 99 Your 1st Choice for Railroad Diesel Engine Oils Formulated to provide year-round lubrication in 2-cycLe and 4-cycle, Low and High Horsepower, Turbocharged or NaturallyAspirated, Railroad, Marine and Stationary diesel engines requiring Zinc-free lubrication. Used and Approved by OEM's and Class l's. • QUALITY • PROMPTSERVICE •DEPENDABILITY •COSTSAVINGS Please contact Tom Pyziak for complete information. Phone: 847-358-2035 E-mail: [email protected] lafeflHHHIL Safety-Kleen Systems,Inc. • 5400 Legacy Drive, Clustern. Building 3, Piano, TX 75024 www.safety-kleen.com • ©2004Safety-Kleen Systems, Inc. All rights reserved. 100 Fuel, Lube and Environmental Committee and five railroads supplied test Sulfur Diesel (ULSD) with a maxi results. There are six data sets in this mum of 15-ppm sulfur. paper because of the inclusion of All above survey responses that one locomotive manufacturer's data. were received are reported in The survey questions were as fol Appendix 1. Information extracted lows.: from the survey and grouped in four • Number of fuel suppliers general categories is as follows: • Type of supply, pipeline, barges, 1. Number of suppliers: The US, tanker, supply truck Canadian, and Mexican railroads • Number of supply locations have multiple suppliers. The two • Sulfur content from each supply Australian railroads have one suppli • Verification of Specification er. (ASTM D975) 2. Type of supply: The method - Supplier test all parameters that the fuel is being supplied to the • Frequency of testing railroads varies from pipeline, - Supplier tests some of the barges, tankers, and supply trucks. parameters Two railroads receive fuel by all • Frequency of testing methods listed, three by tankers and - Railroad test all parameters trucks, one by tanker, and one by • Frequency of testing truck. The numbers of supply loca - Railroad tests some of the tions range from 38 to only 1. parameters 3. Verification that fuel meets a • Frequency of testing specification: Two railroads do not • Lubricity testing, Test responsi require the supplier to provide infor bility if needed mation on the fuel. Five rely on cer • Refinery tificate of analysis. However, in most • Distributor cases only a few selected fuel prop • Railroad erties are determined. One railroad • Frequency of testing requires all new potential suppliers • Control Process to test and meet all requirements of • Percent of fuel greater than the specification. The frequency of 500-ppm testing is once a month to quarterly. • Percent of fuel less than Lubricity testing is as varied as the 500-ppm other tests. One railroad is adding a • Percent of fuel less than 15-ppm lubricity additive to the fuel only where ultra low sulfur fuels are being The ASTM specification list three used. In this case the fuel is tested No. 2 diesel categories S5000, S500, monthly using the ASTM D 6079 and S15 based on the fuel sulfur lubricity test. Another railroad maximum content. The fuel are com receives their fuel treated and monly referred to as High Sulfur requires the supplier to test the fuel Diesel (HSF) maximum of 5000- for lubricity. ppm, Low Sulfur Diesel (LSD) maxi 4. Fuel sulfur being used: two rail mum of 500-ppm, and Ultra Low roads are receiving fuels that meet Fuel, Lube and Environmental Committee 101 all three ASTM D 975 Diesel No. 2 such fuels. The process for removing categories, ie. , S5000, S500, and the sulfur is left to the individual S15. Two are using S500 fuels, and refineries. This difference in the tim one is using SI 5 fuels. The last two ing and process of sulfur removal railroads are using fuels that meet could add some variation and uncer their country's S50 requirements. tainty in consistency. This can affect the overall fuel system's perform Survey Fuel Properties ance. The fuels properties survey results Providing fuel products with con are reported in Appendix 2. The sistent properties and quality is para results show a very diverse fuel sup mount in overall locomotive per ply. There are major differences in formance. When refineries produce density, sulfur content, heat content, and provide fuels with consistent etc. It also shows that most fuel chemical and physical properties the parameters are not tested to ensure resulting overall locomotive engine the fuel does in fact meet the rail performance is more predictable. roads or manufacturers' required The engine fuel system's hardware specification. and the fuel's properties combine to When fuel test data is supplied to make up the fuel system and result the railroads from a supplier, it is sent ing performance, reliability, and to the purchasing/sourcing depart durability. With locomotive run ment. Most technical groups (engi through agreements, railroad A is neering, laboratory) need to request relying on railroad B to fuel their a copy of the fuel results from pur locomotive with quality diesel fuel chasing. Railroads with multiple sup that will not degrade the locomotive pliers do not have one standard form fuel system. for all suppliers to submit analytical Figure 1 illustrates the USfuel sul test results. One major railroad fur trend. The United States receives results in at least five differ Department of Energy has an organ ent file types: xls, pdf, TXT, tif, and ization called the Energy Information fax. Not only are the fuel properties Agency (EIA)2, which keeps track of reporting forms different from each U.S. refinery inputs and outputs, pro supplier, different analytical test pro duction, imports and exports. They cedures are being used. This is not keep track of diesel fuel production an efficient process for tracking and in three bins: evaluating quality. 1. Less than 15-ppm sulfur 2. Between 15 and 500-ppm sulfur Discussion 3. Greater than 500-ppm sulfur The EPA regulation governing You can find them at: when refineries must produce diesel www.eia.doe.gov fuel with a maximum of 500-ppm There is a noticeable increase in varies. It is dependent on the ultra-low sulfur diesel (ULSD) when amount of fuel produced by given the on-highway specification came refiners and their ability to produce into effect (October 2006). Notice 102 Fuel, Lube and Environmental Committee the total amount of diesel hardly BTU/Lb to a low of 131,539 BTU/Lb changed, just the mix. higher heating value. This calculated Along with the engine systems to a maximum 9394 BTU/Lb (6.67% controls, the fuel's properties com reduction) difference in volumetric bine to affect the fuel consumption, energy content. Will this reduction fuel system durability and reliability, of the volumetric energy content which ensure exhaust emissions are drive a need to change the number within EPA regulation. of fueling locations, or was this a Diesel fuel might appear as a unique maximum range? homogenous fluid composed of one The blow-by gases from the fuels compound. However, distillate fuels with different concentrations of sul are composed of hundreds if not fur and aromatics will contain differ thousands of different molecular ent organic species than current compounds. Figure 2 contains illus higher sulfur/aromatic fuels. This will trations of a few compounds, with require railroads using infrared spec and without sulfur, that are found in trometer for used oil analysis to diesel fuels. account for the difference in the Because of the variation in fuel fuels sulfur and aromatic content in properties and measurements one their algorithms, i.e., recalibration of cannot rely completely on the labo used oil programs. ratory test results to predict the fuels' Specifications are in place to con affect on performance. "When using trol the consistency of the fuel prod fuels oils, it is not wise to put com ucts. Many railroads require their plete faith in all analyses, since they fuels to meet ASTM D 975 Diesel sometimes appear satisfactory, but Number 2 specification. In addition actually are not. Two different oils to the ASTM D 975 specification, can have approximately the same several railroads have a few addition analyses, but will burn differently."3 al requirements. Additional tests are often required to It is important to note the sulfur in more completely understand the the fuel is not free elemental sulfur, interactions of the fuels supplied and but bonded to the hydrocarbon, i.e., engine performance. it is an organosulfur compound. The fuel survey found variations Removal of the sulfur will affect not only in the fuel sulfur concentra fuel's physical and chemical proper tion, but other fuel properties as ties. These changes can alter the well. One major change/variation fuel's volumetric energy content, observed was with the removal of lubricity, density, cetane number, the fuel sulfur some refineries pro modulous of elasticity, injection duce fuels that are less dense. The pressure, spray pattern, and other reduction of fuel density was associ fuel/engine parameters. They can ated with a reduction in the fuel's also affect engine reliability, durabili volumetric energy content. The ty, performance, and crankcase oils. fuel's volumetric energy content The degree of these affects needs to ranged form a high of 140,933 be determined. Fuel, Lube and Environmental Committee 103 Moving forward how will new fuel The current changes and future regulation requirements drive changes to fuel supply will result in changes to the locomotive systems, several adjustments to maintain loco and railroad infrastructure and oper motive performance, railroad opera ating systems? tions, and railroad infrastructure. The future emission regulations and fuel Recommendations supply should result in an overall • LMOA FL&E develop a list of improvement in air quality. recommended tests • Recommendation on minimum Summary testing frequency Along with the engine system con • Develop standard reporting trols, the fuel's properties combine form for suppliers to affect the fuel consumption, fuel • Request supplier to provide fuel system durability and reliability, and properties on the standard rail insure emissions are within EPA reg road form ulations. • Recommend using a standard database, e.g. Excel where new Acknowledgements data is added The authors wish to thank CN, UP Conclusion and GERail for permission to publish The current fuel supply varies not this work. The authors are grateful to only from railroad to railroad, but in the eight railroads for answering the some instances there are variations survey questions and submitting of fuel supply within a railroad. The data. We would like also to thank the variations observed include not only LMOA's FL&E Committee members fuel sulfur content but also other fuel for their review of this paper. They properties, e.g. aromatic content, also give special thanks to Gary volumetric energy content, density, Dudenhoefer (GE), Leighton Haley cetane, lubricity, and other proper (NS), Brian Kelly (GE),and Steve Fritz ties. (SWRI) for their assistance in the Several factors such as the crude editing of this paper, and Dr. Fred oilsource, refining process,fuel qual Girshcik Ph.D. (Infineum) for the ity control, fuel delivery, and storage chemical structures. tank maintenance all contribute to fuels with different properties. References Verification of the fuel's properties is 1. Title 40-Protection of Environment lacking. However what data was col 40CFR Part 80, Regulation of Fuels lected, shows some fuels with low and Fuel Additives. sulfur content have high aromatic 2. United States Department of content and cetane. Other fuels with Energy, the Energy Information low sulfur content have low aromat Agency (EIA). ic content and high or low cetane. 3. Fuel Oil Manual Fourth Edition These fuels have different combus Paul F. Schmidt Industrial Press Inc. tion characteristic. 1985. 104 Fuel, Lube and Environmental Committee Appendix 1 Number ofsuppliers: Railroad Response 1 Supplied test data, but skipped survey question 2 Unknown 3 58 (but 95% from 18 major suppliers) 4 6 5 5 6 Unknown 7 1 8 1 Type of supply (pipelines, barges,tankers, supply trucks) Railroad Response 2 All 3 35% tank cars, balance via truck 4 Truck 5 Truck 6 Trucks and tankers 7 Tanker truck 8 Various Number ofsupply locations: Railroad Response 2 38 3 23 4 48 5 5 6 6 7 1 8 Many Sulfur content from each supplier Railraod Response 2 All fueling locations measured on a quarterly basis 3 60%supply isless than500-ppm 4 Less than 15-ppm 5 Average 348-ppm 6 500-pppm maximum 7 Below 500-ppm 8 Less than 50-ppm Supplier verify the fuel meetsa specification andfrequency (all vs. someparameters) Railroad Response 2 ? 3 Yes, monthly 4 N/A 5 Yes, (frequent) 6 Blank 7 Yes, each cargo 8 Yes, each batch Fuel, Lube and Environmental Committee 105 Railroad verify the fuel meetsspecification andfrequency (allvs. someparameters) Railroad Response 2 All ASTM parameters performed on newfuel suppliers. Month: thermal stability, visual for haze (particulate and water questionable), API gravity, lubricity (ultralow sulfurlocatins). Quarterly:sulfur, BTU, density (alllocations) 3 No 4 N/A 5 Yes (onlysome parameters, frequent) 6 Quarterly, three tests 7 No 8 No Lubricitytesting, test responsibility, lubricity addtive responsiblity Railraod Response 2 Refinery no, distributor no, Railroadyes, (monthly by HFRR) Lubricity addtive by railroad 3 Railraodon demand only 4 Refinery yes, distributor no, Railroad no, lubricity additive at refinery 5 Blank 6 Refinery tests and adds additive 7 Refinery tests and adds additive 8 N/A on testing, unsure if additive is used Perfcent fuelthat is greaterthan500-ppm, less than500-ppm,less than 15-ppm Railroad Response 5000O500 500<15 <15 2 76.7 23.3 9.5 3 35.0 60.0 5.0 4 0.00 0.00 100 5 0.00 100 0.00 6 0.00 100 0.00 7 0.00 100 0.00 8 0.00 100 0.00 106 Fuel, Lube and Environmental Committee APPENDIX 2 Table1 2007 Railroad Diesel Fuel SurveyRespondent Results '"test Test Method ASTM D975No2 Limits Avo, max Min StOev no.Inputs* FlashPoint(mln) D93 52(125.6) 69 88 54 7.65 24 WaterandSediment,% D2709 0.05 0 2 0 0.50 16 282(539.6) Min 338 90%volrecovered minC(F) D 86 Distillation (640.4) Max 328 352 288 17.90 20 90%volrecovered minC(F) D 2887 Sim Dist 300(572)Min356(672.8)max 333 348 317 22.13 2 viscosity cSt 40Cmln D445 1.9 mln 4.1 max 2.9 3.9 2.0 0.52 20 Ash%weight D482 0.01 0.001 0.002 0.000 0.001 11 Sulfur%S5000 D129 0.5000 02637 0.4320 0.0600 11 Sulfur %S 500 D2622 0.0500 0.0028 0.0489 0.0061 14 Sulfur %S 15 D5453 0.0015 0.0012 0.0044 0.0001 10 Copper Corrosion 0130 Mo.3 max 1 1 1 0.00 13 Cetane No. D613 40 mln 51 61 45 7.33 4 Cetane Index D976 40mtn(S15,S500) 51 63 35 6.79 17 D4737 48 49 48 0.49 2 Aromatidty.%vol,max 01319 35Max(S15,S500) 23 35 9 817 11 Ctoud Point D2500 Notsreq •9 -1 -25 7.48 12 LTFT/CFPP D4539/D6371 Notereq •22 -7 •37 2111 4 D 542 on 10% distresidue,% Ramsbottom carbon residue mass, max 0.35 0.08 012 0.01 0.07 9 Lubricity, HFRR @60C,max, |im 06079 520 396 545 280 65.77 13 Railroad's Addition Test Test Test Method ASTM D975NQ2 Limits Avg. max Min StOev no.hputs Density15Ckg/m3 mln 840 879 811 19.69 14 PourPoint, *C ASTMD97 -15 •6 •30 10.48 6 Colour 2 Distillation ASTM 086 IBP.'C 182 202 164 11.14 9 10%,#C 211 228 190 12.52 11 50%,*C 268 288 253 9.49 13 90%,*C 329 349 297 16.42 9 FBP/C 356 376 325 1812 9 Recovered, % 98 99 97 0.68 6 Residue,mL 1.02 1.40 0.10 0.50 6 Loss.mL 1.00 1.30 0.50 0.35 5 Simulated Distillation ASTM 02887 IBP/C 117 122 112 711 6 10%,*C 207 216 198 13.01 6 50%,*C 271 285 258 18.74 6 90%,'C 333 348 317 22.13 6 FBP.'C 386 407 365 29.63 6 Fuel, Lube and Environmental Committee 107 Test Test Method ASTM 0975 No2 Umtts toft rax Min StOev 10.inputs Add Number KTMD684 WlectkxvmaKQH/a 0.42 0.46 0.40 0.02 3 Buffer.mgKOHta C BP 17! 18t 17i 441 6 10%point(F) 197 211 1K 13.76 3 50%point(F) 246 26C 23C i2.se 3 EP(F) 334 36( 30$ 25JSZ 3 SravftvAPI 3C 41 31 2.71 10 'tydrocarbon Composition Arornatlcs 23 3! t 10.54 7 Olefins a 6 1 1.46 6 Saturates 74 8£ 62 10.6C 7 Conductivity. pS/m 537 756 316 309.71 2 FueiOflStabflftv.WtiaJ U0.5 1 FueiOflStabffiv.Aoed L2.5 1 Water, wtppm 134 20( 7C 61.46 5 Mercastahsulphur,mg/kg 17 17 17 1 JTU/USGaJ 1368a 140933 131536 2619.37 6 108 thousandDay, Fuel, Lube and Environmental Committee ©oss Figure 1: Fuel sulfur trends from January 1994to January 2006 U.S. Diesel Fuel Production 250 s k i Lj .1 >50Q PPm s 3. 200 h 9 3 iAMMMMVMm 1501s 5 ^nr~ . ;. | 2.°00 Mi 1 100 s» i • <15ppm I 5 n 1,000 50 g m a ® """""s ' I a Jan-94 Jan-97 Jan-00 Jan-03 Jan-06 Jan-09 Figure 2 illustration of the diversity of a very few compounds with and without sulfur Simple Sulfur Compounds Alkane = all single bonds, no sulfur Thiol (a.k.a mercaptan) = all single bonds, sulfur bonded to hydrogen Sulfide = all single bonds, sulfur bonded to two carbons Disulfide = all single bonds, sulfur bonded to sulfur Fuel, Lube and Environmental Committee 109 Aromatic (Ring) Sulfur Compounds Thiophene Benzothiophene Dibenzothiophene Dimethyl dibenzothiophene Dialkyl dibenzothiophene Ease of Removing Sulfur w -a c 3 o a €aO E o o u. 3 uu S= 3 w a ? H o o 5000 500 50 15 1.5 ppm sulfur in diesel fuel (approximate) Adapted from Torrlsl, et. al.. World Refining, Dec 2002 110 Diesel Material Control Committee REPORT OF THE COMMITTEE ON DIESEL MATERIAL CONTROL FRIDAY, SEPTEMBER 14, 2007 9:15 A.M. Chairman BOB HARVILLA Sales Manager Standard Car Locomotive Group Strongsville, OH Vice Chairman JOHN MINNIE Materials Manager BNSF Railway Burlington, IA COMMITTEE MEMBERS C. Aday Inventory Manager SCRRA/Metrolink Los Angeles, CA T. Aspinwall Managing Director ALSTOM Transport Naperville, IL R. Delevan Mgr.-Transp. Prod. Nat'l Electrical Carbon Wilkes Barre, PA P. Foster President Power Rail Dist. Inc. Wilkes Barre, PA J. Fronckoski Senior Procure. Mgr. CSX Transp. Jacksonville, FL P. Johnson Supt.-Loco Matl. Norfolk Southern, Corp. Atlanta, GA B. Lechner Sr. General Foreman Norfolk Southern, Corp. Altoona, PA C. Mainz Sales Manager HK Engine Components Seattle, WA D. Morey Mgr-Mech Engrg. Union Pacific RR Omaha, NE A. Pettigrew Purchasing Mgr. Rail America Boca Raton, FL K. Smith Sales Mgr. GE Rail Transp. Jacksonville, FL R. Sulewski Sales & Mkt. Mgr. Rail Prod. Int'l Inc. St. Louis, MO B. Young Matls. Manager Montana Rail Link Livingston, MT Note: Bill Lechner is a Past President of LMOA Diesel Material Control Committee 111 PERSONAL HISTORY Bob Harvilla Regional Sales Manager Standard Car Truck Co., Standard Locomotive Group Bob Harvilla began his career Equipment Associates. He resides in 1973 at the General Electric Co. in Medina, Ohio, and works out of Cleveland Apparatus Service the Durox offices in Strongsville, Center, and had a total of 22 years Ohio. of service with GE. He is currently Bob and his wife Barb have responsible for sales of the been married 31 years and have Standard Locomotive Group two sons: Rob, 29 and Ryan, 24. Companies - Durox, Triangle Engineered Products and Railway 112 Diesel Material Control Committee THE DIESEL MATERIAL CONTROL COMMITTEE WOULD LIKE TO EXTEND THEIR SINCERE APPRECIATION TO RAIL PRODUCTS INTERNATIONAL FOR HOSTING THEIR WINTER MEETING IN BROWNSVILLE, TEXAS ON FEBRUARY 26, AND 27,2007 SPECIAL THANKS TO RON SULEWSKI FOR MAKING THE NECESSARY ARRANGEMENTS FOR THIS MEETING Locomotive Maintenance Officers Association 113 GE Transportation Brains for Trains To learn more, visit www.getransportation.com imagination at work 114 Diesel Material Control Committee INSOURCING capabilities were as follows: vs. Overhauls of locomotives, truck OUTSOURCING assemblies including traction "THE ALTOONA STORY" motors and wheelsets, engines and Prepared by associated components, alterna joe Richardella, tors, generators, fans, blowers, System Manager, electrical components, air com Locomotive Sales and Marketing, pressors, air brake valves, etc. The Norfolk Southern Corporation facility was also equipped to per form wreck repairs, testing, paint The following paper will describe ing, fabricating and machining the history, capabilities, and operations. philosophies of the railroads that The upgrade that was completed have owned the "Altoona Works" in the early 1980's was done with over the past 150 years. the thought of maintaining a fleet Although the Pennsylvania of 5000 locomotives. Since Railroad began its Altoona opera Conrail's fleet never reached that tion in 1850, most of the major level, a plan was developed to buildings were constructed in the offer the excess rebuild capacity to 1880's and 1890's, primarily for other customers in the industry. the purposes of repairing and After a series of proposals, building new steam locomotives. Conrail's senior management Virtually every component approved the "Insourcing" con required for the assembly process cept in 1990. For several years, was fabricated in one of the shops Conrail solicited all types of within the Altoona complex. Insourcing work from large to small Employment peaked at approxi contracts. Some of the major proj mately 15,00 in the 1920's. ects during the first few years were The facility grew significantly for passenger carriers such as throughout the 1900's and then Amtrak, Go Transit of Toronto and underwent it's first modernization New Jersey Transit (NJT). As a mat program in the early 1960's to ter of fact, NJT's Quality Assurance enable the servicing and mainte Department assisted in initiating nance of diesel locomotives. the ISO process at the Juniata Under the Conrail banner, it was Locomotive Shop. Over the next again upgraded in the late 1970's nine years, work was performed to improve shop flow, increase effi for Class I Carriers, Regional ciencies, and bring the facility up Railroads, Transit Authorities, to the technological standards of Original Equipment Manufacturers the 1980's. Today the Altoona (OEM), Shortlines, Equipment complex covers 70 acres with Leasing Companies and Overseas slightly less than 30 acres under Railroad customers. Between 1995 roof. and 1998, the Altoona facility was At that point in time, the facility's able to provide a major service to Diesel Material Control Committee 115 both OEM's and the railroad indus rest of the Railroad Industry was in try by assembling new locomotives the "Outsourcing" mode. Through at a time when both builders were these studies, the facility's operating at their maximum pro strengths and weaknesses were duction capacity. In 1999, both identified. As a result, several com builders requested assistance in ponents that were not being assembling locomotives and for repaired cost effectively, such as the first time in history, EMD and governors, fuel injectors and cool GE locomotives were assembled ing fans, were "Outsourced" as the under the same roof. Insourcing workforce concentrated on its core was proving to be a successful competencies. business for the railroad. Under Conrail ownership, In June 1999, the Juniata Altoona had primarily been a five Locomotive Shop became a part day per week; one or two shift per of the Norfolk Southern day operation. Norfolk Southern's Corporation. NSwas focused on overhaul schedule and expecta increasing revenue and reducing tions for reduced locomotive out- operating costs. Duplicate opera of service time drove a change in tions were consolidated and sever this philosophy. Soon after June al facilities were closed. At the 1999 adjustments were made that same time, commitments were turned the Juniata Locomotive made to make substantial capital shop into a seven day per week, improvements to various shop three shift per day operation, par facilities, including Altoona. ticularly with regard to locomotive However, in the eyes of some overhaul activity. The employees Altoona customers, Norfolk that became available from the Southern's commitment to reduced component rebuild Insourcing was uncertain. As a processes filled positions that were result, the Insourcing business created to support the new 24/7 slacked off in the period following work schedule. the sale of Conrail. But in the Over the next few years, positive months to come, the Juniata financial results and successful bal Locomotive workforce set out to ancing of the workload were major prove to Norfolk Southern's senior factors that contributed to a grow management that Altoona was ing support for Insourcing within firmly established as a safe, pro Norfolk Southern. Today, the ductive work place providing high Insourcing activity is carefully bal quality products for the railroad anced with Norfolk Southern's and external customers across the Capital and Expense programs for industry. maintaining the NS locomotive During this period of time, many fleet of 3 700 units. cost comparisons were conducted Presently, our philosophy is to concerning the inhouse rebuild of seek the type of work at which we various components. After all, the excel at in Altoona while seeking 116 Diesel Material Control Committee to be price competitive. We work hard to fit such Insourcing work into a busy Norfolk Southern schedule of locomotive activity. While it is our desire maintain sta ble levels of employment, we remain open to business opportu nities that would allow us to serve our customers and warrant higher levels of employment. In conclusion, while many other Class One Railroads have over the years shifted to the "Outsourcing" of locomotive work, NS is commit ted to continue "Insourcing" through its Thoroughbred Mechanical Services group (a divi sion of the Mechanical Department), as a means of serv ing not only the Norfolk Southern Corporation, but the rest of the rail road industry. New Technologies Committee 117 REPORT OF THE COMMITTEE ON NEW TECHNOLOGIES FRIDAY, SEPTEMBER 14, 2007 10:45 A.M. Chairman JIM CHRISTOFF Business Mgr.-Traction Segment National Electircal Carbon Products, Inc. Cicero, NY Vice Chairman RICH DALTON Director-Project Management Motive Power Inc. Boise, ID COMMITTEE MEMBERS D. Brabb Director Sharma Associates Countryside, IL B. Kehe Mgr-Maintenance-Locos EJ&E Rwy. Gary, IN A. Miller President Vehicle Projects LLC Denver, Co C. Prudian Senior Systems Engineer Electro Motive Diesels LaGrange, IL D. Sweatt Elect. Systems Engineer CSX Transportation Jacksonville, FL T. Volkmann Dir.-Mech. Engrg. Union Pacific RR Omaha, NE J. Whitmer Loco. Rel. Specialist CNRR Homewood, IL Note: Bruce Kehe and Tad Volkmann are Past Presidents of LMOA 118 New Technologies Committee PERSONAL HISTORY Jim Christoff Business Manager, Traction Segment National Electrical Carbon Products, Inc. Cicero, NY Jim who was raised in Western thru 2001 he handled the East Pennsylvania now finds himself liv Coast Transit, Industrial, and ing in Cicero, NY. His 25 plus years Consumer Business. In 2002 he in the carbon business have given started working exclusively on him a broad knowledge of DC Transit, Traction business and in rotating equipment and an under 2005 he was promoted to Business standing of the operating condi Manager of Traction in the tions and environments that are Americas. present in railroad freight and pas Jim and his wife Diane have 2 senger service. children and 2 grandchildren. Jim has worked for Morgan When work is done they enjoy Crucible pic (parent company of boating, golfing, and visiting their NECP)for 18 years. From 1989 children. New Technologies Committee 119 THE NEW TECHNOLOGIES COMMITTEE WOULD LIKE TO EXTEND THEIR SINCERE APPRECIATION TO MOTIVE POWER INDUSTRIES AND RICH DALTON FOR HOSITING THEIR COMMITTEE MEETING IN BOISE, IDAHO ON DECEMBER 7,2006 THE COMMITTEE ALSO WISHES TO THANK UNION PACIFIC AND MAGNUS-FARLEY FOR HOSTING THEIR WINTER COMMITTEE MEETING IN OMAHA, NEBRASKA ON MARCH 23,2007 120 New Technologies Committee 1. FUELCELL HYBRID SWITCHER affecting the US rail industry and LOCOMOTIVE: transportation sector as a whole. The ENGINEERING DESIGN issues are related by the fact that Preparedby about 97% of the energy for the Arnold R. Miller, Ph.D transport sector is based on oil, and Vehicle Projects LLC more than 60% is imported. Denver, CO Because its primary energy is based www.vehicleprojects.com largely on combustion of fossil fuels, the transportation sector is the Introduction largest source of air pollution. Fuelcell power for locomotives Beyond local air quality, a consensus combines the environmental bene has been reached that the burning of fits of a catenary-electric locomotive fossil fuels is a significant factor in with the higher overall energy effi global climate change. The green ciency and lower infrastructure costs house-gas effect is the likely cause of of a diesel-electric. Catenary-electric melting of the polar ice caps and the locomotives - when viewed as only increased severity of storms. Energy one component of a distributed security is low because world oil machine that includes an electricity reserves are diminishing, demand is generating plant, transformers, and increasing, and political instability transmission lines - are the least ener threatens supply disruptions. gy-efficient and most costly locomo Furthermore, a need exists for tive type. Diesel-electric locomo large vehicles that serve, in addition tives, while collectively worse as to conveyance, as mobile backup sources of air pollution than an power sources ("power-to-grid") for equal number of catenary-electric critical infrastructure. Power-to-grid locomotives driven by a coal-fired applications include military bases powerplant, are more energy effi and civilian disaster-relief operations. cient and have a less expensive ener Indeed, following Hurricane Katrina, gy infrastructure. While being zero- a makeshift jail in New Orleans was emissions vehicles, fuelcell locomo powered by an Amtrak diesel-elec tives are more energy efficient than tric locomotive. and have similar fuel infrastructure A North American consortium costs to diesel locomotives. (see Table 1), a public-private part Elimination of high catenary-electric nership, is developing a prototype infrastructure costs by fuelcell loco hydrogen-fueled fuelcell-battery motives is the key to economic via hybrid switcher locomotive (see bility of zero-emission, low-noise Figure 1) for urban and military-base electric trains in low population den rail applications leading to commer sity regions such as the western cial locomotives that will: (1) reduce USA. air pollution in urban railyards, par Fuelcell locomotives can help ticularly yards associated with sea resolve the joined issues of urban air ports, (2) increase energy security of quality and national energy security the rail transport system by using a New Technologies Committee 121 fuel (hydrogen) independent of cially shock loads during coupling to imported oil, (3) reduce atmospheric railcars require component mount greenhouse-gas emissions, and (4) ing systems capable of absorbing serve as a mobile backup power high energy. Additionally, system source for critical infrastructure on design must address railway industry military bases and for civilian disaster regulations governing safety and relief efforts. Initial demonstration of such events as derailment, side switching applications will be in rail impact from yard traffic, refueling, yards in the Los Angeles Basin; initial and maintenance. demonstration of power-to-grid will This paper is a status review of the be at Hill Air Force Base, Utah. fuelcell-hybrid switcher's engineer At 127 tonne (280,000 lb), contin ing design as of June 2007. Three uous power of 250 kW from its fuel- aspects of engineering design will be cell prime mover, and transient addressed: Packaging of the fuelcell power well in excess of 1 MW, the power module, hydrogen storage, hybrid locomotive will be the heavi and shock and vibration isolation. est and most powerful fuelcell land vehicle to-date. The schedule for this Background fast-paced project calls for comple tion of the vehicle itself near the end Previous Large Fuelcell of 2007. Contributing to the fast Vehicles pace are: (1) the platform of the fuel- In previous projects, Vehicle cell-hybrid locomotive is based on a Projects LLC has developed both commercially available diesel-battery hybrid and non-hybrid large industri hybrid switcher (Green Goat™), (2) al fuelcell vehicles. We have devel both the fuelcell powerplant and oped a fuelcell-battery hybrid under roof-mounted lightweight com ground mine loader [Miller, et al, pressed-hydrogen storage system are 2004] [Miller et al, 2006B] and the derived from the Citaro™ fuelcell world's first fuelcell-powered loco transit bus, and (3) private funding motive [Miller, 2000], [Miller and (BNSF Railway) supported project Barnes, 2002], and an underground startup. mine vehicle that was not hybrid. Vehicle Projects LLC is executing Preliminary work on our surface rail the engineering design of the fuelcell way fuelcell locomotive program has switcher. Several design and integra been reported in previous LMOA tion challenges arise when develop annual conferences [Miller, 2005], ing such a large hydrogen fuelcell [Miller, 2006]. vehicle. Weight, center of gravity, packaging, and safety were design Fuelcells factors leading to, among other fea Fuelcells are electrochemical tures, the location of the lightweight power devices that directly convert compressed hydrogen storage sys the chemical energy of a fuel into tem above the traction battery. electric power (see Figure 2). From Harsh operating conditions, espe hydrogen fuel and air (oxygen), they 122 New Technologies Committee produce electricity and water - the properties. Nonetheless, the most reverse of water electrolysis. While fundamental characteristic of a metal fuelcells share principles of opera is its tendency to donate electrons in tion with batteries, they differ in that chemical reactions, and on this basis, the electrochemically active materi hydrogen is classified as an alkali als, hydrogen and oxygen, are stored metal in the first column of the peri or are available externally and are odic table. Moreover, solid hydrogen continuously supplied to the device (at low temperature) has decidedly rather than being stored in the elec metallic properties. This construct of trodes. They are periodically refu hydrogen as a gaseous metal allows eled, like an engine, rather than us to readily see the fuelcell as a spe recharged electrically. Like batteries, cial type of battery: Conventional individual cells are grouped together batteries use a metal such as lead, into "stacks" to provide any voltage cadmium, or lithium as the anode or power required. material (negative plate), while fuel- By separating the energy storage cells use a gaseous metal as anode and power production functions, material, and this is the basis of their fuelcells are more convenient, more advantages of separate energy stor efficient, and safer than storage bat age and being refuelable. teries. They are more convenient This simple fact of using gaseous because the refueling process can electroactive materials has far-reach be completed in a few minutes ing implications: (1) The energy-stor rather than the hours required for age component is separated from efficient battery recharging. They are the power-producing component. more efficient because the electro Unlike a conventional battery, in chemical losses that occur in batter which the metal electrodes or plates ies during recharge, as witnessed by serve as both the energy-storage and their evolution of heat, do not apply power-production functions, the to fuelcells. They are safer because fuelcell separates these two func short-circuiting a fuelcell harmlessly tions, and power and energy are not dissipates only the energy associated linked. (2) As implied by Figure 2, with the small amount of hydrogen energy for the vehicle is stored in a present in the cell - in contrast, short- fuel tank, analogous to the fuel tank circuiting a storage battery dissipates of a conventional engine vehicle, all of its stored energy. and the vehicle may be rapidly refu Insight into fuelcells follows an eled by refilling its fuel tank. understanding of the special place of Because fuelcells are electrochem hydrogen, their natural fuel, among ical power devices, essentially "refu the chemical elements. Most of the elable" batteries, they are not limited elements of nature are metals, and in thermodynamic efficiency by the while most have the familiar metallic Carnot limit faced by heat engines. properties, not all do. Mercury (Hg), Fuelcells do have an analogous limit, a liquid, lacks hardness. Hydrogen, a namely, the intrinsic maximum effi gas, would seem to lack all metallic ciency. Depending on the fuelcell New Technologies Committee 123 type, the intrinsic maximum efficien sity that a given fuel can attain. They cy is typically in the range of 80- omit the volume of the container, 90%. As a rule of thumb, the overall associated hardware, and chemical practical efficiency of a fuelcell pow processor. For example, if one had a erplant is on the order of 50%, com cubic meter of hydrogen at a pres pared to 30-40% for an internal com sure of 350 bar, but stored in a tank, bustion engine. with piping, etc. of infinitesimal vol The type of fuelcell used in our ume, the cubic meter would store 25 projects, and exclusively favored by kg of hydrogen, corresponding to a the auto industry, is the proton- volumetric density of 25 kg/m3. In exchange membrane (PEM) type, the case of methanol, which requires which uses a solid ion-exchange reacting the alcohol with water at membrane for its electrolyte. high temperature over a catalyst to produce hydrogen according to the Hydrogen Storage equation Storage of hydrogen onboard the CH3OH+H20+3H2+C02 vehicle is a greater technical chal the limiting volumetric density also lenge than producing power from a omits the volume of the reactant fuelcell. Methods of storage appro water (in principle, water can be priate for locomotives include (1) obtained from the fuelcell). The direct storage of hydrogen as a com results show that, in the limiting pressed gas, (2) direct storage as a case, the reversible metal hydride is liquid, (3) direct storage as a capable of the highest hydrogen vol reversible metal hydride [Miller, umetric density, namely, 125 kg/m3, 2005], (4) onboard chemical trans and compressed hydrogen, the low formation to hydrogen of a carbon- est. based feedstock such as a hydrocar A measure of energy content of bon or alcohol, and (5) physical dis these masses of hydrogen is provid sociation of liquid ammonia to ed by the fact that the chemical hydrogen. energy in one kilogram of hydrogen For industrial vehicles in general, is approximately equal to the energy and especially for locomotives, mini in one gallon of gasoline. mum volume of the fuel storage sys Real systems require volume for tem or powerplant is more important their hardware (e.g. tank, piping, and than minimum weight. That is, a high valves, as well as chemical reactors hydrogen volumetric density is more for methanol and ammonia), and important than a high gravimetric thus the practical hydrogen volumet density. Table 2 displays the limits or ric densities shown in Table 3 are theoretical values of hydrogen volu smaller than the theoretical values of metric density, as kg/m3, for the five Table 2. The practical densities were fuels abovementioned [Miller, et al, computed from the volumes of actu 2007]. These limits are a theoretical al systems [Miller, et al, 2007]. For construct - they provide a measure example, based on scale-up of the of the best possible volumetric den liquid-hydrogen storage system of 124 New Technologies Committee the commercially available BMW In choosing a hydrogen storage Hydrogen 7™ automobile, the system for a vehicle, factors other hydrogen volumetric density of a than volume may be important. Four real liquid hydrogen system is 26 examples are weight, safety, cost, kg/m3 rather than the 70 kg/m3 for and thermodynamic efficiency. the theoretical system. The volume of systems using a chemical proces Hybrid Powertrain sor, a methanol reformer or ammo A fuelcell hybrid powertrain uti nia dissociator, depends on power. lizes a fuelcell prime mover, plus an That is, greater power of the vehicle, auxiliary power/energy-storage and thus greater hydrogen flow, device to carry the vehicle over requires a larger chemical reactor. power peaks in its duty cycle and Because our vehicles store hydrogen recover kinetic or potential energy mass on the order of 100 kg and pro during braking. To allow steady-state duce power on the order of 300 kW operation, the continuous net power gross, we computed the densities of of the prime mover must equal or Table 3 for a system storing 100 kg exceed the mean power of the duty of hydrogen and sustaining a power cycle. Figure 3 depicts the general of 300 kW. The density of the prac case of such a powertrain. As we tical methanol system includes the have shown in previous papers reactant water, as well as the [Miller, et al, 2006 A], [Miller and reformer hardware. Peters, 2006], whether a hybrid rail "Storage Efficiency" is defined as vehicle is worth its extra complexity the Practical Density / Theoretical and generally lower thermodynamic Density x 100%. For example, liquid efficiency depends on the applica hydrogen has a storage efficiency of tion and, in particular, the duty 26 kg/m3/ 70 kg/m3 x 100% = 37%. cycle. For example, freight trains Storage Efficiency is a measure of should garner little benefit because how closely a storage system they operate at nearly constant approaches its volumetric density power and the kinetic energy is so limit or theoretical density; it is a high that practical auxiliary storage measure of how well a storage sys devices can recover only a small frac tem lives up to its potential, the lim tion of the total available energy dur its of Table 2. ing regeneration. On the other hand, In conclusion, with today's tech we have shown that a hybrid switch nology, liquid ammonia, at 44 kg/m3, er can offer the benefit of reduced has the highest practical hydrogen capital or recurring costs [Miller, volumetric density. Compressed 2006]. The degree to which the pow hydrogen, at 10 kg/m3, has the low erplant of a vehicle is hybrid is est. Compressed hydrogen and liq termed its "hybridity" [Miller, 2001]. uid ammonia, at 40% each, have the highest storage efficiency, and Results and Discussion reversible metal hydride storage, at The overall design layout of the 16%, has the lowest. 127-tonne fuelcell-hybrid switcher, New Technologies Committee 125 derived from the Green Goat™ by power, and long idle intervals of the replacing its diesel-generator with a duty cycle are ideal for a hybrid 250-kW fuelcell powerplant based powertrain [Miller, 2001], [Miller, on the powerplant of the Citaro fuel- 2006]. cell transit bus, is shown in Figure 4. For a hybrid vehicle to be self-sus Citaro fuelcell-powered buses, wide taining, the prime mover, a hydrogen ly used in European cities, have a PEMfuelcell in this case, must pro combined operating experience of vide continuously at least the mean more than 1.5 million kilometers. power of the duty cycle. The auxil Unlike our fuelcell-hybrid switcher, iary energy storage device, lead acid the buses are not hybrid's, that is, batteries in this hybrid, must store their hybridity h = 0 [Miller, 2001]. sufficient energy to provide power in The rational starting point for engi excess of the continuous power rat neering design of a fuelcell-hybrid ing of the fuelcell and must do so vehicle is the duty cycle. Figure 5 continuously under operation of the shows a typical duty cycle - that is, duty cycle. This energy must be the function P(t), where P is vehicle available while not exceeding a power and t is time - recorded from rather shallow depth of discharge, an in-service yard-switching locomo which significantly increases the size tive. The vehicle's required mean of the battery. Allowable depth of power, maximum power, power discharge is a function of acceptable response time, and power duration battery cycle life and recharge rate. may be calculated from function P; With lead-acid batteries, depth of its energy storage requirements are discharge is limited to approximately calculated from the integral of P. As 80% of full capacity. Because the shown, peak power commonly battery capacity of this vehicle was reaches 600-1000 kW for durations based on the original 200kW diesel of no more than several minutes - prime mover, it will easily provide usually corresponding to accelera the storage required for our 250 kW tion of train cars or uphill movement. fuelcell prime mover. The original However, between the peaks, the lead-acid traction battery, in parallel power requirements are minimal, as with our fuelcell prime mover, allows when coasting a load, or zero when transient power well in excess of 1 idling between move operations. MW. For the power-to-grid applica The idle time, varying from minutes tion, the hybrid locomotive can pro to hours between operations, usually vide only 250 kW of net power on a accounts for 50-90% of the overall continuous basis but can provide operation schedule. Our analysis of power surges in excess of 1 MW. multiple duty-cycle data sets from The total vehicle systems diagram various railyards shows that the short is shown in Figure 6. Integration of duration of peak power and long the fuelcell system has been influ periods of idle time result in mean enced by several key factors, includ power usage in the range of only 40- ing safety, packaging constraints of 100 kW. The sharp peaks, low mean the platform chassis, locomotive 126 New Technologies Committee environmental operating conditions, same plane, thus allowingremovalof and serviceability. Moreover, we only the stack module for access to have given consistent attention to the top cover. This layout also allows minimizing system cost, use of off- symmetric piping of air and coolant the-shelf, proven hardware, and the to both fuelcell stack modules, and possibility of future volume manu this results in closely balanced flow facturing. With these factors guiding for the air and coolant systems, design, the end product consists of which are driven by a single com five bolt-in modules: fuelcell power- pressor and pump, respectively. plant, DC/DC power converter, The largest of the fuelcell system cooling module, and two hydrogen modules are the hydrogen storage storage modules. The modules will modules. Each module consists of be independently tested, tested as seven carbon-fiber composite cylin an integrated system, and then ders that collectively store approxi installed in the locomotive platform mately 35 kg of compressed hydro vehicle. gen. Given the physical space The fuelcell powerplant, power required for the cylinders, it was only converter, and cooling module are feasible to mount the hydrogen housed in the rear compartment. modules under the chassis or above Already housed in the rear compart the existing traction battery. A thor ment are the locomotive air com ough safety analysis highlighted two pressor, which is used for brakes and factors that led to packaging of the various other locomotive systems, hydrogen system above the battery. and a blower motor that provides First, because of the buoyancy of cooling to the rear traction motors hydrogen, storing hydrogen below located on the locomotive trucks. void volumes in the locomotive plat These two components occupy the form, battery rack, and rear hood lower left side of the rear compart could lead to confinement of leaked ment and were not modified in hydrogen and increase the possibili order to minimize redesign of the ty of detonation. In contrast, roof- existing locomotive systems. Service line storage allows for harmless points of the fuelcell powerplant upward dissipation of hydrogen in greatly influenced the overall com the event of a leak. Based on experi ponent layout in the rear compart ments involving the burning of auto ment. All service points are located mobiles [Crutzen, 2003], a hydrogen on the perimeter of the powerplant fire in open space above the vehicle, to allow full service without module without detonation, is expected to removal. The powerplant resides on be safer than a diesel fire below the the right side of the rear compart vehicle. Second, locating the hydro ment. Because the power converter gen tanks on the roof minimizes the requires minimal access, it is located likelihood of damage from common below the powerplant; this allowed events such as derailment, track the fuelcell stack modules to be ori debris, and impact from yard traffic ented symmetrically opposite on the such as fueling trucks. Because of New Technologies Committee 127 the relatively light weight of the length, with a combined storage of hydrogen storage tanks (about 100 70 kg compressed hydrogen at 350 kg each), the roof location has mini bar (5,100 psi). Detailed subsystem mal effect on vehicle center of gravi design and manufacturing of the ty. Indeed, after conversion to hydro- modules will be executed by gen-fuelcell power, a ballast of Dynetek Industries Ltd. approximately 9,000 kg will be Each tank incorporates an excess placed in the undercarriage to bring flow valve, two thermally activated the locomotive weight to its speci pressure relief devices (PRD), tem fied value of 127 tonne. perature sensor, electronically con Reversible metal-hydride storage, trolled solenoid valve, and manual the safe and compact technology we shut-off valve. In the event of a line have used in our mine vehicles rupture between the tank and distri [Miller, et al, 2006 B], was also con bution manifold, the tank excess- sidered for the locomotive. flow valve will close. In the event of However, it was not selected excessive heat (above 109 C), such because of its lack of commercial as could be caused by a battery fire, availability, high cost, and surprising the thermally activated PRD's will ly for a locomotive, its low gravimet vent the tank contents through a ric hydrogen density. The most routed vent line pointing upward appealing attribute of a metal and away from the vehicle. The tem hydride system is its ability to store perature sensors are utilized by the hydrogen at very low pressure and control system to regulate refueling its self-limiting characteristics for speed as well as indicate any over hydrogen release. Weight was a lim temperature warnings. The electron iting factor on this vehicle because ic solenoid valve is normally closed, of the high weight of the lead-acid powered open for run and refueling traction battery, but it may not be for modes, and closed if a high level sys future locomotives with smaller or tem fault is detected. lighter batteries or other auxiliary Each module contains a manifold energy/power devices. Moreover, as fed by each individual tank. The metal-hydride technology continues module manifolds, each with inde to mature, it will presumably pendent pressure sensors, are con become more readily available and nected to a primary distribution line cost effective. that includes an excess-flow valve to The locomotive's compressed control any ruptures in the primary hydrogen fuel storage uses readily distribution line. The primary distri available hardware and proven safe bution line connects to the refueling ty design measures. Two modules line, and then continues to a filter, are mounted above the traction bat pressure regulator, additional elec tery (see Figure 4), each consisting tronic solenoid valve, pressure sen of seven carbon-fiber composite sor, and an additional PRD. The addi tanks (with aluminum liners), meas tional solenoid valve adds a layer of uring 416 mm diameter x 2100 mm shutdown capability, while the pres- 128 New Technologies Committee sure sensor verifies regulator func must provide proper shock protec tionality. As with diesel locomotives, tion in the horizontal, lateral, and an emergency shutoff device will be vertical directions. Figure 7 shows located on each side of the vehicle the isolation system for the power- to allow non-operators or refueling plant. Note that the mounting sys personnel to shut down the fuel sys tem is designed so that it is at the tem. vertical center of gravity, which will Mounting of all fuelcell system minimize any rocking motion of the modules to the locomotive is of crit power plant and transmit force ical importance. Switcher locomo directly into the mounts. The effec tives are frequently coupling to other tiveness of this design has been cars, which can lead to shock loads determined by finite element analy up to 10 Gs (11 ms saw tooth). sis. Although they have a short duration, The operating time of the fuelcell- shocks of this magnitude could lead hybrid switcher between refueling to immediate or fatigued failure of operations depends on the duty components or mounting structures. cycle. Under the most demanding To mitigate this harsh environment, duty cycles, one could expect an each module is isolated from impact operating interval as short as one loads through the use of elastomer day, i.e., refueling on a daily basis; in isolators. less demanding yards, the interval There are three key factors may be 3-5 days. A major factor in involved in choosing the proper iso the operating interval is the amount lator and configuration to deal with of idle time in the duty cycle. the impact forces. First, the isolator Refueling time from a 160 bar tube must absorb enough energy to make trailer, using a hydrogen pump and the loads experienced by the com holding tank, should be between 10 ponents within acceptable limits, i.e. and 30 minutes and depends largely it must reduce shock loads from 10 on the size and pressure of the hold G to no more than 3 G. Second, the ing tank and capacity of the high- isolator must absorb this energy pressure hydrogen pump. through a deflection distance that is Other aspects of vehicle develop acceptable from a physical packag ment besides engineering design, in ing and system interface standpoint. particular, hardware fabrication, are For example, if a particular isolation executed by a technical consortium mount requires 30 mm of movement (Table 1) managed by Vehicle to absorb the required energy, this Projects LLC. may be too much movement for a The Switcher Project commenced coolant hose that is connected to 1 May 2006 and the locomotive will the particular component. Finally, be completed near the end of 2007. the mounts' natural frequency The overall development and should be well below the possible demonstration project consists of six disturbing frequencies of the system. phases as described in Table 4 and Additionally, the isolation system will require 29 months for comple- New Technologies Committee 129 tion. This project is an industry-gov the platform of the fuelcell-hybrid ernment partnership. BNSF Railway locomotive is based on a commer Company is the industry funder and cially available diesel-battery hybrid the US Department of Defense is switcher, (2) both the fuelcell power- the government funder. plant and roof-mounted lightweight compressed-hydrogen storage sys Summary and Conclusions tem are derived from a commercial Led by Vehicle Projects LLC, an ly available fuelcell transit bus, and industry-government partnership is (3) private funding (BNSF Railway) developing and will demonstrate a supported project startup. fuelcell-hybrid switcher locomotive. Initial demonstration of switching References applications will be in rail yards in -[Crutzen, 2003] H. Crutzen, the Los Angeles Basin; initial demon Compressed Hydrogen Storage, stration of power-to-grid will be at Vehicle and Hydrogen Infrastructure: Hill Air Force Base, Utah. This fast- the Short/Medium Term Answer. paced project will retrofit the com Joint Research Centre, European mercially available diesel-hybrid Commission, 2003. Green Goat™ switcher with a 250 -[Miller, 2000] A.R. Miller, Tunneling kW fuelcell powerplant based on the and Mining Applications of Fuelcell powerplant of the Citaro fuelcell Vehicles. Fuel Cells Bulletin, May transit bus. Analogous to the Citaro's 2000. fuel storage, fourteen carbon-fiber -[Miller, 2001] A.R. Miller, Least-cost composite tanks are located at the Hybridity Analysis of Industrial roofline and store a total of 70 kg of Vehicles. European Fuel Cell News, compressed hydrogen at 350 bar Vol. 7, January 2001, pp. 15-17. (5,100 psi). -[Millerand Barnes, 2002] A.R. Miller Several technical challenges not and D.L. Barnes, Fuel Cell found in the development of smaller Locomotives. Proceedings of Fuel vehicles arise when designing and Cell World, Lucerne, Switzerland, 1- developing such a large fuelcell vehi 5 July 2002. cle. Weight, center of gravity, pack -[Miller, et al 2004] A.R. Miller, D.L. aging, and safety were design factors Barnes, Brian D. Hoff, Omourtag leading to, among other features, the Velev, Lindsay Sheppard, Prashant roof location of the lightweight 350- Chintawar, and Mark Golben, bar compressed hydrogen storage Fuelcell-Battery Hybrid Mine Loader. system. Harsh operating conditions, Proceedings of 2004 Fuel Cell especially shock loads during cou Seminar, San Antonio, USA, 1-5 pling to railcars, require component November 2004. mounting systems capable of -[Miller, 2005] A.R. Miller, Fuelcell absorbing high energy. Locomotives. Proceedings of The vehicle itself is scheduled for Locomotive Maintenance Officers completion near the end of 2007. Association conference, Chicago, 19 Contributing to the fast pace are: (1) September 2005. 130 New Technologies Committee -[Miller, et at, 2006 A] A.R. Miller, J. Resources Canada (Emerging Peters, B. E. Smith, and O.A. Velev, Technologies Program contracts Analysis of Fuelcell Hybrid 23440-991022-001 and EA9730- Locomotives. Journal of Power F01-01); Government of Canada Sources, 157, pp. 855-861, 2006. (Action Plan 2000 on Climate -[Miller, et al, 2006 B] A.R. Miller, Change contract 23440-0310202- D.H. DaCosta, and M. Golben, 001); US Department of Defense Reversible Metal-HydrideStorage for (contracts F42620-00-D0036 and a Fuelcell Mine Loader. Proceedings F42620-00-D0028); BNSF Railway of the Intertech-Pira Conference Company; subcontractors to Vehicle "The 2006 Hydrogen and Storage Projects LLC who contributed proj Forum," Vancouver, Canada, 11-13 ect cost-share; and the Fuelcell September 2006. Propulsion Institute. Disclaimer: -[Miller and Peters, 2006] A.R. Miller Funding support from the US and J. Peters, Fuelcell Hybrid Department of Energy, US Locomotives: Applications and Department of Defense, Natural Benefits. Proceedings of the Joint Resources Canada, Government of Rail Conference, Atlanta, 6 April Canada, or BNSF Railway Company 2006. does not constitute an endorsement -[Miller, 2006] A.R. Miller, Variable by same of the views expressed in Hybridity Fuelcell-Battery Switcher. this paper. Proceedings of Locomotive Maintenance Officers Association conference, Chicago, 19 September 2006. -[Miller, et al, 2007] A.R. Miller, K.S. Hess and D.L. Barnes, Comparison of Practical Hydrogen-Storage Volumetric Densities. Proceedingsof the National Hydrogen Association Annual Hydrogen Conference, San Antonio, 21 March 2007. Acknowledgements I thank my coworkers and contrib utors to this review: David L. Barnes, Kris S. Hess, and Timothy L Erickson. We thank the following funders for their generous support of the proj ects described in this paper: US Department of Energy(contracts DE- FC36-99G010458, DE-FC26- 01NT41052, DE-FC36-01GO11095, and DE-FC36-05GO85049); Natural Locomotive Maintenance Officers Association 131 We make other locomotives with envy. T m - AILPOWER Hybrid Technologies Corp. theleader in/ow emissions and fuelefficietity. Contact us to find o ing product line of Multt-Gensetlocomotives. Railpovw^MybriatethftologtesCotp. - 2021 PeolnmlaDrive . Erie,Pennsylvania • USA 1650&-2980 . T:8t4.835.2lJ2 Corporate Headquarters: RailpaiwrTechnologies Corp. • 9955 Avenue deCatania, Bureau IQS • oVossardr Quebec • Canada J4Z3VS E:saiwtfratlpaww.com • T;814.434/1041 132 New Technologies Committee Figure 1 - Fuelcell-hybrid switcher platform vehicle. As shown, the diesel fuel tank andgenset havebeenremoved in preparation for retrofittingthe fuelcell powerplantand hydrogen storage. (Photo courtesy ofRailPowerHybrid Technologies) TABLE 1: PROJECT CONSORTIUM Member Tasks Ballard Power Systems Fuelcell manufacturer BNSF Railway Company Industry funder; vehicle integrator, rail-yard demo Defense Gen. &Rail Equipment Center Adviser on military applications; power-to-grid demo (DGRC) Dynetek Industries Hydrogen storage manufacturer GeneralAtomics Power electronics developer RailPower Hybrid Technologies Manufacturer ofGreen Goat platform Transportation Technologies Center, Inc Railway safety regulations interpreter University ofNevada - Reno Refueling system Vehicle Projects LLC Engineering design; consortium &project management Washington Safety Management Solutions LLC Safety analysis New Technologies Committee 133 Fuel Fuelcell Electric power Fuel Engine Mechanical power Figure 2 - Analogy between fuelcells and engines: Both are devices that convert energy to power, but the output ofa fuelcell is electric Dower rather than mechanical. TABLE 2: THEORETICAL HYDROGEN VOLUMETRIC DENSITIES Fuel System Conditions ofStorage H2 Density, kg/m3 Compressed Hydrogen 350 bar (5,100 psi) 25* Liquid Hydrogen p=.070g/mL(P=lbar,T =bp) 70 Methanol p=.79g/mL,(T =25C) 99 Liquid Ammonia p=0.62 g/mL, (P =7.2 bar, T= 15 C) 110 Reversible Metal Hydride AB5 alloy (LaNi5), p=8.3 g/mL, wt %= 1.5,10 bar 125 ' IfEnglish units are preferred, comparable density units are lb/yd3. The conversion factor is 1kg/m3 =1.7 lb/yd3. As arough approximation, double the kg/m3 densities to get lb/yd3. 134 New Technologies Committee TABLE 3: PRACTICAL HYDROGEN VOLUMETRIC DENSITIES 100 kgStorage Sustaining 300 k/WPower Fuel System Practical H2 Density, kg/m3 Storage Efficiency, % Compressed hydrogen 10 40 Liquid hydrogen 26 37 Methanol (Reformer) 23 23 Liquid Ammonia (Dissociator) 44 40 Reversible Metal Hydride 20 16 Fuelcell Fuelcell Prime Traction DC/DC Mover Motors Converter Aux Storage Bidirectional (Battery or DC/DC Flywheel) <^> Converter Figure 3 - Fuelcell Hybrid Powertrain: "Aux Storage" represents either a battery or flywheel auxiliary energy/power device. Arrows point in the direction ofpower flow. The traction motors (DC or AC) are used as generators during braking. New Technologies Committee 135 FUELCELL POWER MODULES HYDROGEN STORAGE TRACTION BATTERY BALLAST Figure 4 - Fuelcell Switcher: CAD model ofthe 250-kW fuelcell-hybrid switcher. The traction battery is the same as used in the Green Goat. Lightweight carbon-fiber composite tanks store 70 kg ofhydrogen above the battery. Because ofthe lightness of the hydrogen-fuelcell system, additional ballast is equivalent to a cubic meter ofsteel. Energy ^ 75kW - Mean Powei T i • in i 00 10 20 30 5 0 60 Tlmi [hours] - Tradj^ Pw Figure 5 - Duty Cycle: Example(PHL) of a switcherlocomotiveduty cycle. The 75 kW mean power was computed over a total interval of20 hours. 136 New Technologies Committee Figure 6 - Total Vehicle Systems Diagram: System layout ofthe fuelcell hybrid locomotive including250 kW net fuelcell powerplant,DC-to-DC converter,hydrogen storage, and control interface. Figure 7 - Powerplant Frame: The design uses elastomer isolators to reduce shock loads from 10 G to no more than 3 G. Finite elementanalysis was used in the engineering design. Locomotive Maintenance Officers Association 137 Triangle Water Exceeding Expectations. Triangle Engineered Products Company New, high capacity water pumps are available specializes in the manufacture of new and every pump, new or remanufactured, is and the remanufacture of locomotive subjected to a operating test which monitors water pumps. both water pressure and output. Allwater pumps meet or exceed DEM specifications. All remanufactured pumps receive new gaskets, shaft nuts, seals, stationary bushings, For component parts, rebuild kits, or shaft bearings, springs and hardware. complete water pumps, Triangle Engineered All pumps feature computer balanced shaft Products Company meets all your needs! assemblies. Brand new impellers, pump housings, gears, impeller housings, and 7 Triangle shafts are available from stock to replace Engineered Products Co. non remanufacturable components. 701 Maple Lane Bensenville, Illinois 60106 (630)860-5511 138 New Technologies Committee TABLE 4: PROJECT SCOPE Phase Executor Start Finish 1. Engineering Design Vehicle Projects May 06 Apr 08 2. Fabricationof GreenGoatPlatform RailPower Jul 06 Mar 07 3.Fabrication ofMajor Subsystems: Mar 07 Aug 07 Fuelcell power modules Ballard, Vehicle Projects Power electronics GeneralAtomics Hydrogen storage subsystem Dynetek 4.Integration ofMajor Subsystems into BNSF Topeka Rail Shop Aug 07 Dec 07 Platform 5. Demonstrationin Rail Yards BNSF Jan 08 Jun08 6. Demonstration of Power-to-Grid DGRC Jul 08 Sep 08 Total period ofperformance: 29months Total project cost: $4.45 million Locomotive Maintenance Officers Association 139 ROCKER ASSEMBLIES & VALVE BRIDGES 808S260 8085260 HEAVY VALVE BRIDGE THIN VALVE BRIDGE t COMPLETE CYLINDER SET ROCKER ASSEMBLIES AND BRIDGES REBUILT TO THE QUALITY YOU DEMAND. CONTACT YOUR "REA" REPRESENTATIVE TODAY RAILWAY EQUIPMENT ASSOCIATES WWW.SCTCO.COM A Division of Standard Locomotive Group 8000 South Madison Street Burr Ridge, IL 60521 Phone: 630-654-0501 Fax: 630-654-3929 E-mail: [email protected] 140 New Technologies Committee 2. LOCOMOTIVE DIGITAL locomotive will determine exactly VIDEO RECORDER where the camera is mounted. Preparedby Microphones are located in the Derald Sweatt, brake compartment. The horn and Electrical Systems Engineer the bell are the main audio that are CSX Transportation heard on the video clips. CSX records on movement. When the This paper will describe the differ throttle changes the LocoCam will ent types of Digital Video Recorders start recording to the hard drive. The that are being installed on road loco satellite antenna (Figure 3) is motives by Class 1 Railroads today. installed on the roof of the locomo The paper will give details on instal tive. This will transmit the GPS loca lation, maintenance requirements tion of the locomotive at all times. and problems the recorders are hav When the locomotive is stopped for ing and the reasoning behind the more than 10 minutes the video will positive effect the Digital Video stop recording. Ifan accident occurs, Recorders are having in our court a road foreman of engines will pull rooms. the hard drive and deliver it to the The GE Digital Video Recorder is appropriate person in CSX's legal being installed on all CSX road loco department for viewing. A detailed motives. An install will take up to 8 chain of custody procedure is strictly man hours to complete. During an followed (Figure 4). The Storage install, GEand CSX carefully plan Module will hold data anywhere where to mount the camera. There from 72 hours to 7 or 8 days are two parts to the install; the first is depending on the amount of video. to physically connect cables to the Never is there less than 48 hours CMU (Communications before writing over data on hard Management Unit (Figure 1). The drive. Hard drive spares are kept at second part of the install is to route all service centers for replacement cable from the CMU to the camera. when hard drives are pulled. Data When this is completed, there is a can be retrieved by using a verification test to validate that the LocoCam retrieval box (Figure 5). equipment is communicating with This box will give you an opportuni the satellite. A clarity test is per ty to pull all data off the storage formed on the viewer before the module and load it on to a DVD or install is signed off. An install is con CD. Remote monitoring is provided sidered complete after the confirma by GE in Erie, PA. The 24/7 center is tion of the satellite connection. The alerted if a Digital Video Recorder antenna communicates with a GE has a problem. satellite that is monitored 24/7. If a The Wabtec Digital Video problem occurs, it will be caught Recorder is being installed on Class immediately. The GE cameras that 1 Railroads that include the KCS, are installed at CSX are inside the UPRR,, BNSF and CN. An install will cab (Figure 2). The model of the take up to 8 man hours to complete. Locomotive Maintenance Officers Association 141 Stops Leaks. Stops Leaks. NO DROPS. NO DRIPS. NO DRIBBLES. A leak-free engine! All the way! New gasketing andsealing materials make leak-free engines possible, practical and already rolling. _ _ v™ Our exclusive Swellex™ gaskets and /^sv'^QU»"i^ Ourogard seals will stop all oil leaks from diesel locomotives. No drops No drips. No dribbles. The cost is minor. Thesavings are major. Theproofis convincing. And partof our world is cleaner. No wonderrailroaders call them their We Care for Railroads. "diesel diapers:' Wedon'tmind. '/// COMMrVr 12312 ALAMEDADRIVE• STBONGSVrLLE.OHIO44136 • 440-238-5350•1-800-23*5360 • FAX440-238-6773 142 New Technologies Committee During an install, Wabtec will work tions depending on space availability to make sure the customer is happy on specific road types. The system with the camera placement. The has a test button to verify function of camera is placed inside the cab as system. This monitor assures you shown in Figure 6. Wabtec Railway that the video is recording to the Electronics and March Networks hard drive. Audio is checked during teamed together to create FRA Inspection. LED's are used to VideoTrax. VideoTrax LDVR is verify that system is operational. equipped with a Health and Spare hard drives are kept in the Diagnostic display that indicates the Locomotive Department. The cam status of the LDVR, Camera, and era is located in the external part of Microphones. VideoTrax is a rugged the locomotive (Figure 10). Hard Digital Video Recorder created drive data is written over between specifically for the railway industry 48 hours and 7 days depending on (Figure 7). A special key is used to the amount of data recorded. Never pull the hard drive. When an acci less than 48 hours. Data is pulled dent occurs, a Mechanical supervi and read by a Locomotive supervi sor will pull the hard drive and take it sor. to an investigation station (Figure 8). Electro-Motive Diesel (EMD) is Once data is pulled from the hard offering locomotive Digital Video drive, the hard drive is put back in Recorder (LDVR) video and audio service. Data can be stored up to 11 surveillance system that integrates days depending on the amount of directly with the EMD FIRE data stored. No less than 48 hours Locomotive Control System - syn will write to the hard drive without chronizing event recorder data in writing over it. Railroads that are real time rather than post playback. equipped with the VideoTrax have The EMD LDVR can record up to them wired to record continuously four video and four audio sources as long as the locomotive is pow simultaneously. Installation takes 8- ered up. 10 man hours. Data can be off The Rail Head Digital Video loaded in three ways: via the remov Recorder (Figure 9) has been able hard drive (key-locked to pre installed on 26 locomotives on vent unauthorized access); through regional railroads. Time spent on a wired Ethernet Connection; or by a locomotive install averages out to wireless 802.11 download. Hard 16-24 man hours, depending on drive capacity is optional, with the locomotive model. The hard drive is standard unit storing 8-10 days protected by a key that only a select before overwriting data. THE EMD number of mechanical and manage LDVR system is durable and secure ment individuals have. The only and meets all AAR shock and vibra maintenance required by Railhead is tion specifications. that the hard drives be replaced SAIC Video Camera (Rail View) is every two years. The Railhead video installed on about 1600 NS locomo box can be mounted in several loca tives. It takes an average of 8 hours New Technologies Committee 143 to install this system. Each RailView install goes through an operational inspection with all supporting docu mentation prior to the locomotive being released. This test and verifica tion process is a key piece to a suc cessful install. RailView DVR man agement is handled by the NS Transportation Data Center (TDC). The TDC is responsible for insuring data preservation for all captured incidents in accordance with NS pol icy guidelines. The RailView camera (Figure 11) is internal in the cab located on the engineer's side. DVR downloads are captured by one of two methods; either in the field on board the locomotive or remote at the RDCIab. The RailView box (Figure 12)is located in the nose of the locomotive. Spare hard drives are kept at each service center if there is a need to replace one after an incident. In conclusion LDVR systems are now being installed across the rails every day. The impact of having DVR's on the locomotives is having a positive financial effect in court rooms. If a crossing accident occurs with a locomotive equipped with a video camera, it is now easier to see which party was at fault by simply viewing the video. This is only the beginning of the evolvement with cameras. In the next 5 years most of the Class 1 Railroads will be using cameras. 144 New Technologies Figure 1 New Technologies Committee 145 Figure 2 Figure 3 146 New Technologies Committee DVRRemovitfCfcJw ofCustodyForm HARD ORME REMOVAL 1 Mane. THe: 10 No.: __ 1 HvBfttOoto: ReportedTtfna: AM/PM 3 Localoo of Event Cay: State: Mfepost(tttt prefix}: & 4 DOT Crowfog Natter; 5 Tram Symbol: 6 Locomotive Number 7 DaisofRemoval: GPSTttteofRemoval: AM,'PM 8 location of Removal: G Checkifsame astocattoi ofevent Stale: MieposiCwHh prefix): Stra^RoadName: 9 Removal tostattons Folowed (cfcteonej: YES NO 10 Confirm Sealia PW*cc{cfcteoiw): YES NO \\ Serial Number of Seal; 12 ^«INt«*crall l»d Drive Unit Removed: HARDDRIVEREPUCE»ENT 13 Hard Drive Replaced {crate one): YES NO U Name: Tile: 1S Date; fiPSnwiQfR«jiacefiie8t AM/PM 16 Location erf Replacement QCrteck IT same astocafon ofremoval car Site: Srat/ftaaJNamK 17 Locomofvo Number: 18 instaMioft Iraslrucions FoSRwKOd (clrde one): YES NO 19 SerialNumber ofSeat, , 20 ConfirmSeafinfldcefcircteonekYES NO ?t S^^NtiTto'(Ofl^^fMvp\fTiilIm test* Hi Figure 4 New Technologies Committee 147 Figure 5 Figure 6 148 New Technologies Committee iaf 4 Figure 7 Figure 8 New Technologies Committee 149 Figure 9 Figure 10 150 New Technologies Committee Figure 11 Figure 12 Locomotive Maintenance Officers Association 151 Railroad Friction Products Corporation Introduces the COBRA® Locomotive DayOne TreadGuard™ brake shoe For Additional Information contact our Sales Department cobrabrakeshoes@rfpc. com (910)844-9700 Railroad Friction Products Corporation PO box 1349 (910)844-9700 Laurinburg, NC 28353 Fax (910) 844-9733 www.rfpc.com [email protected] Registered Firm ISO 9001-2000 AARM-1003 COBRA is a registered trademark of Railroad Friction Products Corporation. TREADGUARD™ is a trademark of Railroad Friction Products Corporation 152 New Technologies Committee 3. CN Distributed Braking Car Prepared by The concept joe Whitmer This Distributed Braking Car dupli Loco Reliability Specialists cates commands given by the engi Canadian National Railroad neer causing brake application and releases to occur from both ends of History the train providing for better train The Distributed Braking Car con handling due to reduced train forces. cept continues building on the origi nal Trainlink ES system, which CN Benefits provided by the DBC has been applying to its fleet. The Trainlink ES system was instituted to • Better cold weather operation allow the operation of longer trains • Reduced brake pipe charging consisting of 10,000 ft plus. time Application of ES allowed for faster • Faster brake applications braking response, and reduced train • Faster and more uniform brake forces. Trainlink ES did not, however, cylinder pressure build up provide for release of the brakes or • Reduced brake pipe gradient make up for brake pipe leakage. • Simultaneous emergency brak The Distributed Braking car is cur ing from head-end and tail-end rently being introduced into opera • More responsive train decelera tions to assist in cold weather opera tion tions. In cold weather environments, • Train stopping time is reduced brake pipe leakage increases and (approximately 20% or greater) can be problematic on longer trains. • Stopping distance is reduced Often, trains cannot be charged (approximately 30% or greater) properly at the originating location. • Improved control of slack Also, breaking the train line enroute action can create operational problems. • Reduced train slack action (buff Because of this, maximum train and draft forces) and longitudi length is typically restricted in the nal forces winter months, requiring the running • Potential reduction in frequency of extra trains. Because the DBC pro of train separations vides a second source of trainline air, full-length trains can run all year- Theory round. The basic functionality of the car is that the locomotive is equipped with What is it? a Trainlink ES type head end device An auxiliary locomotive braking that constantly communicates the system located in a boxcar coupled brake pipe and equalizing reservoir at the rear of the train. This concept pressures to the car. The car using is similar to having a DP equipped DP equipment monitors these sig locomotive running at the rear of the nals and acts to apply and release train. the brakes from the rear of the train New Technologies Committee 153 simultaneously with the front end. such as Brake Pipe pressure, EOT The car itself consists of the elec Moving, and Marker On. To perform trical system and the air system. In the actual EOTMoving input, we the center of the system is an chose to use a Doppler radar assem Ingersol-Rand XP-185 air compres bly; this option seemed to be cost sor. This is a diesel driven air com effective and did not require any pressor that supplies not only the mechanical hardware to be applied constant 140-psi main reservoir pres to the trucks. This could be a real sure, but also delivers 120-volt, 6-kW problem as freight car trucks are not AC power source. From this AC normally equipped with axle genera source we drive directly the rooftop tors. strobe lights, blowdown heaters, and battery charging for the 72-volt DC Construction system. The DC system is required to In fall of 2005, CN Mechanical operate the locomotive EPIC II air built a prototype of the DBC, CN brake equipment on the car. 15201. The donor car was originally The actual control system consists a BNair repeater car. Although the of the RRM (data radios), NIU original concept was that it also pro (Network Interface Unit), CCU vided air to the train, it was a mid- (Computer Control Unit), BCU train design vs. the end of train (Brake Control Unit), and LIU design proposed at CN. The original (Locomotive Interface Unit). Data is pneumatic equipment was removed received by the RRMand communi from the car along with the diesel cated to the BCU through the NIU driven air compressor. The Ingersoll- and CCU. This information controls Rand compressor was chosen for the increase and decrease of brake installation since it comes in a pack pipe pressure as transmitted by the age unit complete with generator. LCU (Locomotive Cab Unit). Fail-safe One major hurdle was the require control is built-in to the system and ment of 72-volts DC for the locomo operates similar to Distributed tive type air equipment; this was met Power. For example, if communica by using a Transtronic power con tion is lost, the DBC will still continue verter built for this application. A to maintain brake pipe pressure until 1000-gallon fuel tank was applied in a reduction in brake pipe is seen, i.e., the 'B' end of the car with fillers on the engineer makes a set. At that both sides of the car to allow for fill time the DBC will cutout its brake ing from either side. Finally, EPIC II equipment until communication is electronic air brake equipment was reestablished and the engineer reen- applied utilizing radio equipment ables the system. Emergency appli similar to Distributed Power applica cations are enacted both by reaction tions. Once the car has been com to the emergency rate of reduction pleted electrically and mechanically, and radio signal. The DBC also acts all equipment is tested during a com as the EOT in the fact that it trans plete commissioning session. mits information back to the LCU, 154 New Technologies Committee Where are we now? The prototype and two other cars have been in service for some time with positive reports. By the end of 2007 CN plans to have a total of 10 of these cars in regular service. A couple of improvements are in the works to make the cars even better than they are now. New Technologies Committee 155 DBC main reservoir tanks EPIC II air brake rack 156 New Technologies Committee 1000-gallon fuel tank in 'B' end Completed car 15204 ready for service New Technologies Committee 157 CI/NJ Locomotive to DBC communication using Trainlink ES •B' End W End Air dryer Air compressor Air reservlors Batteries with generator DBC Layout 158 New Technologies Committee IngersoU Rand air compressor w/6kW generator Battery charger, main breaker panel, and change over switch Locomotive Maintenance Officers Association 159 160 New Technologies Committee EOT flasher on end of DBC Diesel Electrical Maintenance Committee 161 REPORT OF THE COMMITTEE ON DIESEL ELECTRICAL MAINTENANCE FRIDAY, SEPTEMBER 14, 2007 2:00 P.M. Chairman STUART OLSON Regional Sales Manager Wabtec Corporation Alpharetta, GA Vice Chairman MIKE DRYLIE Electrical Systems Engineer CSX Transportation Jacksonville, FL COMMITTEE MEMBERS D. Becker Design Engineer Electro Motive Diesel:: LaGrange, IL J. Boggess Sr. Mgr.-Motive Pwr. Alaska RR Anchorage, AK D. Bruss Engr. New Cap. Equip. Amtrak Philadelphia, PA F. Fraga Electrical-Special Proj. FEC Rwy. Orange City, FL B. Hathaway Consultant Port Orange, FL B. Kirdeikis Sr. Rel. Specialist-Elec. CNRR Edmonton, Alberta C. Lozowksi Tech. Mgr-RR Prod. Natl. Elect. Carbon Greenville, SC B. McCaffrey Consultant Transsuply, Inc. Wilmington, DE D. Maryott Mgr.-Locos. BNSF Railway Fort Worth, TX S. Mueting Field Service Engineer Siemens Transp. North Platte, NE T. Nudds Cust. Service Manager ZTR Control Syst. London, Ontario D. Perkins Consultant Union Pacific RR Omaha, NE R. Price Mgr.-Field Opns. Montana Rail Link Livingston, MT R. Slomski Sr. Prog. Engr. RailPower Hybrid Erie, PA C. Taylor Appl. Specialist Bach-Simpson London, Ontario V. Trout Mgr.-Mech. Engrg. Union Pacific RR Omaha, NE L. White Tech. Sales Rep. Bach-Simpson St. Hubert, Quebec Note: Keith Melling of Peaker Services will be joining the committee. Brian Hathaway is a Past President of LMOA-Les White is the current President of LMOA 162 Diesel Electrical Maintenance Committee PERSONAL HISTORY T. Stuart Olson Stuart was born in The railroad industry was Jacksonville, FL and received a changing at a fast pace. Railroad Bachelor of Science degree from supply companies were merging the University of Central Florida. In and in acquisition mode. Q-Tron 1974, following a six-year tour of was purchased by Motive Power duty as a US Navy nuclear sub Inc., where Stuart transitioned to mariner, he began his railroad the position of Regional Sales career with a relatively new com Manager. pany, Auto-Train in Sanford, FL. A short time later While at Auto-Train he advanced Westinghouse Air Brake Co. from locomotive junior machinist merged with Motive Power form to Draftsman, Project Engineer, ing Wabtec Corporation. He is the Director of Facility Maintenance, Regional Sales Manager for and finally Director of Operations. Wabtec servicing Class 1, Short In 1979 he began serving the Line and regional railroads in the industry from the other side of the Southestern US. track as Field Representative for Stuart is a long time member New York Air Brake. In 1983 he of the LMOA Diesel Electrical took the position of Sales Engineer Maintenance Committee serving for Aeroquip Corporation in as committee member and vice Chicago, IL, where he advanced to chair, as well as presenting techni Account Executive. In 1987 he was cal papers. He is a past recipient of promoted and transferred to the Committee MVP. Wytheville, VA as Aeroquip Currently living in Atlanta, GA Railroad Products Manager. with his wife Winky, they have two After a brief stint with children and five grandchildren. Republic Locomotive Works as Director of Sales, and Bach- Simpson as Regional Sales Manager he continued to broaden his knowledge by accepting a posi tion at Q-Tron as Manager of Business Development. Diesel Electrical Maintenance Committee 163 THE DIESEL ELECTRICAL MAINTENANCE COMMITTEE WOULD LIKE TO EXPRESS THEIR SINCERE APPRECIATION TO SOUTHWEST RESEARCH INSTITUTE FOR HOSTING THEIR WINTER MEETING IN SAN ANTONIO, TX ON FEBRUARY 19 & 20,2007 THE COMMITTEE WOULD ALSO LIKE TO THANK SIEMENS TRANSPORTATION FOR HOSTING THEIR SUMMER COMMITTEE MEETING IN ATLANTA, GA ON JULY 23,2007 AND FOR PROVIDING TOURS OF THEIR FACILITIES 164 Diesel Electrical Maintenance Committee 1. Finding Open & Short motors may sound like a relatively Circuits On AC Traction Motors simple procedure, but this is true for Preparedby only one type of short-the hard or jay Boggess, PE, fused short. The other type of short Sr. Manager Motive Power is one caused by an air gap or weak Alaska Railroad Corporation ening dielectric strength in the insu & lation of the motor windings. This is Steve Mueting, more of an elusive short but without Field Service Engineer detecting either type of short, more Siemens Transportation Systems damage to the electrical compo nents will occur. The advent of three-phase traction A resistance measurement of each on diesel locomotives has not elimi of the traction motor phase winding nated electrical troubles associated with a low resistance ohmmeter with traction motors. Instead, it has (described in detail later in finding just redirected them. Our father's OPEN CIRCUITS section) is capable DC series-wound traction motor had of detecting hard, fused shorts in the a commutator, carbon brushes, a sta windings. When using a low resist tionary field and an insulated rotat ance ohmmeter to measure the ing armature winding. While the AC resistance of each of the phase wind induction traction motor has done ings, the procedure is to compare away with brushes, the comm and the resistance measurements of all the insulated rotating winding, we three phases. A good traction motor still have a stationary winding - a will show an equal balance of all winding more complicated than the three resistance measurements. A field of a DC motor and a winding defective, hard-shorted traction subject to two problems not signifi motor will show one of these resist cantly affecting the DC motors - ance measurements different than open and short circuits. the other two. EMD AC locomotives are config However, a motor with shorts due ured so that three traction motors of to an air gap or weakened insulation one truck are connected in parallel may appear to be a good traction to one GTO inverter (Figure 1). A motor based on the results of a low short between phases of an AC trac resistance ohmmeter test. A surge tion motor can cause a failure of test is the most effective means of TWO inverter phase modules, an finding this type of short over any open causes single-phasing of a other method, including Hy-Pot and motor, resulting in very rough opera meggering. tion and vibration. Thus, in the The value of understanding the scheme of things, shorts obviously importance of each of these two can be worse than opens. types of tests has to do with pre venting further damage to the SHORT CIRCUITS Traction Control (TC) components Detecting shorts in AC traction and further cost of repair to the loco- Locomotive Maintenance Officers Association 165 A Locomotive's Best Friend Whether ifs a mainline, short haul, switcher or passenger locomotive—if it's a diesel-electric drive, we've probably repaired it, rebuilt it or remanufactured it At Rail Products International, Inc. we offer a fullrange of repair, rebuild and remanufacturing services for DC traction motors, armatures, field coils, alternators, generators and other parts. Oursingular dedication to the railroad industry offers personalizedcustomer service and quality in manufacturing that meets ISO9001-2000 and AAR M-1003 registrations. Whether you're a major,regional or passenger railroad, stay on track with Rail Products International, Inc. RAIL PRODUCTS INTERNATIONAL INC. 800 King Avenue Ron Sulewski, Columbus, OH43212 National Sales Phone 614.488.1151 Manager FAX 614.488.3075 Phone 314.872.9175 166 Diesel Electrical Maintenance Committee motive. The first step is to perform a in the fault archive of the Siemens low resistance ohmmeter test. If this inverter computer, a.k.a. ASG or test does not reveal a defect, the TCC. Once the Siemens fault archive next stop is to perform a surge test. is downloaded and reviewed, the How does one know when to test related fault will identify the area of for shorts in a traction motor? The damage, specifically, which of the 3 indications of when and how to test phase AC outputs were affected. and how to accurately analyze the There are two fault codes in the test results will now be covered. We Siemens computer that contain this will use a locomotive failure scenario information, Diagnostic Code 15H, to illustrate these conditions that GTO Monitoring Inverter, and begins with the end result of a short Diagnostic Code 18H, Inverter ed traction motor; alarm bells going Output Overcurrent (The 'H' in the off in the locomotive cab alerting the code stands for the Hexidecimal for crew to take action. mat of the codes.) More likely, Code 18H will have occurred with the Failure Scenario Fault Consequence of GTO The engine drops its load, a Hard Monitoring for two of the three phas Crowbar is fired, the alarm bells go es. off, and the control screen requests The first telltale sign of shorted the related truck to be "cutout" A traction motor is the presence of short has occurred and any damage GTO Monitoring for two of the three to the connected electrical compo phases. The fault information shown nents has already happened. This in Figure 2 is from a Norfolk scenario is similar on all EMD Southern SD80MAC, NS7200, with SD70MACS, 80MACs, and 90MACs. Code 18H and Fault Consequence When this unit arrives at a service of GTO Monitoring on phase S- and facility, it is unknown as to what T+. exactly caused the truck to be There are three indications on this cutout. Standard service procedure fault record (labeled in Figure 2 as A, is to review the fault archive of the B, &C), that leads to the implication EM2000 and identify the failure con that this fault occurred as a result of nection, or the fault recorded at the a shorted traction motor. The first - time of the failure, which will more Indicator A - has the Diagnostic than likely be "GTO Monitoring". Code of 18H, Inverter Output This is the start of properly identify Overcurrent. This part of the fault ing a shorted traction motor. record is the first indicator of a pos sible shorted traction motor. The sec Analyzing Failure Information ond - Indicator B- shows Fault The EM2000 fault archive contains Consequence: GTO Monitoring general information about the fault Phase S- & T+. This identifies Phase S But more detailed information closer &T affected by the failure condition to the source of the failed equip and is the second indicator of a pos ment is needed. That information is sible shorted traction motor. The Diesel Electrical Maintenance Committee 167 third - Indicator C- shows the AC motor will only cycle the defective output currents of each phase. The motor through the motor pool until output currents for Phase S&T are it is installed in another locomotive, at 2500 A, the maximum current for causing the same exact damage. the system, with one phase having a negative value and the other phase A Brief Description of with a positive value. This shows an Inverter Operation and Terms uncontrolled, maximum current The term "Hard Crowbar" flowing from Phase T to Phase S, and describes an electrical device in the being the third indicator that this was inverter. The device acts like a metal the result of a short most likely in the crowbar that is placed across the traction motor. positive and negative sides of the DC Link circuit in the inverter com Inverter Component Damage ing from the main alternator. A as an Indicator for a "Hard Crowbar" is triggered or fired Shorted Traction Motor in the event of a system failure or a The fault information from Figure 2 system shutdown. GTO Monitoring indicates that both Phase S& Phase is the most critical fault for the invert T encountered GTO Monitoring and er system. At the heart of the traction maximum current. The primary elec Control (TC) system is a Gate Turn trical component for each of the Off Thyristor, a.k.a. GTO Thyristor or three phases is called Phase Module. simply GTO. Combinations of GTOs It has been noted by experience that are encased in three individual when two Phase Modules in one Phase Modules (PM). See Figure 3 inverter have been damaged beyond for GTO block diagram. continued operation, "blown" or These Phase Modules are con "shorted", it has been caused by a trolled by pulse-width modulation short across the inverter output (PWM), pulsing the GTOs off and on While this could happen as a result for the required load demand, creat of weak insulation between the ing the three-phase AC output phase leads from the Phase Modules When there is a short in the motor to the traction motor, the short is windings, the electrical specifica more than likely inside the traction tions of the motor are greatly altered motor. causing changes to the AC current With two blown Phase Modules in and frequency. This creates an errat one inverter, the locomotive cannot ic situation too fast for the inverter continue to run without finding the control system to protect the invert shorted traction motor. Worse yet, er components. The controlled ebb replacing only the two Phase and flow of the TC system has been Modules will cause the same two drastically disrupted. Phase Modules to fail again within a short time. Replacing all three trac Two Tests to Shorts - tion motors in one truck without Two Shorts to Test identifying the shorted traction The next challenge is to properly 168 Diesel Electrical Maintenance Committee test and identify the short. Two types ohmmeter test is to measure the of shorts, hard and air gap, require resistance of the phase-to-phase two types of tests, low resistance windings in the traction motor and ohmmeter test and surge test. The to compare the measurements to quick and easy test is the low resist each other for balance. See Figure 4 ance ohmmeter test, identifying the and Table 2. The conclusion of this easily spotted, hard-shorted traction example shows traction motor #3 to motor. If the low resistance ohmme have unbalanced phase-to-phase ter test does not reveal a short, it resistance measurements. Traction may appear that the traction motor motors #1 have good balanced is not defective...unless the traction resistance measurements. Traction motor has an air gap or weak insula motor #3 was replaced. tion short not detectable by a low The example in Table 3 had two resistance ohmmeter. Then a surge defective Phase Modules, yet the test is required. low resistance ohmmeter measure The surge test is not as quick and ments did not reveal a shorted trac easy as the low resistance ohmme tion motor. There is a phase-to-phase ter. However, this shouldn't be a short somewhere in the circuit. How deterrent to performing this test. can it be detected? The surge test is Avoiding the surge test could lead to the answer to that question. a never mentioned third test, the R2MPM & STA test. Or, "Replace 2 Surge Testing More Phase Modules &Surge Test There are two shorting conditions Anyway". This third test is not so that are not easily detected; an air quickly and not so easy, and it's an gap between phase windings and a expensive test that should be avoid weakened dielectric strength of the ed. See Table 1. winding insulation. Concerning the properties of the air gap, Paschen's Back to Failure Scenario Law states the breakdown voltage of In the earlier mentioned failure a gap is a non-linear function of gas scenario, the faults were analyzed pressure and gap distance. and two Phase Modules confirmed as defective. The next step is to dis V= f(pd) p=pressure, d = distance connect all of the traction motor leads in the specific truck. Inverter 1 Or more simply stated, two paral or TCC1 operates truck 1, on trac lel, un-insulated wires separated by tion motors 1, 2, & 3. And for about the thickness of a hair Inverter2 or TCC2 operates truck 2, (approx. 0.0032") require a mini on traction motors 4, 5, & 6. After mum of 350V to jump the gap. This the leads are disconnected, the trac voltage is also known as Paschen's tion motors can be tested. minimum. Concerning the dielectric strength Low Resistance Ohmmeter Test of winding insulation, there are a The principle of the low resistance variety of conditions that can Locomotive Maintenance Officers Association 169 Retrofit your older locomotives with a BOA Excitation/Wheel Slip Control System. It provides significant improvements in operating performance and does not require any operator interfaceto prevent wheel over speed. The Benefits Prove It: Increased Adhesion • Increases Drawbar Pull • Smoother Excitation Control • Main Generator and Traction Motor Overload Protection • More Efficient Train Handling • Solid State Replacement of Load Regulator • Easy Installation • Self Diagnostics BOA is Easy to Install: Easy to install and does not require probes or axle generators. 8050 Cty. Road 101 East 955 Green Valley Road Shakopee, MN 55379 London, ON N6N1E4 952-885-8122 519-452-1233 170 Diesel Electrical Maintenance Committee degrade the insulation strength, Turn-to-Turn shorts including thermal cycling, vibration, There are two more types of movement of coils wearing into the shorts to define that have to do with insulation, high voltage transients, where the short is occurring in the and chemical effects. The only way motor windings. There is a phase-to- to test turn-to-turn insulation strength phase short, which shorts two of the is with a surge test. three phases within the motor, and a The principle of surge testing is to turn-to-turn short, which is a short send a high, fast rise-time pulse of within one phase of the motor but current into the motor winding shorting the turns in the coil. See which creates a dampened, or ring Figure 4. ing sinusoidal waveform. The pulse of current creates a voltage differ Surge Testing ence between the loops in the coil The surge tester used in this sce windings. If this voltage is greater nario is Baker Instrument Company's than the dielectric strength of the newest digital tester, which separates insulation, or Paschen's minimum, itself from the past by eliminating the turns in the coil will be shorted. large, heavy step-up transformers. It This short will reduce the number of is a portable device that can be car turns in the coil winding, altering the ried to the locomotive and test all inductance of the coil and the fre traction motors in place, but does quency of the surge test waveform, require 110V power. The Baker and revealing the shorted traction surge tester is shown in Figure 5 con motor. nected to a traction motor removed from a locomotive and connected to Frequency = 1 all three phase leads. It is not your 2nLC father's ordinary surge tester. This n = number of turns in winding device uses solid-state high voltage L = inductance of windings power supplies and incorporates C = Capacitance ofsurge tester high-speed electronic evaluation, which processes previously applied From this equation for the surge pulses to detect any weakness and test waveform, if a short reduces the stopping the test, thus preserving number of turns in the winding, the dielectric. The tester tests each of the inductance of the winding is three phases individually. reduced and increases the frequen The surge test results in Figure 6 cy of the surge test waveform. This shows a dampened sinusoidal wave increase in frequency is displayed in form through one of the phase wind the test result is used to identify ings with a peak test voltage of which coil winding, or traction 5120V. The surge test result of one motor phase has a short. phase is not always enough informa tion to correctly analyze the motor without a reference - just like one Phase-to-Phase and measurement of the low resistance Locomotive Maintenance Officers Association 171 stow speed locomotive contra EZPace from ZTR Control Systems provides precise veiy low speed control in loading applications. The system utilizes microprocessor technology toenhance reliability. EZPace isdesigned with railroad environment in mind and has been tested to withstand the rigois of locomotive applications. Specifications ' Accurate locomotive speed control between 0-10 MPHin 0.1 MPH increments that can beeasily switched toutilize metric equivalent 1Speed control achieved by varying the DC excitation reference signal Simple push-button operation Stand alone, self contained product available in aportable design (external active axle generator required) • Physical size: 10.25 X4.25X12inches ' True analog output from approximately 2VDC to 50VDC, 72VDCor custom DC voltage output (maximum 3Aat72 VDC) toinsure compatibility with wide range oflocomotive excitation systems. >Integrated HMI displays target speed, actual speed and setup menu >Expandable I/O for future functionality >Mobility - Only one connection required when moving between locomotives 8050 County Road 101 East Srekcpee, MN 55379 952/885-8122 172 Diesel Electrical Maintenance Committee ohmmeter test cannot correctly ana All three traction motors operated lyze the motor. All three-phase meas by this inverter did not reveal a urement results need to be com defect from the low resistance ohm pared to each other to properly iden meter test. In fact, those test results tify the defect. Figure 7 is an overlay indicate all three traction motors of the surge test results of all three looked good. But the damage to the phase windings for a good traction two Phase Modules strongly sup motor. These properties are nearly ports the presence of a short. the same. Note the Peak Surge table Figure 9, 10, and 11 are the surge in the upper left corner, labeling the test results of locomotive NS7200 peak test voltage for each of the for traction motors #1, #2, phases. respectively. Just by looking at the The surge test results of a defective surge test results of the three traction traction motor are shown in Figure 8. motors one could conclude the test The guideline for detecting defects is results in Figure 10 or traction motor to compare the same test results of #2, look more erratic than the test each of the three-phase windings. results of the other two motors in The surge test results for Figure 8 Figures 9 and 11, or traction motors shows two of the phase test results #1 . Concluding, the results indi nearly identical and one that is not. cate a defect with traction motor #2, The one that is not identical is the and test results of traction motors #1 phase winding that is shorting. As & #3 are identical and are not defec described earlier, the principle of tive. surge testing is if there is a short, the Remembering the low resistance number of turns in the winding is ohmmeter test results for the reduced thereby increasing the fre NS7200 in Table 4 shows the results quency of the surge test waveform. did not identify the defective trac And this test result has one wave tion motor. Final analysis of the surge form that looks over dampened and test results shows a phase-to-phase with an increased frequency, or short in traction motor #2 as two of waveform shifted to the left. This the phase test results had similar result also indicates a turn-to-turn defect properties. short within the winding as it is only One final item to make note of affecting one phase. when performing the surge test on a Now what about the failure sce defective traction motor. When nario that was started at the begin ramping up to the maximum test ning of all of this? It has the GTO voltage during a surge test, a wind monitoring faults, the two defective ing with an air gap or weak dielectric Phase Modules, but passed the low insulation will begin "arcing" across resistance ohmmeter test. Let's see the defect. The "arcing" can be the results of this traction motor with heard by the operator as a ticking or the surge test. clicking sound coming from the motor under test. This sound is Surge Test of Failure Scenario another indicator in properly detect- Locomotive Maintenance Officers Association 173 nteLevel «• ZTR CONTROL SYSTEMS InteLevel accurately measures fuel and other liquid levels for the railroad industry InteLevel takes theguesswork outoffuel and other liquid measurement. This high performance measurement technology includes solid stateelectronics and guided microwaves thatcan make precise measurements accurate upto +/-1%. ZTR's InteLevel is designed for the rigors of the railroad industry and all that the environmental extremes can offer. 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Contact us tor further details 174 Diesel Electrical Maintenance Committee ing a defective traction motor. might be possible to find open motors without disconnecting every OPEN CIRCUITS individual motors. As said earlier, an open (or single phase) motor causes vibration that is usually enough to announce to the The DLRO train crew that there's a problem. If The Megger (formerly Biddle) the open can be narrowed down to Digital Low resistance Ohmmeter 10 a particular truck, then it becomes a is a portable, "4-wire" low-resistance simple (though tedious) process to meter. See Table 5 and Figure 15. drop three sets of traction motor The DLRO is a self-contained, bat leads and ring out each individual tery-powered instrument with two motor. In at least one case on the probes. Each probe has 2 contacts. Alaska Railroad, a motor removed One contact on each probe supplies for other reasons was found with a constant current thru the test resist HALF an open phase. This prompted ance. The other contact measures a search for a better method to diag the resultant voltage drop across the nose the traction motor circuit. What test resistance. The resistive auto- we found is Megger Group's Digital ranging feature will change the con Low Resistance Ohmmeter (DLRO). stant current source to maximize the The EMD AC traction motor resolution from tens of micro-ohms (whether the TB2630 motor in to 2000 ohms in very quick fashion. SD70MACS or the TB2830 in the We run headlong into one quirk of SD90MAC) has two parallel wye the DLRO when we measure the winding that are brazed to each of line-to-line resistance - the inductive the phase cables. Figure 12 shows a nature of the AC traction motor. schematic of the motor, Figure 13 When the resistive auto-ranging is shows the cable connections. The turned on, the resistance of a "half-open" motor had one of these TB2630 motor measures 241 mil brazed connections burned open , liohms. When the inductive circuit so that all the current was flowing feature is enabled, it measures 156 through the remaining parallel wind milliohms. If, however the rotor hap ing. This caused the distressed, over pens to be removed, then the resist heated coils illustrated in Figure 14. ance measures 156 milliohms An examination of Figure 12 regardless of DLRO settings. It actu shows that ANY ohmmeter or even a ally took some time before we dis bell-ringer will find a completely covered the different readings from open phase on a single motor. The "resistive" to "inductive". In fact it half open motor necessitates meas was only after we happened to uring a 50% change in a 150 mil- measure a stator after its rotor had liohm circuit - barely possible with a been removed1. However, the DLRO typical digital VOM but readily can find opens in either mode. achievable with the DLRO. 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Road 101 East 955 GreenValley Road Shakopee, MN 55379 London, ON N6N1E4 952-885-8122 519-452-1233 Diesel Electrical Maintenance Committee 176 mode, we wilt present resistance resistances. numbers in that mode - that is 230 Assume that one traction motor milliohms, line to line per motor. has an open in phase W. Actual measurements of an open-motor 'when the DLRO is set for "resistive" mode, the meter deter minesthe resistanceinabout 2 seconds. In"inductive" mode, SD70MAC had the "normal" 77 mil the meter enters into constant scanning as it changes current source values. A final reading takes nearly 20 seconds until liohms between U and V, but 107 the inductive effects dampen away. milliohms between U-W and V-W. Measuring Parallel Motors Such a difference can be easily spot Let us look now at the simplified ted. Now assume we have a half- power circuit for the entire truck open motor in a truck. In that case, (Figure 16). Three parallel motors, one resistance will be about 231 mil each with 250 milliohms will have liohms while the other two resistanc the line-to-line resistance between es will be about 348 milliohms. any two phases of approximately 77 Combined with the other 2 normal milliohms. The cable resistance motors, the readings will be: between inverter and motor is insignificant, as 50 feet of EMD u-v u-w v-w 325/24 cable will add only 4 mil 77 mQ 87 mn 87mQ liohms per motor.The absolute value will vary with the ambient tempera Thus, the half-open motor in a ture of the motor widings, but each truck can be spotted by a difference line-to-line reading (u-v, v-w, w-u) will of 10 mo between line-to-line resist be very nearly the same. ances, a full open motor spotted by At first, we would disconnect the a 30 mn difference. three phase cables at the bus bars of the TCC. But then, one of our elec Canvassing The Fleet trician apprentices (growing tired of Once we had a diagnostic tool, we breaking and bolting connections) at The Alaska Railroad applied it to asked if it was really necessary. This our fleet of 24 SD70MAC's (16 that prompted us to look at the power are 7 years old, the last 8 are 3 years circuit of the inverter, seen in Figure old), worried that there might be 3. Each phase module is a turned-off half-open motors that we could GTO and a free-wheeling diode. catch before the motors would com Since the maximum output of the pletely overheat. All were in fine DLRO is only 200mV and the diodes shape, all with balanced resistances will not conduct below 0.7 V, the from 77 to 80 milliohms. We've still GTO phase modules do not partici had our share of "full open" single- pate in the resistance measurement phased motors2 (Figure 17) and in and there is no need to disconnect that situation the DLRO provides a phase cables. This dramatically quick confirmation of a problem. speeds up the diagnostic process; discharge the DC Link, remove cover for the TCC terminals, check for residual voltage and start measuring Locomotive Maintenance Officers Association 177 SmartStart, by ZTR ControlSystems, willimprove your profitability. Itwilldo this witha microprocessorcontrolled automaticlocomotiveshutdown/restartsystem. The Benefits Prove It: reduction offuel consumption • less lube oil consumption • reduction in emissions • extended component life • active 365 days a year 24 hours a day• automatic management oflocomotive shutdown •continuous monitoring of parameters beforeallowing shutdown • monitoring and restart of locomotive as required • maintains locomotive ina readyto use state • significant reduction in heavyexhaustsmoking on restart • provides information on generallocomotive conditions • provides documentation and verification offuel savings• offers year-round fuelsavings even incolderclimates. SmartStart is Expandable and Mounting is Versatile: You can add additional options such as Extended Fuel Savings which includes load shedding (lighting circuitry) and the Road option, which is specifically designed for locomotives operating inmain line service. Thesystem can be mounted directly into a Dash 2 Module Rackand occupiestwo module slots. Contact us for further details [email protected] www.ztr.com 8050 Cty. Road 101 East 955 GreenValley Road Shakopee, MN 55379 London, ON N6N1E4 952-885-8122 519-452-1233 178 Diesel Electrical Maintenance Committee In Conclusion For Open Circuits The DLRO provides a quick For Short Circuits method to evaluate an entire truck While the procedure of detecting for opens in one test WITHOUT shorts in AC traction motors sounds breaking leads. Unless all three line- relatively easy, there are some con to-line resistances at the TCC are ditions in which that is not so. The within 1-2 mo of each other, then focus on this presentation was to something is amiss. show how to identify a potential Consider using the DLRO on quar problem and properly test and iden terly, annually or semi-annually ifyou tify shorts in EMD AC traction want to find "half-open" motors motors on MAC locomotives. The before they transition into "full- failure to do so will cause repeated open" motors or to winding damage. damage to multiple Phase Modules Reports of "hopping" locomotives in EMD MAC series locomotives. should be immediately investigated In this presentation it has been with the DLRO. Just at press time, an emphasized that if there has been AkRR SD70MAC crew reported two defective Phase Modules in one "Unit bucks under load of B5 inverter, this is pretty much a sure dynamic brake about 25 MPH sign of a shorted traction motor. The downhill w/56 loads." The electri traction motors need to be properly cian checked both trucks with the tested for shorts by the means pre DLRO, found 82 mQ all around on sented here. the rear truck, but got 89/89/82 While two defective Phase mfl on the front truck. When the Modules is an excellent indicator, it motor was removed and disassem is possible if there is one defective bled, sure enough, a half-open motor Phase Module there could still be a was found. No coil overheat damage shorted traction motor. There has resulted, as the open motor was not been enough of this type of inci found so quickly. dent to collect data and develop guidelines. However, the guidelines References developed here would be accurate Baker Instruments Company. Ft. for singe Phase Module failure as Collins, CO: Providing surge test well. specifications, theory and principles Figure 18 is a flow chart that can of surge testing, and reference to be copied for personnel who deal Paschen's Law. with this type of scenario in order to Megger Limited assist them through this procedure website (www.megger.com) and accurately test for shorted trac Providing details and specifications tion motors. for the DLRO low resistance ohm meter. The phase cables pass thru the stator and are secured with a plastic. The 470 miles of jointed ARRrail (now dramatically reduced through our rail welding program) has had to be a factor in the broken connections. Diesel Electrical Maintenance Committee 179 Contributions I'd like to thank the electricians of the Alaska Railroad who did all the work gathering data using the DLRO on our fleet of SD70MACs. -Jay Boggess I'd like to thank the Union Pacific for their cooperation in acquiring shorted traction motor information. And to Siemens personnel on other SD70MAC, 80MAC, & 90MAC proj ects contributing to this presenta tion. -Steve Mueting 180 Diesel Electrical Maintenance Committee TCC1 TCC2 6od 6ob TM1 TM2 TM3 TM4 TM5 TM6 Figure 1 - EMD Locomotive Basic Power Circuit DIAGNOSTIC C0DI- IB H XHVIBTIB OUTPUT OVIRCUWUMT DIAGNOSTIC CLASS :B ^ LOC0KOTIVI *: 7200 " soeo/scsAC FJLU1T JLD0RIS8: 3140 fault ccbsiquekci: ovipxubribt raut a MULT C0SSIGOUC1: 07IBCCBUBT MttSI T fault commuisci: cro robitobxec phase s- FAULT COHSIdUMCl: CTOHONXTOBIBC PHASI !♦ "* fault cosstounci: crchbab fibed •o OVIBCUBAUIT PHASI S LOCOBOTIVI 8PIID: TIHP. COOLIBC AIB: S.3 *F LCC DIBICTIOE SPUD ROTOB J TIHP. BOTOB 1: 0.8 •! TCCfl COT-OUT: HO SPIID ROTOB j TIHP. ROTOB 2: TCCS2 COT-OUT: BO SPIED ROTOB 3: BPR BIV TEHP. ROTOB 3: PUSH ROJOTOJC: TIS BtDILTA B BIPIMKCI: TIHP. RODULI 1: 3.3 *F AIB BBAKB APPLIED: BO PXLTIBED SPIID: RODULI 2: 6.2 *F SPIED IOB SUBPRCC: RODULI 3: 7.3 *P CCt VOLTACI: 7S3 V PBIQUIBCT BiriBSBCI: -31.2 Ha ASC: 8.1 *P DCl VOLTACI OLD: 26»S V PBEQUEHCY rilDDACX: -31.3 Ha BISI3T0B: 2.3 "I ZNV. OUT. VOLTACI UP.: 587 V J HACBITIC FLUX IN TH: 76.0 t TCC: 9.6 '» TOBQUI BIP. PBOR LCC: £381 Kb SYHHITRT OPPSIT: 17 A TOB. BIP. LIBIT IB TCC: 6357 V* PHA8I B: 17 A PHASI B OLD: 267 A TOBQUI BIDU. DILTA B: 0 Kb PHASt 3: -2S02 A PHASI S OLD: 430 A TOBQUI BIDU. DB/DT: 0 Kb PHASI T: 2501 A 4flAai T OLD: -C79 A TOBQUI FEEDBACK TO LCC: 6422 Em 24V CTO POVIB SUPPLT BIQUIST :TIS I 24V CTO POVIB SUPPLT FIEDBACK:TIS TCC BEATIB RICH BIQUIST 75- TCC HIATIB LOB BIQUIST ABCHIVI DILITED DATI OF DOWLOAD : 2/23/2007 10:0 J I-d_*L± ~l O\VHnQLxna»\DowmMdt\7200J00T0223!i?; Figure 2 - Siemens Fault Information with Indicators A, B, & C Diesel Electrical Maintenance Committee 181 GTO Thyristors -t*s w* sr U(R) V(S) W(T) — Free wheeling 3±3i 3f- Diode DC in v \ rI AC Out Phase Modules Figure 3 - GTO Inverter Simplified Schematic ^^-^^^Two Shorts Hard Short Air Gap Short Two Tests *"^-—-^ Low Resistance Effective Not Effective Ohmmeter Test Surge Test Effective Effective Table 1 - Short Circuit Test Effectiveness 182 Diesel Electrical Maintenance Committee Phase U Tum-to-Tum • " "^A Phase V Phase V Figure 4 - AC Traction Motor Schematic with Shorts UP 8051 Phase Resistance Measurement (milliohms) Traction Motor U-V V-W W-U Difference #1 98.0 98.0 98.0 0.0 #2 99.4 99.1 99.4 0.3 #3 148.1 148.0 98.8 49.3 Table 2 - UP 8051 Resistance Test NS 7200 Phase Resistance Measurement (milliohms) Traction Motor U-V V-W W-U Difference #1 101.2 101.4 101.3 0.0 #2 100.3 100.0 100.2 0.0 #3 102.1 102.2 102.2 0.0 Table 3- NS 7200 Resistance Test Diesel Electrical Maintenance Committee 183 Figure 5 - Surge Tester connected to traction motor RECALL - Record 1 Lead 2 2000 U/d±w 20 us/d±v ' i i . , i i i it i i i i | i i i i | i i • • | • i i i | • • i i | • i i i | ' • • • I •••• I • • • • I Peak : 5 1 2 0 U •• ' i .... i i ..., i i i i i i 2000 W/d±v SURGE 20 us/d±v Figure 6 - Surge test results of one phase winding 184 Diesel Electrical Maintenance Committee Summary - Record 1 sC 1: 5250U 2: 4750U 3: 4938V L u /^ >-^ — Figure 7 - Surge test results of all three phase windings Good motor Summary - Record 3 • 1111111111111 • •"i " " i" "i • ' 1111111 1: 5000U 628 2: 5000U 5010V 3: 5060U 1.16u.a 4303MQ 5000U 5010U 1. 44pa 1.20Ma 3457MA 4170MQ 11111•111111111111111111111••t••••i....i....i....i.... i.... i... 2000 U/div SURGE 60 us/dlv Figure 8 - Surgetest resultsof all three phasewindings - Defective motor Diesel Electrical Maintenance Committee 185 Summary - Record 1 i • • • • i • • ' • i • • • • i • 1: 4930U 2: 5120V 3: 5060U i .... i .... i....i .... i .... i .... i . 2000 V/d±v SURGE 20 us/d±v Figure 9 - Surge test results of NS7200 TM#1 Summary — Record •' i • • •• i ' » '' 5430V 4JL00U 4180V i I i i •• l i .. i l , i i . h 2000 V/div SURGE 20 us/div Figure 10 - Surge test results of NS7200 TM#2 186 Diesel Electrical Maintenance Committee iiii11iiii ii i I V111 \ 111 •1111111 •i«i •«»»i»»»»i *'»' i****i**'*i*' li 4810V 2: 5060V 3: 4930V 11...11.... i.... i. »i»•»•» 11111111 1111111111 2000 V/div SURGE 20 us/div Figure 11 - Surge test results NS7200 TM#3 Phase U Phase V ^HalfOpen" Open "Full Open; Open Phase V Figure 12 - Motor Schematic For Open Circuits Diesel Electrical Maintenance Committee 187 Figure 13 - Repaired Motor Cable Connections of Half Open Motor Figure 14 - Winding Damage Due to Half-Open Motor 188 Diesel Electrical Maintenance Committee Figure 15 - Megger DLRO Low Resistance Ohmmeter Full Scale Resolution Full Scale Full Scale Test Current Test Current Volts- Volts - Resistive Inductive Resistive Inductive 1.9999 ml) 0.1 uQ 20mV n/a 10A n/a 19.999 mQ 1 uQ 20mV 20mV 1A 1A 199.99 m Q 10 uQ 20mV 200mV 100mA 1A 1.9999 Q 100 uQ 20mV 200mV 10mA 100mA 19.999 Q 1mQ 20mV 200mV 1mA 10mA 199.99 Q 10 mQ 20mV 200mV 100uA 1mA 1999.9 Q 100 mQ 200mV 200mV 100uA 100uA Table 5 - Megger DLRO10 Characteristics Figure 16 - TCC and Three Traction Motors Diesel Electrical Maintenance Committee 189 .W .. '9faf — / ''• ^ \ *?w £*. .'• '"- ^VlME% •^ 1^^?s9lnH&> A^rl*"iff • -. tm& •','- ' w" •.- a s- y!ty\'' '• '- \.i V •'.-. S#*. ,.' » '5 t • ., > ,,-/'•-*•-- \£3fiP t 4/14/2006 8:07am Figure 17 - "Full Open" Motor Lead Connections 190 Diesel Electrical Maintenance Committee EM2000 FaultofGTO Monitoring v Download Siemens TCC Fault Archive and review for Fault Code 15H or 18H. < t Qualify PhaseModules. tt Low resistance ohm meter Troubleshoot related test ontraction motors in faults according to TSG the associated truck. ( a* ) Performsurgetest on same traction motors. v Replace shorted traction motor y ( ™ ) Figure 18 - Flowchart of properly testing for shorted traction motors Locomotive Maintenance Officers Association 191 J UIM lUK...the newest addition to Kim Hotstart's family of idle reduction solutions. Designed for short linerailroads that want to stop idling in cold,remote locations, JUNIOR isa simple, diesel-driven system that keeps the prime mover warm and the batteries charged. It is small enough to fit nicelyon your locomotive... and into your budget. To learn more about JUNIOR and how much fuel you can save, please call us at 509-536-8663. "We installed a Junior in the nose ofa GP9and stopped idling over the winter. We saved a ton of fuel and are very, very satisfied." Doug Krattiger CMO,Rarus Railway IHOTSTART Anaconda, Montana www.kimhotstart.com 192 Diesel Electrical Maintenance Committee 2. LOCOMOTIVE CAB (236.588). These requirements are SIGNAL FAILURES satisfied at service tracks, locomo AND TROUBLESHOOTING tive shops, interchange points, Preparedby and/or initial terminals Felix Fraga, The majority of malfunctions or New Smyrna Beach defects are due to: Locomotive Shop • CSR out of calibration or failed - 18% Ultra Cab I Operation • Axle drives and speed probe Ultra Cab I automatic train control defects - 46% at Florida East Coast Railway was • LSL out of calibration or failed - originally designed by Harmon 17% Industries (now part of GE • Power supply problems - 10% Transportation Global Signaling). Its • Pickup coil defects - 5% primary functions are indicating • ATS Acknowledge Pedal switch maximum allowable track speed, not working and avoiding an overspeed condi Locomotive cab signal flips occur tion through a penalty brake appli when the aspect indications intermit cation. Block layout determines tently change for a short period of where the cab signal aspect will time (less than 5 seconds) and then change as the train moves. The ATC return to the original aspect indica system receives aspect codes (CCO tion. Cab signal failures are an intrin thru CC9) from a wayside generator sic part of ATC operation and are through the rails, decodes the sig expected to happen. Based on a sur nals, displays the aspect in the cab vey of 19 FEC trains operating (ADU), and enforces the associated between 2/16/06 and 2/23/06, speed. Principal components there were 103 cab signal flips. include the Logic Control Cab Rack; Engineers set the brakes only 9% of CSR (Cab Signal Receiver); LSL the time. The average train speed (Locomotive Speed Limiter); Power was 46 mph. The cab signal flips Supply; ADU (Aspect Display Unit); occurred 76 times on the main line CDU (Conductor Display Unit); EDU and 38 on curved track. (Engineer Display Unit); Lead/Trail Cutout Switch; Air Cutout Valve Cab Signal Flip Causes (needs to be sealed per FRA); Axle • Track anomalies in curves, Drive Alternators (60ppr-on the #2 grade crossings, crossovers, and axle); Optical Box (Links Ultra Cab to interlockings. Event Recorder); Pickup Coils and • Highly magnetized rails Bars; Magnet Valve; ATS • Traction motor interference Acknowledge Foot Pedal Switch with pickup coils, receiver bars, (110-115 PSI, brake pipe). FRA Title and windings. 49 CFR Part 236 requires a daily or • Truck components with after trip test (236.586), a departure mechanical defects (abnormal test (236.587), and a periodic test vibrations, truck hunting). Diesel Electrical Maintenance Committee 193 • Incorrect receiver bar alignment overtime. • CSR out of calibration, LSL • Increased locomotive mainte defects, and pickup coil defects nance costs. After the locomotive stemming from mechanical, arrives at its destination, the ATC has energy, winding, and hysteresis to be (readjusted), or some compo (slow reaction time) losses. nents need to be changed to have the locomotive return to service as a Cab Signal Flip Remedies lead locomotive. Repairs frequently • The engineer should wait at involve replacement of the CSR, LSL, least 5 seconds. Ifafter this peri or Power Supply. od of time, the cab signal won't The table shows the $ cost of return to its original aspect, the some component replacements engineer should take action and which is a factor when faced with apply good train handling pro making these ATC repairs. cedures complying with the aspect displayed Summary • Slow the train by setting the This paper provided a brief brakes. After the indication overview of the operational theory changes to a more favorable of the Ultra Cab I Automatic Train aspect, the speed may be Control system used on the FEC to increased. include its principal components, • When the train has been and some of the types of defects slowed down, or stopped, encountered with the system. This because of continuous flips the paper also addressed cab signal flips engineer needs to contact the and some of its causes and remedies dispatcher to ask permission to along with the economic lossses as a cut the ATC out. result of these cab signal flips. Cab Signal Flip Economic Losses • Fuel is wasted by resuming train speed (diesel engine RPMs increase) and having the loco motive main air compressor working longer to recharge the air in the train line. • Setting the brakes to slow the train down cuts back on kinetic energy, wearing out brake shoes and wheels. • Lost revenue due to an inability to adhere to the timetable (operating plan) and late deliv eries to the customer. • Crew expenses increased by 194 Diesel Electrical Maintenance Committee 3. MAINTAINING MAIN not be easily reached e.g. the area of GENERATORS - SOME SAFER the commutator under the generator METHODS frame area (Fig. 3). We have done Prepared by this for many years and every person Bill Kirdeikis, doing it may have felt leery about Senior Reliability Specialist having their hand that close to a Electrical-CN commutator moving at some 49.8 At CN we still have fairly large fleet ft/second or roughly 34 mph but the of locomotives in yard service that job was still done with a lot of care use D12 main generators and in fact and attention. even have some units with D15 gen This method was used successfully erators. As anyone knows a main for a long time until one of our elec generator is a much higher mainte tricians had the stone grab and nance item than an alternator. forced his hand into the rotating With this paper I will not be deal commutator. He was actually very ing with all aspects of main genera fortunate in that his injuries were lim tor maintenance but rather two spe ited to severe abrasions to his fin cific items that can be done safer gers. The first thought was that the than we have done in the past. These employee was at fault for not taking tasks would be. proper care while doing this job but 1. Cleaning of the main generator further thought on this matter made commutator. it pretty clear that the job should be 2. Seating of the main generator able to be done in a safer manner brushes. withouth the inherent danger of get ting people's hands that close to the Cleaning Main moving commutator. Generator Commutators The first idea conveived was an Most people who maintain main extension for the commutator clean generators have had the need to ing stone (Fig. 4), which would allow clean the commutator due to oil or the extension to sit on the web of dirt ingress or even flashover. We the main generator frame (Fig. 5). like many other railroads in most This idea was discarded for two rea cases resort to using a standard rub sons, the inherent drag of the mov ber stone (Fig. 1), which in effect is ing commutator on the stone with nothing more than a somewhat tendency to try and flip the stone up coarse giant eraser. The unit is start is almost magnified by the exten ed and with the generator covers sion and there is very little chance open the stone held by hand is to get the stone into the hard to pressed against the commutator and reach areas of the commutator (Fig. maneuvered across the entire sur 6). What this did is define the rules face to clean the commutator (Fig. of what the alternative methods had 2). This would include angling the to do and these rules were we could stone in an attempt to get to those not depend on hand held stones and areas of the commutator, which can the cleaning method had to have the Locomotive Maintenance Officers Association 195 m ATIONAL THE RIGHT BRUSH EVERY TIME No matter what your locomotive application, National has the right brush for it. > Traction Motors > Alternators y Generators > Blowers > Cab Heaters > Fuel Pumps Original OEM brushes for all locomotives. Diagnostic Services Commutator Profiler Brush Holders National Electrical Carbon Products, Inc. 1-800-876-6322, (864) 458-7700 Fax:864-281-0180 www.nationalelectrical.com 196 Diesel Electrical Maintenance Committee ability to clean the entire surface of again rather than being discarded as the commutator. With the help and a wear item. The end of the stone is ideas of a supervisor at one of our cut at the same angle as a standard shops an entirely different method main generator brush but not con was thought of which encompasses toured like a brush to allow the stone both of these critical points. to conform to the commutator as it The new concept is in fact a very cleans with the commutator rotation simple one. Remove one of the into the open area under the stone. brush holders and apply a specially This will make for an easier break in cut cleaning stone to the brush hold on the cleaning stone effectively giv er which is solid on the base which ing the same advantage a bevelled contacts the commutator and actual leading edge would give us. ly extends to the outside of the com Overall this new cleaning stone mutator outside of the brush paths application will add a total of about as well as cleaning the area in 10-15 minutes to the job of cleaning between the brush paths. A proto a commutator but will ensure a com type was cut out of the two existing plete cleaning of the commutator commutator-cleaning stones (Fig. 7 but first and foremost will ensure and Fig. 8). This was made in two that no one will have to try and pieces, as the length of the stones is extract somebody's hand or fingers insufficient to make it out of one that have been jammed into a com piece. We are still working with an mutator. Ten to fifteen minutes outside firm to find commutator seems a pretty fair trade off for the cleaning stone stock in sufficient size added safety. to build this stone in a one-piece design. Once the stone is applied to Seating Of The the brush holder, the holder is reap Main Generator Brushes plied to the generator with the One of the main methods used for height of the holder set so that the seating main generator brushes after cleaning stone tip is just resting on a complete brush change out is the the commutator (Fig. 9) use of an abrasive stone, that is basi (Unfortunately unable to get detail cally a chalk stone which breaks up between brush holder body and and rides under the brushes grinding commutator showing cleaning them down on the commutator con stone). Spacer blocks are then tact surface to seat the brushes (Fig. placed in the brush pockets from the 10). With this stone you need to use top side to apply pressure on the the stone in front of about every 3-4 stone rather than having the stone brush holders with the generator preloaded with spring pressure turning to get enough of the seating which would make the proper appli compound travelling under the cation of the brush holder a lot brushes in the trailing holders. While tougher while keeping the stone there is much less friction on the square in the pockets. In addition the seating stone as compared to a spacer blocks can be used over cleaning stone it still does involve Diesel Electricai Maintenance Committee 197 getting your hands in very close proximity to the rotating commuta tor once the stone starts to wear down. In addition to this a large amount of residue of the stone is left in the generator which needs to be blown out. A much cleaner and safer method is to use a spray bottle loaded with hydrogen peroxide which has been proven to aid in brush seating and is used by many motor and generator rebuilders. Following is the actual step in the air curing procedures used by our Symington shop in Winnipeg. (2). Seat Brushes: Start unit and spray hydrogen peroxide at commutator in three or four spots to seat brushes and reduce brush noise. Overall there are many items done on a locomotive that do carry some inherent danger and locomotive maintainers must be ever vigilant when doing these tasks especially. If we can take out some of the inher ent dangers of these tasks we are duty bound to examine and try new procedures that might just do that. 198 Diesel Electrical Maintenance Committee Diesel Electrical Maintenance Committee 199 200 Diesel Electrical Maintenance Committee Diesel Electrical Maintenance Committee 201 202 Diesel Electrical Maintenance Committee Locomotive Maintenance Officers Association 203 TIME-SAVINGJools and Machines for Locomotive Maintenance, Parts Reclamation, and Testing INCREASE SHOP PRODUCTIVITY REDUCE LOCOMOTIVE OOWNTIME IMPROVE YOUR DUALITY ASSURANCE PROGRAM MAIN BEARING WRENCHES EMD S GE Engines CRAB NUT TOROUE WRENCHES EMD Engines TRACTION MOTOR SUPPORT BEARING CAP WRENCHES EMD & GE Traction Motors LOWER LINER INSERT PULLER/INSTALLER EMO Engines CYLINDER HEAD AND LINER WATER TEST MACHINES EMD Engines EXHAUST VALVE SPRING DEAD WEIGHT TESTER EMD Engines and other SPECIAL TOOLS & MACHINES designed to SAVE YOU MONEY TAME, INC. loots w*l M»ni«n*nc» £qmpm«nt Co . mc 2523 Cnattanooga Va»«y Dnv • PO Bo* 250 Flintstone. Georgia 30725 -USA Tstoptwia (706)820-0397 Fa* (706)820-9802 204 Diesel Electrical Maintenance Committee 4. LOCOMOTIVE SOFTWARE which has surpassed the 30 year MANAGEMENT mark: EMD SD40-2. The electronics Prepared by were made of simpler components Victor Trout, and the hardware logic network ManagerMechanical Engineering made from these components is Union Pacific now handled by software. With the introduction of complex computer The fast paced world of electron systems in newer locomotives, hard ics and computers has led compa ware is rapidly being replaced by nies from various industries to take a software and additional functionality proactive approach to software man that enhances the performance of agement. The railroad industry is no the locomotive can be achieved. exception and needs to consider the Picture computers from the 1960's & consequences of ignoring some of 1970's and how they evolved into the more modern technology found what they are today: faster, smaller, on their fleet, especially, the soft and cheaper. ware that runs the computers in key With the introduction of modern systems on their locomotives. As the electronics on locomotives, the railroad industry is beginning to longevity of hardware as compared become more wireless friendly, it's to the useful life of software is a big important to consider software problem because the continuous upgrades on locomotives in the improvements and upgrades make same way you would for your home software systems obsolete long computer or workstation. This paper before a locomotive is scheduled for will cover why upgrades are needed, replacement. In fact, the hardware why it's important to maintain soft which houses software will most like ware, and some beneficial tech ly become obsolete during the life niques behind software manage span of the locomotive. Although ment. the manufacturers will state a typical Consider your home computer or locomotive lifespan is 20 years, the workstation. How often do you locomotive computer hardware and upgrade your computer at home? software was never designed to last It's a safe bet that the answer is less 20+ years without upgrades. Often than 30 years. How long do railroads times, when a hardware component keep their locomotives? Many keep becomes obsolete, the external com their locomotives in service for more puter software that controls it will than 30 years! That's amazing con need to be upgraded for a number sidering other industries keep their of reasons like new communication similar duty-cycle products in service protocols. for a decade or two at best. It's no Locomotive maintenance is con surprise why railroads"keep locomo sidered a large expense for the rail tives in service for so long: they are road but after factoring in all the built to last and expensive to replace. expenses incurred by not performing Let's consider a locomotive model maintenance, it really isn't an Diesel Electrical Maintenance Committee 205 expense. How many road failures the locomotive systems are critical and/or recrew events are prevented and need to be maintained either thanks to maintenance? For exam on-site or remotely. Let's consider ple, on DC locomotives ifs critical to another industry where maintenance change out traction motor brushes is critical to safety and timely deliv once a certain wear line mark is eries: aerospace. Airplanes are peri reached or it will fail and cause a odically maintained and much like road failure. There are also key main locomotives, there are certain gov tenance tasks which address compo ernment regulations that force the nents that have a certain wear out airline companies to perform a cer period such as a fuel filter. Ifs only a tain level of maintenance on their matter of time before neglecting fleet. The aerospace industry also maintenance on locomotives will has certain standards and certifica cause serious road failures and tions regarding software which help delays in train operation. I don't minimize the risk of catastrophic need to spend too much time con events. The RTCA DO-178B: vincing anyone that maintenance is Software Considerations in Airborne important, however ifs apparent rail Systems and Equipment Certification roads don't focus their efforts on all is a standard developed by the Radio parts of the locomotive that need to Technical Commission for be maintained. Aeronautics, Inc. to certify software As you may already know, certain in the aerospace industry. One of locomotive models are utilizing tech the key principles is the software crit- nology that's found common to a PC icality level which is used to assess (e.g. Windows XP). How many soft the effects of failure ranging from No ware patches has Microsoft released Effect through Catastrophic. A con since Windows XP was introduced in cept like this seems futuristic to our 2001 ? Dozens if not hundreds, and industry but ifs been a common most likely if you're running a com practice in other safety critical indus puter with Windows XP it will auto tries for years. matically update in the background One of the basic elements of soft or if you're a little more computer ware management is documenta savvy, you may manage when and tion. This can be as simple as creat how the upgrades are installed. I'm ing spreadsheets with fleet informa sure the applications you run on tion and software versions, to some your home computer are very impor thing more sophisticated that tant, but is your computer responsi includes software differences and ble for operating applications that perhaps current software versions could adversely affect safety? How for each locomotive in your fleet in a about applications that are responsi complex database. Why is docu ble for ensuring critical deliveries mentation so important? make it to their destination on time? Consider an AC locomotive fleet A locomotive is responsible for such that's in a specific type of service tasks, and the software that controls (high speed intermodal for example), 206 Diesel Electrical Maintenance Committee and so far this locomotive model has not to mention the out of service been running reliably and safely for time needed for manually gathering years. Because of shifts in the econ this information. Until wireless tech omy, transportation operations nology becomes more widespread wants to change the service these in the industry, most information locomotives run to slower, heavier gathering must be done by either train service like coal. While these inspecting or obtaining a log file with locomotives are designed to handle a laptop from the locomotive manu any type of service, let's just say ally by a craftsman. Typically, a fault hypothetically something about the log or event log file off a given loco consistency of slower speeds in coal motive computer system will contain service causes the speedometer to a version number in the header or momentarily go haywire at a variety footer of this log. Currently at UP, we of speeds. What if this problem is use two methods for obtaining soft only caused by a handful of locomo ware version information off our tives at the beginning of the order? locomotives. One method is wireless Reason? They have a different ver transfer which is accomplished by sion of control software than others means of traditional radio communi in the fleet but you didn't know cations, satellite, or 802.11 and it's there was any difference. by far the most accurate means of Seems like a simple problem to information transfer. The other more correct, right? Well, what if you have widespread method at UP is the to take hundreds of locomotives out practice of obtaining software infor of service because you didn't docu mation by taking a manual log file ment your software versions and download from the locomotive itself weren't aware this problem was con when it comes in for servicing, fined to only five locomotives? That's unscheduled, or planned mainte just one example, but in any indus nance. Although this is more time try, it's common and good practice consuming, once the information is to document all software versions transferred into the UP system, it's and maintain a certain level of con there for the taking and any sort of figuration control on critical systems. fleet analysis can be done instanta There are a multitude of techniques neously. In addition, we have certain that can be utilized in order to effec methods in place to add tasks auto tively obtain software versions on matically through our CMMS (com locomotives. With a large fleet of puterized maintenance management locomotives, the challenge is not system) when the software version is necessarily how to document the incorrect or obsolete. software versions; rather, it's collect Another key element to software ing the software information off your management is ensuring proper test locomotives. This may sound simple ing is conducted by the manufactur but it's no easy task when you've got er before installation is applied fleet thousands of locomotives traversing wide. Often times, the manufacturer across a large portion of the country, will utilize railroads for field testing o 3 "Discover The Locomotive Engine a < fl> Bearing Specialist" Sjsrsss... £ their EMD, G.E. and ALCO Engines. They depend on MIBA for continuous research and development and for MIBA's Miba a manufacturing quality assurance systems to provide the added O fl> service life that the railways want (or their engines. O CALL OR FAX YOUR REQUIREMENTS TO US TODAY! =£ Ultimate Performance to > and Durability w o o Miba Bearings U.S. 5 o 5037 N. State Rt. 60 McConnelsville, Ohio 43756 AAR Quality Assurance Certification M-1003 (740) 962-4242 FAX (740) 962-8202 % 208 Diesel Electrical Maintenance Committee purposes by installing a newly released software package on a small number of locomotives for a given period of time. I cannot stress the importance of this testing from personal experience especiallywhen the changes could potentially affect other systems (distributive power, cab signals, electronic air brakes, etc.). It's also important to keep in mind that the field testing should have a defined beginning and end. Field tests often begin with a time frame documented for the release of the final version of software but many times upon completion of the test, the field test units don't get upgraded because they are lost in the shuffle and/or forgotten. This might work if the test software and the final release software are identi cal, but this is a rare occurrence. The future of the railroad industry depends upon how well we maintain all parts of our locomotives; this includes software and electronics. The good thing about having a limit ed number of OEMs is that there is commonality in fleets between rail roads and through collaborative efforts, we can help each other with shaping the way software is main tained for the future. Locomotive Maintenance Officers Association 209 CONSTITUTION AND BY-LAWS nection with the maintenance and LOCOMOTIVE MAINTENANCE repair of motive power, subject to OFFICERS ASSOCIATION approval of the General Executive Committee. Revised September 22, 2003 Associate members shall have equal rights with railroad members Article I - Title: in discussing all questions properly brought before the association at The name of this Association the Annual Meeting, and shall shall be the Locomotive have the privilege of voting or Maintenance Officers Association holding elective office. (LMOA). Section 3 - Life membership shall be conferred on all Past Article II- Purpose of the Presidents. Life membership may Association also be conferred on others for The purpose of the Association, meritorious service to the Associa a non-profit organization, shall be tion, subject to approval by the to improve the interests of its mem General Executive Committee. bers through education, to supply Section 4 - Membership dues locomotive maintenance infor for individual railroad and associ mation to their employers, to ate membership shall be set by the exchange knowledge and informa General Executive Committee and tion with members of the shall be payable on or before Association, to make constructive September 30th of each year. The recommendations on locomotive membership year will begin on maintenance procedures through October 1 and end September 30. the technical committee reports Members whose dues are not paid for the benefit of the railroad on or before the opening date of industry. the annual convention shall not be permitted to attend the annual Article III- Membership meeting, shall not be eligible to Section I- Railroad Member vote and/or shall not be entitled to ship shall be composed of persons receive a copy of the published currently or formerly employed by Pre-Convention Report or the a railroad company and interested Annual Proceedings of the annual in locomotive maintenance. Mem meeting. Failure to comply will bership is subject to approval by result in loss of membership at the the General Executive Committee. end of the current year. Life mem Section 2 - Associate bers will not be required to pay Membership shall be composed of dues, but will be entitled to receive persons currently or formerly a copy of the Pre-Convention employed by a manufacturer of Report and Annual Proceedings. equipment or devices used in con 210 Locomotive Maintenance Officers Association Article IV - Officers his or her services with appropri Section 1 - Elective Officers of ate compensation. the Association shall be President, Section 5 - All elective officers First Vice President, Second Vice and Regional Executives must be President and Third Vice President. LMOA members in good standing. Each officer will hold office for one (See Article III, Section 4.) year or until successors are elect ed. In the event an officer leaves Article V- Officer, Nomination active service, he may continue to and Election of serve until the end of his term, and, Section 1 - Elective officers shall if he chooses, continue to serve as be chosen from the active mem an executive officer and be bership. A Nominating Committee, allowed to elevate through the composed of current elective offi ranks as naturally occurs, to cers and the active Past Presidents, include the office of President. shall submit the slate of candidates Section 2 - There shall be one for each elective office at the Regional Executive officer annual convention. assigned to oversee each technical Section 2 - Election of officers committee. Regional Executives shall be determined by a voice shall be appointed from the mem vote, or if challenged, it shall bership by the General Executive require show of hands. Committee for an indefinite term, Section 3 - Vacancies in any with preference given to those hav elective office may be filled by ing served as a Technical presidential appointment, subject Committee Chairperson. A to approval of the General Regional Executive who leaves Executive Committee. active service may continue to Section 4 - The immediate Past serve as such, and shall be eligible President shall serve as Chairman for nomination and election to of the Nominating Committee. In higher office. his absence, this duty shall fall to Section 3 - There shall be a the current President. General Executive Committee, composed of the President, Vice Article VI - Officers - Duties of Presidents, Regional Executives, Section 1 - The President shall Technical Committee Chairper exercise general direction and sons, and all Past Presidents approve expenditures of all affairs remaining active in the Associa of the Association. tion. Section 2 - The First Vice Section 4 - There shall be a President, shall in the absence of Secretary-Treasurer, appointed by, the President, assume the duties of and holding office at the pleasure the President. He shall additional of the General Executive ly be responsible for preparing and Committee, who will contract for submitting the program for the Locomotive Maintenance Officers Association 211 Annual Meeting. sented by the technical commit The Second Vice President shall tees to ensure reports are accurate be responsible for selecting adver and pertinent to the goals of the tising. He will coordinate with the Association. Secretary-Treasurer and contact C. Attend and represent LMOA advertisers required to underwrite at meetings of their assigned tech the cost of the Annual nical committees. Proceedings. D. Promote Association activi The Third Vice President will be ties and monitor membership lev responsible for maintaining a els within their assigned areas of strong membership in the responsibility. Association. He will ensure that E. Promote and solicit support membership applications are prop for LMOA by helping to obtain erly prepared and distributed, advertisers. monitoring membership levels and Section 5 - Duties of General reporting same at appropriate time Executive Committee: to the General Executive A. Assist and advise the Committee. President in long-range Association The Vice Presidents shall per planning. form such other duties as are B. Contract for the services and assigned them by the President. compensation of a Secretary- Section 3 - The Secretary- Treasurer. Treasurer shall: C. Serve as the Auditing and A. Keep all the records of the Finance Committee. Association. D. Determine the number and B. Be responsible for the name of the Technical finances and accounting thereof Committees. under the direction of the General E. Exercise general supervision Executive Committee. over all Association activities. C. Perform the duties of the F. Monitor technical papers for Secretary of the Nominating material considered unworthy or Committee, and General Executive inaccurate for publication. Committee, without vote. G. Approve topics for the D. Furnish surety bond in Annual Proceedings and Annual amount of $5000 on behalf of Meeting program. his/her assistants directly handling H. Approve the schedule for the Association funds. Association will Annual program. bear the expense of such bond. I. Handle all matters of Section 4 - The Regional Association business not specifical Executive officers shall: ly herein assigned. A. Participate in the General Section 6 - The General Executive Committee meetings. Executive Committee is entrusted B. Monitor material to be pre to handle all public relations deci- 212 Locomotive Maintenance Officers Association sions within LMOA and coordinat papers will be selected and ed associations with confidentiali approved by the General Executive ty. Committee. Article VII - Technical Article VIII - Proceedings Committees Section 1 - The Locomotive The technical committees will Maintenance Officers Association consist of: encourages the free interchange of Section 1 -A chairperson, ideas and discussion by all atten appointed by the President and dees for mutual benefits to the rail approved by the General Executive road industry. It is understood that Committee. the expression of opinion, or state Section 2 - A vice chairperson, ments by attendees in the meeting, selected by the chairperson and and the recording of papers con approved by the President. taining the same, shall not be con Section 3 - Committee mem strued as representations or state bers, selected as follows: ments ratified by the Association. A. Representatives of operating railroads and regional transit Section 2 - Those present at any authorities submitted by their meeting called on not less than Senior Mechanical and Materials thirty days advance written notice Officers and approved by the shall constitute a quorum. President of LMOA. B. Representatives of loco Article IX - Rules of Order motive builders designing and The proceedings and business manufacturing locomotives in transactions of this Association North America. shall be governed by Roberts Rules C. The Fuel and Lube of Order, except as otherwise Committee will include members herein provided. from major oil companies or their subsidiaries as approved by the Article X- Amendments General Executive Committee. The Constitution and By-Laws D. At the direction of the may be amended by a two-thirds General Executive Committee, vote of the active members pres non-railroad personnel may be ent at the Annual Meeting. allowed to participate in commit tee activities. Section 4 - All individuals who are on technical committees must be LMOA members in good stand ing. (See Article III, Section 4). Section 5 - Subjects for technical Locomotive Maintenance Officers Association 213 WORLD WIDE LEADER IN LOCOMOTIVE FUELING & SERVICING EQUIPMENT SPECIALIZING IN VARIOUS TYPES OF LIQUID DELIVERY: DIESEL FUEL, LUBE, OIL WATER HEATED HOSE REEL CABINETS (BOOM, COLUMN, PLATFORM) HEATED TOTE CABINETS NEW & REQUAUFIED FUEL CRANES FULL RANGE OF NOZZLES UP TO 300 GPM NEW & REQUAUFIED DROP HOSES NEW & REQUAUFIED PUMP SKIDS WAYSIDE FUEL FILTERS TANK GAUGING FUEL MANAGEMENT SYSTEM FUEL TANK ADAPTERS SOLID STICK WHEEL FLANGE LUBE SYSTEM EMD STYLE EXHAUST FLEX JOINTS "0" RINGS CUSTOM FABRICATION 1375 W. SNYDER BOULEVARD • NIXA, MO 65714 USA PH: 800-641-4512 • FX: 417-725-4846 www.snyderequip.com •EMail: [email protected] 214 Locomotive Maintenance Officers Association DIESEL MECHANICAL MAINTENANCE COMMITTEE TWENTY-FIVE YEAR INDEX 2006 2001 1. Lost Opportunities of Rebuilding 1. Troubleshooting Electronic Trucks Fuel Injection on GE Loco 2. GP/SD38-2S Locomotive-A New motives Class of Power 2. Troubleshooting Electronic 3, Heavy Diesel Engine Field Repair Fuel Injection-EMDEC Electro 4. Benefits of Mobile Maintenance Motive Division Two-Stroke 2005 Engine Crankcase Overpressure Today - 3. How to Maintain ALCO Concentrating on EMD and GE Locomotives in the 21st Locomotives Century 2. Cold Weather Locomotive 4. Catastrophic Engine Failures: Operations Shortlines & Regionals (Best 3. Importance of Cooling System Practices) Health, EPA Compliance Impact 5. AreWe Ready for Reliability- 4. Overhaul Extension Centered Maintenance? 2004 2000 1. GE Evolution Series-Maintenance 1. 2000 Emissions Review - GE and Reliability Perspective 2. EMD 70ACe and SD70DC-Tier 2 2. 2000 Emissions Review - EMD Locomotive Models-Mechanical Perspective Maintenance Enhancements 3. EMD Diesel Engine Crankshaft 3. Best Practices Series-For Regional Main Bearings Edge-Load Condi and Shortline Railroads-Managing tion (Description, Detection and Locomotive Wheel Wear Resolution) 4. Maintenance Savings - 4. 2000 - LMOA Best Practice Mother/Daughter Units Series: Locomotive Truck Over 2003 haul Procedures 1. Training 60/30 Impact Now & 1999 Beyond 1. Vibration Analysis 2. Condition Based Maintenance, 2. EMD Power Assemblies Change Practical Approaches and Out Practices for Regional and Techniques Shortline Railroads 2002 3. Improved Access to GE7FDL 1. Detrimental Effects of Loco Engine Intake Manifold for motive Engine Idling Cylinder Inlet Port Cleaning 2. Emissions Standard Compliance 4. What's Ahead in Plastics for for the GE Dash 8 Locomotives Locomotive Applications 3. Tier 0 Emissions Compliance for 5. Cast Iron, Composition Brake the GE Dash 8 Locomotive Shoe Arrangements vs. Type-J 4. Locomotive Inspection Training- Relay A Preview of CFR 229/238 1998 5. Computerized Record Keeping to 1. LMOA Best Practices Series: GM Improve Performance and Re Engine Crankcase Pressure duce Maintenance Expense for Troubleshooting Shortline and Regional Railroads 2. Union Pacific's New EMD Diesel Engine Rebuild Line At Locomotive Maintenance Officers Association 215 Downing B.Jenks Locomotive Development. Facility-No. Little Rock, Arkansas 3. 18:1 Upgrade for the 645E Engine 3. GE Turbo Rebuild Procedures 4. Automatic Stop and Start Control 4. Mechanical Impact of Locomotive System Emissions Regulations 5. Acquiring Locomotives for 5. Locomotive Engine Bearing Regionals and Shortlines Developments 1991 1997 1. Recommended Practices for 1. LMOA Best Practices - GE Water upgrading 567 to 645 Design. Leaks 2. Conversion of SD40 Loco 2. Locomotive Update - MK 1200G motives to SD 40-2 on CSX LNG Powered Switcher 3. Update: Diesel Engine Emission 3. Proper Use of Gaskets and Seals Controls 1996 4. Stationary and Dynamic Test 1. Air Brake Trouble Shooting- Procedure for Locomotive Fuel Where We Are Now Efficiency Measurement 2. Best Practices - Internal Water 5. Personnel training on New Leaks on EMD Locomotives Technology. 3. Best Practices - Oil Out Stack 1990 1995 1. Caterpillar Power in Reman-ufac- 1. General Electric New 7HDL 6000 tured Locomotives. HP Diesel Engine 2. The EMD 710G3A Engine 2. LMOA Best Practices Series - Low 3. Improving Performance of Oil Pressure Trouble-shooting Traction Motor Friction Suspen Procedures for EMD sion Bearings. Turbocharged Locomotives 4. Fluid Leaks on GE 7FDL Engine. 3. How Can a Regional or Shortline 5. Rebuild of the EMD F3B Fuel Justify a Wheel Truing Machine? Injector. 4. EMD SD60M Natural Gas 1989 Locomotive Development 1. Wheel Axle Gear Wear/Impact 1994 on Traction Motor Life 1. Electronic Fuel Injection. 2. 710 Engine - Operational and 2. ICAV - The Physical Affects on Overhaul Update Instantaneous Crank Shaft 3. GE Power Assembly Improve Angular Velocity Technology ments on Welded Head-to-Liner 3. Maintenance Practices Com-pari- 4. Assembly Rework Procedures. son Between Regionals and Class 5. EMD Engine Oil Leaks.Secondary I Railroads Air Filtration - Barrier vs. 4. Amtrak Document Manage-ment. Impingement 1993 1988 1. EMD's Three-Axle Radial Steering 1. Low-idle Operating Costs vs. Fuel Truck Savings. 2. The Natural Gas Locomotive at 2. Rebuilding GE's EB Liner BN RR 3. The Extended Maintenance Truck 3. Locomotive Waste Oil Reten-tion 4. Flange Lubricator Update 4. Fragmented Maintenance 5. Permaspray II - Cylinder Liner 1992 1987 1. Mechanical Quality Progress 1. EMD Water Pump Rebuilding Developing on Major Railroads. 2. On Board Flange Lubricator 2. Coal Fuelled Diesel Locomotive 3. Gear Case, Bull Gear and Pinion 216 Locomotive Maintenance Officers Association Gear Longevity in the 1980's - 4. Follow-up on Previous Topics Gear Cases - Canadian National Experience. 4, Maintenance of Locomotive Fueling Systems for a Spill Free Operation 1986 1. Rebuild of Valve Bridge Assemblies 2. Update of New Locomotive Service Problems, EMD and GE Effecting Quality Performance 3. Chromium Plating and Its Uses 4. Development of a New Diesel Engine for Heavy-Duty Loco motive Service 1985 1. Procedures for Storing Serviceable Locomotives for Quality Performance 2. New Locomotive Service Problems, EMD and GE 3. 92 Day Service Requirements: EMD, GE and Bombardier 1984 1. Mechanical Aspects of New Locomotive Designs 2. Maintenance of Locomotive Components 1983 1. Leaks: Cooling Water, Lube Oil, Fuel Oil and Air 2. Torquing Recommendations. 3. Update on Fuel Efficient Locomotives 4. Radiator Screens 5. Alternate Starter Systems 1982 1. Fuel Conservation - Effects on Maintenance 2. Fuel Conservation - What It Costs. 3. Diesel Fuel Receipt and Disbursement 4. Turbochargers 1981 1. Running Gear 2. Filtration 3. FRA Rules Locomotive Maintenance Officers Association 217 DIESEL MATERIAL CONTROL COMMITTEE TWENTY-FIVE YEAR INDEX 2006 Catalog Exchange Standard 1. PDAs for Inventory Control (EPCES) -A Better Way 2. Inventory Management System 1996 2005 1. Technology Transfer-The Hot 1. Centralized Materials Process of the 90's-Condition Management Based Maintenance 2. Centralized Component Core Management-Centralized 2. Warehouse Automation Warehouse-Locomotive 1995 Comonents - Part A: BNSF Rwy. 1. Warranty and Reliability Manage Centralized Component Core ment Management-Rotable Warehouse 2. Railroad Industry Group (RIG) - Part B: Norfolk Southern Corp. Exchange Standard for Parts 2004 Catalog Information Milk Run: Norfolk Southern's 1994 Dedicated Locomotive Parts 1. Material Consignment Shipping System 2. The Next Step in Electronic 2003 Information Management Just in Time Delivery - The Juniata Interactive Technical Manuals. - Shop Material Control Program 3. Electronic Catalog Alternatives. The Continuous Improvement 1993 Approach 1. Technology Transfer 2002 2. Electronic Cataloging from a Material Perspective "Mentored Champion Process" - 3. Computerized Reordering from CSX Supply and Service Manage the Mechanical Employee's Point ment of View 2001 4. Electronic Catalogues: OEM RAILMARKETPLACE.COM /Supplier Point of View The Industry's Market Exchange 1992 2000 1. Warranty Overview and Issues GE Global exchange Services 2. Recycling-1992 My.SAP.Com 3. Bar Coding 1999 4. Material Packaging Composite Floors and Doors for 1991 Locomotives 1. The World of Recycling Packaging Standards 2. Problems with Solution 1998 3. Problems with Opportunities Tighter is Not Better 1990 Are Vending Machines the New 1. Waste Minimization. 2. Hazardous Materials End Cost Wave for Safety Items? 3. The Role of the Suppliers 1997 1989 Raising Our Standards for Safety 1. Packaging and Containerization The Rail Industry's Electronic Parts for Today's Railroad. 218 Locomotive Maintenance Officers Association 2. Innovations in Material Cost of Carrying Surplus Distribution Resulting from Shop Evolution and Future Directions Consolidations. of Material Handling Equipment 3. Outsourcing! Does Anyone Really in Railroad Use Understand the Difference 1984 Between UTEX and Repair and Bar Coding of Material Return and the Affect on the Budget? Forecasting Material Require 4. "Stuff" Happens! - A Skit About ments the Necessity of Feedback from a. Fuel Security - Are You Suppliers - Suppliers to the end Getting What You Pay For? User b. Fuel Oil Is Expensive 1988 Pros and Cons of Material 1. Communication - The Vital Link in Purchasing Contracts (Single Materials Acquisition Source - Just In Time Inventory) 2. Quality Assurance Through Communications and Feed-back 1983 3. Paperless Requisitions Improved Locomotive Productivi 4. A Practical Application of Bar ty Through Computerized Dat Coding in the Railroad Industry Inbound Material Inspection Minimize Maintenance Cost 1987 Through Material Management 1. Suppliers Selection for Com Systems ponent Failure Analysis 4. New Ideas In Material Storage 2. Vendor Performance or Service Containers Level 1982 3. Bar Codes 1. Use of kits in locomotive mainte 4. Bar Coding - Railroads 5. Material Handling Innovations by nance 2. Cost effective methods of ship the Airline Industry ping material from vendors. 1986 3. Union Pacific's Component 1. The In-House Electronic Requisi Inventory Maintenance System tion System (CIMS). 2. Electronic Data Interchange. Advantages of using shipping con 3. RAILING and Electronic Pur-chas tainers ing 1981 4. Quality Evaluation of Material Disposal of Unserviceable Sourcing Decisions Component Parts: What is the 1985 Most Profitable Method? 1. Evaluating Locomotive Main Innovations in Stores Material tenance Projects Handling, Via Computer 2. Reconditioning Material: In- Technology House vs. Vendo Locomotive Held for Material: an 3. Identification and Disposition of Update for the 80's Surplus Material The Best Approach to Procuring Locomotive Maintenance Officers Association 219 Material; New, UTEX, Repair and Return or Shop Repair 220 Locomotive Maintenance Officers Association SHOP EQUIPMENT AND PROCESSES COMMITTEE TWENTY-FIVE YEAR INDEX 2006 1998 1. Wheel Gauge Technology 1. Smoke Opacity Testing-Emission 2. Train Washing Detection Equipment and its Use 3. EnvironmentalRailroad 2. Hydraulic Tensioning Tools and its Containment Products Use 2005 3. High Speed Portable Align Boring 1. Mobiturn Wheel Truing Services Series 2004 4. Locomotive Mobile Servicing 1. Under the Hook Lifting Devices 1997 2. Sanding in the Railroad Industry- 1. Wheel Truing as Preventive Part III -A Gentle Answer for an Maintenance Abrasive Situation 2. Conrail-Selkirk Diesel Terminal Wastewater Treatment Facility 2003 Recent Evnironmental Improve 1. Locomotive Shop Support ments Systems and Equipment 1996 2. Hand Tools - An Ergonomic 1. Locomotive Painting Update 2. Drop Table Tooling for New EMD 3. Locomotive Lifting Systems and GE Locomotives 2002 1995 1. NOTE: PAPER ON LIFTING SYS 1. Pre-Maintenance Inspection TEMS WAS PRESENTED BY RON 2. Railroad Turntable Modification BEGIER OF PORTEC AT THE 3. Mobile Locomotive Service 2002 CONVENTION; HOW Vehicle EVER IT DID NOT APPEAR IN 1994 PUBLICATION - WILL APPEAR 1. Electronic Fuel/Unit Injection IN THE 2003 PROCEEDINGS Tooling. PUBLICATION 2. Locomotive Roller Support 2001 Bearing Tooling. 1. Standing in Railroad Industries - 3. Fall Protection and Man Lifts. Part II - How to Specify Reliable 4. Locomotive Washing Systems. and Safe Sanding Systems 1993 2000 1. Dynamic Balancingfor GE Dash 8 1. The Tandem Wheel Truing Model Locomotives Machine at Amtrak's IvyShop 2. Air Compressor Automated 2. Shop Talk 2000: Fall Protection Station Technology 3. Ergonomics in the Work Place 3. Sanding in the Railroad Industry 4. Hydraulic Traction Motor 1999 Shimming Table 1. Increasing Diesel Shop Capacity 1992 2. Conrail-Cold Asphalt Processing 1. Automated Test and Production of Environmental Waste Sand and Equipment Sludge 2. Safety Corrective Action Team 3. Dry Ice Cleaning of GE Intake 3. Automated Locomotive Wheel Ports Shop 4. AAR-LFIS No Spill Fueling System 4. Cleaning and Surface Pre-paration Locomotive Maintenance Officers Association 221 with Sodium Bicar-bonate Based Improved Reliability and Abrasive Blasting Availability 5. Trainline Continuity Tester 2. New Developments in GE Tools. 6. BN - Railroad Power Assembly 3. Implementation of a Quality Shop of the 1990's Process 1991 4. A Quality Traction Motor Shop. 1. Economic Separation of 5. Wheel Truing Machine Tech-nolo- Emulsified Oil from Waste Water gy Using Ultra Filtration Membranes 1986 2. EMD Cylinder Head Valve Seat 1. Robotics Update 1986 - Now Machining What? 3. Automated Barring Over Machine 2. CNC Machine Tools for EMD Diesel Engines 3. A New GE Power Assembly Area 4. New Equipment for Testing EMD 4. Locomotive Wash System -1986 Engine Protectors 1985 5. Compressed Air for Railroad 1. Computer-Assisted Preventative Facilities Issues and Solutions to Maintenance Achieve Clean, Dry, Oil Free Air 2. New Tools for Material Handling 1990 and Overview of Balancing 1. EMD Valve Bridge Machine Technology 2. GE Traction Motor Roller 3. Effect of Governmental Regula Suspension Bearing Replace-ment tions on Locomotive Finishing Equipment and Pro-cedure. 1984 3. Locomotive Component Re- 1. Shop Tools. placement ForkliftAttachment. A. New Tools 4. Locomotive Sanding, Fueling and B. Shop-Made Tools Drop Tables. 2. Traction Motor Shop Equipment 5. Hazardous Waste Disposal Up-Date 1989 3. Hazardous Waste Handling and 1. Automated Locomotive Wheel Disposal Shop 1983 2. Laser Guided Material Handling 1. Locomotive Maintenance Using a Vehicles Production Line Process 3. Bulk Rail Lubrication Storage & Fill 2. Shop Tools to Increase Systems Productivity and Improve Quality. 4. Pilot Plate Straightening Equip- 3. Dynamic On-Line Performance of ment Locomotives Without On-Board 1988 Tele-Metering 1. Fuel Management Control 4. Management in Action Systems 5. New GE Training Cente 2. Locomotive Mounted Rail 6. Welding Qualifications Lubrication Fill Systems. 1982 3. Comparison of Shop Air 1, Tools Compressors 2. Rebuild line for EMD turbocharg- 4. Locomotive Toilet Servicing ers Equipment 3. Air brake equipment line 5. Innovations in Blue Flag and 4. Industrial robots Derail Protection 5, Automated machines 1987 6. Safety related items and equip 1. Modern Servicing Facility for ment 222 Locomotive Maintenance Officers Association 1981 1. Training Aids. 2. Testing Devices Inspired by New FRA Laws 3. Tools and Training for Productivi ty 4. Changes to Shop Facilities Required by Newly Adopted EPA & OSHA Regulations 5. Tour through Conrail Altoona Shop 6. Supply/Service Facilities 7. GEAssembly Shop Locomotive Maintenance Officers Association 223 DIESEL ELECTRICAL MAINTENANCE COMMITTEE TWENTY-FIVE YEAR INDEX 3. Automatic Shutdown Startup 2006 Controls - Fuel Savings through 1. Application of 2,000 HP Hybrid Technology Yard and Road Switcher 4. Locomotive Alternative Air Locomotives Conditioners 2. Portable Troubleshooting Data 2000 Logger 1. Custom Electronics and their 3. Adapting a Freight Locomotive Applications into a Passenger Locomotive 2. Locomotive Wire Update 2005 3. Integrated Air Brake & Distributed 1. Wireless Communication Power Under EMD Fire System Technology Overview 4. Carbon Brushes -A Fresh Look 2. Maintenance Benefits of the 5. RM&D - What It Is, What It Does Green Goat - Part A 6. An Alternate Adhesion System Hybrid Switcher Update - Green Goat - Part B 1999 2004 1. Transition Panels for Older 1. Electrical Maintenance Benefits of Locomotives the SD70ACe 2. R.S. A.C. Crash Worthy Event 2. Remote Monitoring & Recorder Update Diagnostics: Development and 3. Traction Motor Suspension Integration with Maintenance Bearing Temperature Strategies Monitoring System 3. Carbon Brushes Revisited - an 4. EMD SD90MAC 6000 HP Update for 2004 Locomotive-An Update 5. IGBT-What'sNewforGEAC6000 2003 Locomotives 1. Diesel Driven Heating System 1998 2. Trainline - ES TIBS as Applied to 1. Locomotive Troubleshooting CN/IC Locomotives Assistant 3. Head End Power (HEP) Safety 2. Locomotive Electronic Brake Issues Maintenance 4. Fuel Savings, Using Locomotive 3. SD70MAC Capacitor Discharge Procedure Consist Management 4. Power Savings for Electrical 2002 Locomotives 1. Commutator Profiling 5. Auto Stop/Start and Layover 2. Basics of an Operations Center Systems 3. Diagnostics for Older Locomo 1997 1. Review of Battery Maintenance tives and Available Options 4. Traction Motor Protection Panel 2. Battery Charger/Booster 5. "Locomotive Auxiliary Power 3. Locomotive System Integration Units" - Lessons Learned 4. Electronic Governors 2001 1996 1. Diagnostic and Predictive 1. EMD SD80MAC High Voltage Maintenance Safety 2. Locomotive Replacement Control 2. GE AC Locomotive Electrical Safety Features System 224 Locomotive Maintenance Officers Association 3. Electromagnetic Interference b. Recommended Maintenance (EMI on AC Locomotives) Procedures 4. QTRAC 1000 Adhesion Control c. Recommended Repair Pro System cedures 5. Locomotive Health Monitoring- 3. Amtrak's AC Traction Loco The Key to Improved Mainten motives ance 4. Modern Tooling for Electricians 1995 Recorders 1. Canadian National Battery Water 3. Why Can't We Have One Central Usage Computer? 2. Remote Diagnostics-Radio 4. EPA and Regulation Driven Download 3. Programmed Preventive Main Cleaning 1990 tenance 4. Commutation Monitoring in 1. Modern Tooling of Electrical Locomotive DC Traction Motors Troubleshooting 5. The EMD Diesel Engine Control 2. Maintaining Solid State Event (EMDEC) System Recorders 1994 3. Why Can't We Have One Central 1. Safety First - Video on Electrical Computer? Safety 4. EPA and Regulation Driven 2. Locomotive Health Monitoring Cleaning Systems 1989 3. Event Recorder Update 1. Modern Tooling for the 4. SD60 Dynamic Brake Improve Troubleshooting Electrician: a) ments test meters available (single func 1993 tion); b) test meters available 1. Automatic Engine Shutdown and (multiple functional); c) analysis Restart System and diagnostic tools 2. Layover Systems/Standby Power 2. Sound Electrical Repairs and Systems Practices for: a) traction motors; 3. CN North America - Electronic b) grids and fans; c) wire and Temperature Control cable solderless termination 4. Speed Sensing Devices 3. Guidelines for Preparing 5. Adhesion Alternative Electricians for the 1990s 6. Modern Tooling Update 1988 1. Utilizing Magnetic Tape Event 1992 Recorders for Locomotive 1. Nickel-Cadmium Batteries as an Maintenance Alternative 2. Solid State Locomotive Data 2. Overview of Locomotive Recorder Microprocessor Based Controls 3. Locomotive Air Conditioning 3. Improved Utilization of GE DASH 4. Testing Traction Alternator Fields 8 Data Recording Systems 4. Locomotive Health Data and Its on EMD Locomotives 5. Flange Lubricators Uses To The Railroad 1991 5. Improved Data Acquisition From 1. Locomotive Rebuilding EMD's 60 Series Display Something Old - Something New. Computer Standardization of Elec-trical 1987 Equipment 1. Proper Maintenance of Electrical 2. Locomotive Batteries Fuel Savings Options a. Storage Handling Proced-ures 2. Preliminary Report on AAR Traction Motor Study Locomotive Maintenance Officers Association 225 Major Locomotive Overhauls 1986 Cleaning, Handling & Storage of Electrical Equipment A. Solid State Components B. Rotating Equipment Qualification of Locomotive Power plants through self load 1985 1. Locomotive Microprocessor Technology in Retrospect 2. Dynamic Brake Protective devices and Troubleshooting EMD-2 and GE-7 Locomotives 3. Indicators and Recorders for Locomotive Retrofit Application - Fuel, Speed, Power and Selected Events 1984 1. On-Board Diagnostics 2. GE's CATS (Computer Aided Troubleshooting System) 3. Fuel Conservation Through 4. Electrical Modifications 5. Performance of Locomotives After Storage 1983 1. Ground Relay Trouble Shooting 2. Specification for remanu-factured D87 Traction Motor Frames (Using D-77 Armature Coils) 3. Locomotive Storage (Electrical) 4. Water Cooling and Refrigerating Methods for Locomotive Cab Application 1982 1. Tests on Traction Motors 2. Transition Trouble-Shooting 3. Onboard Diagnostic Systems 4. Starting Systems 1981 1. Evaluation of Improved Test Methods 2. Teflon Bands 3. New Generation Locomotives 4. Electrical Troubleshooting 5. Batteries and Charging Systems 6. Troubleshooting EMD AC Auxiliary Generator System 7. Selection of Locomotives for 226 Locomotive Maintenance Officers Association NEW TECHNOLOGIES COMMITTEE TWENTY-THREE YEAR INDEX Railroad Electronics Integration 2006 2. Put the Chill on Air Condition-ing Variable Hybridity Fuelcell-Battery Costs Road Switcher 3. Do Not Get "Steamed" Over Fuel GETransportation-Hybrid Freight Tank Repairs Locomotive 4. Industry Responses to Emission Dynamic Brake Status Reporting Regulations 2005 5. Improved Adhesion Through the PL42AC Locomotive-Overview Use of Individual Axle Inverters Fuel Cell Locomotives 1999 Locomotive Electric Hand-brake 1. Locomotive Filteration-Where are Systems We Going? 2004 2. EMD Markets a New Line of GE Evolution Locomotive - An Switchers Overview EMD SD70Ace Locomotive- 1998 Reliability for 2005 and Beyond 1. Expert Systems Get Them into Condition: 2. EMD SD90MAC 6000 HP Condition Based Traction Motor Locomotive - Where Are We Reliability Today? GE AC6000CW Making the Switch - An Update Locomotive - Where Are We on the EMD GP20D/GP15D Today? Switcher Locomotive 1997 "Fuel Proof Tank Repairs" - A Best 1. An Overview of the Electro-pneu Practice for your Locomotives 2003 matic Train Brake New MPXPRESS Commuter 2. Locomotive 6724, Where Are Locomotive Models MP 36PH-3S You? GPS, Mobile Telemetry and & MP36PH-3C GIS Technologies in a Railroad The Green Goat Hybrid Environment Locomotive 3. Runout Measurement Using Non- Observation on Auto Engine Start/Stop Contact Sensor Tech-nology 2002 4. Common Rail Fuel Injection On Board Rider -A Remote Loco 1996 motive Condition Monitoring 1. Activities Toward New Safety System Standards for Passenger Cool Your Jets: A Low Cost High Equipment Performance Rooftop Air Condi 2. SP-3 Thin Sensor Technology for tioner 2001 Variable Force Measurement , Performance and Economic 3. Top-Of-Rail Lubrication Aspects of Various 4. Traction Motor Vibration and its Environmentally Friendly Coatings Effects for Rolling Rail Equipment 1995 , Non-destructive Testing: Crack 1. Beltpack Locomotive Control Detection Technology - EMFaCIS System 2000 2. The MK1200G Switching Loco , FIRE: EMD Turns up the Heat on motive Locomotive Maintenance Officers Association 227 3. Advanced Traction Motor Testing Understanding Your Abilities 1994 1989 1. Electronic Fuel Injection Sys-tems. 1. A Rational Approach to Testing 2. Status of Distributed Power in Locomotive Components Freight Trains. 2. New Developments in Loco 3. Advances in Distributed Power- motive Cab Design Iron Highway. 1988 1993 1. New Technology to Solve Old 1. Amtrak F69 PH AC Passenger Problems Locomotives 2. Developments in Off-Shore 2. New Component Develop-ments Technology Retrofittable to Older Model 3. Updates on AC Traction Locomotives Developments 3. Locomotive Applications of 1992 Catepillar Engines 1. Talking to the "Smart' Locomotive 4. Wheelslip Control for Individual 2. Cab Noise Abatement 3. Electronic Management of Axles Locomotive Drawings 1987 4. Update on High Productivity 1. Electronic Fuel Injection Sys-tems Integral trains 2. Update on Electronic Gover-nors 5. AC Traction -A New 3. Recent Advances in Steerable Development Locomotive Trucks - the E.M.D. 4 1991 Axle, 4 Motor HT-BB Articulated 1. Locomotive Cab Integration and Truck Accessory Management 2. Improvements in Locomotive 4. Converting an F40 Locomotive to Adhesion Performance A.C. Traction 3. The Role of Duty cycles in 1986 Locomotive Fuel Consumption. 1. Future Train Control Systems 4. What's New in Gadgets and 2. Bringing Future Train Control Black Boxes: What do our Systems Back to Earth Locomotives Really Need? 3. Low Maintenance Locomotive 5. Failure Analysis Batteries 1990 1. Motor Driven Air Compressors 4. Electronic Engine Control Systems for Diesel-Electric Locomotives 1985 2. Locomotive Cab (HVAC) Heating, 1. The Sprague Clutch for E.M.D. Ventilation and Air Conditioning Turbocharged Engines Systems 2. A.C. Traction Locomotives 3. Effect of Technology on Update Standardization of Cab Control 3. Natural Gas Locomotive Update Equipment 4. Ceramic Coated Engine Com 4. Locomotive Durability, Relia ponents bility and Availability 4. Locomotive Cab Develop-ments 228 Locomotive Maintenance Officers Association 1984 1. G.E. Dash 8 Locomotives 2. E.M.D. 50A Series Locomotives 3. Natural Gas Locomotives 4. Appraisal of the A.C. Traction Locomotive 1983 1. Microprocessors for Locomotive Control and Self Diagnosis. 2. Locomotive Fuel Tank Gauges 3. Locomotive Aerodynamics 4. Bombardier HR 616 Locomotive 5. Missouri Pacific - Phase III Locomotive Heavy Repair Facility, N. Little Rock, Arkansas Locomotive Maintenance Officers Association 229 FUEL, LUBRICANTS AND ENVIRONMENTAL COMMITTEE TWENTY-FIVE YEAR INDEX 2006 Rail Lubrication Testing 1. Fuel Additives-A Possible Method 1999 to Reduce Fuel Consumption in Lube Oil Analysis-Achieving Railroad Diesel Locomotives Quality Results 2005 Effects of Engine Lubricants on Oil 1. Engine Oil 202 - Refined Base Filtration Oils and their Importance in Recycling and Re-refining of Used Lubrication Lubricated Oils 2. Biodiesel -A Potential Fuel Source 1998 for Locomotives Safety and Chemical Cleaners 2004 Development of a Low Emissions, 1. Discussion of the LMOA Fuels, Dual Fuel Locomotive Lubricants and Environmental Fuel Oil Stability Update Ten Questions on EPA's Committee Pentane Insolubles Locomotive Exhaust & Emission Procedures Revision 4 Regulations 2. Engine Oil 101 - Viscosity and 1997 Additives Ferrography-Used Oil Analysis 3. Used Oil Analytical Results, What Program do they Mean, How to Interpret 2000 -A New Millennium for the Results and How do you Locomotive Maintenance: EPA Respond? Exhaust Emissions Regulatory 2003 Impacts 1. Laboratory Results May Put Your Standardized Test Procedures - Locomotive at Risk Current Developments 2. Top of Rail Friction Modification Industry Updates and New Studies on the BNSF Developments 2002 1996 1. Improved Generation 5 Lubri Standardized Test Procedures-The cant Provides Potential for Annual Subcommittee Update Extended Lube Oil Filter Life Diesel Fuel Standards and their 2. Corrosion Protection of Applications to Railroad Fuel Locomotive Cooling Systems Quality Issues 2001 A Look at Generation 5 Oil 1. On-Board Oil Management Performance and Future Oil System Needs 2. Evaluation of Locomotive Engine LNG as a Railroad Fuel Oil Analytical Laboratories 1995 3. Fuel Additives - Friend or Foe MSDS'S - What do they tell us? 2000 Applying Satellite Communi 1. Biodegradability and its Relev cations Technology to On-Line ance to Railroad Lubricants and Oil Analysis of Crankcase Diesel Fluids Engine Lubricants 2. Engine Lubricating Oil Evalua-tion Standardized Test Procedures - Past, Present & Future Field Test Procedure Developments 3. Detecting Abnormal Wear of AC Locomotive Exhaust Emissions Traction Motor, Pinion End, Regulations Armature Bearings Through 1994 Lubricant Wear Debris Analysis TBN-A Review of Currently 4. Further Development in Top-of- Accepted Methods. 230 Locomotive Maintenance Officers Association 2. GE Multigrade Lubricating Oil 1988 Testing and Specification. 1. Used Oil Analysis and 3. The Economic Impact of Low- Condemning Limits Sulfur Diesel Requirements. 2. Review of A.A.R. Procedure RP - 1993 503, "Locomotive Diesel Fuel 1. Used Oil Analysis of Multigrade Additive Evaluation Procedure" Oils and Condemning Limits. 3. Update on Improved Oils - 2. Insoluble Determination with the Advent of Multigrade Diesel Multigrade Engine Oils 4. Wheel Flange Lubrication Update 3. Bioremediation - Lubricants Being Used 1992 5. Survey of Disposable Practices or 1. Environmental Issues Relating to Locomotive Engine Lube Oil and Multigrade Railway Issues Lube Oil Filters 2. Readily Biodegradable and Low 6. Speaker on Overview of Toxicity Railroad Track Lubri-cants Environmental Requirements for 3. Support Bearing Oils The Use of Petroleum Products in 4. Recycling and Re-refining Loco The Railroad Industry - Peter motive Oils Conlon - AAR 1991 1987 1. Infrared Spectroscopy as an 1. Common Fuel Additives and their Analytical Tool Effectiveness 2. Diesel Exhaust: Health Effects 2. History of LMOA Lubricating Oil Research and Regulations Classification System 3. Traction Motor Gear Case Seals and Lube Containment (Oil 3. Performance Requirements Lubricant) Needed by the Railroads for a 4. Partnership in Development New Generation Lube Oil 1990 4. How do we Provide the 1. The Responsibility of Railroads Performance Needed for a New and Facility Managers in the Generation Oil Handling and Disposal of 1986 Hazardous Materials 1. Extended Performance Lubri 2. Update on Diesel Fuel cants Through Better Chemistry Regulations 2. Fuels and Lubricants Handling 3. Diesel Exhaust and Worker Hygiene Exposure 3. Fuels Availability and Price 4. Field Experiences with Multi- Outlook grade Railroad Locomotive Oils. 5. Conrail Wheel/Rail Lubrication 4. Selection of Lubricants for Wheel Update Flange and Rail Lubricators 1985 1989 1. Field Test Data Follow-Up and 1. Disposal of Lube Oil Drainings Description of "Generation 5" 2. Non-ASTM No. 2 - D Fuel Locomotive Crankcase Oil 3. Oxidation Analysis 2. Diesel Emissions: Regulations and 4. Wheel Flange and Rail Fuel Quality Lubrication 3. Petroleum Storage Tank 1984 Regulations - Guest Speaker - 1. Locomotive Filters George Kitchen, International 2. Traction Motor Gear Lube Field Lube & Fuel Consultants Test Locomotive Maintenance Officers Association 231 1983 1. Field Test Update of Multigrade Oils 2. Update of Alternate Fuel Testing 3. A Review of Locomotive Fuels 1982 1. Energy Conserving Lube Oils 2. Alternative Fuels Update 3. Availability of Medium and High Viscosity Index Railroad Oils 4. Journal Box Oil and Aniline Point. 5. Traction Motor Gear Lubricant Update 6. Traction Motor Gear Case Seals 1981 1. Effects of Using Alternate Fuels on Existing Diesel Engines 2. Update on Cold Weather Procedures for Fuels 3. New Techniques in Lube Oil Analysis 4. Traction Motor Gear Lubri-cation. 5. Multi-Viscosity Oils as an Energy Conservation Technique 232 Locomotive Maintenance Officers Association COPIES OF TRANSCRIPTS FROM PREVIOUS TECHNICAL PAPERS ARE AVAILABLE UPON REQUEST. CONTACT OUR SECRETARY-TREASURER, RON PONDEL, AT (630) 860-5511 x217 Setting the Standard in Locomotive Gears and Pinions • Triple Alloy Steel • Carburized and Hardened • Cubic Boron Nitride Ground • Lower Life Cycle Costs with PMC SUPER GEARS • Five-Year Wear Warranty • Reprofiling Services • Over 85 Years of Gear Manufacturing • AAR Certified Wheel and Axle Shop Contact Us Today for Additional Information... Penn Locomotive Gear A Division of Penn Machine Company Johnstown, PA, U.S.A. [email protected] www.pennlocomotivegear.com Johnstown, PA 814-288-1547 ext. 211 Blairsvllle, PA 724-459-0302 ext. 322 rmon Group of companies peaker psi services, inc. Business: 800-622-4224 Fax: 248-437-8280 peaker.com • Engine Remanufacture • Custom Engine Repair • Power Assemblies • Engine Components Woodward Governor Company Factory Authorized Service ENTERPRISE PRINTING INC. • (708) 489-4000