LMOA Maintenance Officers Association O a 75 Th Annual Meeting 2013

L M LocomotiveLMOA Maintenance Officers Association O A 75 th Annual Meeting 2013

Proceedings of the 75th Annual Meeting SEPTEMBER 30 – OCTOBER 1, 2013 Indianapolis, IN at the Indiana Convention Center FINAL MAG_2012_PLAIN_AD 8/29/13 2:34 PM Page 1

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2013 Advertisers Index

Amglo Kemlite 7 Amsted Rail Group 93 A.S.T. GmbH Germany 19 Bach Simpson 161, 229 Clark Filter 145 Electro Motive Diesels (EMD) 85 Graham White 225 Hotstart 15 Industrial Specialty Chemicals, Inc 133 LPI Lift Systems 41 Magnus, LLC 99 Miba Bearings, U.S. 109 Morgan AM&T 203 Mosebach Manufacturing 177 National Railway Equipment 71 Peaker Services Outside Back Cover Penn Locomotive Gear Inside Back Cover PowerRail Distribution 61 Rail Products Intl. 67 Railroad Friction Products 121 Safety Kleen Systems, Inc. 125 Simmons Machine Tool 47 Snyder Equipment, Inc. Inside Front Cover Tame, Inc. 55 Trains Magazine 237 Transportation Equipment Supply 31 Wabtec Global Services 195 ZTR Control Systems 215, 217, 219, 221 2 Locomotive Maintenance Officers Association

Locomotive Maintenance Officers Appreciate these 2013 Supporting Advertisers

Amglo Kemlite Amsted Rail Group A.S.T. GmbH Germany Bach Simpson Clark Filter Electro Motive Diesels (EMD) Graham White Hotstart Industrial Specialty Chemicals, Inc LPI Lift Systems Magnus, LLC Miba Bearings, U.S. Morgan AM&T Mosebach Manufacturing National Railway Equipment Peaker Services Penn Locomotive Gear PowerRail Distribution RailProducts Intl. Railroad Friction Products Safety Kleen Systems, Inc. Simmons Machine Tool Snyder Equipment, Inc. Tame, Inc. Trains Magazine Transportation Equipment Supply Wabtec Global Services ZTR Control Systems Locomotive Maintenance Officers Association 3

2013 TOC and Index

List of LMOA Advertisers 2

LMOA MVP Recipients 4

State of the Union Address 20

Acceptance Speech 24

Shop Safety, Processes and Equipment Committee 28–54

Diesel Material Control Committee 56–72

Diesel Mechanical Maintenance Committee 73–120

Fuel, Lubricants and Environmental Committee 122–156

New Technologies Committee 158–211

Diesel Electrical Maintenance Committee 212–242

LMOA By-Laws 243-246 4 Locomotive Maintenance Officers Association

2012 LMOA MVP RECIPIENTS

The executive board of LMOA wishes to congratulate the following individuals who were selected as the Most Valuable People of their respective committees in 2012.

Name Committee

Jeff Clapper, Wheeling & Lake Erie RR New Technologies Committee Mike Drylie, CSX Transportation Diesel Electrical Maintenance Committee Tom Gallagher, Chevron/Oronite Fuel, Lubricants & Environmental Committee Mike Kader, Union Pacific RR Diesel Material Control Committee Ted Stewart, Peaker Services, Inc Diesel Mechanical Maintenance Committee

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 5

TheLMOA Executive Board would like to express their sincere appreciation to CSX Transportation for hosting the annual LMOA Joint Technical Committee Meeting in Huntington, West Virginia on May 6 and 7, 2013.

Special thanks to LMOA Regional Executive Mike Drylie for getting CSX approval to host the meeting and for arranging the tour of Huntington shops and to 1st Vice President Dave Rutkowski for coordinating the meeting details.

Thanks to Paul Foster and Bob Harvilla of PowerRail Distribution for hosting the luncheon on Monday, May 6th.

We also wish to thank Magnetech and Garry Fadale for allowing the LMOA committee members to tour their facility and for sponsoring the luncheon on Tuesday, May 7th. 6 Locomotive Maintenance Officers Association

The Executive Board of the Locomotive Maintenance Officers Association would like to express their deep and sincere gratitude to Dwight Beebe of Temple Engineering for sponsoring an Executive Committee meeting luncheon at the Chicago Sheraton Hotel and Towers on Tuesday, September 25, 2012.

Thanks Dwight for your long and continued support of the LMOA . Amglo Kemlite Labs. Inc. Ph: (727) 812-2000 8787 Enterprise Blvd. Fax: (727) 812-2001 Largo, Fl 33773 e-mail: [email protected]

AMGLO_Locomotive_Ad.indd 1 3/5/12 10:33 AM 8 Locomotive Maintenance Officers Association

PAST PRESIDENTS

1939 & 1949 F.B. Dowley (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) Vice-Pres.- Equipment, Seabord 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, Seabord 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, Southen 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 Mechanical Officer, Louisville & Nashville R.R. 1964 H. N. Chastain (Deceased) General 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 Mechanical Officer, National Railroad Passenger Corp. Washington, D.C. 20024 1968 G.F. Bachman (Deceased) Chief Mechanical Officer, Elgin Joliet & 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.P.-Electrical, Burlinton Northern Rail- road 1975 L .H. BOOTH (Deceased) Retired Assistant C.M.O.-Locomotive, Chessie System 1976 J .D. SCHROEDER, Retired Assistant C.M.O.-Locomotive, Burlinton 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 Pacific Railroad 1979 E . T. Harley, Retired Senior Vice President Equipment, Trailer Train Company, 289 Belmont Road, King of Prussia, PA 19406 1980 J.H.LONG (Deceased) Manager-Locomotive Department, Chessie Systems 1981 R . G. Clevenger, Retired, General Electrical Foreman, Atchison, Topeka & Santa Fe Rwy Locomotive Maintenance Officers Association 9

1982 N.A. BUSKEY (Deceased), Asst. General manager-Locomotive, Chessie Systems 1983 F.D. BRUNER (Deceased), Asst. Chief Mechanical Officer, R&D, Union Pacific RR 1984 R .R.HOLMES, Retired Director Chemical Labs & Environment, 600 Brookestone Mead- ows Place, Omaha, NE 68022 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, 10501 W. 153rd St, Overland Park, KS 66221 1987 D .L.WARD (Deceased), Coordinated-Quality Safety & Tech Trng, Burlington Northern RR 1988 D .G. GOEHRING, Retired, Supt. Locomotive Maintenance, National RR Passenger Corp, 1408 Monroe, Lewisburg, PA 17837 1989 W .A.BROWN, Retired, I&M Rail Link, 9047 NE 109th St. Kansas City, MO 64157 1990 P .F.HOERATH, Retired, Sr. Mech. Engr. Shop, Conrail 1534 Frankstown Rd, Hollidays- burg, PA 16648 1991 D.D.HUDGENS, Retired, Sr Mgr R&D, Union Pacific, 16711 Pine St., Omaha, NE 68130 1992 K .A.KELLER, Retired, Supt. Locomotive Maint, Reading RR, 241 E. Chestnut, Cleona, PA 17042 1993 W .R.DOYLE, Project Manager, Sound Transit, Seattle, WA 98104 1994 M.A.COLES, Sr. Mgr-Loco. Engineering & Quality, Union Pacific RR, Omaha, NE 68179 1995 C.A.MILLER, Retired Mgr-Loco. Engineering & Quality, Union Pacific RR, 17745 Doras Circle, Omaha, NE 68130 1996 G .J.BRUNO, Retired, Supt.-Mechanical, Amtrak 14142 S.E. 154th Pl, Renton, WA 1997 D .M.WETMORE, Retired-Genl Supt.-Fuel Opns, NJT Rail Opns, 2005 Acadia Greens Drive, Sun City Center, FL 33573 1998 H .H.PENNELL, Retired-Ellcon National, 1016 Williamsburg, Lanne, Keller, TX 76248 1999 JAKE VASQUEZ, Retired, Asst. Supt.-Terminal Services, Amtrak 1130 Walnut Ave, Osawatomie, KS 66067 2000 RON LODOWSKI, Retired Production Mgr, CSX Transportation, Selkirk, NY 12158 2001 LOU CALA, Retired, Duncansville, PA 16635 2002 BOB RUNYON, Engineering Consultant, Roanoke, VA 24019 2003 BRIAN HATHAWAY, Consultant, Port Orange, FL 32129 2004 BILL LECHNER, Retired, Sr Genl Foreman-Insourcing-Air Brakes, Governors & Injec- tors, Norfolk Southern Corp, Altoona, PA 16601 2005 T AD VOLKMANN, Director-Mech. Engrg., Union Pacific RR, Omaha, NE 68179 2006 BRUCE KEHE, CMO, CSS&SB, Michigan City, IN 46360 2007 LES WHITE, Applications Specialist, Bach-Simpson, London, Ontario N6A 4L6 2008 MIKE SCARINGE, Director-Locomotives, Amtrak, Beech Grove, IN 46109 2009 DENNIS NOTT, Northwestern Consulting, Boise, ID 83703 2010 BOB REYNOLDS, Sales Manager, Amglo Kemlite Laboratories, Calgary, Alberta T24 2V8 2011 Jack Kuhns, V.P. Sales, Graham White, Salem, VA 24153 2012 RON BARTELS, Sr. Manager - Equipment Reliability and Electrical Engineering, Via Rail-Canada, Montreal, Quebec 10 Locomotive Maintenance Officers Association

Our Officers

President 1st Vice President R. BRAD QUEEN DAVE RutKOWSKI Manager of Locomotive Chief Mechanical Officer Utilization - RCO Providence & Worcester RR BNSF Railway Worcester, MA Fort Worth, TX

2nd Vice President 3rd Vice President MR. BOB Harvilla STUART OLSON Asst. VP - Regional Sales Regional Sales Manager PowerRail Distribution Wabtec Corporation Duryea, PA Alpharetta, GA Locomotive Maintenance Officers Association 11

Our Past Presidents

Chairman of Nominating Committee MR. Weylin R. Doyle RON BARTELS Project Manager Sr. Manager - Equipment Reliability Sound Transit and Electrical Engineering Seattle, WA 98104 Via Rail-Canada Montreal, Quebec

MR. BRUCE KEHE MR. DENNIS NOTT Chief Mech. Officer Sole Member Chgo, South Shore & South Bend RR Northwestern Consulting, LLC Michigan City, IN 46360 Boise, ID 83703 12 Locomotive Maintenance Officers Association

Our Past Presidents

MR. Jack Kuhns MR. BOB REYNOLDS V.P. Sales Sales Manager Graham White Manufacturing Amglo Kemlite Laboratories Salem, VA 24153 Calgary, Alberta T2Y 2V8

MR. ROBERT RUNYON MR. MIKE SCARINGE Retired Director -Locomotives Norfolk Southern Corp. Amtrak Engineering Consultant Beech Grove, IN 46107 Roanoke, VA 24042 Locomotive Maintenance Officers Association 13

Our Past Presidents

MR. TAD VOLKMANN Director -Mechanical Engineering Union Pacific Railroad Omaha, NE 68179

MR. Les White Application Specialist Bach Simpson London, Ontario N6A 4L6 14 Locomotive Maintenance Officers Association

Our Regional Executives

Jeff Cutright JIM CHRISTOFF Assistant Manager National Acct. Mgr.- Traction Sales Norfolk Southern Corp Morgan Advanced Materials/National Roanoke, VA Cicero, NY

Mike Drylie Director-Electrical Systems CSX Transportation Jacksonville, FL

TOM PYZIAK Ron Sulewski Senior Account Executive Sales & Marketing Manager Safety-Kleen Systems Business Development Palatine, IL Rail Products International Inc St. Louis, MO By equipping a locomotive with a Visit HOTSTART.com and select Railroad HOTSTART block heater, the prime mover from our Markets tab to learn how you can can be shut down and easily restarted, drastically reduce fuel and maintenance even after days sitting in freezing weather. costs with HOTSTART idle reduction This eliminates the problems with idling technology. including wasted fuel and oil, wet-stacking, emissions, noise and engine wear.

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Newly elected President, Brad Queen, BNSF, accepting gavel from outgoing President Ron Bartels, Via Rail which was witnessed by Past President Bob Reynolds, Amglo Kemlite.

Past Presidents Bob Runyon (left) and Tad Volkmann, Union Pacific, presenting outgoing President Ron Bartels with LMOA watch. Locomotive Maintenance Officers Association 17

Past President Les White, Wabtec/Bach Simpson, is about to present outgoing President Ron Bartels with the Past President’s Pin. Ceremony was witnessed by newly elected President Brad Queen and Past President Jack Kuhns, Graham White Mfg.

Past President Bob Reynolds assists newly elected 3rd VP Stuart Olson, Wabtec, with his LMOA Blazer. Past President Dennis Nott, Northwestern Consulting, (left), newly elected President Brad Queen and Past President Bruce Kehe, Chicago South Shore and South Bend RR, attended the ceremony. 18 Locomotive Maintenance Officers Association

Outgoing President Ron Bartels presents Past President Tad Volkmann with an LMOA Lifetime MVP plaque in recognition of Tad’s outstanding service to LMOA. Newly elected President Brad Queen attended the presentation.

Executive officers who attended the Rail Show Conference at theChicago Sheraton Hotel. Back Row (left to right) Past President Jack Kuhns, outgoing President Ron Bartels, Past Presidents Les White and Bruce Kehe and newly elected 3rd VP Stuart Olson. Front Row (left to right) Secretary-Treasurer Ron Pondel, Past Presidents Bob Reynolds, Bob Runyon and Dennis Nott; newly elected President Brad Queen, Past President Tad Volkmann and newly elected 2nd VP Bob Harvilla, PowerRail Distribution. Idling Stop Technology ... Stop Global warming ... Save Money

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2012 State of the Union Address

President, Ron Bartels Monday Afternoon , Spetember 24, 2012

Good afternoon, ladies and Brake Corporation, and Sterling gentlemen. Welcome to the 2012 Rail. Specifically, our LMOA audio- session of the LMOA technical visual requirements were sponsored presentations and I want to thank you by Graham-White. We all have all for attending. these companies to thank for their For the next few minutes I’ll give generosity so I think they deserve a you a snapshot of the year 2012 from round of applause. Make sure you an LMOA standpoint. visit their exhibits, and all of the In the second week of May, we others, too, when you’re not attending held our annual Joint Committees the presentations. meeting in Overland Park, Kansas, I’m going to go back to the joint at BNSF’s training center. We had committees meeting for a minute. a good turnout of about 60 people, There was a lot of technical talk and we got a chance to preview and but we also took the time to honor critique some of the presentations you one of the LMOA’s most valuable have heard this morning or are about members. If you weren’t at the to hear this afternoon and tomorrow meeting, you may be wondering morning. Brad Queen, our first VP “Who is this person” or “What did he and also from BNSF, did a fabulous or she do”? Those are good questions. job of organizing the meeting and, You might be thinking that he gave Brad, I want to thank you for that inspirational technical presentations and also your employer, BNSF, for and wrote informative papers: No. hosting and sponsoring the event. Maybe he chaired a committee or After the meetings and presentations, two: No. He must have served as we were given a tour of the training Regional Executive, Vice President or center. It is a very impressive facility President of the LMOA. Guess what. and I can’t think of a railroad trade No, again. So if he hasn’t done any of that isn’t taught there. those things, why am I even talking Sponsors are also an important about him? part of this conference. It was The person I’m talking about made possible in part by: Loram is Ron Pondel. Since Ron has been Maintenance of Way, The Greenbrier Secretary-Treasurer of the LMOA, Companies, Norfolk Southern (by the way, it has been almost 25 Thoroughbred Mechanical Services, years, quite an accomplishment) GATX Corporation, New York Air in one way or another he has been Locomotive Maintenance Officers Association 21 a part of every presentation and We had another first for 2012: paper produced by the technical This year was the first full year of committees. He has guided every the newly branded Shop Safety, chairperson, Regional Executive, VP, Processes, and Equipment committee. and President though their LMOA It used to be known as the Shop careers to make everything go as Equipment committee but last year smoothly as possible. He has done the committee’s focus was expanded everything in his power to make to emphasize safety and include every LMOA meeting and event a processes in its mandate. This change success and he never hesitates to help alone may not be worthy of an award out when help is needed. I remember but it is noteworthy. Committee a few years ago at the annual chairman Bill Peterman actively conference at the Hilton, I was setting marketed the broader mandate up with Dean Becker to demonstrate of the committee last year within a high intensity headlight for my the industry but did not get much presentation and we needed the right reaction. He will be continuing his background to illuminate. Ron saw promotion of the committee at this what we were trying to do and in no conference so if you or someone time he had the Hilton staff hopping you know wants to contribute to and bringing in different curtains on the committee, or just find out more moveable racks to get just the right about it, please talk to Bill. Also, effect. This is just situation normal make sure you are here tomorrow for Ron. morning at 10:45 when Bill and the The inspiration for the Ron committee educate us about Shop Pondel Lifetime Achievement Safety, Processes, and Equipment. Award came from our second VP, Some of you may recall at last Dave Rutkowski. Thanks, Dave, for year’s Joint committees meeting at that brilliant idea. The award gives Union Pacific headquarters in Omaha, recognition to those individuals John Estes of UP appealed to the who have provided exemplary LMOA to address the unsatisfactory service to the LMOA. The Executive reliability of locomotives, especially Committee felt that Ron Pondel when they are fresh “out of the truly exemplifies the values of the box”. The LMOA took this request LMOA, and wanted to recognize his very seriously and this past year, service by naming this award in his locomotive reliability has been a honor. The award will live on in Ron major focus within the LMOA. Pondel’s name and only those people This afternoon and tomorrow who show the same qualities and morning, the New Technologies and devotion to LMOA as Ron will have Electrical committees will give three the honor of receiving the award. presentations dealing with reliability, Congratulations, Ron. both building it into locomotives and systems and improving it throughout 22 Locomotive Maintenance Officers Association the life cycle. The Mechanical railroads are realizing the value of committee also has a written paper participation in the LMOA and that on the subject. You can find it in helps ensure a strong future for the the 2012 LMOA Proceedings. A organization. good number of the remaining My year in this position is just presentations at this conference about over and I would not have describe specific methods, tools, or made it here on my own. I want to components that will help improve thank the three most important people a locomotive’s reliability. Pay close in my life, my wife, Karen, and my attention to the presentations and ask two daughters, Kaitlin and Hannah questions if you want to know more. for always being there for me. I also Our members will do what they can owe thanks to my employer, VIA to help you. Rail Canada, for supporting me and If you ask me, they already believing in the LMOA. And last but have been helping. Just look at some not least, I want to thank our three encouraging reports from the North VP’s, Brad Queen, Dave Rutkowski, American railroad industry. Since and Bob Harvilla, our Secretary- the year 2002, Amtrak’s ridership Treasurer Ron Pondel, and all the has increased by 44%. In the 2nd members of the LMOA for being so quarter of 2012, the majority of dedicated and always helpful. North American Class 1 freight Thank you, and enjoy the rest of railroads reported strong financial the conference. results and set a number of financial records. Many of them showed strong revenues. At the same time, costs, productivity, and operating ratios were mostly favorable. The LMOA can have a big impact on those indicators. Our activities help improve safety, reliability, productivity, and maintenance costs, and provide solutions to reduce the railroads’ impact on the environment. Ridership and revenues are equally impacted by LMOA activities. Try attracting new customers or maintaining your customer base when trains don’t reach their destination or are late due to unreliable locomotives. Judging by the number of railroad members who registered early for LMOA at this conference, the Locomotive Maintenance Officers Association 23

LMOA Executive Board Meeting on Tuesday, September 25, 2012 at the Chicago Sheraton Hotel and Towers. 24 Locomotive Maintenance Officers Association

Acceptance speech

Brad Queen Tuesday Morning, September 25, 2012

Before I begin, I would like and wrote 3 papers for the LMOA’s to thank Ron Pondel for all his New Tech Committee. One other dedication and tremendous support to achievement in Topeka during my this organization. last year there was that we finalized I am extremely honored to have production to begin rebuilding those been selected as the next President of SD70-Mac’s AND we had an entire the LMOA for 2012-2013. Above all, shop go injury free. Also during this I am grateful to all the members who time, I would volunteer during my off have provided excellent mentorship time and used LMOA to learn more and professional advice throughout about subjects like remote control the past 12 years of membership, locomotives, visiting other shops and which has brought me here today industries to see their best practices, accepting the responsibilities and and helped identify improvements to your trust as President for the LMOA. equipment or processes. I began my railroad career in Lincoln In 2005 I went to Barstow NE at the Burlington Northern’ s California as a General Foreman Lincoln Diesel shop as an Electrician and also served as Chairman of Apprentice about 18 years ago the LMOA’s New Technologies after serving in the US Navy. I got Committee. I hosted quite a few a chance to learn how to work on LMOA committee meetings at GP-9s, SW1500s, Dash 7s, and my this major locomotive facility favorite locomotive the SD40-2. which was exciting to brainstorm Then, I saw the first SD70 Mac that improvements or Best Practice ideas came on property. I couldn’t wait to with our members on subjects such go to that first electrical class at our as engine change outs, the number of TTC to learn how to work on one locomotives we service a day there, of those! In 2000, I was promoted and the heat! I kept working with to Mechanical Foreman at the these remote control locomotives BNSF Topeka System Maintenance there in Barstow as well. I then went Terminal or as it is more popularly on to work as a Quality Manager known as our “Locomotive Back and then our Mechanical Best Way Shop”. It was that year I was asked if Process Improvement Team. I wanted to join the LMOA. Looking At the end of 2011, I became a back at those five years in Topeka, I member of a new Remote Control learned to work in every department Locomotive department at our Fort there, got my degree at night school, Worth headquarters. I truly believe Locomotive Maintenance Officers Association 25 that the majority of my success has Yes, we are making history been from the network of contacts with our innovations and we are that I have made through the LMOA able to aggressively adapt like no organization and by LMOA providing other industry. So much so, that you me the opportunity to share our can now go to school to become a research of the railroad industry “Railroader”. This is why LMOA is to audiences such as everyone so important as to not only provide sitting here today at these technical excellent personal development; we proceedings. are also the platform for our industry Every time something new came to uncover these technologies, along such as Gen Sets or something services, and safety possibilities of old such as fuel tank repairs that I our railroad industry. needed to get a better understanding Highlight of this year’s papers are: of, I used the LMOA as a tool to do the necessary in-depth research with Diesel Material Control Committee suppliers or even other Railroads Chairman Fred Miller, Relco to write papers on these subjects. Locomotive The results of this knowledge or 1. Tracking Cores: Mike Kadar, experience have advanced me and my Union Pacific RR teams within the Railroad industry. 2. Bar Coding Update-Ron I would also like to tie LMOA Delevan-Morgan AM&T/National together to what is taking place to our Railroad industry which is in Diesel Mechanical Maintenance the midst of colossal greatness. We Committee are the movers! And it just isn’t Chairman Ian Bradbury, Peaker possible to keep adding more lanes Services on to our current highway systems. 1. Generator Alignment & We also have a huge technological Changeout-Rich Aranda, Belt Rwy change with positive train control, and James Sherbrook, LocoDocs live remote monitoring capabilities 2. Proper Torqueing Procedures of our equipment, and electronic train Update – Tim Standish, EMD inspections. In addition, we provide 3. (Website) Finding an the greenest possible service that is a EPA Certified Emissions Kit for proven benefit to the air, ground, and Locomotive Engine Overhaul-Ted noise that we need and have to take Stewart-Peaker Services. responsibility for. We are also moving 4. Locomotive Idle Minimization forward every day towards the safest (Use of APU or AESS)-Bill Edwards, possible industry as a transportation MRL & Dave Rutkowski, Providence service. Everything is safety, to how & Worcester RR we do our work to how our suppliers (Failure Modes and Effects deliver or make their products we use. Analysis paper by Tom Kennedy, UP We get it and we do it! RR published in the LMOA book) 26 Locomotive Maintenance Officers Association

Fuel, Lubricants & Environmental Congratulations to newly Committee elected Chairman Tom Mack & also Chairman Dwight Beebe, Temple Engi- newly elected V-Chair & MVP Jeff neering Clapper, Wheeling & Lake Erie 1. Gen-6 Locomotive Engine Oil RR. Lastly, Tad Volkmann, Union Definition -- The Next Generation Pacific RR as our Life Time MVP Loco Engines for Heavy Haul-George Achievement award. Lau, CN, Tom Gallagher, Chevron Oronite Diesel Electrical Maintenance 2. Biodiesel Background for the Committee RR Sector-Kyle Anderson & Richard Chairman Mike Drylie, CSX Transpor- Nelson, National Biodiesel Board tation 3. Incipient Engine Failure 1. Extending Locomotive Detection Tool-Najeeb Kuzhiyil & Maintenance to 184 days–Part II- Manoj Kumar, GE Mike Drylie, CSX 4. Locomotive Durability 2. Lifecycle Reliability Analysis Test Protocol for Alternate Fuels of Locomotive Systems Design-Guest & Biodiesel (Suggested field test Speaker Scott Werner, Wabtec Motive protocol to evaluate the impact Power of blended biodiesel) -Dennis 3. Design for Reliability- McAndrew, Dennis W. McAndrew Inc. Locomotive Control Systems- Guest Speaker Jason Fox, Union Pacific RR New Technologies Committee 4. Three Stage Battery Charging Chairman Jim Christoff, Morgan for EMD Locomotives- Bud Wilds, BN AM&T/National 1. Using the A3 Problem Solving Shop Safety, Practices and Solution-Tad Volkmann, Union Equipment Committee Pacific RR Chairman Bill Peterman, 2. Locomotive Repower with Peterman Railway Technologies a High-Speed Engine & Reduction 1. Application of Machine Vision Gearbox-Bruce Wolff, MTU in the Railroad Industry-Trackside 3. A New EFI Tier 0+ Solution Systems for Measuring Condition for EMD 645 Engines-Jeff Clapper, of Many Freight Car Undercarriage Wheeling & Lake Erie RR Parts – Potential Use in Locomotive 4. Tractive Effort and Applications-Sam Williams, Beena Adhesion-A Study-Tom Mack, Vision Systems Motive Power & Equip Solutions 2. Parts Washing by Proceco 3. Train Washing with Emphasis on Recycling Water Locomotive Maintenance Officers Association 27

If you haven’t notice, three of Railway. Also for the BNSF Technical these authors or presenters are from Training Center in Overland Park KS the Union Pacific Railway. I wish to for hosting the 2012 LMOA Joint congratulate them for their dedication Committee meeting in May. and professional railroad knowledge. I wish to thank the advertisers There is an overwhelming amount who make the printing of the LMOA of personal commitment for these book financially feasible and those papers as well as time practicing who have committed to doing this presentation skills which is just not for a long time. Thank you to the easy for a lot of people. It is one thing companies who supported/sponsored to write some type of presentation to committee meetings during the year. send out for everyone to simply read Also a very special thanks to Graham but to write a presentation and stand White who generously contributed to up in front of a large group to present RSI to help out with AV expenses for it is not easy and takes courage. Also LMOA presentation. Lastly, thanks to congratulations to the MVP recipients the more than 100 vendors who are from the committees. Their managers displaying this year. Well done to all! will get a letter recognizing their I would encourage all railway special contributions to their respective executives, managers, shop committees along with a plaque personnel, and railroad suppliers presented to the recipient on behalf of to be supportive and inspire their the executive officers of LMOA. companies to actively participate in There is also a large number of the LMOA. In closing I would like to our Past Presidents who have returned challenge everyone to communicate back to committee work which shows a few of LMOA’s benefits to our the dedication within the ranks of professional associates. LMOA. Please thank: Les White & • The ability to work with others to Bob Reynolds – Electrical. Dennis achieve a common goal Nott & Jack Kuhns – Mechanical. • Increase in the railroad industries’ Bruce Kehe & Tad Volkmann – New technical or educational knowledge Technologies. Mike Scaringe – Shop • Experience of speaking or presenting Safety Processes & Equipment. And of in front of a knowledgeable audience course Bob Runyon who stays active • Ability to follow through on a on the executive board. deadline I would like to now thank • Expanded people skills President Ron Bartels, Via Rail. Ron’s dedication to this organization I look forward in seeing everyone has carried it on for another year of here today and more again at our success. I would also like to thank the 2013 Convention in Indianapolis, guest speaker for the opening general Indiana September 29 - October 1. session and for his support, Carl Ice the President & COO of BNSF 28 Locomotive Maintenance Officers Association

Report on the Committee on Shop Safety, Processes and Equipment

Monday, September 30, 2013 at 9:30 a.m.

Chairman Bill Peterman Director–Rail Operations B.P. Railway Services Baie D’Urfe, Quebec

Vice Chairman Tom Stefanski President Tom’s Locomotive and Cars Plainfield, IL

Commitee Members R. Begier Consultant Broomfield, CO C. Bentler Sr. Genl Foreman Norfolk Southern Bellevue, OH D. Bossolono Shop Supt. BNSF Rwy Kansas City, KS R. Collen Project Mgr. Simmons Mach. Tool Corp. Albany, NY R. Covert Product Manager Frt. Rail Macton Corp. Oxford, CT C. Fette President TESCO Erie, PA M. Scaringe Dir. Locomotives Amtrak Beech Grove, IN (Past President) Shop Safety, Processes and Equipment 29

Personal History

Bill Peterman

Bill was born and raised in Galt, completing his time with the railway Ontario Canada and has worked and as Manager Facilities Engineer. lived in various parts of Canada dur- Currently, Bill is Director–Rail ing his railroad career including major Operations of B.P. Railway Services, a stints in Calgary and Montreal where company specializing in assisting with he presently resides. His business ca- Rail Maintenance designs, equipment reer included 25 years with Canadian and processes, providing specialized Pacific Railway and several years rail maintenance serves and acting as with Dominion Bridge in Canada in a liaison between railway and non rail- numerous industrial and facilities en- way entities. gineering positions including various He has been Chairman of the positions in the maintenance facilities Shop Safety, Processes and Equipment and head office. Gained a world of rail Committee for several years. Bill lives experience working in all aspects of in Montreal and is married with 5 chil- service facilities. His railway career dren and finally has 3 grandchildren. began as a Time and Motion Analyst 30 Locomotive Maintenance Officers Association

The Shop Safety, Processes and Equipment Committee would like to extend their sincere gratitude to the Canadian Pacific Railway for hosting the committee meeting in Montreal, Quebec, Canada in November 2012.

The committee would also like to thank the bnsf for hosting their March 2013 meeting in San Bernardino, California and for sponsoring a luncheon. #TESCO~ TRANSPORTATION EQULPMEICT SUPPLY COMPAIIIY

• t a !tJ

Transportation Equipment Supply Company 8106 Hawthorne Drive Erie, PA 16509 (814) 866-1952 fax (814) 866-7307

Bolt Torquing / Tensioning Manual Torque Wrenches and Adapters

Prepared by: John Fette, TESCO Presented by: Chuck Bentler, Norfolk Southern

Overview much stretch can weaken the bolt and The function of a fastener such also possibly lead to failure. as a bolt is to hold or clamp two The relationship between torque surfaces together. In order for the and bolt tension can be influenced by bolt to properly perform this function, several factors, these being: the type the correct amount of torque needs to of lubricant used on the threads, the be applied to the bolt with properly material from which the bolt and nut lubricated and undamaged threads. are made, the type of washers used, This applied torque will cause the the class, finish, and condition of the bolt to stretch and act as a spring to threads. clamp and hold the joint together. To demonstrate these relationships, a study was performed to show how dramatically these factors influence the amount of clamping force on a joint.

Study Summary This study was performed to calculate the amount of bolt stretch and clamping force that is generated by a fastener that is properly lubricated, has clean and undamaged threads, and where the installation is performed with a properly calibrated torque wrench. This clamping force will then be compared to the clamping force generated by the following installation conditions: 1. Installation with an improperly cali- The amount of bolt tension or brated torque wrench stretch is what determines a properly 2. Installation with a non-lubricated fastened joint. If the bolt is not fastener stretched enough, the joint will be loose 3. Installation with damaged threads and could possibly lead to failure. Too on fastener Shop Safety, Processes and Equipment 33

Fasteners Used for Study: Test #1 – Calibrated Torque Wrench/Clean and Lubricated Threads Our Test #1 was set up to show how a properly assembled and torqued joint would behave. Thread gauges were used to check both the male threads on the bolt as well as the female threaded holes in the test plate. We verified the set points of the torque wrench using an electronic torque tester with an accuracy of +/- .5% The bolts had their bottom surfaces ground flat, perpendicular to the bolt’s axis. The bolt threads were Test Plates properly lubricated and then used to attach the test plates together as shown.

The bolts were torqued to an initial torque of 10 Ft-lbs. At this Torque Wrench Used: 30-250 point, the depth D was measured Ft-lb Micro-Adjustable Wrench with to provide a base point for the bolt 1/2” square drive length. The bolts were each then torqued to a final torque value Lubricant Used: of 65 Ft-lbs. The depth D was Molycote GN Metal Assembly Paste again measured for each bolt. The difference between the initial D and final D gave us the amount of bolt stretch. The results were as follows:

Initial D Final D Stretch Bolt 1 .238" .233" .005" Bolt 2 .241" .236" .005" 34 Locomotive Maintenance Officers Association

Using the following equation for The test rack was designed the bolt stretch, we can calculate the so that it would attach to and clamping force for each bolt: hydraulically pull the plates apart. The purpose behind the test was to Stretch (S) = FL incrementally increase the amount AE of force used to pull on the plates up to the point where separation F = clamping force occurs between the plates. This L = initial bolt length (1.725”) would indicate the point at which the A = cross sectional area of bolt clamping force has been overcome (.1142 square inches) and provides us with a way to verify E = Modulus of Elasticity what that clamping force actually is. (30000000 psi) The test rack is equipped with a single acting hydraulic ram with an Using the stretch value of .005”, effective area of 11.05 square inches. we can calculate for the clamping The hydraulic pressure is indicated force F. on a 10,000 psi gage which has been calibrated using a Fluke P-3116-3 F = SAE Dead Weight Tester which has an L accuracy of .015% of the reading. The results for the pull test on F = (.005”)(.1142 square inches)(30000000 psi) our Test #1 assembly are as follows: 1.725” Force Separation Separation F = 9930 pounds per bolt Applied (lbs) at Bolt #1 at Bolt #2 13260 None None With the clamping force now 14365 None None calculated based on the bolt stretch, we installed the test plate assembly into a 15470 None None hydraulic testing rack as shown below. 16575 None None 17680 None None 18785 None None 19890 .001” .001”

With separation occurring evenly at 19890 pounds, it translates into 9945 pounds of clamping force per bolt. This is within .2% of our calculated value based on the bolt stretch. Shop Safety, Processes and Equipment 35

Test #1 Summary This shows us that a clamping The purpose of this first test force of only 7459 per bolt is was to provide us with a baseline to generated versus the expected value compare to in subsequent tests. We of 9945. have shown that by using a properly In this test, theory is not calibrated torque wrench along with supported by the practice. clean and lubricated threads, this fastener when torqued down to a Test #3 – Calibrated Wrench / Clean value of 65 Ft-lbs will provide 9945 and Non-Lubricated Threads pounds of clamping force. In this test, a calibrated torque In this test, the theory has been wrench was used, set and verified at validated in practice. 65 Ft-lbs. The threads on both the The following tests will show fastener and hole were clean, but no the impact that such things as torque lubrication was used. The results of wrench calibration, lubrication and this test were as follows: thread condition can have on the clamping force. Force Separation Separation Applied (lbs) at Bolt #1 at Bolt #2 Test #2 – Out of Calibration 5525 None None Wrench/Clean and Lubricated 6630 None None Threads 7735 None None In this test, the condition of 8840 None None the threads and lubrication were 9945 None None the same as in Test #1. The only 11050 .001” .002” difference was that the set point of the wrench was dropped to 50 Ft-lbs. The uneven amount of separation This was intended to simulate what shows that the clamp forces generated could happen if a wrench is out of by the bolts were not equal. The calibration. The bolts were torqued average force per bolt was 5525 down and the test plate assembly was pounds, well below our value of 9945 placed into the hydraulic testing rack. in Test #1. What this shows us is that The results were as follows: with the bolts not being lubricated, a greater amount of the input torque Force Separation Separation is absorbed by the system friction, Applied (lbs) at Bolt #1 at Bolt #2 causing less to be applied to bolt 8840 None None stretch and clamping force. 9945 None None In this test, theory is not 11050 None None supported by the practice. 12155 None None 13260 None None 14365 None None 14917 .001” .001” 36 Locomotive Maintenance Officers Association

Test #4 – Calibrated Wrench/ Torque Definition, Formula, Damaged and Non-Lubricated and Units Threads Torque is defined as a force In this test, a calibrated torque which when applied tends to produce wrench was used, set and verified rotation. Its magnitude is a product at 65 Ft-lbs. The threads on both of the force applied and distance. the fastener were damaged, and no lubrication was used. The results of this test were as follows:

Force Separation Separation Applied (lbs) at Bolt #1 at Bolt #2 3315 None None 4420 None None 5525 None None 6630 None None 7735 None None 8840 .001” .002”

Again we see that there is an uneven amount of separation on the bolts. The average force per bolt is only 4420 lbs which is 56% lower than our clamp force in the initial test. In this test, theory is not supported by the practice. In the case of this wrench above, a Force F applied at a Distance D from Test Conclusions the center of the fastener as shown: These tests show that there is more to torquing down a fastener T (Torque) = F x D than simply setting a torque wrench and installing the fastener. Factors Torque is expressed in the following such as wrench calibration, thread common units of measurement condition and thread lubrication • in.lbs (Inch pounds) have a significant impact on the final • ft.lbs (Foot pounds) clamping force of that fastener. This • Nm (Newton meters) clamping force being what holds the joint together and prevents potential Unit conversions are: failures at that joint. 1 Foot Pound = 12 Inch Pounds 1 Inch Pound = .11298 Newton Meters 1 Foot Pound = 1.356 Newton Meters Shop Safety, Processes and Equipment 37

M anual Torque Wrenches and It is also available as an Adapters interchangeable shank head style: There are several different methods that can be used to tension a fastener. There are the methods that apply torque to the fastener itself Micro-Adjustable Torque Wrench Interchangeable Head either hydraulically, pneumatically, or mechanically. There are also methods that attach to and stretch the fastener to achieve the proper amount of These wrenches have an clamping force. accuracy of within ±4% clockwise Below will be detailed the most and ±6% counterclockwise of any common fastener torquing method, setting from 20% of full scale to full the use of manual torque wrenches scale. and adapters.

Micro- Adjustable Torque Wrenches The Micro-Adjustable style torque wrenches have the ability to be adjusted to different torque values within the operating range of the wrench. They feature a micrometer style adjustment ring which can be Shank Size Diameter turned and locked into place at the J .425” desired torque setting. These type Y .560” of wrenches are often referred to as X .735” “click” style wrenches due to the fact that when the torque set point Pre-Set Torque Wrenches is reached, an audible “click” can Pre set torque wrenches are used be heard and also felt through the in applications where one specific handle. torque is required in a repetitive This style wrench is available in operation. These wrenches feature a fixed ratcheting head style: the same “click” style operation as the micro-adjustable wrenches. They also feature the interchangeable shank head style. These wrenches also have Micro-Adjustable Torque Wrench an accuracy of within ±4% clockwise Fixed Ratcheting Head and ±6% counterclockwise of any setting from 20% of full scale to full scale. 38 Locomotive Maintenance Officers Association

Adapter Use and Torque Calculations One aspect that is essential when using manual torque wrenches is to properly understand when torque calculations are needed in setting the wrench and how to make these calculations. Below are formulas that can be used for both the fixed ratcheting head style as well as interchangeable head style wrenches.

1. Fixed Ratcheting Head Style – Used with Socket

2. Fixed Ratcheting Head Style – Used with Adapter Shop Safety, Processes and Equipment 39

3. Interchangeable Head Style – When Used With a Standard Length Adapter

The above represents the current standard adapter lengths for the different shank sizes. Older wrenches may have different “click” arm calibration. It is always recommended to check torque wrench setting using a torque analyzer. 40 Locomotive Maintenance Officers Association

Torque Wrench Verification This electronic tester can be used When using torque wrenches, in conjunction with adapter sets that are it is essential that their accuracy is available in ranges of both standard and checked on a regular basis. These metric sizes. testers can be used for periodic wrench calibration and also are helpful in checking accuracy of torque calculations when using adapters as described above.

Tesco Standard Adapter Set (1/2” through 1-1/4”) T57580

Tesco Metric Adapter Set (6 mm through 32 mm) T86060

Tesco Torque Wrench Tester – T18961

This tester operates between 30.0 and 1500.0 Nm (22.0 to 1106.0 Ft-lbs) Guaranteed classification to BS7882:2008, Class 1 or better over the primary calibration range (20% to 100% of full scale), Class 1 equates to +/-0.5% of reading SYSTEMS FOR: • BlASTING • PAINTING • WASHING • SANDING • REPAIR • MAINTENANCE

• Provide a safer work environment • Improve positioning • Reduce fatigue • Increase capacity and save time • Total product access • High return on investment • OSHA/ANSI compliant 42 Locomotive Maintenance Officers Association

Mechanical Seven Safety Absolutes-BNSF Railway

Prepared by: Ron Hennessey-BNSF

INTRODUCTION Blue Signal Protection On August 22, 2005, our Proper Blue Signal Protection must Mechanical Team began a be in place prior to inspecting, communication campaign called testing, repairing, or servicing “Mechanical Seven Safety rolling equipment. Without proper Absolutes”. These seven areas have protection, workers would be exposed the greatest potential for loss of life to potential serious injury or death or severe, possibly career ending from moving equipment. injuries. Through this campaign, we review the critical rules and policies associated with these topics.

Objectives of Safety Absolutes 1. Understand the significance of these critical tasks 2. Emphasize individual responsibility in eliminating at-risk behavior 3. Provide supervisors with the knowledge and tools to address specific at- risk behavior 4. Provide all Mechanical employees with the knowledge to identify and correct at-risk work behaviors

The Seven Safety Absolutes include: • Blue Signal Protection • Lockout/Tagout • Jacking Equipment • Vehicle Operations • Fall Protection • Crane Operations and Rigging • Locomotive and Car Movement Shop Safety, Processes and Equipment 43

Lockout/Tagout (LOTO) Jacking Equipment LOTO must be used whenever Proper procedures must be used maintaining, repairing or servicing whether jacking equipment on the equipment or machinery that could un- road with portable jacks or in the expectedly start-up, energize, or release shop with floor jacks. Never jack stored energy and the work being per- equipment if you’re unsure it can be formed involves: done safely. Take the time to evaluate • Removing or bypassing guards or the risk and involve your supervisor other safety devices in determining the safe course of • Placing any part of your body in the action point of operation • Placing any part of your body in the danger zone during equipment cycle 44 Locomotive Maintenance Officers Association

Vehicle Operations Fall Protection Proper operation of all motor vehicles Injury from falls has the potential to include trucks, automobiles, utility to be a life changing event and each vehicles, and ATVs is essential. All year injuries from falls rank at or near operators must have proper training the top in causes of fatalities at home and authorization prior to operating and at work. They can be prevented by any type of vehicle. proper use of fall protection methods and by following BNSF Safety Rules and Policies Shop Safety, Processes and Equipment 45

Crane Operations and Rigging Locomotive and Car Movement Cranes, boom-equipped vehicles, Moving locomotives and cars in hoists, and rigging are used in compli- mechanical limits could easily be ance with manufacturer’s instructions considered the most hazardous job and BNSF Railway requirements. we do. The size and weight of these huge pieces of equipment coupled with movement creates the potential for devastating consequences if not handled safely. Proper procedures must be used when moving or spotting cars and locomotives. 46 Locomotive Maintenance Officers Association

Communication Conclusion In addition to the briefing We are working to reduce at- information, observation checklists risk behaviors by raising employees’ were distributed to identify the key awareness and understanding of the elements required to perform these rules and policies that will assure activities safely. These checklists are their safety and that of their co- utilized by all employees during Work workers. We believe all accidents Practice Observations to identify and and injuries are preventable and that correct any at-risk behavior that may one day we will achieve an injury- lead to injury. Supervisors also focus free workplace. Knowledge and their operations testing and employee compliance with our Mechanical safety contacts in these areas. Safety Absolutes will help us in this effort. Ad 2012_04 - Simmons Mach Tool Corp Albany_Layout 3 15.04.12 13:55 Seite 1

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PROPER TRAIN WASHING- More Than Just Brushes and Nozzles

Prepared by: Al Gould and Tracy Briggs, Interclean Equipment, Inc.

When selecting the proper train • Number of Vehicles wash there are a number of consider- • Frequency of Wash (Figure 4) ations to take into account: • Water Quality • Site Conditions (Figure 1) • Regulations • Train Car Style (Figures 2 and 3) – Overhead Catenary and Third Rail

Figure 1 Figure 2

Figure 3 Figure 4 Shop Safety, Processes and Equipment 49

There are many solutions: • Chemical – Soap (Figure 5) – You need to understand the details of each problem or application and then design the best wash solution. Figure 6 shows a brushed aluminum train car with iron oxide stain- ing and figure 7 shows the train car after it was cleaned with the correct chemistry. Typically a train wash will use two chemicals (acid and Figure 5 alkaline)-see figure 8.

Figure 6 Figure 7

Figure 8 50 Locomotive Maintenance Officers Association

• Friction and/or High Pressure works well with OCS and third rail (Touchless and Hybrid) –It is some- passenger train cars. Some of the ad- times almost impossible to clean vantages of Hybrid Cleaning (Fig- with brushes (friction). In these ure 12) are that the brushes rotate, situations, touchless cleaning is the but do not move into the path of the only alternative (Figure 9). Figures train therefore preventing damage to 10 and 11 show a train wash system the train. Also, the wash equipment (hybrid cleaning) using touchless requires much less maintenance and cleaning for the front and rear of the allows for different types of trains to train car and sprays from the top in- be washed on the same line without stead of the sides. The sides are still modifying the design. cleaned with brushes. This system

Figure 9 Figure 10

Figure 11 Figure 12 Shop Safety, Processes and Equipment 51

• Reclamation System- suspended solids and heavy metals in The water reclaim system is made the waste water stream. With settling up of: pits present, treatment systems can very easily be added to the system at a later 1. Settling Pit time (Figure 13 and 14). 2. Filtration The cyclone separator and 3. Separation 550-gallon tank cyclone (Figure 15) are 4. Circulation designed to separate dirt on continuous 5. Aeration basis and flush separated dirt from their 6. PH Neutralization bottom drainage ports. All separated direct with aerated water is constantly Many new train wash systems that being sent to the dirty end of the set- are designed are incorporating settling tling pit to concentrate the solids at a systems for the wastewater collection single point in the treatment system. regardless if the systems use fresh or re- This style of recycling tanks rarely cycled water. In some cases where the will need to have the accumulated dirt regulatory rules are already very strict, build up flushed out. The settling pit wash manufacturers are partnering with is the only component that needs to be companies to provide treatment systems cleaned out on a regular basis. specifically designed to address the oils,

Figure 14

Figure 13

Figure 15 52 Locomotive Maintenance Officers Association

Figure 16

Odors: oils, greases, and other organic waste The constant exchange of water loading in the recycled water. This pro- between the clean end and the dirty end cedure is the same as many municipal of the pit keeps aerated water always wastewater treatment plants utilize. It moving throughout the system. This also addresses a major issue in meeting guarantees that the captured water in regulations for discharge to sanitary the reclamation system does not devel- sewer. op objectionable odors usually associ- The settling pit (figure 16) is de- ated with recycling systems. signed for passive settling and mini- The odors within recycled water mum maintenance. It has an automatic are caused by a lack of oxygen and the filter backwash, an oil-water separator bacteria going anaerobic. The circula- and an automatic level sensor and ad- tion pump keeps the discharge from the justment feature. wash system constantly flowing, oxy- After the reclaimed water passes genating the re-cycled wash water. through the setting pit, it is filtered Recycling systems also have the through an InterScreen and then pro- ability to add enzymes, bacteria and cessed through two cyclonic separators nutrients to the recycled water. This for additional solids removal. A section Enhanced Biological Water Treatment of an InterScreen filter is displayed in System has proven to greatly reduce figure 17.

Figure 17 Shop Safety, Processes and Equipment 53

Figure 18 depicts the separation/ ommend using a softener for their rinse circulation and aeration portions of the arch to remove calcium. However, for system. every calcium ion a softener takes out, Figure 19 shows a computer it is replaced with two sodium ions. screen which provides a clear, graphic Therefore, you are increasing the total illustration of the water reclaim system mineral count. A reverse osmosis sys- Figure 20 depicts the rinse process tem is the best way to reduce mineral to remove chemicals while at the same spotting. time trying not to cause spotting on the Figures 21-25 provides sample train car. Spotting is caused by miner- systems als in the rinse water. Some people rec-

Figure 18

Figure 20

Figure 19 54 Locomotive Maintenance Officers Association

Figure 21 Figure 22

Figure 23 Figure 24

Figure 25 25.23 cn..nanoog• V...y On,. • PO ao.. 250 F~ntstone Geotg.a 3072$ • uS A T~• (706)8~97 Fa,.. 1700 820-9802 56 Locomotive Maintenance Officers Association

Report on the Committee on Diesel Material Control

Monday, September 30, 2013 at 10:45 a.m.

Chairman Fred Miller VP Sales Chromium Corp Medina, OH

Vice Chairman Michael Hartung Senior General Foreman-Distribution Center Norfolk Southern Corp Roanoke, VA

Commitee Members E. Armstrong Sr V.P.-Global Mktg & Sales Miller Ingenuity Winona, MN R. Delevan Mgr-Transportation Products Morgan Advanced Materials Dallas, PA P. Foster President PowerRail Distribution Duryea, PA B. Lenderman National Sales Manager JMA Rail Supply Carol Stream, IL B. Marty Marketing Director Metro East Industries E. St. Louis, IL M. Zerafa Corporate Director-Purchasing National Railway Equipment Dixmoor, IL

Note: Michael Hartung has replaced Fred Miller as Chairman of the Material Control Committee. 2nd VP Bob Harvilla and Regional Executive Ron Sulewski actively participate on this committee. Diesel Material Control 57

Personal History

Fred Miller

Fred Miller began his railroad career at Teledyne Metal Finishers in 1969. He continued his career at Chromium Corporation, Durox and RELCO. After a very brief retirement Fred rejoined Chromium Corporation as VP Sales. His responsibilities include sales to all the North American Railroads. He has an office at Chromium’s facility in Cleveland, Ohio along with his home office in Medina, Ohio. Fred and his wife Marsha combined families about 13 years ago and have 7 children. Their 9 grandchildren keep them busy and young at heart. 58 Locomotive Maintenance Officers Association

The Diesel Material Control Committee would like to thank David Bird and the Kansas City Southern Rwy for hosting a meeting in Shreveport, LA on February 11-12, 2013.

The Committee would also like to extend their gratitude to the Norfolk Southern for hosting a presentation at the Southern Southwestern Rwy Club in Altoona, PA on June 20-22,2013.

The Committee also conducted a conference call on March 8, 2013. Diesel Material Control 59

Recycling of Materials

Prepared by: Mike Hartung, Norfolk Southern

FACTS • Stimulates the development of The recycling industry employs greener technologies more than 130,000 people in the • Conserves resources for our chil- U.S. and generates more than $77 dren’s future Billion in sales each year. Recycled • Cost control materials account for more than $30 Billion in export sales annually, with The benefits add up most of the transportation to ports • 132 million metric tons of scrap ma- provided by Rail in containerized terial processed every year units. Recycling saves about 500 M • 74 million tons of iron and steel tons of CO2 gas annually. One auto • 47 million tons of paper saves 502 gallons of gas and 8,811 lbs • 4.6 million tons of aluminum of CO2. Four tires save 18 gallons of • 3.5 million tons of electronics gas and 323 lbs of CO2. • 1.8 million tons of copper More than 60% of iron and steel • 1.2 million tons of lead made in the U.S. is produced with recycled metals-much of it hauled by Railroad Waste Streams Railroads to the refiners. Recycling • Batteries one ton of aluminum cans conserves • Cross Ties 36 barrels of oils. In 2010, the • Electronic equipment U.S. recovered 51.5 million tons • Fluorescent bulbs/lamps of paper, which was 64% of paper • Plastics consumed-334 lbs of paper per person • Steel in the U.S. Recycled scrap copper is • Oils utilized to produce 50% of all copper • Copper produced in the US each year. • Wood pallets • Paper BENEFITS • Cardboard • Prevents emissions of air and water • Aluminum pollutants • Locomotives/Cars • Reduces greenhouse gas emissions • Locomotive/Car Parts • Saves energy • Supplies valuable materials to the industry 60 Locomotive Maintenance Officers Association

Wood Pallet Recycling Recycling Copper in the Rebuild Contributors; Linda Szilagyi (CSX) Process and Fred Miller (Chromium Corp) Contributor: Ron Sulewski (Rail Prod- ucts International) Wood Pallet Recycling Pallets accumulate around yards Copper Recycling from material shipments. They Recycling is the basis of occupy valuable real estate space and electrical rotating rebuild business. are a safety hazard. Almost 100% reuse of UTEX core exchange. Regularly see electrical Auger Technology – A Solution to Bulk components originally built new 20- Waste Handling (Figures 1&2) 40 years ago – recycling at its best. Advantages of Auger Technology for recycling applications are: Process Initiation • Reduces volume for transportation Most recycling programs start efficiency with partnering with processors, • Reduces environmental impact converters and mill operators. • Reduces labor times • Increases safety at the site RPI’s process is as follows: (Figures 4&5) Pallet Shredder Benefits Collect and separate “spent” • Auger screw not effected by metal copper from motors, generators, (nails and tie plates) armatures and coils. The “spent • Reduces the number of hauls up copper: is then sent to a converter- to 75% by compacting eight times processor to chop and separate more material into standard 40 yard number one scrap from number two containers scrap copper. After all the insulation • Shredded wood recycled as boiler is removed, the material is chopped, fuel or mulch shredded or mechanically processed for the next stage. Paper and Cardboard Recycling Material is then melted which (Figure 3) further refines base material. The • Office paper products including “melt” is then classified and blended copy paper, newspaper, envelopes, with new base metal (if required) in cardboard, and magazines are re- order to meet acceptable metallurgy. cycled This material then becomes cathode • CSX utilizes blue bins called “slim billets. (Figure 6) The billets are jims” with blue tops and are placed then converted at the mill using a in various locations for collection continual cast process into copper • CSX also utilizes small desk side rod. The rod is then processed in one bins for recycling in office areas of two wire mills into usable wire of • Auger shredders can also be used various sizes for multiple Railroad for cardboard products. (Figure 7) The Secret is Coming Down the Track... POWERRAIL IS CELEBRATING 10 YEARS OF EXCELLENCE!

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Other Cost Benefits Use Oil Recycling This recycle process enables Contributors: Eric Fonville (NS) and companies to stock a large inventory Mike Hartung (NS) pool of usable copper for numerous products. RPI does not buy finished Sources: wire products because of the volatile • Locomotives and waste water price based on market conditions. • Separator Cost is controlled by managing the • Operations pool volumes based on market prices (BUY low-SELL high). Two Methods: • Sold to vendor or Cost Control • Used for heating The only actual cost experienced is the processing fees which are fairly WWTP Captured Oil stable. Number two copper is not • High water content recycled as this contaminates the • Sold to vendor for recycling melt, which requires new material to • Belt skimmer project to reduce wa- be added. Number two copper (very ter content and improve oil quality small amounts) is sold to offset the processing and transportation costs. On-Site Disposal (Figure 10) • The most efficient means of recy- Filter Crushing/Recycling cling (Figures 8 & 9) • No off-site transportation costs Contributor: Bob Harvilla • Low maintenance costs (PowerRail Distribution) • Can easily be located in worker areas Recycling Locomotive Filters/Lube Oil Filters can be crushed to: Enola Locomotive Shop • Reduce waste that has to be handled Estimated annual heating fuel • Recycle lube oil consumption is 75K gallons. The • Sell lube oil to reclaimers estimated annual used oil generation • Utilize lube oil for heating is 100K gallons. Equipment has been installed in three buildings as a pilot Drained 36” oil filter can be program. Payback period analysis crushed to 6” and will yield ¾ gallon shows ROI

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(Figure 2) 64 Locomotive Maintenance Officers Association

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(Figure 7) 66 Locomotive Maintenance Officers Association

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Diesel Material Control 69

Material Solutions for Implementing PTC

Prepared by: Eric Armstrong, Miller Ingenuity and Brian Marty, Metro East Inc

Positive train control (PTC) is component suppliers. Add to that as a system of functional requirements late as December 2012 the regulations for monitoring and controlling train are still changing aggravates the movements to provide increased problem even more. safety. Additional benefits can include Railroads are addressing these increased equipment utilization, issues coupled with the impending better personnel utilization, and fuel deadlines with a couple of different management platforms. The rail approaches. First is to provision safety improvement act was signed locomotives with the basic wiring, into law on October 16, 2008 setting antenna farms and bracketing in a deadline of December 15, 2015, anticipation of a final push before for implementation of positive train the implementation deadline. The control (PTC) technology across plan would be to install the final most of the U.S. rail network. This components and test the units with paper addresses the opportunities to final versions of software in the improve the ordering and handling months prior to the deadline. Another of the material prior to installation on railroad is taking the approach of locomotives. outfitting the locomotives in their entirety to validate functionality as Constant Changes to Material soon as possible. This approach Needs assumes the basic hardware will The biggest overall challenge remain the same and the only major described by the various railroads changes to the system will be software that participated in this paper were related. This approach has already the huge variety of locomotive proven less than perfect, as the new applications and the ongoing changes requirements are changing cabinet in the regulations and materials requirements for all installations, e.g. available. One railroad described locking cabinets for verification of their locomotive fleet as a, “bunch equipment integrity. of snowflakes,” giving a feel for the All of these factors (and MANY magnitude of the challenge relative to more) have made material ordering, the number of kits needed to address handling and installation frustrating each fleet. Each railroad also has for the railroads as well as the supply specific requirements that vary based community. While many of the parts on install process, installers and themselves are completely new to the 70 Locomotive Maintenance Officers Association industry, all of the part numbers being • Installers become more proficient created are new. Standardization with consistent material packaging, of process at least within the large thus eliminating waste and redun- railroads is the clear recommendation dant work however with changes still coming in it will not resolve the problem, only Con manage it better. • Various applications creating specific part numbers that may not be To Kit or not to Kit? used very often The question of kitting the • Not everything in the kits is being various parts leads to the same used sending the parts back to stock challenges normally found in the or paying a restocking fee to sup- use of kits. A major issue with this pliers particular project is that with the • Not all parts can be kitted because kits in the field so far the persistent they are not used in all applications changes have caused a lot of material to not be used on installation and Storage replaced with other materials. This Most of the railroads have means going back in to the kits been busy over the past few years in the warehouse and removing/ utilizing lean management processes, replacing components before they are and operations for efficiency delivered to the shop for installation. improvements. A major improvement Alternatively having the shop replace has been a reduction in space the material in the kit and return the needed in warehouse operations. excess to the supply department is Unfortunately the rapid onset of the an option. Disposition of the excess PTC program and oncoming deadlines and unused materials has been a have required the railroads to tactically problem as they tend toward wiring respond to an increased need for space harnesses and various parts that have to store these products. The sheer no application in other areas for the scope of this implementation project is railroads or the suppliers. daunting and most of the planning has Pros and Cons of kitting for the been, “on the fly.” PTC project: In the changing landscape lead times and ramp up time are Pro inconsistent at best and require • Easier to control, less part numbers, more material on hand than would standardization be normal for projects this large. • Better part management of offsite Aggravating the limited storage space installations issues even more is that many of the • Parts coming from multiple sup- programs are lagging behind schedule pliers,… coordination is simpler if leaving more material in supply centralized operations awaiting application. 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The key for resolving many of Other Issues these issues has been to determine There are a number of which materials can be stored inside miscellaneous concerns expressed versus which can be left in the in discussions regarding PTC weather. The antenna farms have implementation. Notably the had good success stored outside magnitude of the project initially and in their original crating can be put huge demands on manpower stacked. A lot of the material in kits for entering part numbers, setting need to stay dry but can be stored up processes and general planning. outside if left in original packaging Most of the start up issues have and covered. Small parts will need been tackled but supply operations to go into normal inventory in the is still tasked on a daily basis with warehouse. Excess materials will increased numbers of transactions, need to remain indoors until final part number management, inventory disposition is determined. challenges, etc. all in the face of limited human resources dedicated to Budget Challenges PTC implementation. Some railroads Excess materials become are beginning to see that installation problematic when the budget is and maintenance of PTC is going to factored into the equations. Many require long-term human assets to of the items are on the capital budget support the project in an on-going and do not effect the inventory cost basis. the same as expense items. Taking As 2015 nears many of the them out of inventory, removing units being provisioned now will them from kits, holding on to them or create a big demand for equipment scrapping them all present problems and outfitting. Planning now when balancing the inventory. All and communicating your plan railroads have this challenge and to your supplier or for supplier need to work out a process with their to communicate to the customer finance department for each of the base will help to ease the stress for scenarios. everyone as we move for the final When working with some of the date for going live with PTC. class one railroads, smaller railroads and installation contractors need to ask about discounts available based on contract pricing for materials at their class one partners. Diesel Mechanical Maintenance 73

Report on the Committee on Diesel Mechanical Maintenance

September 30, 2013 at 1:30 p.m.

Chairman Ian Bradbury President & CEO Peaker Services, Inc. Brighton, MI Vice Chairman Tom Kennedy Mgr - Mechanical Engineering Union Pacific RR Omaha, NE

Commitee Members D. Berry Senior Sales Manager MTU St. George, UT S. Bumra Asst. Supt. Amtrak Chicago, IL D. Cannon Mgr-Mech. Locomotive Maint BNSF Rwy Fort Worth, TX T. Casper VP-Sales & Marketing Hadady Corp South Holland, IL S. Cronin Fleet Engineer-Diesel Amtrak Chicago, IL M. Duve Mech. Engineer-Loco. Design Norfolk Southern Corp Atlanta, GA B. Edwards Mech. Foreman Montana Rail Link Livingston, MT T. Frederick Dir-Engine & Emissions Syst CSX Transportation Huntington, WV D. Freestone Mgr-Loco. Opns Alaska RR Anchorage, Alaska J. Hedrick Principal Engineer Southwest Research Institute San Antonio, TX D. Nott Sole Member Northwestern Consulting Boise, ID (Past President) D. Rutkowski CMO Providence & Worcester RR Worcester, MA C. Shepherd CMO Arkansas & Missouri RR Springdale, AR J. Sherbrook VP & GM Sherpower Trussville, AL B. Singleton VP-Sales Transpar Corp Niskayuna, NY T. Standish Quality Manager Electro Motive Diesel LaGrange, IL T. Stewart Engine Engineering Mgr Peaker Services, Inc Brighton, MI G. Sumpter Sales Rep Casey & Associates Ponte Vedra, FL G. Wilson Senior Acct Manager Graham White Mfg Salem VA R. Wullschleger CMO New York & Atlantic Rwy Glendale, NY 74 Locomotive Maintenance Officers Association

Personal History

Ian Bradbury

Ian was born in Sheffield, had led the effort to diversify the England and obtained a B.Sc. in company into controls for other Mathematics from UEA and a Ph.D. diesel, natural and bio-gas engines, in Statistics from the University steam and gas turbines. He obtained of Birmingham, England before an MBA from the University of coming to the U.S. He spent 4 years Michigan in 2003. Ian is a member teaching statistics at UT Dallas and of ASME and serves on the W. Oakland University, Michigan, and Edwards Deming Institute advisory 7 years leading GM Powertrain’s board. engine design quality effort before Ian and his wife of 22 years, joining Peaker Services (PSI) as Kathy, are both keen mountain President in 1997. Ian acted as bikers and craft beer consumers. trustee for the first leveraged ESOP Kathy teaches yoga and ‘enhance transaction in 2000 and PSI is now fitness’ as well as smoking a mean a 100% employee owned company. brisket. They have two sons - James PSI’s historical core for over 40 (21) and George (19). James plans years has been service and upgrade to pursue a career in automotive of EMD engines and controls in journalism, and George, in locomotive, marine and power illustration and graphic design. generation. Since joining PSI, Ian Diesel Mechanical Maintenance 75

The Diesel Mechanical Maintenance Committee would like to thank MTU for hosting our committee meeting in Aiken, South Carolina on March 14, 2013 and for the tour of their engine plant in Aiken. Special thanks to Joerge Klisch, Operations Mgr and Jens Baumeister, Plant Manager. Thank you to Knoxville Locomotive Works for hosting dinner for the committee on the evening of March 13th and for having their MTU powered locomotive on display at the siding in Aiken.

The committee would also like to thank S. Bumra and Amtrak for setting up a conference call for the committee on December 6, 2012 and previous conference calls. 76 Locomotive Maintenance Officers Association

Pacific Harbor Line Tier 3+ and Tier 4 Re-Powered Locomotive Emissions After-treatment Experience

Prepared by: Dennis Nott, Northwest Consulting James O’Kelley, Pacific Harbor Line RR Robert Wullschleger, New York & Atlantic RR

Introduction: • 1 each PR30C – 2,800 HP 6-axle Pacific Harbor Line (PHL), an EPA Tier 4 Locomotive – Progress Anacostia Company, is a short line Rail Services railroad that operates the switching The purpose of this paper is to services for the Ports of Los discuss the seventeen (17) locomotives Angeles and Long Beach handling delivered by Progress Rail Services approximately 10% of all the that are equipped with after-treatment intermodal containers that arrive or systems. leave the United States. All seventeen (17) locomotives The current locomotive fleet were delivered as certified EPA Tier 2 replaces EMD two-cycled locomotives locomotives. The two PR20B, fourteen that were up to 40 years old. Today PR20C and one PR30C are all re- PHL operates and maintains 23 of the powered locomotives equipped with most modern and emissions friendly single engine prime movers and after- locomotives of any short line railroad treatment equipment to meet their in North America: respective funded emissions levels • 4 each 3GS21B - 2,100 HP 4-axle which are more stringent than the as EPA Tier 3 Gen Set Locomotives – delivered EPA Tier 2 requirements. National Railway Equipment • The MP20B-3PR and MP20C-3PR • 2 each 3GS21C – 2,100 HP 6-axle locomotives, with their emissions EPA Tier 3 Gen Set Locomotives – equipment, are required by fund- National Railway Equipment ing to meet EPA Tier 3 emissions • 2 each MP20B-3PR – 1,950 HP standards with the exception of PM, 4-axle EPA Tier 3+ Locomotives – which must not exceed 0.36 grams Progress Rail Services per brake horsepower-hour (g/bhp- • 14 each MP20C-3PR – 1,950 HP hr), for their useful life. 6-axle EPA Tier 3+ Locomotives – • The PR30C locomotive with its Progress Rail Services emissions equipment is required by funding to meet EPA Tier 3 emissions standards for its useful life but Diesel Mechanical Maintenance 77

was delivered, and operates, as an 1.66 tons of NOx and 0.038 tons of EPA Tier 4 locomotive. PM per year. Compared with the 2006 Each locomotive is equipped with EMD fleet this is a reduction of 79% Automatic Engine Start Stop (AESS) NOx and a reduction 90% in PM. and operates an average of 8.8 hours Because of increased business per day (3,225 hours per year) with the since 2006, PHL is now running a following average duty cycle: combined fleet of 23 locomotives versus the 18 older EMD locomotives Idle: 63.51% that were in service in 2006. Even with N1: 9.78% the increase of five locomotives, the N2: 7.28% overall estimated annual emissions N3: 5.36% reductions have been significant; a N4: 4.91% 27% reduction in NOx and a 79% N5: 3.53% reduction in PM. N6: 2.42% N7: 1.23% Description of MP20B-3PR and N8: 1.99% MP20C-3PR Locomotives: The MP20B-3PR locomotives In 2006 the old EMD fleet produced were repowered utilizing one EMD an estimated average of 8.03 tons of GP38 and one GP40 locomotive core. NOx and 0.39 tons of PM per unit per The MP20C-3PR locomotives are a year. By contrast, the MP20B-3PR mixture of EMD SD40 and SD45 core and MP20C-PR produce an estimated locomotives. With the exception of the average of 4.96 tons of NOx and 0.036 number of axles, the 14 MP20C-3PR tons of PM per unit per year. This is an and the 2 MP20B-3PR locomotives are estimated reduction of 38% in NOx and practically identical with respect to the a 90% reduction in PM per locomotive. prime movers and the emissions after- The PR30C produces an estimated treatment equipment.

Figure 1: MP20B-3PR - PHL 20 78 Locomotive Maintenance Officers Association

Figure 2: MP20C-3PR – PHL 65

All 16 of the locomotives are similar engines in a railroad operating equipped with a single Caterpillar environment. 3512C HD engine at 2,100 brake Both the engine and the after- horsepower coupled to the existing treatment system can accommodate Kato AA27918000 main alternator ULSF fuel with up to 5% biodiesel. running at a maximum of 1,800 RPM. PHL currently burns ULSF 2% The Caterpillar 3512C HD engine, at biodiesel. The 2% biodiesel is used to the time of installation, was EPA Tier provide increased lubrication for the 2 compliant without the after-treatment fuel injectors. equipment. The engine and the Kato The DPF is an 80.7” long by 55.8” alternator, as well as a standard EMD wide by 28.7” high stainless steel box 18 Kw auxiliary generator driven containing multiple proprietary ceramic off the engine Power take-off, are substrates that remove the particulates mounted on a skid that was designed from the exhaust. The box has one clean- by Caterpillar. The skid is isolated from out port in the front side and two exhaust the locomotive frame. stacks on the top near the rear. The The after-treatment on the containment box and ceramic substrates locomotives is a single passive weigh approximately 2,500 lbs. Diesel Particulate Filter (DPF) as The locomotives are not equipped manufactured by Hug Engineering with dynamic brakes so the logical of Switzerland. Caterpillar and Hug positioning of the DPF was above the jointly developed the DPF based on engine. Since the DPF framework was operating experience in Europe of to be attached to the locomotive frame Diesel Mechanical Maintenance 79

Figure 4: Engine and DPF Support in Car Body

Figure 3: Front of DPF – Note Exhaust intake in Middle, Clean Out on Right Side and Exhaust Out at the Rear and the engine is mounted on a skid that allows movement, the positioning and strength (resistance to movement) of the DPF framework was critical to assure that there would be minimal movement between the engine exhaust and the DPF. The DPF is supported by a framework of 4” X4” X 0.25” steel tubing with four vertical members fastened to the locomotive frame and four angled braces (two at each end) that Figure 5: DPF Support Frame – Note; are also fastened to the frame. The DPF End Bracing for Structure Not in Place support framework was designed to AAR S-580 standards and can withstand As mentioned, the DPF has a clean- forces of 5.0 G’s longitudinally, 1.5 G’s out access in the front to periodically laterally and 2.0 G’s vertically. The DPF remove any ash build-up because of is bolted to the support framework. operation. To access this clean-out The DPF framework was also designed access a side access door was placed on to maximize access to the engine for the left side of the locomotive directly maintenance purposes. behind the inertial filter hatch. 80 Locomotive Maintenance Officers Association

the use of a passive DPF that could “plug” with soot causing excessive backpressure on the engine if the PHL duty cycle was not high enough to allow enough exhaust heat to clean and regenerate the ceramic substrates. The Caterpillar answer to the engine/main alternator issue was to: 1) perform torsional vibration testing of the Caterpillar designed engine/ main alternator coupling to assure Figure 6: DPF Clean-out Access – the coupling was robust and 2) add Exhaust Connection to DPF Not temperature sensors to the cylinder Installed heads to determine “cold” cylinders In addition to the clean out door that could cause engine miss-fire the area for maintenance of the DPF and torsional vibration issues with the car body hood above the DPF was the engine/main alternator coupling. made into a hatch so that the entire Torsional vibration testing by DPF can be removed at the time Caterpillar proved that the engine/main the ceramic substrates require to be alternator coupling was adequately removed for cleaning. designed. Caterpillar worked with Q-tron to feed information to the locomotive cab QES screen should the cylinder temperature in a cylinder drop below a predetermined temperature warning the crew of a potential vibration problem due to a cylinder miss-fire. Regarding the backpressure issue with the DPF, Caterpillar agreed to: 1) test the system and determine Figure 7: Installing DPF with Top Car at what exhaust temperature the Body Hatch Removed DPF would regenerate, 2) make the turbocharger exhaust temperatures that were being measured by the Prior to awarding the contract Caterpillar engine system available to Progress Rail Services to install on the Q-tron control system and 3) the Caterpillar engines and the Hug install backpressure monitoring on the DPF, PHL voiced concerns with 1) DPF that would report back through engine torsional vibration damage to the Q-tron control system. Testing by the engine/main alternator coupling Caterpillar determined that the exhaust because of cylinder miss-fire and 2) temperature at notch 3 unloaded Diesel Mechanical Maintenance 81 was sufficient to regenerate the DPF realized; should a cylinder over-fire ceramic substrates. Turbocharger with excess fuel both the cylinder exhaust temperature monitoring and temperature and exhaust temperature DPF backpressure monitoring were would raise accordingly. This will also successfully integrated into the give a warning of any excessive high Q-tron control system. When the temperature or burning of excess fuel backpressure sensor reaches 6.7 kPa in the DPF, which could cause a fire the QES system will place the message in the DPF. “Service DPF Soon” at the bottom of every screen choice of the QES screen. In addition to the DPF, the If the backpressure reaches 8.0 kPa Caterpillar engine also has emissions the QES system will shut down the critical components that will require engine. The backpressure monitoring periodic maintenance to maintain the system fault display is a “Latching emissions certification. Caterpillar Fault” that requires resetting a relay to requires the following maintenance eliminate the fault message. for the engine and the DPF to maintain A benefit to the DPF with the emissions levels (emissions equipment turbocharger exhaust monitoring and highlighted in “yellow”): the cylinder temperature was also

Operating Fuel Burned Maintenance Requirement Hours (Gallons) 6,000 NA Clean DPF 12,000 NA Refurbishment of DPF (clean and bake, replace defective elements/substrates as required) 18,000 259,000 Replace electronic injectors with remanufactured electronic injectors 18,000 259,000 Replace valves and cylinder heads with remanufactured cylinder heads with valves 18,000 259,000 Replace turbochargers with remanufactured turbochargers 18,000 259,000 Clean, test and reseal after-cooler cores 24,000 NA Replace DPF/DOC substrates 72,000 1,036,000 Replace pistons 72,000 1,036,000 Replace piston rings 82 Locomotive Maintenance Officers Association

MP20B-3PR and MP20C-3PR Maintenance of the locomotive Operating Experience and engines and after-treatment has been Maintenance Experience: virtually trouble free. PHL started The first locomotive was inspecting the DPF filters on a 92 successfully track and emissions day basis to assure that the ceramic tested in July of 2011 and went into substrates were regenerating; but service at the end of July of 2011; while there was some soot there was the last locomotive was delivered at very little ash buildup in the interior the end of 2011 and went into service of the DPF’s and the inspection of the mid- January of 2012. The following DPF’s. Since no issues were found, picture shows the interior of one of the the DPF inspections have been moved exhaust stacks and the interior of the to an annual basis for convenience, DPF after a week and a half of track even though the recommended clean- and emissions testing. out is every 6,000 hours. While there is some soot, it is apparent that even To date there have been no train with the low duty cycle of the PHL operating issues with any of the locomotives the exhaust temperatures PR20B or PR20C locomotives; they are high enough to burn off the have performed trouble free in all of trapped particulates with very little PHL’s various switching operations. ash accumulating. It currently takes approximately two man-hours to clean and inspect the DPF. Inspection consists of opening the car body hatch to access the DPF inspection hatch. After opening the inspection hatch, the interior of the DPF is cleaned of any existing ash and loose soot by vacuuming. After cleaning, because the inspection access is so small, the inspection of the interior is made by taking pictures of the interior. The pictures are reviewed Figure 8: Inside of Exhaust Stack and to make sure all loose ash and soot DPF after Initial Testing July, 2011 has been removed and to verify the integrity of the ceramic substrates. The following pictures (Figures 9 through 15) were from the last inspection of PHL 66 on at 5,083 hours of operation on February 2, 2013: Diesel Mechanical Maintenance 83

Figure 9: Access for DPF Cleaning and Figure 10: Inspection and Cleaning Inspection Access to DPF

Figure 11: Interior of DPF before Figure 12: Finger Mark in Soot before Cleaning Cleaning 84 Locomotive Maintenance Officers Association

Figure 13: Exhaust Diffuser in DPF Figure 14: Interior of Exhaust after before Cleaning 5,083 Hours

Figure 15: Exhaust Stack after 5,083 Hours Engineering the future of green.

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When Figure 15 is compared to Description of PR30C Locomotive: Figure 8, it is apparent on how clean The PR30C was rebuilt using the exhaust of the locomotives has an EMD SD40-2 locomotive core. been over the 5,000 hours. The locomotive is equipped with a A minor issue has been Caterpillar 3516C-HD engine coupled backpressure sensor calibration. As to a Marathon model 1020 main with any new design, the sensors alternator. The emissions control and their calibration are designed to equipment consists of a Selective protect the systems they monitor; but Catalytic Reduction (SCR) system and as always, there are products in the a Diesel Oxidation Catalyst (DOC). population that do not act the same way Locomotive control is provided by a as others. Two of the 16 locomotives ZTR Nexsys microprocessor system. consistently operate at 6.7 to 6.9 kPa Both the engine and the after-treatment backpressure with a constant fault system are designed to burn ULSF message on the QES screen to service fuel with up to 5% biodiesel. the DPF. Consideration is being given The engine and the main alternator to adjust the acceptable fault display are skid mounted and the skid is backpressure up to 6.9 kPa. fastened to the locomotive frame. The PHL also performs a load test SCR system consists of a SCR/DOC on an annual basis to check the unit mounted in the Clean Emissions backpressure. The backpressure sensor Module (CEM) which is on the top of is removed and a digital read out test the locomotive long hood just behind gauge and sensor are put in its place. the dynamic brake, a Diesel Exhaust This is to verify that the backpressure Fluid (DEF or Urea) tank behind the is <6.7 kPa at full horsepower. fuel tank and a DEF dosing control In addition, there have been no cabinet mounted in the rear interior of miss-fire faults (cold cylinders) to the long hood between the engine and date. Inspection of the engine/main the air compressor. alternator coupling indicates that there have been none. Diesel Mechanical Maintenance 87

Figure 16: PR30C PHL 40 Figure 17: SDCR/DOC behind Dynamic Brake and Urea Tank behind Fuel Tank

Figure 18: Engine with DOC/SCR Figure 19: Exhaust Connection to DOC/ above Engine SCR 88 Locomotive Maintenance Officers Association

Clean Emissions Module (CEM): The CEM (Figure 20) consists of the following devises: the DOC, the SCR, NOx sensors, exhaust temperature and pressure differential sensors, the DEF nozzle and the engine exhaust inlet. The CEM is 80.8” long by 94.3” wide by 32.8” high and weighs 5,950 lbs. Lifting connections are located at the bottom four corners of the CEM so that it may be removed if needed.

Figure 20: CEM Top View: 1. Diesel Oxidation Catalyst (DOC)

2. Selective Catalyst Reduction (SCR)

3. Nitrogen Oxide Sensor Assemblies

4. T emperature and Differential Pressure Sensor Assemblies

Bottom View: 5. Diesel Exhaust Fluid (DEF) Nozzle

6. Exhaust Inlet Diesel Mechanical Maintenance 89

slip is assumed to be taking place. The control system will then cut the amount of DEF being used to reduce the ammonia slip. The control system basically balances the DEF injected to hit the NOx target without ammonia slip.

Dosing Cabinet: The DEF dosing cabinet controls the DEF (Urea) output to the SCR Figure 21: CEM before Installation in through inputs from the engine and the Locomotive CEM. The dosing cabinet is connected by harnesses to the engine control, the The diesel engine exhaust, DEF tank and to the CEM. The dosing one on each side of the CEM, first cabinet also contains the DEF pump flows through the DOC’s and then and the circuit breakers for the pump. through the SCR system. The DOC’s Dosing of the DEF takes place convert NO in the exhaust to NO 2 when the locomotive is placed in and remove as much of the Soluble throttle Notch 2 or higher, or after the Organic Fraction (SOF) as possible locomotive engine has run in less than from the PM. Converting the NO to Notch 2 for a total of six minutes. NO2 is very important as the NO2 is more reactive than NO in the SCR and higher conversion efficiency is possible with minimal amounts of DEF. The reduction of the SOF keeps the PM emissions to a minimum and keeps any “wet” PM from sticking to the face of the SCR. There is no ammonia “clean- up” catalyst after the SCR. The CEM control system is used to minimize the ammonia slip using the fact that Figure 22: Dosing Cabinet ammonia reacts on a NOx sensor and will give a false high NOx level. What happens is the control system will add DEF and watch the SCR outlet NOx emissions drop compared to the inlet NOx. When the DEF injection rate continues to increase, but the NOx sensor shows NOx going up, ammonia 90 Locomotive Maintenance Officers Association

DEF Tank and DEF (Urea): Stainless Steels: Ammonia is required to 304 (S30400) reduce NOx to nitrogen and water. 304L (S30403) Urea (DEF) is a nontoxic source 316 (S31600) of ammonia. The DEF is slightly 316L (S31603) alkaline with a pH of 9.0 to 9.5. To 409 (S40900) assure that the SCR receives a DEF 439 (S43035) that will provide the proper chemical reaction in the SCR, a 32.5% solution Alloys & Metals: dissolved in demineralized water is Chromium Nickel (CrNi) used. Agricultural grade solutions Chromium Nickel Molybdenum cannot be used. If needed, the DEF (CrNiMo) concentration can be measured with a Titanium refractometer. The DEF will also degrade if not Non-Metallic Materials: handled or stored properly. The freeze Polyethylene point of the DEF is 11.3 degrees F. The Polypropylene higher the temperature, the shorter the Polyisobutylene shelf life of the DEF: Teflon (PFA) Polyfluoroethylene (PFE) • Below 77 degrees F: Polyvinylidene Fluoride (PVDF) 18 months Polytetrafluorehylene (PTFE)

• 77 degrees F to 86 degrees F: Materials not compatible with 12 months DEF include aluminum, magnesium, zinc, nickel coatings, silver, carbon • 86 degrees F to 95 degrees F: steel and solders containing any of 6 months these materials. Recommended materials for  95 degrees F: hoses and other non-metallic transfer Test quality before use equipment include:

The DEF is also corrosive and Nitrile Rubber (NBR) DEF tanks on the locomotive and Flouroelastomer (FKM) storage tanks must be constructed Ethylene Propylene DieneMonomer of approved materials. Approved (EPDM) materials are:

Diesel Mechanical Maintenance 91

PHL uses polyethylene totes to The following is the emissions store the DEF. critical parts list and scheduled change-out for the PR30C (emissions The DEF tank is located to the equipment highlighted in “yellow”): rear of the fuel tank on the left side of the locomotive and has a capacity of 250 gallons. Since the locomotive has been in service, PHL typically dispenses one tote (220 gallons) of the DEF into the locomotive once per month. It takes PHL approximately 20 minutes to dispense the 220 gallons of DEF.

Figure 23: Pump System on Urea Tote

Figure 24: Filling DEF Tank on Locomo- tive 92 Locomotive Maintenance Officers Association

Operating Fuel Burned Maintenance Hours Gallons Requirement 5,000 NA Clean DOC & DEF Nozzle; replace in/out NOx sensors 12,000 NA Refurbishment of DOC/SCR (clean and bake, replace defective elements/ substrates as required) 18,000 259,000 Replace electronic injectors with remanufactured injectors 18,000 259,000 Replace valves and cylinder heads with remanufactured cylinder heads and valves 18,000 259,000 Replace turbochargers with remanufactured turbochargers 18,000 259,000 Clean, test and reseal after-coolers 24,000 NA Replace DOC; replace Housing SCR 72,000 1,036,000 Replace pistons 72,000 1,036,000 Replace piston rings

PR30C Operating Experience and will also be changed out at this time Maintenance Experience: with new sensors. The dosing injector To date there have been no major will also be removed and cleaned. The issues with the engine or emissions whole process is estimated to take two systems other than routine inspections. days. An update on the results of this During 2012 the PR30C ran a inspection and maintenance process total of 3,306 hours using 48,347 will be provided at a later date. gallons of fuel. The locomotive used 2,640 gallons of Urea during the same time period, or a ratio of 5.5% Urea to fuel. Current Urea cost is from $2.50 to $3.00 per gallon. At the time that this paper was completed for publication PHL was preparing to perform the 5,000 hour service on the DOC/SCR. This involves removing the side panel off the DOC/SCR and removing the DOC’s for cleaning; the DOC’s are first vacuumed and then blown out with compressed air. The NOx sensors Virtually “EVErything But thE Box TM” Your single link to all undercarriage components for heavy haul service.

Freight Car Parts Locomotive Parts • Friction Castings (ASF & Barber) • AAR Yokes • Locomotive Wheels • Control Springs (ASF & Barber) • Knuckles • Locomotive Roller Bearings • Column Wear Plates (ASF & Barber) • Carrier Basket Springs • Locomotive Springs • Truck Side Frames • New Cushioning Units • New Locomotive Draft Gears (70ton, 100ton, 125ton) • Reconditioned Cushioning Units • Reconditioned Locomotive • Truck Bolsters • Braking Components Draft Gears (70ton, 100ton, 125ton) - Hand Brakes • Locomotive Axles • Constant Contact Side Bearings - Slack Adjusters • Cast Draft Sills (Coal & Grain Cars) - Empty/Load Devices • AAR D-Series Load Coils - Truck Mounted Brakes - Brake Cylinders IONX Asset Monitoring • Low Profile Center Plates - Truck Mounted Brake Rigging • GPS and condition-based tracking • M901E/G Draft Gears • Wear Prevention Components and monitoring • Adapter Steering Pad Systems - Coupler Carriers and Wear Plates (M976) - Brake Beam Guides • Freight Car Axles - Brake Rod and Bracket Protectors • Railway Wheels - Center Bowl Wear Liner • Tapered Roller Bearings - Center Bowl Horizontal Liners - Rear Yoke Support • AAR Couplers © 2012 Amsted Rail Company, Inc.

311 South Wacker | Suite 5300 | Chicago, IL 60606 (312) 922-4501 | AmstedRail.com

660_AR_Virtually_Brake_System_Ad_LMOA.indd 1 3/8/12 10:33 AM 94 Locomotive Maintenance Officers Association

Locomotive Repower: Why Repower and What to Consider

Contributors: Dennis Nott, Northwestern Consulting LL Douglas Berry, MTU, Tognum America Inc Mark Duve, Norfolk Southern Corporation Timothy Standish, Electro Motive Diesel Inc

As locomotive fleets age, there community of repower options and comes a point when an economic what factors to consider to make the decision needs to be made on most economical decisions. what to do with a unit that has reached a point in its life where in What Drives Repowering kind overhaul costs outweigh the There are numerous reasons to benefits. To further complicate these repower and all of them revolve around decisions are emission rules, new economics; SAVING MONEY. technology, and lack of new 4-axle • Availability of certain types of loco- replacement power. An option of motives. breathing new life into these units • Emissions requirements. is to “repower” them with the latest • Fuel economy. engine technology to achieve various • Maintenance. goals of the investment such as fuel • Locomotive fleet consolidation. savings, emissions reduction, lower • Productivity. maintenance cost, etc. Repower can be defined as In today’s locomotive market replacement of an existing engine there can be, in some instances, very with an engine or engines of a little choice for new replacement different configuration that may locomotives unless one is looking include new technology, increase for high horsepower main line or decrease in horsepower, change locomotives. There are very few in the number of cylinders, change choices when it comes to buying in fuel delivery system, or major new, lower horsepower four axle modifications to meet more stringent locomotives and they are expensive. emission levels. The term repower An attractive alternative is to take may also be used generically older four axle locomotives of to include other locomotive low to medium horsepower and improvements besides the engine have them remanufactured. It such as the control system, alternator, would only be logical to assess cab, cooling, etc. The goal of this repowering the remanufactured paper is to educate the locomotive locomotive with a new engine at the Diesel Mechanical Maintenance 95 time of remanufacture instead of depend on the fuel efficiency of the rebuilding the older engine in-kind. engine being replaced versus the fuel The incremental increase cost of efficiency of the new engine and can the new engine, with its likely life range from 15% to 25%. In life cycle cycle cost benefits, may prove to cost analysis of the older locomotive be more economically feasible than versus the repowered locomotive, the rebuilding the older engine during the fuel savings will be the largest cost remanufacture process. factor and will often justify the cost to Emissions are another reason do the repower. to repower older locomotives. As Maintenance of the old a locomotive owner and operator locomotive engine is another factor of a railroad there reasons to be a that often can justify repowering responsible “green” citizen within the locomotive. The old locomotive the community. In addition, if engine is probably not as reliable as the operation is located within an desired with a high out of service emissions non-attainment area there ratio, frequent road failures, leaks is likely to be funding from some or consumes copious amount of oil, local, state or federal sources to and may even require parts that are help defer the cost of the repower. A harder and harder to find. Repowering section later in this paper will cover with a new engine will eliminate all emissions in more detail. the undesirable reliability issues and Fuel economy is an important maintenance aspects of the older factor when making repower engine for a significant period of time. decisions. New engine designs have If repowering is done on a fleet basis, evolved, primarily due to emissions the increased reliability and reduced requirements, where they are much maintenance requirements may lead to more efficient than the older engines fewer locomotives being needed. Life they replace. For example, in the case cycle maintenance cost analysis should of the replacement of an older EMD be performed to determine the actual engine with a new EMD engine you maintenance cost savings. will find that the new engine will If the railroad operates produce the same horsepower with several different models or type of fewer, more efficient, cylinders with locomotives it is often possible to significantly lower fuel consumption. repower all the different models If you replace the older engine with or types of locomotives with the one of the new 4-cycle engine designs same new engine repower package. you will find that the inherent fuel Consolidation to one type of engine savings of the 4-cycle engine coupled will reduce parts inventories and with the design efficiencies that have increase maintenance efficiency. occurred during the emissions era Productivity gains can be will produce significant fuel savings. achieved by multiple avenues with The amount of fuel reduction will a repower on a fleet basis. Often 96 Locomotive Maintenance Officers Association the locomotives being repowered • Caterpillar can receive a new engine of higher • Cummins horsepower that fits in the same • EMD footprint of the old engine. If the • MTU railroad operation uses multiple units on a train, the increased horsepower Each of the manufacturers may result in unit reduction and the listed provide a varied list of savings associated with using fewer available models that range in power locomotives on a train or fewer from 700bhp to 3600bhp for the locomotives in the fleet needed to typical switcher or road switcher perform the service. Even if unit applications. There are higher reduction is not achieved, the higher horsepower models available, but horsepower will lead to increased typical repowers are in the range train speed that could lower crew mentioned above. Each of these costs and improve customer service. manufacturers can provide details on If the repower is coupled with a the specific model required, which complete locomotive remanufacture would include the following: that includes improved tractive effort • Emissions adhesion control unit, a reduction • Fuel Consumption may be achieved as a result of the • Maintenance higher tractive effort. It is important • Performance Curves to include any productivity gains that • Specific Engine Installation Param- can be achieved with a repower into eters any life cycle cost evaluation. • Support Network

Engines Depending on what the railroad When repowering an older is looking for in terms of emissions locomotive the main part of the from the engine an aftertreatment repower is the replacement of the system may need to be installed in original diesel engine with a newer the locomotive during repower. This more modern engine that is more may entail a Diesel Particulate Filter efficient in terms of emissions, fuel (DPF), Diesel Oxidation Catalyst economy and performance. Typically (DOC), a combination of both, a the older locomotives are powered Selective Catalytic Reduction (SCR) with medium speed diesels from system or all of the above. Each EMD, G.E. or Alco. engine manufacturer is responsible Railroads today have options to provide the aftertreatment system as to what engines are available to needed when supplying a particular them when doing a repower. The level of emissions with an emission manufacturers that provide prime certificate. movers today are the following: Depending on the engine manufacturer chosen, there will be Diesel Mechanical Maintenance 97 specific criteria that have to be met Support networks for the engines with the installation to ensure that should also be looked at. the engine operates properly in the • Will the engine manufacturer train repowered locomotive. Cooling the railroad employees to do main- systems will have to be upgraded in tenance and normal repairs on the most cases as newer engines require a engine? split circuit cooling system where the • What is the availability of replace- aftercooling system is separate from ment engines at time of rebuild? the jacket water system as part of the • Is there a good network for replace- emission reduction strategy. This will ment parts and at times trained fac- entail new radiator cores as the newer tory technicians? lower emission engines generate higher heat rejection to the cooling All of the above needs to be systems. Depending on the size of the looked in the decision making process engine, a new or revamped cooling to ensure that the repower is a success hood may be required. and the performance being sought is Most of the new engines today attained. use High Pressure Common Rail fuel injection. These systems require a Alternators much higher level of fuel filtration The repower will also require the due to the close tolerance of the high- replacement of the traction alternator pressure pumps and injectors used. if the new engine is a high-speed Filtration down to 5-10 Microns will (1800rpm) engine. There is a good be needed. In addition the fuel tank list of alternator manufacturers both needs to be thoroughly cleaned out in the US as well as Europe that of any debris or sludge. Depending make high-speed alternators. If the on the particular repower, the fuel repower is replacing an older EMD tank may require an upgrade to a new with a newer EMD engine then the crash worthy tank. existing medium speed alternator Each engine manufacturer or DC generator can either be re- will have a suggested maintenance used, rebuilt or replaced with a new program that will give the maximum or upgraded unit. Manufacturers of performance of the engine alternators for the rail industry are: components throughout the life of • Baylor (national Oil Well) the engine to overhaul. Depending • EMD on the locomotive duty cycle and • GE the particular railroads maintenance • Hitzinger program, either a 92-day or 184-day • Kato cycle can usually be attained. The • Lechmotoren longer 184-day cycle may require • Marathon larger oil or fuel filtration to meet this • Newage requirement. 98 Locomotive Maintenance Officers Association

All of these manufacturers the engine lubrication system for produce quality products. Make their damping effect. These types of sure that the performance of the couplings are not as heat sensitive as alternator meets the requirements of rubber, but require proper analysis in the particular locomotive in regards to order to determine the proper sizing voltage and amperage. Depending on of the springs. Steel spring couplings the amount of amperage it will have can go to engine overhaul and are to produce will determine the size rebuildable at that time. of the rotor in the alternator. Engine manufacturers will have a maximum Auxiliary Drives rear bearing load that has to be When doing a repower, there will adhered to. If this is exceeded then be specific auxiliary drives that will a two bearing alternator will have have to be either renewed, replaced to be specified. When this happens or added. This could range from an the coupling between the engine and air compressor, auxiliary generator, alternator will change from a simple traction motor blower, or other drives flex plate to a more sophisticated specific to a certain locomotive torsional coupling. installation. Depending on the engine Torsional Couplings installed and the various drives that As mentioned above, when a are required, a torsional analysis may torsional coupling has to be used, be needed and needs to include the then a torsional vibration analysis driven components whether they are should be calculated by the engine driven from the front of the engine manufacturer. There are various crankshaft or from an auxiliary coupling manufacturers who offer PTO. In some cases, replacing an variations of rubber couplings to electric driven air compressor with steel spring type couplings. Rubber a mechanically driven compressor couplings will either be a bonded off the engine is a better or more rubber coupling that operates economical solution. All of these in shear mode or a non-bonded possible options need to be taken into rubber coupling that operates consideration and discussed with the in compression. When rubber contractor doing the repower. couplings are used whether in shear or compression, it is important to Control Systems and Other Options take into consideration the operating When repowering a locomotive temperature they will be subjected to there are several choices or options in order to select the proper type of that can be made to improve the rubber or in some cases silicone in locomotive. All of these choices or order to get maximum life out of the options will increase the initial cost coupling.Steel spring couplings use of the repower but through operating either encapsulated oil or oil from or maintenance cost savings can be Bearing Industry Standards Since 1885 At Magnus, we never quit. Bearings have been our obsession since 1885 – and it shows. We continually set new standards for the bearing industry with new patents, specialized casting and machining methods. As a result, you can expect nothing less than innovative engineering with every bearing we cast.

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Magnus Farley Inc. n P.O. Box 1029 Fremont, Nebraska 68026 n www.magnus-farley.com 100 Locomotive Maintenance Officers Association justified with an accurate life cycle control. They will also provide a way cost analysis. Choices or options that to interface with these controls and are often considered during a repower systems to provide alarms and capture are: faults and other troubleshooting • Traction Control Systems information. One major advantage is • Automatic Engine Start/Stop that most of the relays and/or circuit (AESS) board technology in the electrical • Auxiliary Power Units (APU’s) or cabinet will be replaced by the Shore Power microprocessor system leading to • Remanufacture of other compo- better reliability. nents or systems If repowering with an engine from one of the OEM locomotive Traction Control Systems builders, the microprocessor will Traction control systems usually control the engine functions are often added at the time the as well as traction control and other locomotive is repowered to improve systems control. adhesion that reduces wheel slip If repowering with an engine from issues and increases the tractive one of the OEM engine builders, they effort making the locomotive more will provide their own engine control productive. These systems vary microprocessor with the engine but this from add on electronics that only may not or may not necessarily provide improve adhesion to a full blown traction control. With an engine from microprocessors that control other an OEM engine builder an aftermarket systems. Traction control systems microprocessor will interface to provide can be purchased from the OEM engine throttle control; however, some locomotive builders as well as several of the aftermarket microprocessors aftermarket manufacturers. can be adapted to receive information Obviously the systems that only from the OEM engine control system control adhesion will be the less and display it on the aftermarket costly and are the easiest to install microprocessor interface screen. It is as they require the least rewiring. recommended that each manufacturer These systems can be added to the of aftermarket and locomotive OEM locomotive repower in the range of microprocessor systems be consulted to $25,000 to $30,000 per locomotive determine what each of their products installed. will provide over and above the The more complex traction control and decide what fits the microprocessor systems control locomotive being repowered best. more functions than the adhesion The full microprocessor control system such as fan control, alternator system also requires a more costly control, auxiliary generator control, installation process as it requires air compressor control and dynamic removal and replacement of most braking, and in some cases engine of the old relay logic and/or circuit Diesel Mechanical Maintenance 101 board technology and wiring. down again. AESS also keeps the Depending on the degree of control locomotive in a state of readiness; it chosen, there may be a requirement is always warmed up and ready to go. to install current measuring devices Some AESS systems can also and sensors on the operating systems provide other functions such as load on the locomotive. Keep in mind shedding to better protect the battery that any traction control system will charging and reduce the number of also require some method of speed starts/stops or control over APU’s. control measurement system such Adding AESS to the repower can as axle alternators, traction motor bring more fuel savings to the bottom speed probes or radar. Cost for the line; particularly for operations in full microprocessor control system colder climates. can vary from $50,000 to $100,000 depending on what system control Auxiliary Power Units (APU’s) or functions and engine interface are Shore Power required or chosen. Auxiliary Power Units (APU’s) or Shore Power are two add on Automatic Engine Start/Stop systems that that can work with an Automatic Engine Start/Stop will AESS system or by themselves. be an option unless the locomotive APU’s and Shore Power are basically being repowered falls into an ways to protect the engine and Environmental Protection Agency batteries, save fuel, and reduce (EPA) category where the age of the emissions when the locomotive is locomotive and the EPA emissions not being used and the engine is not tier level mandates the installation of running during cold weather. Both AESS (See Section on Emissions). systems usually include on-board AESS is basically an add on pumps that heat and circulate engine system that allows the locomotive cooling water and a system to provide engine to shut down from idle under battery charging; the difference is the certain parameters when not needed power source for each method. to conserve fuel, reduce emissions, APU’s have their own small reduce lube oil consumption and diesel engine that operate at a fuel reduce wear and tear on the engine. consumption rate that is significantly If the parameters such as main less than that of an idling locomotive reservoir air pressure, battery engine. The small diesel engine runs the voltage, ambient temperature, or equipment that heats and recirculates engine water temperature are within the engine cooling water throughout acceptable levels the engine can shut the locomotive wherever the cooling down. When any of the parameters water circulates. In addition, the APU drop below the acceptable level the provides the battery charging to keep engine will restart and run until the the batteries fully charged while the parameter(s) are restored, then shut engine is not running. 102 Locomotive Maintenance Officers Association

Shore Power has the same depends upon the amount of used onboard features and functions as the verses new components and the year APU but instead of being powered by of the repower. EPA regulations a small diesel engine the equipment pertaining to repowers are found is powered by electricity provided in 40CFR1033.640. Table XX is a from a wayside power source like summary of 40CFR1033.640, but those used by boats and ships (hence the table does not include every the term “Shore Power”). The main detail. It is strongly suggested that drawback to shore power is that each railroad or locomotive rebuilder wayside infrastructure for the power review the regulations with its legal source is required wherever the counsel once the work scope for a locomotive is parked. repower is done and the amount of new components are determined. Remanufacture of Other Components or Systems Potentials for Government Funding When a locomotive is repowered Since low horsepower it also an excellent time to totally locomotives are used in low mileage, remanufacture and/or upgrade the rest low duty cycle yard and local service, of the locomotive. One way to look the fuel savings and maintenance at is that the new engine now has a savings may not be enough to justify typical life of 15 to 20 years and the the cost of repowering a locomotive. rest of the locomotive may be worn In certain cities or highly populated out; while reliability of the engine has counties, there might be a source of increased the rest of the locomotive funding through government grants. may be a basket case. The EPA has established National Cost to rebuild or remanufacture Ambient Air Quality Standards can double or triple the cost of the (NAAQS) that sets the limits on repower but essentially the whole pollutants such as carbon dioxide, locomotive will be “New” at the end lead, nitrogen dioxide, ozone, of the process. Due diligence during particulate matter (PM-10 and PM- the life cycle cost analysis will dictate 2.5) and sulfur dioxide. Generally whether or not a total remanufacture is areas of large populations or areas cost effective. where there is a large concentration of industries such as paper mills or power plants do not meet the Emissions Regulations for Repowers NAAQS standards. Those areas that Repowering a locomotive don’t meet the NAAQS standards does not necessarily mean the are known as non-attainment zones. locomotive now meets emissions (See the following table for Non- requirements for new locomotives. Attainment counties.) In most states, The emissions regulations that there are public funding opportunities apply to the repowered locomotive through either the Diesel Emissions Diesel Mechanical Maintenance 103

TABLE XX 40CFR1033.640 PROVISIONS FOR REPOWERED AND REFURBISHED LOCOMOTIVES

% Used Parts* <25% >=25% AND <50% >50% EPA Terminology Freshly Manufac- Remanufactured Remanufactured tured “AND” Refurbished Regulations The manufacture Switch Locomotives: The original date date is changed to • Before 1/1/15 Tier of locomotive is re- the day when the re- 0 locos must meet tained. All regulations manufacture is com- Tier 0 Switch and that are applicable to pleted, which is the Line Haul Stan- the original date of NEW manufacture dards. locomotive manufac- date. All emissions • After 1/1/15 Tier ture are in effect. regulations cor- 3 and all other responding to NEW switch locos must locomotives on the meet Tier 3 Switch NEW manufacture Standards date are applicable. Line Haul: • 3000 HP must meet Freshly Manu- factured (NEW) standards for date of completed refurbishment. • Before 1/1/15<3000 HP, Tier 0 locos must meet Tier 0 Switch and Line Haul Standards. After 1/1/15 NEW loco emissions standards. Generation of emissions cred- its is prohibited. Additional Labeling Secondary locomo- Secondary locomo- None tive label required tive label required stating the locomo- stating the locomotive is refurbished tive is refurbished and certified EPA tier and certified EPA tier. 104 Locomotive Maintenance Officers Association

Reduction Act (DERA) Grant award must comply. There are also program or the Congestion Mitigation reporting requirements in which the and Air Quality Program (CMAQ) grant recipient must report on the that provide grants to repower locomotive hours of operation, fuel locomotives. Generally, these grants used, and estimated emissions. In are awarded through either local additions, since the CMAQ funding Metropolitan Planning Authorities comes from the US Department or through the state environmental of Transportation to the Federal protection agency. Each planning Highway Administration, it is subject authority or state EPA sets their own to all the rules and regulations individual guidelines and policies for governing the FHWA. One of the grant awards depending upon the type strictest rules is the Buy America and amount of emissions reductions. regulations. Most emissions reductions grants for The Buy America Regulations locomotives target nitrogen oxides for FHWA are governed under 23 and particulate matter. CFR 635.410 which states that no A majority of the locomotive more that 0.1% of non US steel or grants are through the CMAQ iron can be used in a project. Further, program. The goal of the grant is clarification from FHWA memos to provide subsidies such that the has revealed that a major iron or locomotive owner will reduce the steel component is a component that amount of emissions to a level that is is 90% or more iron or steel. Since below the emissions regulations. For we now live a global economy it instance, a CMAQ grant can be used is difficult to find an engine that to repower a locomotive to Tier 3, meets the FHWA’s stringent Buy which by law would only be required America Requirements. In fact, there to meet Tier 0+. Most grants cover is no known engine that meets these 70 to 80 percent of the repower costs, requirements. Therefore, to apply for with the locomotive owner matching a one of these grants, a railroad must the rest. However, there are many expect to work with the local agency conditions attached to the grants providing the grant in obtaining a which may not be palatable to most Buy America Waiver. railroads. In pursuing government funding, The CMAQ grant funding one must be very patient as it may usually has several stipulations take a year or more to get awarded a such as the locomotives funded grant and sometimes a year or more must stay in Non-Attainment zone to work through the contract stage. for a minimal amount of time, As in the emissions regulations, usually around 80% for five to ten it is suggested that legal counsel years, which reduces operations be consulted in regards to public flexibility. In addition, there are funding. certain certifications that a grant Diesel Mechanical Maintenance 105

Counties Designated "Nonattainment" for Clean A1r Act's NatiOnal Ambient Alr Qualey Standards (NAAOS) •

• · ~L...--.--./"-- County Destgnated Nonana1nment for 6 NMOS POllutants County Designated Nonatta1nment for 5 NAAQS POllutants County Destgnated Nonatta1nment for 4 NAAQS POllutants County Destgnated Nonatta1nment for 3 NAAQS POllutants County Destgnated Nonatta1nment for 2 NAAOS POllutants County Destgnated Nonatta1nment for 1 NAAQS POllutant

Guam • P1t1and Tangu1sson Count1es are destgnated nonatta1nment for the S02 NAAOS · The Nabonal Amb1ent A1r Quality Standards (NAAOS) are heahh standards for Carbon Monoxide. Lead (1978 and 2008) Nitrogen DIOXIde, 8-hourOzone (1997 and 2006), PartiCUlate Maner (PM-10 and PM-2 5 (1997 and 2006)) and Sulfur DIOxide •• Included 1n the counts are counties deSignated for NAAOS and rev1sed NAAOS pol utants 1-hour Ozone IS excluded Partial count1es those wlh part of the county deSignated nonattainment and part attatnment, are shown as full counttes on the map

The IllinOIS porbon of the St Lou1s, MO-IL 8-hr Ozone muh1-state nonatta1nment area has been redestgnated but the area Is noc considered a matntenance area unt1l both Slates 1n the area are redeSignated All a the counties for th1s area are displayed as betng 1n nonattatnment 106 Locomotive Maintenance Officers Association

What to Repower the repower engine is coming from In theory, any older locomotive the same builder the existing main can be repowered; some are just better generator or alternator will in all than others. likelihood match the RPM of the new Here are some questions that need engine. This makes the repower much to be asked regarding the existing simpler as the new repower engine candidate for repowering: will probably be the same physical • Is the existing locomotive doing the size or smaller than the engine job? removed. It should be mentioned that • Too light; not enough tractive ef- one OEM engine builder does offer fort? a gear reduction package to drive an • Too long; won’t couple on sharp EMD alternator but it will add length curves or rolls rail over? to the engine/alternator package in the • Not enough HP; won’t make track locomotive. speed with tonnage? If the repower engine of choice • What is the condition of the existing is from one of the OEM engine locomotive? builders it will in all likelihood run at • Frame in good shape? a maximum RPM of 1,800 RPM and • Cab and car body in good shape? a new main alternator will be required • Are the other systems on the lo- (except as noted above). The 1,800 comotive not being replaced as a RPM alternators are typically longer result of the repower in good con- than existing locomotive OEM main dition? generators and main alternators but • Are parts available for the next 15 or the engines are typically smaller than 20 years for the portion of the loco- the engines removed. motive not repowered? Also, most engines and alternator packages using the OEM engine If there are no issues with the builder’s products have the engine and above questions then the locomotive main alternator mounted on an isolated could be a candidate for repowering; skid and the skid is mounted to the however, more due diligence is locomotive frame. The traction motor required to determine what repower blower is also generally mounted to engine package the locomotive could the front of the skid and driven though be repowered with. by the engine crankshaft through the When investigating what engines main alternator. The overall length are available probably one of the most of the new engine/main alternator/ important aspects one must keep in blower skid package can be longer mind is that the main generator or than the engine/main generator or alternator must be matched to the main alternator package removed. The engine of choice. If the locomotive main consideration is that after the old is one that has been manufactured engine and alternator is removed there by one of the locomotive OEM’s and is adequate room to install the new Diesel Mechanical Maintenance 107 engine/alternator/blower skid package engine accessory drive can be geared in the area where the old engine was to operate at the proper RPM or it removed. can be shaft driven off the crankshaft. Another consideration will be the If driven off the engine crankshaft engine cooling package. Is the existing it would be recommended that the cooling system adequate for the new auxiliary generator be of the 18kW repower engine? As new engines have AC type known as a “Super Aux” been developed to meet emissions so that it will operate properly at the requirements the need for more 600 RPM idle rating of most OEM cooling capacity has arisen. This can engine manufacture’s engines. Air be in the form of more engine jacket compressors will probably be required water cooling or the requirement to to be electric motor driven. provide additional cooling for after- In conclusion, there are several coolers with split cooling systems. In issues that need to be considered some cases the increase in the size of when deciding to repower an existing the radiators has also driven the need locomotive and all are space/ for additional cooling fans. The issue packaging driven. It will probably be to be aware of here is that the repower easier to repower EMD GP and SD engine choice will require adequate type locomotives or GE U or dash cooling and there may be a need for 7 locomotives as there is usually additional room on the locomotive adequate room to make choices. to provide additional radiator or fan Switchers will probably be more capacity. difficult to repower especially the The choice of the repower engine older EMD SW series; the EMD MP will also drive how the locomotive series will be less difficult to repower. receives its companion alternator power, the auxiliary generator and air Current Experience compressor power. Again these issues There have been approximately are more easily addressed if the new 475 “repowers” to date of which repower engine is provided by the around 350 would fall into the OEM locomotive builder that built the multiple engine genset category and locomotive originally. the rest (125) into the single engine If an engine from one of the repower category. Experience and OEM engine builders is chosen then reasoning for repowers vary by consideration must be made for how railroad. Emission reductions and the companion, auxiliary generator grant funding drove early adoption and air compressor are driven. In most of genset locomotives. Recent engine cases the companion alternator can be and emissions technology gains for combined with the main alternator at larger diesel engines have closed the expense of making a longer skid that gap. The type of service that the package. The auxiliary generator can repowered locomotive is used in also be driven off an engine PTO if the contributes to its success and certain 108 Locomotive Maintenance Officers Association models may find a better niche than made in the latest gensets since others for example is it for yard work original introduction but do take more or for road switching? skill in to troubleshoot or repair. As stated in the beginning, there are many reasons for repowering Conclusion and often have one main driving There are many factors to factor with other minor factors. consider when deciding on whether For example, one railroad’s main or not to repower locomotives and factor was fuel efficiency along unfortunately no simple answers. This with simplicity of maintenance. hopefully gives a good basis to start Fuel efficiency was the same with the analysis. Each railroad will have another railroad along with fleet to assign weighting factors to the standardization. Yet another railroad’s importance of each of the items along decision was to just rebuild in kind with associated costs and decide based on some repower experience what repower decision is the most and cost models, especially if no economical. funding is available. Another railroad found that improvements have been ''Discover The Locomotive Engine ·aa''ilJ~ft ~~~~lfti~li~f" Railways worldwide are B.,, I J, :1 .,,, lllflfltJ using MIBA Bearings In their EMD, G.E. and ALCO Engines. They depend on MIBA for continuous research and development and for MIBA's manufacturing quality assurance systems to provide the added service life that the railways want for their engines. CALL OR FAX YOUR REQUIREMENTS TO US TODAY! Ultimate Performance and Durability Miba Bearings U.S. 5037 N. State Rt. 60 McConnelsville, Ohio 43756

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21st Century Locomotive Truck and Bogie Related Improvements

Presented by: Tom Casper Vice President of Sales and Marketing, Hadady Corporation & Casey Shepherd Chief Mechanical Officer, Arkansas & Missouri Railroad

Introduction 5) Passenger Service Applications The use of polymer material as a 6) Locomotive Applications replacement for hardened steel, brass, 7) FAQ’s and other bearing materials, has increased over the past several years Design and its use has yielded very positive When designing a polymer com- and successful results. Our goal in ponent for replacing traditional ma- this paper is to summarize the benefits terials, an established procedure is and provide clarification on the use of observed that takes into account the nylon-plastic bushings as a beneficial following considerations: replacement to steel when applied to 1) The housing and pin size – The run- locomotive brake rigging and related ning clearances are calculated using wear components. this data. The material used is basically ny- 2) Load capability of the material – lon and the accepted supplier is a com- The working loads are calculated for pany specializing in the manufacture of each application. polymer components. Other polymers 3) Proximity to a heat source – The could be used but there are a vast num- maximum operating temperature of ber available with varying properties. the polymer is not exceeded even in Careful selection and testing of alterna- extreme conditions. tives is required if problems are to be 4) Moisture absorption – The maxi- avoided. mum growth dimensions of the polymer do not impede the running Polymer Bushings in Rail clearances for the design under all Applications possible in-service moisture condi- 1) Design and Benefits tions. 2) Fitting Practice 5) Fire performance – The ability of 3) Test Data the material to self extinguish and 4) Transit and Light Rail Applica- not emit toxic fumes. tions 6) Environment – The in-service con- Diesel Mechanical Maintenance 111

ditions to be assessed, including the Excessive force usually indicates a possible interference of adjacent problem. Bushings should be in- mechanisms. stalled using a soft-faced mallet and a block of wood. Note: Use of a Benefits steel hammer is not permitted. 1) Reduction in wear resulting in in- 4) Once the bushing is fitted into the creased performance by up to 5 housing, inspect to insure the bush- times when compared to steel bushing cannot be moved by hand. If ings. the bushing can be moved by hand, 2) Longer life for bushings and pins remove and re-check the housing di- coupled with consistent friction, ameter. stiffness, and wear characteristics. 5) After fitting the pin, inspect for suf- 3) No alignment difficulties when as- ficient clearance to enable free rota- sembling. tion. No binding or tight spots are 4) Improved likelihood of housing rec- permitted. lamation. 6) The polymer is not as tolerant to 5) Quick and easy application and re- heat as steel and care should be used moval. particularly if welding in close prox- 6) Lower material costs. imity to the material. 7) System wide reduction and potential 7) The polymer has the advantage of elimination of brake head and slack different color options. In general, adjuster seizures. yellow has been used for standard size components and blue for over- Fitting Practice size. There is no difference in the The following is a list of important performance between the two mate- requirements during the fitting of poly- rials since they are exactly the same mer material: grade. 8) The material used is compatible 1) The tolerance limits on the housing with most grades of lubrication. In and pins are in most cases no differ- some applications, lubrication is ent to the previous limits. However, recommended at the overhaul stage it is important that they are adhered while in others it is not required. to. Gauges are recommended in all Reference should be made to the cases to insure all housing and pin overhaul procedures. dimensions are within the tolerance band stated on the relevant drawing. 2) Before fitting polymer bushings, the housing and pins should be clean and free of grease, corrosion deposits, paint, burrs, and debris. 3) The use of excessive force to install the polymer bushing is not required. 112 Locomotive Maintenance Officers Association

BNSF Test Results on SD70MAC Locomotive Trucks, (1,000,000 Miles in Service at Inspection)

Brake Head Assembly Pin with 1,000,000 miles of service (SD70)MAC

Qty Loc Bushing Bush ID Pin Pin Pin Bushing Item # I.D. NEW At Dia. NEW Dia. min Dia. max Inspection 3 year test 8032159 (24) 1 1.127/1.125 1.150 1.111/1.107 Slack Adj 2 1.169 1.045 1.045 3 1.147 1.03 1.03 4 1.142 8052334 8 1.127/1.125 1.111/1.107 Not Measured HB 2 1.125 LL 8052336 16 1.252/1.250 1.236/1.232 Not Measured HB 2 1.265 8059991 4 1.377/1.375 1.361/1.357 LD 3 1.374 1.36 1.359 8065520 13 1.127/1.125 1.111/1.107 Not Measured HB 5 1.128 LL 4 1.152 LD 4 1.144 8147661 1 1.502/1.50 1.486/1.482 Not Measured HB 3 1.513 8197960 4 1.252/1.250 1.235/1.231 LD 1/2 2 1.258 1.2335 1.232 LD 2/2 2 1.259 8336929 16 1.377/1.375 1.361/1.357 Not Measured Hanger 1/2 3 1.390 Hanger 2/2 3 1.392 40023405 16 1.817/1.814 1.800/1.796 Hanger 1/2 2 1.824 1.796 1.797 Hanger 2/2 2 1.825 40026004 8 1.817/1.814 1.800/1.796 LL 3 1.880 1.7955 1.1745 Diesel Mechanical Maintenance 113

The test data above reflects inspec- tests…virtually no wear on the pins tion measurements taken during disas- and bushings. The minimal wear con- sembly and re-assembly of SD 70 radi- ditions will result in longer life and less al trucks in Alliance, NE. At teardown, maintenance between brake rigging the trucks had nearly 1 million miles of overhauls. service since the initial plastic bushing application. The data and measurements taken are consistent with other

Canadian Pacific Railway Test Data on GP Locomotives with Clasp Brakes

Push Rod 114 Locomotive Maintenance Officers Association

Unit # CP3071 Mileage from Dec 1997 to Dec. 2000 for Polymer Bushing Test 72,746 Miles

NOMINAL BUSHING SIZES

ID DESCRIPTION OD GM CAR TYPE CARS BUSH BUSH BUSH PART # DIMENS LENGTH PIN DIAM HOUSING CBT REF#

695 8160207 4 16 A 1.750 2.115 1.000 2.110 1.750 Outside Brake Lever Measured 1.750 N/A N/A 2.097 1.750 Top Left Bush Measured 1.748 2.110 1.746 Measured 1.746 2.098 1.749 Measured 1.747 Average 1.747 2.101 1.748

695 8160207 4 16 A 1.750 2.115 1.000 2.110 1.750 Outside Brake Lever Measured 1.746 N/A N/A 2.100 1.746 Top Left Bush Measured 1.748 2.095 1.749 Measured 1.744 Average 1.746 2.0975 1.748

695 8160207 4 16 A 1.750 2.115 1.000 2.110 1.750 Outside Brake Lever Measured 1.749 N/A N/A to spec. 1.746 Top Right Bush Measured 1.751 1.753 Measured 1.752 1.749 Measured 1.752 Average 1.751 2.110 1.749

695 8160207 4 16 A 1.750 2.115 1.000 2.110 1.750 Outside Brake Lever Measured 1.753 N/A N/A to spec. 1.746 Top Right Bush Measured 1.753 1.753 Measured 1.755 1.749 Measured 1.755 Average 1.754 2.110 1.749

696 8065516 4 16 A 1.750 2.115 2.000 2.110 1.750 Outside Brake Lever Measured 1.738 N/A N/A 2.100 N/A Centre Left Bush Measured 1.742 2.095 Measured 1.742 Measured 1.740 Average 1.741 2.098 1.750

696 8065516 4 16 A 1.750 2.115 2.000 2.110 1.750 Outside Brake Lever Measured 1.739 N/A N/A 2.100 N/A Centre Left Bush Measured 1.739 2.095 Measured Measured Average 1.739 2.098 1.750

696 8065516 4 16 A 1.750 2.115 2.000 2.110 1.750 Outside Brake Lever Measured 1.746 N/A N/A 2.100 N/A Centre Right Bush Measured 1.747 2.095 Measured 1.746 Measured 1.746 Average 1.746 2.098 1.750

Diesel Mechanical Maintenance 115

696 8065516 4 16 A 1.750 2.115 2.000 2.110 1.750 Outside Brake Lever Measured 1.754 N/A N/A to spec. N/A Centre Right Bush Measured 1.759 Measured 1.752 Measured 1.754 Average 1.754 1.750

691 8160740 8 32 A 1.750 2.254 1.250 2.250 1.750 Outside Brake Lever Measured 1.754 N/A N/A N/A N/A Bottom Right Bush Measured 1.756 Measured 1.759 Measured 1.755 Average 1.756

691 8160740 8 32 A 1.750 2.254 1.250 2.250 1.750 Outside Brake Lever Measured 1.750 N/A N/A N/A N/A Bottom Right Bush Measured 1.755 Measured 1.754 Measured 1.755 Average 1.754

707 8157944 8 32 A 1.747 3.110 1.937 3.105 Bush, type "A" Measured 1.799 3.114 1.937 Bushing, Brake head Measured 1.804 3.113 1.937 Measured 1.802 3.111 Measured 1.801 Average 1.815 3.113 1.937

699 8107553 10 40 A 3.125 3.625 1.093 3.620 Bushing, Brake head Measured 3.121 Measured 3.119 Measured 3.123 Measured Average 3.121

699 8107553 10 40 A 3.125 3.625 1.093 3.620 Bushing, Brake head Measured 3.102 Measured 3.099 Measured 3.101 Measured Average 3.100 116 Locomotive Maintenance Officers Association

The test data above reflects Other Ongoing In-Service Tests measurements taken after 3 years of 1) CN Railway – Two SD 70 Loco- switching service for GP clasp locomotives in service since 2004; no motives owned by the Canadian Pa- reported problems. Plastic bushings cific Railway. The data again reflects were applied at time of truck over- minimal wear and tear on pins and haul by Progress Rail. bushings in a less than advantageous 2) Republic Locomotive – Slack Ad- type of service in extreme weather justers and Rigging used for 2 axle conditions. The comments by me- switching locomotive. chanical personnel at teardown should 3) Miscellaneous levers and truck not be ignored. They were simply frame bushings for various shortline “amazed” at how easily the rigging and other class I railroads currently came apart…without heating with a still in service. torch and beating with a mallet. 4) Canadian Pacific specifies 100% of truck overhauls require plastic bushings…ongoing in service.

Complete Brake Head Assembly (GP38-2) Diesel Mechanical Maintenance 117

Locating the bushes was tough due to The latch bushing on the left used the dirt and brake dust on the rig- to be steel and has been replaced with gings. This was a CP tear down plastic due to seizers. Problem resolved where the rigging came apart easily. with a polymer bushing. Coupler Bush- 5) Arkansas & Missouri Alco Loco- ing on the right was bronze and was motive Brake Rigging and Truck replaced due to premature wear. Both Frame…ongoing in service. parts have shown great improvement to 6) Light Rail and Transit Applications the long-term performance of the ap- with Siemens, Bombardier, and plications. multiple transit authorities…Cal- 7) Light Rail and Transit Appli- gary, Montreal, Edmonton, Toronto cations include coupler/latch bushings, (TTC), Skytrain, Sacramento, and RACO hydraulic brake cylinder rods, Denver Transit. knuckle bushings, brake rigging and brake scrubbers, suspension bushings, vertical and horizontal wear liners, center plate liners, and wear rings, center pivot liners, and brake actuators.

118 Locomotive Maintenance Officers Association

Bottom Right picture shows the location of the suspension bushings used by Montreal Transit for the last 15 years. The other photos show different hydraulic brake applications with Poly- mer bushings installed.

Replaced bushing at the end of the hydraulic cylinder with a Polymer (Devlon A153/S) bushing. The existing steel bushing was failing due to excessive vibration when the wheel scrubber was activated. The new plastic bushing eliminated the failure from vibration due to the elastic nature of the bushing. Diesel Mechanical Maintenance 119

8) All Light Rail Plastic Applica- Cal Train specified their entire fleet with tions have been approved by the each these parts while Alstom performed the transit authority to replace the steel on installation of the parts. steel application.

These are the old style horizontal wear pads with significant wear and corrosion.

Theses photos show existing Bronze and steel parts for a light rail application. The bowl at the top of the left picture is filled with oil and the lower part is flipped over and sits in the top bowl. On the underside of the part is a The above (Devlon S grade) Poly- wear pad that slides against the car. mer parts are the replacements for the old The blue (Devlon S grade) parts style vertical and horizontal parts. Bush- replace the part at top left. The Red ing used to be split in 2, which made for (Devlon Devlube) parts replace the a very difficult installation. New Bushing wear pad that is not shown. We are is press fit into the housing. Disk is about researching a one-piece part to reduce 2 feet in Diameter. Bushing is 9”-10”. installation labor. 120 Locomotive Maintenance Officers Association

FAQ’s 7. Are the polymer bushings compatible 1. What are the operating temperature with known aggressive fluids typical limitations? Minus 60 degrees F to for the rail industry, such as effluent, plus 300 degrees F. washing solutions, etc.? Yes. 2. What type of grease should be used? 8. Under prolonged braking or drag- There are no known greases used in ging brakes, is there any breakdown rail application that will have a detri- of the polymer bushing? Test results mental effect on the polymer. Min- have proven that typical loads of eral based high melt point greases are over 3,400 pounds simulated during recommended. Most manufacturers the dragging brake conditions over a and re-furbishers specify Lithium 60-minute period and elevated tem- based, calcium based with graphite, perature of 350 degrees F, resulted or MOS2 anti-seize compounds. in no deterioration of the polymer 3. Does the polymer absorb moisture bushings when used in a brake shoe and if so, what effect will this have block holder. on brake performance? Yes. The 9. Is there any requirement for chang- hygroscopic effect is known and es to standard pins to operate with any small dimensional change as a polymer bushings? No, maintain result of this is catered to in the run- the same pin criteria and specifica- ning clearances determined when tion as originally and currently used engineering the bushings prior to with steel bushings. manufacturing. 10. Is the polymer bushing also used 4. Will there be any detrimental effect on freight cars? Yes, we have con- on the polymer bushings as a direct centrated on passenger vehicle and result of corrosion or contamination freight locomotives due to the more by brake dust? No. severe acceptance criteria. Polymer 5. How are the polymer bushings re- is widely used on freight cars. tained in their housings? The interference fit determined by engi- Conclusions neering is sufficient. No additional The advantages of polymer (plas- retention methods, such as keeper tic) bushings are significant enough to plates or adhesives, are required. bring the message to the forefront of our 6. Are the polymer bushings directly industry. Millions of dollars are spent interchangeable with the original maintaining and overhauling locomo- hardened steel bushings? Yes, pro- tive trucks every year. With the data pre- viding the housing condition is still sented, we believe implementing a plas- within the originally supplied toler- tic for steel bushing alternative should ance range. If the housing is worn, be considered in many applications, in- an oversized polymer bushing can cluding locomotive brake rigging. The be supplied and colored differently results we’ve summarized merit further for easy identification. testing, research, and approval by mechanical experts in our industry. TreadGuard® Brake Shoes cover a lot of ground.

LOCOMOTIVE TREADGUARD® BRAKE SHOES

16 Month Field Test Results

Out of Service Time—Reduced 54%

High Impact Frequency (>90 kips) - Reduced 36%

Wheelset Turnings—Reduced 58%

BENEFITS: • Reduces Wheel Set Turnings • Reduces Out of Service Time • Reduces High Impact Frequencies • Prolong Life Cycle of Wheels • Reduces Wheel Set Inventories • Increased Shoe Life • Direct Replacement for Standard High Friction Locomotive Brake Shoes

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Report on the Committee on Fuel, Lubricants and Environmental September 30, 2013 at 3:30 PM

Chairman Dwight Beebe Vice President Temple Engineering Liberty, MO Vice Chairman Mike Maddox Tech Support Industrial Specialty Chemical Harvey, IL

Commitee Members D. Bills Vice President Red Giant Oils Council Bluffs, IA E. Davis RR & Spcl Sales Asst. American Refining Group Bradford, PA B. Dittmeier Customer Tech Service Afton Chemical Richmond, VA R. Dunn Consultant CN Pierrefonds, Quebec B. Fischer Customer Tech Service Afton Chemical Richmond, VA S. Fritz, P.E. Mgr-Medium Speed Diesel Engines Southwest Research Institute San Antonio, TX T. Gallagher Global RR Technical Liaison Chevron Oronite Commerce, MI J. George R&D Director Camfil-Farr Laval, Quebec F. Girshick Technologist Infineum USA, L.P. Linden, NJ L. Haley Chief Chemist Norfolk Southern Chattanooga, TN J. Hasterlo Mgr-Mechanical Engineer-Facility Union Pacific RR Omaha, NE and Equipment W. Huysman Oil Analysis and Business Mgr Trico Corp Cleveland, OH S. Koshy Mechanical Engineer Amtrak Wilmington, DE N. Kuzhiyil Sr. Lube & Fuel Technician GE Transportation Erie, PA G. Lau Senior Reliability Specialist Canadian National Edmonton, Alberta D. Mattey Key Account Manager Alfa Laval Inc. Hermitage, PA D. McAndrew Dennis McAndrew, Inc. Waterford, PA J. McDonald Off. Of Transportation & Air Quality EPA Ann Arbor, MI D. Meyerkord Senior Project Engineer Electro Motive Diesels Inc. LaGrange, IL C. Ruch Engineer II-Special Projects BNSF Topeka, KS T. Savage Business & Lab Manager ALS Laboratory Group Kansas City, KS M. Stanfill Dir-Environmental Engrg & BNSF Topeka, KS Program Development W. Strickland Mgr-Test & Lab Services CSX Transportation Jacksonville, FL J. Timar Technical Team Leader Oronite Richmond, CA D. Tuttle Mgr-RR&Marine Sales American Refining Atlanta, GA K. Wazney Chemist/Testing Specialist Canadian Pacific Winnipeg, Manitoba P. Whallon Director-RR Sales Clark Filter Co Lancaster, PA V. Wiszniewski Researcher Exxon Mobil Research & Engineering Paulsboro, NY F uel, Lubricants and Environmental 123

Personal History

Dwight Beebe

Dwight Beebe is Vice President He received a Bronze Star for his work of Temple Engineering, Inc. He has planning transportation for the surge worked in the railroad industry for while serving in Iraq. He is a mem- over 15 years. First he was manager ber of ASTM International and the for TSL Inc. (originally the Frisco American Society of Civil Engineers. Railroad Laboratory) which provided He holds a BS in Chemistry from Mis- a variety of testing for the rail industry. souri State University. Later he worked for Nalco Chemical Dwight resides in Liberty, MO Company as the Account Representa- with his wife. They have seven chil- tive for railroads in the Midwest. In dren and 3 grandchildren. He is a 2003, he started Temple Engineering, member of the Liberty Chamber of Inc. with his wife Michelle. Temple Commerce. He is also active in the provides fine chemicals and service to Boy Scouts of America and is the the transportation and manufacturing chairman of the Liberty Emergency industries. Preparedness Fair. Dwight is a retired Lieutenant Colonel of the U.S. Army Reserves. 124 Locomotive Maintenance Officers Association

The Fuel, Lubricants and Environmental Committee would like to thank American Refining Group for hosting the committee meeting in Atlanta, Georgia on February 6, 7, and 8, 2013.

The committee also conducted a number of online meetings throughout the season which were graciously sponsored by Oronite Corporation. When it comes to protecting railroad diesel engines, nothing performs like EcoPower® from Safety-Kleen ®. Its specially engineered zinc-free formulation exceeds the toughest North American standards. And it’s approved and used by OEM’s and Class 1’s. But EcoPower doesn’t stop there. Because it’s recycled and refined from reclaimed oil, EcoPower requires 85% less energy to produce than oil made from crude. And that’s the kind of protection we can all benefit from. Contact Tom Pyziak at 847.358.2035 or [email protected]. A CHANGE FOR THE BETTER.

ecopoweroil.com 126 Locomotive Maintenance Officers Association

Railroad’s Changing Fuel Supply: Diesel No. 2 (high-sulfur, low-sulfur, and ultra-low sulfur), Biodiesel, Fischer-Tropsch, and Blends

Prepared by: Dennis W. McAndrew, Dennis W. McAndrew, Inc. Corey Ruch, BNSF Railway

For over three decades, diesel fuel supplies to the railroads were with fuels that met the ASTM D975 Diesel No. 2 Fuel Specification. However, within the last decade there has been a desire by some to use renewable fuels such as biodiesel blends as locomotive fuels. Because of the potential future use of more biodiesel blends, and the potential use of higher concentrations of biodiesel blends, and some uncertainty with engine performance and reliability, and fuel quality consistency, a survey questionnaire was distributed to members of the Locomotive Maintenance Officers Association (LMOA) Fuel Lubricants and Environmental (FL&E) committee railroad members. This survey was an attempt to understand the current biodiesel blend supply variations, extrapolate a likely future use of biodiesel blends, and how the increasing varying fuel supplies are or are not contributing to fuel related issues. The returned questionnaires showed there are biodiesel blends being used inconsistently at several locations, with varying concentrations, and with some issues being reported. There are unique chemical and physical properties present that are different between diesel fuels (petroleum) and biodiesel (fatty acid methyl ester, FAME), those differences must be understood in terms of operational and performance differences of both wayside systems and the locomotive systems. F uel, Lubricants and Environmental 127

INTRODUCTION: matic content reduction as well. The For over three decades, diesel fu- reduction in fuel sulfur content, which els supplied to the railroads were with can be achieved with different refining fuels that met the ASTM International processes, resulted in not only a sul- D975 Diesel No. 2 Fuel Specification fur reduction but changes to some of for Diesel Fuel Oils. The fuels were the fuels’ basic chemical and physical required not only to meet the sulfur properties. 5000 ppm maximum requirement, but In addition to the basic fuel proper- to meet all the additional requirements ties changes, from the refining process found in the ASTM D 975 diesel fuel changes, there has been an introduc- specification, and any additional re- tion of renewable or alternative fuels quirements the railroads imposed such as: biodiesel blends of varying above the ASTM specification. That is concentrations, Fischer Tropsch fuels, to say, in addition to meeting the sul- and possible other alternative blended fur requirement, the other specified fu- fuels into the railroads’ fuel systems. el’s chemical and physical properties The changing basic fuel composition, were to be within the specification. along with the increasing use of alter- One of the locomotive Original Equip- native fuels, resulted in an increase in ment Manufacturers’ (OEM) historical the variability of the fuel supply. As a analytical fuel test data base, spanning consequence, when fuel issues arise, over thirty years, supports the above the primary cause can become more statement in that the fuel supply to difficult to determine and to implement their facility consistently met the spec- corrective response. ification with little variation in the fuel supply. Furthermore, with the government, On the occasion fuel related prob- commercial, and private desire to use lems arose, the general high-quality renewable fuels, and reduce the vol- and consistency of the fuel supply re- ume of imported crude oil, there could duced some of the complications in the be an increasing use of biodiesel blends analytical evaluation of the fuel to find in the railroad industry. Because of the the root cause of the problems. potential future use of more blended However, in the mid-2000s, the fuels, and the potential use of higher predictable consistencies in the fu- concentrations of biodiesel blends, and els’ chemical and physical properties some uncertainty with engine perfor- started to show some regional varia- mance and reliability, and fuel quality tion in several fuel properties. In part, consistency, a survey questionnaire was it was driven by the US Environmental distributed to members of the Locomo- Protection Agency (US EPA)1 requir- tive Maintenance Officers Association ing the reduction of the fuels’ sulfur (LMOA) Fuel Lubricants and Envi- concentration, and the California Air ronmental (FL&E) committee railroad Resource Board (CARB) requirements members. This was to gain insight on for not only sulfur reduction but an aro- the current state of biodiesel blends in 128 Locomotive Maintenance Officers Association the railroad industry, with the goal to 1. Number of locations using biodiesel understand the current biodiesel blends 2. For how long has biodiesel been use, concentration variations, and how used the increasing varying fuel supplies are 3. Concentration of biodiesel, for ex- or are not contributing to fuel related is- ample B0 to B5 at those locations sues, and extrapolate a likely future use 4. Is supply consistent, i.e., always tar- of biodiesel blends. get a BX with an deviation from BX of some ± FUEL SURVEY 5. Quality checking of the fuel, i.e., QUESTIONNAIRE: testing to verify that both the bio- The fuel survey questionnaire was diesel and diesel fuel meets specifi- distributed January 2013 to US and Ca- cation nadian railroads. There were a total of 6. Supply: 3 railroads answering all or part of the a. Delivered fuel is pre blended as survey in January 2013. The written a component in the general diesel responses were from two US railroads, fuel supply as B0 to B5 and one Canadian railroad. In addition, b. B100 is delivered to the railroads’ two US railroads provided verbal com- storage tanks, and the railroad ments/information. In late March ad- blends the biodiesel into the main ditional input was received from one of fuel to make a B0 to B5 the railroads LMOA Diesel Mechani- c. B20 or some other concentrations cal committee member via. e-mail to is delivered to the railroads’ stor- the FL&E committee chairperson with age tanks, and the railroad blends information on their experience with the biodiesel into the main fuel biodiesel fuels. That additional infor- tanks to make a B0 to B5 mation is included after the fuel ques- 7. Methods of blending tionnaire comment section. The sur- a. Splash blended vey questions were as follows: b. Metered pipe flow mixing 8. Any known pre or post storage tank A. Is the use of biodiesel fuel consid- filter plugging, or shorter useful fil- ered confidential and you cannot ter life share any specific information? 9. Storage tanks, pumps, valves, me- a. If confidential, could you share ters corrosion issues general information? 10. Storage tank increase in sludge 11. Storage tank clean up B. If the use of biodiesel fuel is not 12. Any known increase in systems considered confidential, please help leaks, i.e., failure of seals found in and provide the committee the re- the pumps, meters, valves, others quested information. F uel, Lubricants and Environmental 129

13. Locomotives issues FUEL SURVEY 14. The railroad is using some bio- QUESTIONNAIRE RESULTS: diesel, but the location and con- Note: --denotes no response centration is not accurately tracked (R1=Railroad 1, R2=Railroad 2, or recorded R3=Railroad 3) 15 No known problems with biodiesel use 1. Number of locations using biodiesel a. No known problems, but it is not a. R1, 3 locations 2012 into winter tracked 2013, by June 2013 7 locations b. No known problems and the use b. R2, difficult to know with some is tracked level of certainty 16. Known problems with biodiesel c. R3, increasing from 2009 to pres- a. What is the problem/issue ent, see figure 1 and 2 17. Comments 2. For how long have biodiesel been used All of the survey responses that a. R1, since the summer of 2012 were received are reported as received b. R2, since 2011 in the following section. In addition to c. R3, The earliest sample, we have the written responses, railroad 3 pro- from records dating back to 2006, vided graphs and photos. was a biodiesel sample in No- vember 2009 3. Concentration of biodiesel, B0 to B5 at those locations a. R1, meticulous records are maintained on the volume of biodiesel consumed at the locations receiving purchased biodiesel b. R2, B5 c. R3, concentration of biodiesel received over time, 13 locations across the system. The biodiesel level is clearly not consistent over time, see figure 3 4. Is supply consistent, i.e., always target a BX with an deviation from BX of some +_ a. R1, yes b. R2, B11 is mixed with ULSD in the fixed tank or locomotive c. R3, biodiesel is not consistent in either content % or time delivery 130 Locomotive Maintenance Officers Association

5. Quality checking of the fuel, i.e., b. B100 is delivered to the railroad’s testing to verify that both the bio- storage tank, and the railroad diesel and diesel fuel meets specifi- blends the biodiesel into the main cation fuel to make a B0 to B5 a. R1, yes i. R1, --- b. R2, fuel from storage tanks is rou- ii. R2, -- tinely tested iii R3, do not take delivery of c. R3, complete testing in house. any B100 that I am aware of Common tests are as follows: Vi- c. B20 or some other concentrations sual Analysis/Rating, API Grav- is delivered to the railroad’s stor- ity, Thermal Stability, Biodiesel age tank, and the railroad blends (from known biodiesel locations the biodiesel into the main fuel to as well as random samples), Sul- make a B0 to B5 fur analysis (3 month intervals). i. R1, --- Lubricity / wear scar testing and ii. R2, B11 cetane analysis are performed iii R3, Chicago area, we take on select samples. Water and delivery of B2 and B11 tank sediment are tested if sample is trucks. This fuel is then noted to have visual particulates ‘splash blended’ in our main or cloudiness. Winter testing in- tanks to a B5 concentration cludes Cloud Point, Pour Point 7. Method of blending; splash blend- analysis, a proprietary Cold Soak ing, metered blending in pipes Filter Plugging Test (CSFPT) if a. R1, metered pipe flow biodiesel is present (and on ran- b. R2, splashed blended dom samples from across the sys- c. R3, B2 and B11 are splashed tem). Additional testing may be blended at 2 locations performed at any time. 8. Any known pre or post storage tank 6. Supply: filter plugging, or shorter useful fil- a. Delivered fuel is pre blended as ter life a component in the general diesel a. R1, First response: No issue en- fuel supply as B0 to B5 countered as we are using it in i. R1, as B5 summer months only. Update, ii. R2, -- June 2013 added 4 more locations iii R3, This is our main method for a total of 7. Three locations of delivery at most locations had major contamination with water and microorganisms resulting in problems b. R2, --

F uel, Lubricants and Environmental 131 c. R3, winter 11/12 incident in Chicago. c. R3, again, we make no quanti- 2013, a 2nd incident with a different tative measure of this. For the biodiesel contaminant appears to monthly sample, each tank lo- have been caught by in-house test- cation is instructed to drain the ing at an early enough stage to be sediment / water / rag layer / until dealt with, see figures 4, 5, 6, and 7 clear and bright fuel is flowing, 9. Storage tanks, pumps, valves, me- then obtain a quart sample of this ters, corrosion issues clear fuel for lab analysis a. R1, haven’t seen anything yet 11. Storage tank clean up b. R2, -- a. R1, haven’t done anything yet c. R3, this would be very hard to pin b. R2, -- down as we do not perform any c. R3, this was considered for our quantitative assessment of corro- Chicago area fuel tanks after the sion, and generally have no equiv- plugging incident of 2011/2012. alent ‘control’ group which to However, sampling revealed the make comparisons. Additionally, tank bottoms to be clean enough sulfur content has been phased for continued use. Once the bulk out as biodiesel has been phased of the crystalized material was in which ‘clouds’ the picture. If trapped with at least 3 extra fuel a component were to fail due to filter changes, the remainder was corrosion, we may be able to as- caught in the final filter change, sess how long it had been in ser- then normal filtration intervals re- vice. Less likely, but possible, we sumed may also know how long the pre- 12. Any known (increase) in systems vious component was in service. leaks, i.e., failure of seals found in However, it would be virtually the pumps, meters, valves, others impossible to infer if the failure a. R1, haven’t seen anything were due to increased biodiesel, b. R2, -- decreased sulfur, other changes in c. R3, -- fuel chemistry, or something else 13. Locomotives issues entirely a. R1, nothing yet 10. Storage tank increase in sludge b. R2, -- a. R1, Initial response; haven’t seen c. R3, An SD40 locomotive was anything yet as we drain them found to have stuck/damaged injec- weekly in first three locations. tors due to a B20 test in 2010-2011 Update, June 2013 7 locations, timeframe. Several switch locomo- 3 were contaminated with water tives with HPCR injectors were and microorganisms where the found to have stuck injector pilot tanks cannot be drained in winter valves. Analysis revealed a coating resulting in water, organisms, and of carboxylate ‘soap’. This is com- debris monly known in the industry as a b. R2, -- reaction between corrosion inhibitor 132 Locomotive Maintenance Officers Association

and excess sodium in the fuel. Our probably other locations where issues are occurring in a location we buy B5 that are not disclosed. which also has biodiesel. We are ex- Chicago and Decatur are the lo- amining the possibility of biodiesel cations we actually purchase bio- bringing extra sodium to the fuel diesel. In December we tested mix. Other issues are not specifical- biodiesel in samples from four ly tracked and/or recorded. Again, other locations with concentra- as noted on the charts above, we do tions ranging from 1.5 – 5%. not have many locations which can c. R3, -- be said to have a ‘steady supply’ of ‘known percentage’ of biodiesel. Additional comments via. e-mail Even if a location has a steady sup- to the FL&E committee chairperson ply (Chicago), many locomotives with information on their experience are simply ‘passing through’…they with biodiesel fuels that were outside may run on B5 when fueled at Chi- the original questionnaire. cago, but then receive B0 for the 1. 30” 10 micron wayside filter plug- next fueling(s), see figures 8 and 9. ging from poly olefins (like sludge) 14.The railroad is using some biodies- in B5 biodiesel el, but the locations and concentra- 2. Primarily in Chicago area tions are not accurately tracked or 3. Hoping to get back to monthly recorded change out - currently weekly a. R1, -- 4. If left too long, the pressure rise b. R2, -- across the filters has blown them out, c. R3, -- resulting in no wayside filtration 15. No known problems with biodiesel 5. Have had as high as B20 delivered use 6. Biological growth appears to be a. No known problems, but its use is more of an issue with biological fuel not tracked -- No response content b. No known problems and the use 7. Believe that bio-diesel increases is tracked -- No response both NOx and PM* (* based on 16.Known problems with biodiesel, previous test data generated in the what is the problem/issue industry the PM is typically lower) a. R1, -- 8. Only operational positive seems to b. R2, Reports of truck fuel filters be reduced SCAR for ULSD clogging – this was in the Chi- 9. Concerned about fuel leak impact of cago area biodiesel as it has a more significant c. R3, see 8c, 11c, and 13c impact on TBN (this is reference 17. Comments blow by gases) a. R1, -- 10. Seeing higher water % in their fuel b. R2, Fuel suppliers can provide up samples; believed to be due to more to B5 diesel fuel without disclos- hydrophilic properties of biodiesel ing same. Therefore, there are constituent Industrial Specialty Chemicals, Inc. 16888 S. Lathrop Avenue, Harvey, IL 60462 708-339-131 3 IndustrialSpecialtyChemicals.com

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11. Asked the OEM’s about potential received, the questionnaire answers problems with water in the fuel at provided insight/information on: the common rail fuel pressures of ~28k number of locations using biodiesel, psi that we will likely see in T4 en- diesel supply variations, biodiesel con- gines centrations, variation in biodiesel con- 12.Biodiesel will also eat some sealing centrations, and existing fuel issues be- materials (concerns for both way- lieved to be a result of using biodiesel side fueling systems and engines). fuels. With this information one can 13.Investigation is ongoing, but chang- extrapolate a possible future use such ing to Viton ** seals is likely nec- as increasing volume and/or increased essary (** Viton, trade name from concentrations of biodiesel blended Dupont, a fluoroelastomer) fuels. Furthermore, with this infor- 14.One railroad have had some units in mation, quality control programs such IL run for 9 months on B20 (caveat as the one recommended in a LMOA for extrapolation of results) 2008 paper on best practices7, could be a. service was comparatively light in place to address fuel related issues b. soy based and mitigate the impact. c. results may differ for different There were reports of both wayside feedstock and locomotive fuel system problems d. at idle, the engine does not burn corresponding with the introduction of all of the fuel low concentrations of biodiesel blends, e. resulting in lube oil fuel dilution starting in approximately 2007 to 2009, into some of the railroads’ fuel supply. The wayside problems reported were DISCUSSION: fuel leaks in the fuel systems supply Currently there exists a perception pumps and control valves, to premature of increasing fuel problems, with the plugging of wayside filters. On the lo- belief by some that all the problems are comotives there were reports of short in part a result of the increasing use of filter life, to injector problems. How- biodiesel blended fuels. Prior to mak- ever, before assigning fault to the use ing such a blanket statement, the facts of biodiesel blended fuels, the primary need to be gathered, e.g., was the loca- cause must be determined. Not only tion using biodiesel blends, the concen- has there been an increase in the use of tration of the biodiesel blends, and was biodiesel blends, but there was also a the fuel tested to determine if it meets shift from high sulfur diesel (HSD) to specifications, and the supplier -infor ultra-low sulfur diesel (ULSD) along mation. Therefore, to elicit additional with variation in aromatic content. The information that would support or not change from HSD to ULSD diesel fuel support if a given fuel issue was or was supply was mandated by the EPA1. not attributed to the use of biodiesel the With two major changes to the die- questionnaire/survey was distributed sel fuel supply, the primary contribut- to railroads. Once all the inputs were ing factor should be determined before F uel, Lubricants and Environmental 135 assumptions are made. The issue could railroads using infrared spectrometer be the ULSD, biodiesel blends, or a re- or other analytical instrumentation for sult of reaction/interaction of the blend- used oil analysis to account for the dif- ed fuels. Therefore, it is important to ference in the fuel’s sulfur, aromatic, know the primary contributing factor or and biodiesel content in their algo- factors before corrective actions can be rithms, i.e., recalibration of some of the appropriately applied. analytical instruments used to evaluate It has been remarked by committee used oil. The increasing use of ULSD members that some perceive diesel fuel has resulted in improvements to some as a homogenous fluid composed of of the used oil parameters, e.g., base re- one compound. They are not. Distillate tention and a reduction in oil’s sulfated fuels (petroleum) are composed of hun- ash by lowering the base number (BN) dreds if not thousands of different mo- down from 17 to 9. However, the in- lecular compounds. The same percep- creasing use of biodiesel’s impact on tion can be found for biodiesel, i.e., it is crankcase oil and locomotive systems comprised of one compound. They are needs to be determined from long-term not. However, biodiesel fuels contain field studies relatively few different sulfur free fatty The shift from HSD high aromatic acid methyl ester (FAME) hydrocarbon diesel fuels to ULSD lower aromatic compounds compared to diesel fuels. fuels with the corresponding use of low A LMOA 20052 paper on biodiesel fu- concentrations of biodiesel fuels adds els in railroad applications illustrated complexity to the analytical evaluation the chemical structure of some of the of fuel related problems. biodiesel compounds; whereas a 20076 Initial response from railroad 1 LMOA paper on HSD and ULSD illus- (R1) had not reported any problems in trated several of the diesel fuel chemi- their wayside fuel systems or locomo- cal structures. The differences in the tives. However, it should be noted that structures of the two fuels were clearly this railroad’s report of no problem was represented in those papers. Recogniz- from three of their fueling locations ing that there are unique chemical and where the purchased biodiesel blends physical properties present that are dif- started the summer of 2012. It was also ferent between diesel fuels (petroleum) noted the use of biodiesel blends were and biodiesel (FAME), those differ- suspended in the winter. After the initial ences must be understood in terms of response this railroad increased the use operational and performance differ- of biodiesel from three to seven loca- ences of both wayside systems and the tions. Of those seven locations three of locomotive systems. the locations could not drain the water The blow-by gases from the fuels from the tank bottoms. This resulted with different concentrations of sulfur, in a major water and microorganism aromatics, and biodiesel will contain contamination. On the other hand, rail- different organic species than the previ- roads 2, 3, and additional comments ous used HSD fuels. This could require from one of the Diesel Mechanical 136 Locomotive Maintenance Officers Association committee members reported issues at o Problem fuel is often consumed locations being supplied B11 products, before fuel specimens are collect- and both R2 and R3 with some locomo- ed for analysis. tives with less than B5. • Must rely on analyzing the fuel R3 has shared information on in- filters to determine contributing jector problems on a locomotive that factors was in storage for three months. Prior • The carboxyl salts (soaps) detected to storage the locomotive was burning on filters fouled/plugged can have B20, see figures 8 and 9. This rail- been created via different source road’s laboratory also reported genset materials: locomotives running on approximately o Pipe line corrosion inhibitors (car- 5% biodiesel have experienced numer- boxylic acids) reacting with an ous failures of HPCR injectors due to alkali metal such as sodium or al- pilot valves becoming ‘stuck’ due to kaline earth metal such as calcium carboxylate film build-up. Additional to form the carboxyl salt (soap) testing by R3 on fuel filter’s deposited o Biodiesel decomposition products material found it was compromised of (organic acids) react with an alkali compounds/chemicals that are com- metal such as sodium or alkaline monly found in the makeup of bio- earth metal such as calcium to diesel blended fuels, i.e., analysis on form the carboxyl salt (soap) pasty residue deposited on fuel filters o With a quality analytical labora- revealed the deposits were mainly pal- tory the difference between a mitate (C16:0) and stearate (C18:0) carboxyl salt formed from a cor- monoglycerides. rosion inhibitor and that formed Examples of some of the difficul- from a biodiesel compound can ties in identifying the actual source/lo- sometimes be determined. cation of a fuel supply that is creating • Some fuel terminals are receiving a fuel related problem are as follows: low concentrations (nil to B5) with- • B11 is being supplied into Chicago out being reported to the railroad area o B11 is blended into the main stor- The regional differences in the ba- age tanks to make something less sic diesel fuels’ chemical and physical than B5. properties and that of the biodiesel fu- o However, not all locomotives els should be evaluated for compatibil- passing though Chicago area are ity, solubility, miscibility, and fungibil- topped up with fuel in Chicago. ity before blending the two fuels. This o The problem fuel is from another evaluation could highlight or identify terminal. potential problems so corrective action o If fueled in Chicago, the biodiesel can be applied before blending the fu- blend concentrations vary els; thereby potentially avoiding some fuel related problems, i.e., address the problem in the infancy stage. F uel, Lubricants and Environmental 137

Because of the variation in fuel • Railroads are testing some of the properties and measurements one can- fuel supply to determine if it is a not rely completely on the laboratory blended fuel test results that affect performance. • The recorded use of biodiesel fuel “When using fuel oils, it is not wise to at one major US railroad is increas- put complete faith in all analyses, since ing each year from the late 2000s to they sometimes appear satisfactory, but present actually are not. Two different oils can • Issues with B0 to B20 have been re- have approximately the same analysis, ported, both in wayside systems and but will burn differently.”3 Additional on locomotives tests are often required to more com- • Issues locomotive testing with B20 pletely understand the interactions of the have been reported (railroad 2, 3, fuels supplied and engine performance. and 4)

CONCLUSIONS: The current fuel supply varies not The following points were extract- only from railroad to railroad, but there ed from the fuel survey information are variations of fuel supply at differ- provided from the railroads. ent locations within a given railroad • Biodiesel is used in the US and Canada system and at the same location. The • Biodiesel is not used at all fueling lo- variations observed include not only cations biodiesel content but also other diesel • Biodiesel supply concentration var- fuel properties, e.g., fuel sulfur, aro- ies from nil to B20 at a given location matic content, volumetric energy con- • Biodiesel concentration supply in tent, density, cetane, lubricity, and other the storage tanks and locomotives properties.6 vary over time, i.e., not consistent • Chicago region appears to be supplied with a B11 RECOMMENDATION: • The B11 fuels are splashed blended • Wayside fuel system suppliers eval- into the main fuel tanks at those lo- uate all seals material and metal al- cations loys use in pumps, valves, and hoses • Biodiesel is metered into main stor- for compatibility with biodiesel fu- age on one railroad to make a B5 els. fuel • OEM locomotive suppliers evaluate • Railroads are likely receiving some all seals material and metal alloys diesel fuel pre-blended with bio- use in pumps, valves, and hoses for diesel at some terminals compatibility with biodiesel fuels • On occasion, blends greater than B5 • Fuels are to be tested to determine make it into locomotives if they meet the specifications, i.e., • The trend is for an increasing use of diesel, biodiesel, and blended fuels biodiesel, and possible higher concen- at an acceptable frequency. tration blends, greater than 5 percent • Evaluation of the possible use of 138 Locomotive Maintenance Officers Association

fuel additive packages to help solve increasing trend in the use of biodiesel some of the fuel related problems blends. highlighted in this paper due to bio- In addition to locations where biodiesel blends. diesel blends are a purchased commod- • Controlled biodiesel fuel field tests, ity, some of the railroads’ general fuel as such as the one recommended in supply does contain biodiesel blends a 2012 paper, LMOA FL&E: Loco- of varying concentrations. If the cur- motive Durability Test Protocol for rent trend continues, there will be an Alternate Fuels and Biodiesel5 be increased use of biodiesel blends, pos- conducted, and/or AAR’s 1983 fuel sibly at higher concentrations. fields test8, for a completely evalu- Analytical test evaluation of ated long term durability, reliability, plugged fuel filters, leaking wayside and availability of not only the loco- fueling systems seals, and suck/dam- motives, but also the wayside fuel- aged locomotive fuel injectors have ing systems. implicated biodiesel fuel as one of the • If it is found the specifications miss contributing factors in the malfunc- important chemical or physical tions. properties or the limits need to be The current fuel composition and adjusted, recommend to the ASTM future changes to railroad’s fuel sup- improvements to specifications. ply could require several adjustments • When storing locomotives that to the railroads’ fueling infrastructure, had been burning biodiesel fuels locomotive maintenance, and locomo- it would be recommended that the tive maintenance intervals. proper storage procedure be fol- Providing fuel products with con- lowed as documented in the LMOA sistent high quality and properties are 2011 best practices paper10. paramount in overall railroads infra- • Request that information be shared structure and locomotive performance. from entities that have conducted The general consensus of the their own confidential controlled LMOA FL&E committee, (and sup- field tests that followed the AAR’s ported with yearly tracking) is that 1983 field test protocol8, the LMOA there will be an increased use of bio- 2012 suggested field test protocol5, diesel, possibly at higher concentration. or other quality field test protocols. With the advent of greater use of high pressure common rail fuel systems in new locomotives, fuel cleanli- SUMMARY: ness and water content in the fuel are Responses from the questionnaire watch-points going forward. This may provided information on the current use be addressed in a future paper. of biodiesel fuels, concentrations of the supply, variation in consistency of supply, laboratory testing, examples of fuel issue where biodiesel are used, and an F uel, Lubricants and Environmental 139

ACKNOWLEDGEMENTS: Testing Guidelines Volume 1 Plan- The authors wish to thank the ning and Analysis, AAR 1983 LMOA FL&E committee members for (Draft) their helpful comments on the paper 9. Cataldi, G. Alternative Fuels Field and associated presentation. The au- Testing Guidelines Volume 2 Field thors are grateful to the three railroads Procedures, AAR 1983 (Draft) for written responses to the survey 10. Kennedy, T., Cannon, D., Bowen, questions and submitting data, the two G., Locomotive Storage and Return railroads for their verbal comments, to Service Best Practices, Locomo- and the fourth railroad for additional tive Maintenance Officers Associa- input. tion, Minneapolis, 2011

REFERENCES: APPENDIX: 1. Title 40--Protection of Environment EPA Requirement: 40CFR Part 80, Regulation of Fuels “Effective June 1, 2007, the EPA and Fuel Additives. requires most US-based refineries to 2. Bowen, G., L. Haley, D. McAn- produce Non Road, Locomotive, and drew, Biodiesel – A potential Fuel Marine (NRLM) diesel fuel with a Source for Locomotives, Locomo- maximum sulfur concentration of 500 tive Maintenance Officers Associa- ppm. This requirement is delineated tion, Chicago, 2005 in 40CFR 80.5101. This concentration 3. Fuel Oil Manual Fourth Edition was lowered from the previously al- Paul F. Schmidt Industrial Press Inc. lowable concentration specified by the 1985 railroads and/or locomotive manufac- 4. United States Department of Ener- turers. US railroads often reference the gy, the Energy Information Agency ASTM International (originally known (EIA) as the American Society for Testing 5. McAndrew, D. LMOA FL&E : Lo- and Materials) specification ASTM comotive Durability Test Protocol D 975 Diesel No. 2, which specified for Alternate Fuels and Biodiesel, 5000-ppm maximum fuel sulfur. The Locomotive Maintenance Officers goal of the EPA fuel sulfur reduction Association, Chicago, 2012 was to assist in the reduction of emis- 6. McAndrew, D., G. Lau, C. Kunkel, sions of particulate matter from the Diesel Fuel 2007 and Beyond, What locomotive, and by default the sulfur Will be in Your Tank, Locomotive emissions would be reduced. 40CFR Maintenance Officers Association, 80.510 additionally require US refiner- Chicago, 2007 ies to further reduce the fuel sulfur for 7. Bowen, G, Prevention of Fuel and locomotive fuel to a maximum of 15- Fuel Filter Headaches, Locomotive ppm sulfur by June 2012. This future Maintenance Officers Association, reduction is intended to allow the use of Chicago, 2008 advanced after treatment technology if 8. Cataldi, G. Alternative Fuels Field needed. The obvious goals of the regu- 140 Locomotive Maintenance Officers Association lations are to complement the engines designs and fuel properties for a reduction in total emissions.”2 The ASTM specification list three No. 2 diesel categories S5000, S500, and S15 based on the fuel sulfur maximum content. The fuel are commonly referred to as High Sulfur Diesel (HSD) maximum of 5000-ppm, Low Sulfur Diesel (LSD) maximum of 500-ppm, and Ultra Low Sulfur Diesel (ULSD) with a maximum of 15-ppm sulfur.

Figure 1: Number of Locations using Biodiesel This chart represents the number of locations from which we received at least one sample which was tested to have at least B1 or greater. Fuel could have been DTL, tank car, truck, pipeline or storage tank. F uel, Lubricants and Environmental 141

Figure 2: Number of Locations using Biodiesel by Quarter Same info as figure, 1 but broken down by quarter. The rate is clearly variable

Figure 3: Concentration of biodiesel, B0 to B5 at those locations This chart displays the concentration of biodiesel received over time at 13 locations across the system. The biodiesel level is clearly not consistent over time. Also note, the data points are connected for clarity – this does not indicate the BXX percent followed the line specifically, especially if a long time interval is involved 142 Locomotive Maintenance Officers Association

Figure 4: Additional images – Filter Plugging 2011-2012: Monoglyceride crystals beginning to form in B100 biodiesel after being held at 40F for 3 days

Figure 5: – end result, B100 held at 40F for 3 weeks. 40F was far above the classic ‘cloud point’ of the fuel F uel, Lubricants and Environmental 143

Figure 6: Pasty residue recovered from plugged filters. Analysis revealed mainly palmitate (C16:0) and stearate (C18:0) monoglycerides.

Figure 7: Early Detection – Filter Plugging 2013 A ‘brown cloud’ of material was found to form during an in-house cold soak filter plugging test of mixed B5 fuel at approximately 40ºF. Detection of this helped avert a major filter plugging incident. The fuel was found to fully meet all other applicable specifications for quality. ASTM D2500 cloud point was approximately 0ºF.

Second ‘brown cloud’ issue noted in April 2013. Same fuel test parameters listed above. Fuel is approximately B5 concentration with 0.004% water by Carl Fischer water titration. ASTM D2500 cloud point was approximately 0ºF. 144 Locomotive Maintenance Officers Association

Figure 8: HPCR Injector with sticking pilot valve

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Locomotive Fuel & Lubricant Oil Filters 101

Prepared by: Peter Whallon, Clark Filter & Jonathan George, Ph.D., Parker Filtration Canada

Introduction A. Principles & Functions of The role of lubricating and fuel oil Filtration filters on diesel locomotives has been 1. Filtration: The process of collect- and will continue to be critical in the ing solid particles from a contaminated operation and maintenance of these fluid by passage of that fluid through a costly and increasingly sophisticated permeable medium where the particles machines. The applications and tech- are retained. nology of locomotive filtration have changed significantly since the early days of dieselization as reflected in the continual evolution of element filtration media, element configuration and filter maintenance intervals over the past half-century. The purpose of this paper is to provide a general overview of diesel locomotive lube and fuel filtration while focusing attention on the fol- 2. Function of Filtration: Remove par- lowing topics: ticulate (insoluble contaminant) that A) Principles & Functions of Filtration contributes to the wear or deterioration B) Principles of Filter Testing of critical engine components. C) Evaluation of Filter Performance D) Locomotive Filter Applications 3. Insoluble Contaminants E) Future Trends & Challenges a) Built-In: Residual from the fabrication process Preface Statement • Casting sand While it is not the purpose of this • Metal working chips paper to prove through research or em- • Weld slag pirical data the correlation between fil- b) Ingressed: Enter engine from tration and locomotive reliability, it is external environment generally accepted that proper filtration • Airborne dust & dirt can and will reduce engine wear, en- • During routine maintenance gine failures and reduce unit exchange activities scrap rates. F uel, Lubricants and Environmental 147

c) Generated: Products of normal 3. Multi-Pass Filter Test engine operation a) Developed in 1978 at Okla- • Combustion soot homa State University • Wear metal particulate b) Measures separation efficien- • Lube oil oxidation by-products cy at selected particle sizes • Lube oil acid neutralization c) Measures dust-holding capac- by-products ity at specified terminal pres- • NOTE: do not miss required sure oil change outs! d) Most accurate & objective method for comparing filter B. Principles of Filter Testing performance 1. What is a “Micron”? NOTE: a) Measure of length (µm or µ) • laboratory test results do not b) Common terminology necessarily relate directly to • “micron” field performance • “micrometer” • test results best for purposes c) Conversion factors of filter comparison & prod- • 1 micron = 1/1,000,000 meter uct development = 1/25,400 inch d) Relative sizes 4. Filtration Ratio (“F.R.”) • 40µ = smallest visible with a) Determined by multi-pass test naked eye b) Best measure of a filter’s abil- • 75µ= diameter of average hu- ity to remove particulate con- man hair tamination c) Derived from the ratio of up- 2. Filter Ratings stream to downstream par- a) Are Not: ticles • Universally defined NOTE: Filtration Ratio is a se- • Consistently applied by filter verely non-linear function of manufacturers efficiency • Well-served by terminology as “nominal”, “absolute”, “average” • Determined by media pore size b) Are: • Needed for commonality within an industry • Applicable only to a particular test procedure (measure of test results) • Best expressed in terms of “Fil- tration Ratio” (multi-pass test) 148 Locomotive Maintenance Officers Association

5. Filter Efficiency

6. Filter Capacity a) Measure of a filter’s ability to maintain permeability during the filtration process b) Determined by pressure drop resulting from increased contaminant loading c) Amount of contaminant retained by filter at specified terminal pressure F uel, Lubricants and Environmental 149

C. Evaluation of Filter Performance 1. Filter Capacity vs. Efficiency a) Inverse relationship between capacity and efficiency

2. System Flow Rate vs. Filter Perfor- mance a) Capacity and efficiency vary inversely with flow rate • As flow rate increases, filter capacity decreases • As flow rate increases, filter efficiency decreases

b) Filter System By-Pass Leak- age 150 Locomotive Maintenance Officers Association

3. Common Causes • Filter media by-pass due to handling damage • Defective element-to-housing interface seal • Malfunctioning by-pass or relief valve • Element by-pass due to construction defect NOTE: Prevention of by-pass far more critical than achieving high filtration ratios

D. Locomotive Filter Applications 1. Lube Oil Strainers a) Primary Function • Protection for lube oil pumps b) Geometries • Cartridge • All-metal construction c) Filter Media • Wire mesh (fine or coarse) d) Service Interval • Cleanable F uel, Lubricants and Environmental 151

2. Turbo & Soak Back Filters a) Primary Function • Protection of EMD turbocharger bearings b) Geometries • Spin-on • Cartridge c) Filter Media • Pleated paper • Typical micron size: 20µ d) Service Interval • 92-184 days

3. Main Lube Oil Filters a) Primary Function • Protect against engine and bearing wear b) Geometries • Cartridge (6”x30”) c) Filter Media • Pleated paper • Typical micron size: 12µ, 20µ, 30µ d) Service Interval • 92-184 days

4. Fuel Strainers a) Primary Function • Protection of fuel transfer pump b Geometries • Cartridge • Spin-on c) Filter Media • Pleated wire mesh • Typically 30-mesh (~600µ) d) Service Interval • 92-184 days 152 Locomotive Maintenance Officers Association

5. Primary Fuel Filters a) Primary Function • Protection of injector pumps & nozzles b) Geometries • Cartridge (10” O.D.) • Length: 30” or 45” • Cartridge segments: 1, 2 or 3 • Filtration-type: single or double-pass c) Filter Media • Pleated paper • Typical micron size: 5µ, 12µ d) Service Interval • 92-184 days

6. Secondary Fuel Filters a) Primary Function • Protection of injector pumps & nozzles b) Geometries • Spin-on • Cartridge c) Filter Media • Pleated paper • Typical micron size: 5µ, 12µ d) Service Interval • 92-184 days

7. Wayside Fuel Filters a) Fuel Pumping Stations • Protection of locomotive injector pumps & nozzles b) Geometries • Cartridge (6”, 10” O.D.) • Length: 30” • Cartridge segments: 1 or 2 • Filtration-type: single or double-pass c) Filter Media • Pleated paper • Typical micron size: 10µ d) Service Interval • Determined by pressure drop and/or time interval F uel, Lubricants and Environmental 153

E. Future Trends & Challenges 3. ISO Code 1. Advanced fuel system technology a) Measure of filter performance will drive need for improved filtration testing per SAE J1985 a) Common rail fuel injection b) Results reported in “particles systems require fuel with very per milliliter” at specific mi- low water content and will cron-sizes need to incorporate on-board c) Utilizes 3-number system to water/fuel separators. classify fluid cleanliness at b) Common rail fuel systems 4µ, 6µ, 14µ will require fuel with high de- d) Example: ISO Code = gree of particulate cleanliness “12/9/7” via on-board filters with in- • “12” designates level of fluid creased efficiency as much as cleanliness at particle size 4µ five times greater than Tier 2. and larger • “9” designates level of fluid 2. Language of fuel filtration evolv- cleanliness at particle size 6µ ing from “Filtration Ratio” to “ISO and larger Code” • 7” designates level of fluid cleanliness at particle size 14µ and larger 154 Locomotive Maintenance Officers Association

4. Challenges Ahead diesel engine design. Those changes a) Will locomotive filtration require improved quality of filtration to needs change in the fu- better protect the components and sys- ture?...... YES! tems delivering ever-increasing levels b) Major factors affecting filtra- of engine performance. New fuel for- tion system performance mulations and advances in locomotive • Fuel types (i.e. ULSD, bio- technology borne from low-emissions diesel, natural gas) requirements have resulted in signifi- • Cold weather issues cant challenges for locomotive filtra- • Water issues (greater tention. However, as the railroad filter dency to attract & retain supply community has proven capable moisture) in the past of meeting emerging indus- • Solvency issues (fuel sys- try and technology needs, it again wel- tem deposits, component comes the challenges that lie ahead. compatibility) • Carboxylate soap deposits Acknowledgements • Fuel injection technology The authors would like to thank requirements (high pressure all members of the Fuels, Lube & En- common rail) vironmental committee for their assis- c) New on-board and wayside tance and counsel in the preparation of filtration technologies this paper. • High-efficiency particulate removal • Water separation & removal

Summary Quality lubricating and fuel oils, commonly considered the “lifeblood” of a diesel locomotive engine, are essential to achieving long and reliable performance from these high-output machines from which so much is de- manded over the typical 20+ year life cycle. At the same time, the importance of good filtration of these critical engine fluids cannot be overstated relative to the needs of today’s railroads for long-term, dependable locomotive service. Locomotive filtration technology has continued to evolve in accordance with changes and improvements in F uel, Lubricants and Environmental 155

Generation 6 Locomotive Engine Oil Properties

Prepared by: Thomas E. Gallagher, Chevron Oronite Company LLC

LMOA Generation 5 locomotive the consumption of low (≤500 ppm) medium speed diesel engine oil per- and ultra-low (≤15 ppm) sulfur diesel formance standard was successfully via an optimized lubricant additive defined in 1989 to effectively address package with consideration for envi- changes in locomotive engine design, ronmental emission concerns. utilization and maintenance that had significantly changed from the intro- The FL&E committee defines duction of the previous generation oil Generation 6 diesel locomotive engine in 1976. Due to Environmental Protec- oil performance attributes and qualities tion Agency (EPA) fuel and emission per the following: regulations, locomotive engine design, utilization and maintenance have been • The finished oil formulations must significantly impacted. Chemical and demonstrate good deposit and wear physical performance attributes of lo- control, alkalinity retention, viscos- comotive engine oils were researched, ity control, thermal & oxidative sta- developed and field tested to meet these bility, engine cleanliness & sludge compounding factors. control in locomotives that have The 2009 paper presented by the lower oil consumption resulting in Fuels, Lubricants and Environmental longer residence time of the oil in (FL&E) Committee of the Locomo- the engine’s sump tive Maintenance Officer’s Associa- tion (LMOA), titled “New Generation • The new finished oil formulation Oil Additive Technology for Locomo- must be suitable for use in locomotive Engines Operating on Low and tive fleets with Tier 3 and earlier lo- Ultra-Low Sulfur Diesel Fuel” details comotive engine models a multi-year effort to identify and successfully field test a new low ash loco- • The new locomotive engine oil ad- motive engine oil additive technology. ditive technology must be tested to The table below is taken from the ref- demonstrate acceptable compat- erenced paper and has been updated ibility with existing original engine to include the addition of two (2) new manufacturers (OEMs) approved oil generations in the classification system. formulations LMOA Generation 6 locomotive engine oils are formulated to address 156 Locomotive Maintenance Officers Association

Table 1. LMOA Locomotive Engine Oil Generations: New GEN 6 & 7

Performance LMOA Effective Typical Milestones of Genera- Formulation Issues Year BN Locomotive Engine Oil tion Advancements 1 1940 <7 Straight mineral oils Lost alkalinity, lead corrosion, bearing failures 2 1964 7 Ashless dispersants, Reduced sludge & better oil improved alkalinity with filtration calcium detergents 3 1968 10 Improved alkalinity Reduced piston ring wear, retention, higher dis- reduced corrosion persant levels, calcium detergents 4 1976 13 Improved alkalinity Increased protection for retention with adverse engine operating improved detergents & conditions dispersants 5 / 4LL 1989 13 / 17 Improved drain intervals Longer life oils that meet / 18 in low oil consumption LMOA definitions & engines requirements 6 2009 9 / 10 Optimized dispersant Proper balance of lube oil & detergent system for alkalinity in consideration low sulfur diesel (≤500 of fuel sulfur levels while ppm) & ultra low sulfur maintaining established oil diesel fuel (≤15 ppm) drain intervals; concurrent for low oil consumption with reduction in sulfated engines ash in the oil 7 TBD ? TBD – based on Tier 4 TBD – based on EPA Tier requirements 4 requirements effective January 1, 2015

• Used oil analysis trending of the • The finished oil formulation must finished oil formulation must dem- also be field tested in accordance onstrate the ability to maintain es- with the following: tablished locomotive maintenance o Field testing must be conducted in intervals without breaching OEMs accordance with the procedures used oil condemning limits prescribed in the LMOA FL&E paper titled “Engine Lubricating • The finished oil formulations must Oil Evaluation Field Test Proce- pass all required tests by OEMs dure” given in the year 2000 (e.g. oxidation, corrosion and fric- o The field test protocol must be tion tests) reviewed and approved by the OEMs, host railroad and the additive company

F uel, Lubricants and Environmental 157

o The select locomotive engines must be operated in a service having a severity level acceptable to the OEMs o Resultant field test data must be reviewed by the OEMs for issu- ance of approval and recognition letters

• The use of a LMOA Generation 6 oil is not recommended for use in locomotives consuming diesel fuels with a sulfur content exceeding 500 ppm

LMOA Generation 7 locomotive engine oils will be required to address engine modifications necessary to meet 2015 EPA Tier 4 Emission Standards for locomotives. Reference Table 1. Engine design, metallurgy, and use of emission reduction technologies, (e.g. diesel oxidation catalysts, diesel particulate filters, exhaust gas recirculation, selective catalytic reduction, etc…) will significantly influence engine oil properties and performance attributes. The FL&E committee will continue its efforts to ensure that the lubrication needs of modern locomotives are met. 158 Locomotive Maintenance Officers Association

Report on the Committee on New Technologies

Tuesday, October 1, 2013 at 8:45 a.m.

Chairman Tom Mack Chairman of the LMOA New Technologies Committee Cincinnati, OH

Vice Chairman Jeff Clapper Supt-Motive Power Wheeling & Lake Erie Rwy

Commitee Members S. Bendriss Electrical Engineer-Propulsion Amtrak Wilmington, DE A. Bennett Gen. Mgr of Engineering R.J. Corman Railpower Locos Erie, PA D. Brabb AVP-R&D Sharma & Associates Countryside, IL D. Brooks Product Development Mgr ZTR Control Systems London, Ontario T. Elkhatib Mgr-Mechanical Engineering Union Pacific RR Omaha, NE K. Gilbert Vice President-Sales Miller Ingenuity Corp Candiac, Quebec P. Hess Mech Engineer-Locomotive Design Norfolk Southern Corp Atlanta, GA B. Kehe Chief Mech Officer Chgo, South Shore Michigan City, IN (Past President) & So Bend RR R. Nelson Marketing Director Cummins, Inc Columbus, OH C. Nordhues Sales Account Executive Nomad Digital Solutions Omaha, NE T. Shah Product Mgr-Global Eng Platforms GE Transportation Erie, PA D. Sweatt Telecommunications Project Mgr CSX Transportation Jacksonville, FL K. Ulbick Sales Manager Peaker Services, Inc Brighton, MI J. Whitmer Field Services Manager Motive Power Boise, ID B. Wolff Sales Engineer-Rail MTU Detroit, MI C. Wyka Senior Reliability Specialist CN RR Edmonton, Alberta

Note: Jason Smith will be replacing Tarek Elkhatib as UP replacement on this committee New Technologies 159

Personal History

Tom Mack

Tom Mack has worked as Vice gathered from the project, have given President of Sales and Business Tom a unique insight into locomotive Development for Motive Power & new technologies and the locomotive Equipment Solutions, Inc. since 2011. market. Prior to joining MP&ES, Tom In addition to LMOA, Tom serves Mack founded Alternative Hybrid on the Mechanical Committee for the Locomotive Technologies (AHL- American Short Line and Regional TECH) in November 2005. Tom Railroad Association (ASLRRA), is assembled a team of innovators from a member of the FRA’s Natural Gas the locomotive, biofuels, software, Locomotive Research Task Force, and and energy storage industries to works with the AAR Natural Gas Fuel design the world’s first ethanol Tender Technical Advisory Group hybrid locomotive. While the AHL- (AAR NGFT TAG). He also served on TECH hybrid never became reality, the SAE TC-7 Biodiesel in Rail com- the designs incorporated into the mittee. locomotive and the computer models Tom currently resides in Cincin- developed, along with the experience nati, Ohio with his wife, Mary. 160 Locomotive Maintenance Officers Association

The New Technologies Committee would like to express their sincere appreciation to MTU and Bruce Wolff for hosting our Winter meeting at the engine plant in Aiken, South Carolina.

We would also like to thank Motive Power & Equipment Solutions for hosting our Spring meeting in Cincinnati, Ohio and the Cincinnati Railroad Club for allowing us to meet in their facility in “Tower A” at the Cincinnati Union Terminal.

162 Locomotive Maintenance Officers Association

LDARS and CMM

Prepared by: Connie Nordhues Nomad Digital Solutions and Tom Mack Chairman of the LMOA New Technologies Committee

Since 1993 locomotive event re- the locomotive and have to retrieve it corders have been required for heavy from multiple locations? What about and light-rail transportation systems. the new systems that record video or These event recorders have been an audio? These systems require huge important tool in evaluating every- amounts of data storage space. Most thing from locomotive performance to importantly, what if our locomotive crew performance and are invaluable is involved in an accident? Is the data in crash investigation and recreation. collected by all these systems safe? In the 20 years since event recorders Because of the growth of elec- became mandatory locomotives have tronic systems on locomotives, the gone through major changes, especial- AAR developed a new standard prac- ly in regard to the electronic systems tice, Standard S-9101B adopted in carried on-board. Each discrete elec- 2011, to address Locomotive Data tronic device seems to have its own set Acquisition and Recording System of data that is collected. Even engines, (LDARS) Architecture. This standard high voltage inverters, and some elec- applies to new locomotives ordered trical rotating equipment now provide after January 1, 2012, and states: a wealth of data, from temperature, to “The intent of this architecture power outputs, that can be tracked. All standard is to provide requirements of this information can have practical for the Locomotive Data Acquisition application if collected and reviewed. and Recording System (LDARS) to While much of this data is avail- include the Event Data Acquisition able, not all of it is actually collected. Processor (EDAP) and Crashwor- What is collected may be transmitted thy Memory Module (CMM) storage via remote monitoring systems to a functions and a standardized interface central site, but there are always infor retrieval of stored data. The EDAP tervals of time when data is not trans- and CMM requirements can be physi- mitted but still available and collected cal, logical, or electrical. The EDAP by onboard data acquisition systems. will be expressed as either a process or Where do we store all this data on processor(s). A process is a functional the locomotive? Does it make sense and a processor is a physical (device to store data in multiple systems on or component) representation.” New Technologies 163

In addition to the AAR S-9101 LDARS Overview standard, the following also come into A Locomotive Data Acquisition play: and Recording System (LDARS) is • CFR Title 49 Part 229.135 – Event actually based on two distinct func- Recorders tions that may or may not be com- • IEEE STD 1482.1-1999, IEEE bined. The first is the Event Data Standard for Rail Transit Vehicle Acquisition Process (EDAP) which Event Recorders, 26 June 1999 provides an interface to different • AAR Standard S-5702, “Railroad systems onboard the locomotive and Electronics Environmental Re- writes the data to the Crashworthy quirements” Memory Module (CMM). The CMM, or CHMM (Crash Hardened Memory This paper is not designed to Module) as it is sometimes called, is a provide all the information contained protected storage device similar to the in S-9101B, but it will acquaint the “Black Box” on an airplane that pro- reader with some of the highlights and vides a high-survivability, protected illustrate how this standard can be in- storage repository for all the accumu- corporated into a CMM device. lated locomotive data. The CMM must be able to survive extreme conditions. S-9109, Table 2.1 requires the following environmental conditions be able to be met by the CMM:

Condition Requirement Fire, high temperature 750 °C (1400 °F) for 60 minutes Fire, low temperature 260 °C (500 °F) for 10 hours Impact shock 55 g peak, 100 ms duration, 1/2 sine crash pulse, no less than 28 m/s velocity area under curve, separately in the direction of each of the three principal axes Static crush 110 kN (25 000 lbf) for 5 minutes Fluid immersion Immersion in any of the following individually for 48 hours: • grade 1 and 2 diesel fuel •salt water • lubricating oil Followed by immersion in fire-extinguishing fluids for 10 minutes. Fol- lowed by 48 hours in a dry location without being otherwise disturbed. Hydrostatic pressure Immersion in salt water at a depth of 15 m (50 ft) for 48 hours at a nominal temperature of 25 °C (77 °F)

Figure 1: S-9109 Table 2.1 164 Locomotive Maintenance Officers Association

In addition to having to withstand Electronics Environmental Require- external forces, the CMM must also be ments” reliable. S-1909 requires that these de- • 49 CFR 229, Appendix D—Crite- vices have a minimum MTBF (Mean ria for Certification of Crashworthy Time Between Failures) of 50,000 Event Recorder Memory Module hours. Similar to the CMM, the EDAP should have a minimum MTBF of There are also additional AAR stan- 30,000 hours. dards such as S-9354, S-9355, and The CMM needs to be sized ac- S-9356 that outline various messag- cording to the amount of data it will ing and communication protocols be storing. If a railroad wants to store that may apply to the EDAP process. PTC and/or digitized video data, a larger amount of memory will be need- To Combine or Not To Combine ed. The amount of memory needed Since LDARS includes two dis- will also be affected by the number of tinct functions, it is left up to the rail- days’ worth of data that will be stored. road to decide whether it is best to com- Clearly a CMM storing seven days of bine these two functions in one module data (the “desirable” amount of con- or leave them as two separate but contiguous data stored per S-9109) will nected systems. This electronics archi- be significantly larger than a CMM tecture is not mandated. In essence this that only stores two days of data (the allows a railroad to choose between minimum amount of contiguous data two different suppliers/manufacturers that should be stored per S-9109). In for the EDAP and CMM units. The addition to the amount of data storage, S-9109 standard allows for either op- the data that is currently stored in the tion, at the railroad’s discretion. CMM must be able to be retained for In the case of a separate EDAP an extended period of time, preferably and CMM, the CMM can be looked at a year or more, once power is removed like an external hard drive on a com- from the CMM unit. puter. While some computers have a CMM requirements are also ad- built in hard drive (the “combined” dressed in the following official docu- EDAP/CMM), sometimes it is easier ments: to add a separate, external hard drive. • IEEE STD 1482.1-1999, IEEE Sometimes a computer user prefers one Standard for Rail Transit Vehicle brand of computer but another brand Event Recorders, 26 June 1999 of hard drive that may not be available • AAR Standard S-9101, “Locomo- from the OEM computer manufacturer. tive Electronics System Architec- The functionality of the computer does ture” not change whether it has an internal or • AAR Standard S-5512, “Locomo- external hard drive. Hence the S-9109 tive Event Recorder Download standard allows railroads to choose to Standard” use a single EDAP/CMM system ven- • AAR Standard S-5702, “Railroad dor, or mix-and-match. New Technologies 165

Data Acquisition and Writing To / convert the data into a common for- Reading From the CMM mat if possible. This common format There is no specific data acqui- is known as an EMP Class D message sition (sample rate) required for an format. In this way the data sent to the EDAP system. This is because differ- CMM is for the most part in a stan- ent events have different timing. For dardized form which requires minimal example, some events may only need processing by the CMM. This ensures to be monitored once per second, or that any data sent to the CMM can be even less. This might include engine as quickly as possible transferred to temperatures, ambient temperatures, the “safe” section of the CMM, the etc. Other data may be monitored ev- crashworthy memory itself. While ery few milliseconds. Still other data newer electronic systems can take into may be event driven. account an LDARS system, many old- Once this data is acquired by a er systems may not, or a system may locomotive system (e.g. an engine be required to use an existing propri- monitoring/control system), it is up etary data format. EDAP allows for to that discrete system to deliver the this variation of data. information to the EDAP. The time be- All data fed to the LDARS should tween the discrete locomotive system be time stamped from the originating obtaining a piece of data and that data system. What though if data coming being sent to the EDAP processor is from different sources has different known as Data Sample Latency. There times on it, due to slight variances in is now specific standard for the maxi- each systems internal clock setting? mum length of data latency before it Every data item stored in the CMM is passed to the EDAP and CMM sys- is time-stamped. This time-stamp cre- tems. There is thus always the chance ated by the LDARS system is based some of this data could be lost in the on a single, standard clock. In addi- event of a catastrophic event. In real- tion to this “standard” time stamp, the ity, this data loss should be minimal, LDARS system is mandated to main- as long as discrete locomotive sys- tain the “relative time” of the source tems do not hold or “cache” the data data, along with the “referenced” time for excessive periods of time before of the LDARS. In this way raw data passing it on to the EDAP. Manufac- from the source system can be cross- turers of locomotive electronic system referenced with data in the LDARS. should keep in mind, however, that When data is written to the their data needs to be regularly sent to CMM, it is important that it is writ- the EDAP/CMM system and should ten in the right way. The CMM vendor not be retained just within their own is required to use a “data overwrite” system. scheme, not an “erase then add” Data sent to the EDAP can be in scheme, where the oldest data is over- different formats, but the main func- written first. Since there are multiple tion of the EDAP is to “normalize” or data feeds to the CMM, the memory 166 Locomotive Maintenance Officers Association has to logically be divided in such a an 802.3 Ethernet 10 Base T connec- way that no one type of data (e.g. tion be used. The standard, however, video vs. audio vs. telemetry data) allows for a number of different inter- “hogs” the entire memory module. faces, and the CMM can have more For example, since video data usually than one interface. S-9109 lists a num- requires large amounts of memory, ber of different interfaces: it would not necessarily be advanta- 1. USB port geous to have this video data take up 2. Ethernet port (M12) too much CMM memory, thus reduc- 3. On-board communication services ing the amount of actual systems data a. Wireless Ethernet stored. In essence different partitions b. Digital Cell (as specified by the can be allocated for different types owning railroad) of data feeds. Because of the differ- c. S-5800 Railway Communications ent sizes of these partitions correlated Specification with the size of the data elements, an d. 220 PTC (TBD) LDARS system could potentially store more days’ worth of straight systems Since the S-9109 standard allows data (e.g. seven days of data), than for a variety of interfaces, it is up to video (e.g. three days of data). This is each railroad if they want to perform known as Time-to-Live (TTL) of the data downloads via an AAR S-9109 data elements, and these parameters compliant LAN connection (e.g. 802.3 must be decided on by each railroad. Ethernet 10/100Base-T), a direct cable These TTL parameters will also affect connection (e.g. RS232, RS422, USB) the choice of what size CMM a rail- , or even via a wireless connection road will decide to deploy on its loco- (such as 802-11b/g/n WiFi). Some motives. Railroads should, however, CMM systems provide multiple con- take into account a very practical sug- nection options on their unit, thus gestion stated in S-9109: “To extend giving the railroad a wide variety of the time between downloads, memory choices from a single model CMM. should be as large as practicality, eco- There are also multiple types of nomics, and reliability permit.” data access software interface options, While the data stored in and re- though not all may be supported by a trieved from the LDARS system’s specific CMM manufacturer. These CMM needs to be in a standardized include: format, the actual data stored in the • Interactive Access and Query CMM can be vendor specific, depend- • Interactive Download Query ing on the source. Since the CMM can • Command Line Access and Query conceivably store very large amounts of data (multi-Gigabyte capacity), the The above three options can basi- CMM unit should be equipped with cally be further broken down into two one or more high-speed data interfac- functional forms – interactive and comes. S-9109 suggests that at minimum mand line. To support these two different New Technologies 167 forms of data access, data exchanges are Example of an Existing CMM built around standard IP and HTTP com- system puter protocols. This means that in ad- So just what does the new CMM dition to a simple character-based com- locomotive “Black Box” look like? mand line access and query, an LDARS S-9109 requires that the CMM be and/or CMM manufacturer can create a painted bright orange. 49 CFR 229, sophisticated interactive web browser Appendix D states: “The CMM shall based software system. The S-9109 be painted international orange with standard states that the download inter- retro-reflective material applied to the face should use HTML format, which is edges of each visible external surface well known and commonly used by pro- and marked in accordance with FRA grammers. By using an HTTP/HTML regulations.” (See Figure 2) interface the LDARS can be accessed directly through a web browser without any additional software being needed. Anyone who has set up their own WiFi router/hub is familiar with the use of an HTTP/HTML interface. By simply entering an IP address into the browser the user is connected to the device and presented with a setup screen where system parameters are set and data can be retrieved. There is no need to install any special software beyond the browser on Figure 2: A Stand-Alone CMM the computer accessing the system. Ad- ditionally, the system being accessed In Figure 2, note that this CMM is (e.g. a WiFi router, or in this case, the not part of a combined EDAP/CMM LDARS or CMM system) can be se- system. This CMM would be used curely password protected. Details for with a stand-alone EDAP system. To- manufacturers developing the LDARS gether the two systems would make up access and query software are found in the LDARS. S-9109. Also note that the CMM has mul- Finally, LDARS and CMM tiple connections. These include: systems are expected to provide re- • Power (can be isolated mote diagnostic capability to support 74VDC, non-isolated 5VDC, trouble shooting of a failed or failing or other voltages depending system without having to remove the on manufacturer) hardware. This includes the capability • USB of connecting via a wireless connec- • Ethernet (100Base-T) tion to third party remote diagnostic • RS-232 systems connected to a central moni- • RS-422 toring site. 168 Locomotive Maintenance Officers Association

Any external connections, such as front of the unit support a crash. As the power connectors, Ethernet, or serial architecture block diagram in Figure 3 interfaces should use a robust MIL- shows, what is critical to survive the spec connector. When discussing the crash is the actual memory and front download interface, S-9109 specifi- end processor for the memory itself cally mentions the use of an Ethernet which is housed in the PMM. This M12 connection. The M12 connection ensures that the data can be accessed is different from the RJ45 connec- and downloaded by the manufacturer tion commonly used in the Ethernet or accident investigators. The multiple networks found in a home or office. data access mechanisms and power While both are adequately designed supply in the front of the unit (the to maintain high data throughput and FEM) is only needed during normal reliability, the RJ45 connections com- operation. monly found in stationary networks Each manufacturer of a separate are not designed for the harsh mobile CMM or combined EDAP/CMM environment on a locomotive. Hence LDARS is at liberty to design their an M12 industrial Ethernet connection unit as they see fit. Hence each -rail is preferred. The same goes for other road does well to evaluate the differ- connections on the CMM. ent systems on the market. Some may In addition to the connections have more or less data access. Some shown above, the unit may also have: may provide for only hard-wired con- • Ethernet (10Base-T – slower than nections, some may include wireless. 100Base-T) As mentioned at the beginning of • Wireless this paper, this paper is not intended to take the place of the information found In the unit shown in Figure 2, the in AAR S-9109. A railroad should fa- communications/CPU portion of the miliarize themselves with not only the CMM is contained in the smaller sec- AAR S-9109 MSRP (S-9101B was tion at the front of the unit (the FEM Adopted in 2011) but should also con- or Front End Module), while the mem- sider evaluating the data access soft- ory itself is in the larger section to the ware provided by the manufacturer. rear of the unit (the PMM or Protected While new locomotives built in ac- Memory Module). Note that the larger cordance with the LDARS standards section in the rear is made of a much should have the EDAP and CMM thicker metal than the front section. already fully integrated into the loco- And if you think about the size of even motive design, with various onboard a high capacity, multi-gigabyte USB applications and locomotive control memory stick, it is clear that much of systems already integrated, older lo- the space for the actual memory por- comotives will not. Hence retrofit- tion of the unit is simply steel and ting existing locomotives with EDAP insulation. It is not necessary for the and CMM functionality will require processor portion or connectors at the some study and perhaps adaptation or New Technologies 169 changes to systems already installed. Railroads will thus need to work closely with their equipment vendors and the LDARS supplier in regard to their support of any proprietary electronics systems that may already be installed on the locomotive fleet.

Figure 3: Stand-Alone CMM Block Diagram 170 Locomotive Maintenance Officers Association

Natural Gas Locomotives

Prepared by: Tom Mack Chairman of the LMOA New Technologies Committee

The use of natural gas as a trans- come under close scrutiny. These loco- portation fuel is nothing new. Even for motives operated for almost 20 years, locomotives, experiments with propane and were just recently retired. fuel stretch all the way back to 1936 Because of continued high prices when the Plymouth Locomotive Com- for diesel fuel (with no end in sight), pany built a 450 HP propane fueled lo- coupled with low prices and high avail- comotive for the Joplin-Pittsburg Rail- ability for domestic sourced natural road in Missouri, which later worked gas, railroads are once again looking for the Kansas City Public Service at this cheap domestic fuel as a vi- Company local freight railroad in the able mainstream alternative to diesel. Kansas City area. (Interestingly this lo- One magazine writer even compared comotive still exists and is on display at the upcoming move to natural gas for the Museum of Transport in Kirkwood, railroad locomotives as tantamount to MO.) In 1953 Union Pacific even mod- the switch from steam diesel. While it ified one of its massive 4,500 HP gas is yet to be seen if a switch to natural turbine locomotives to use propane, gas will really match the magnitude of complete with a silver-painted propane the switch from steam to diesel, there fuel tender. appears to be good reason for railroads More recently, 1987 to 1995 Bur- to take a serious look at natural gas as a lington Northern ran two converted viable locomotive fuel. EMD SD40-2’s to run in dual fuel This paper is not intended to pres- mode (natural gas and diesel). The ent all the pros and cons of natural gas natural gas was stored as Refrigerated vs. diesel fuel. Nor is it intended to cov- Liquid Methane (RLM), which is basi- er in detail every potential technology cally the same as Liquefied Natural Gas that can be applied to convert diesel lo- (LNG). These locomotives ran in actu- comotives to natural gas. This paper is al revenue service from 1992 to 1995. expected to be the first of what will no Starting in 1993 four LNG powered doubt be a number of papers presented locomotives were used by the Union by LMOA committees on natural gas Pacific and Santa Fe railroads. All four locomotive technologies, maintenance, LNG locomotives ended up on the and support, and as such will primar- BNSF in service in the Los Angeles, ily cover basics of what will no doubt CA basin where locomotive emissions become a very popular topic, namely, New Technologies 171 natural gas locomotives. As such, this But why natural gas and why is it paper will cover four basic areas: viable today but not before? To answer • Natural gas as a locomotive fuel the first question, we simply need to • Economics of natural gas look at the amount of natural gas avail- • Natural gas locomotive emissions able and the abundant supply channels • A primer on different natural gas lo- now in place. comotive technologies including: One aspect of natural gas that o Fuel Storage quickly becomes apparent is that North o Fuel Safety/Risks America, and especially the United o Engine Technologies States, has huge reserves of natural gas o On-board Fuel Storage and Fuel even compared to the rest of the world. Tenders Of special interest is that as new technologies to remove natural gas (such as Natural Gas as a Locomotive Fuel – hydraulic fracturing) and new studies Why Now? come into play, the estimated reserves There is no doubt that the move has of natural gas in North America have been on for some time by railroads to actually risen over the last 20 years, not investigate the potential of alternative declined. In fact, the Eni World Oil & fuels, including renewable fuels (e.g. Gas Review 2012 shows that estimated biodiesel, renewable diesel, ethanol). North American natural gas reserves Dependence on primarily foreign sup- have gone up from 6.6 trillion cubic plied diesel fuel has not only been very meters in 1995, to almost 10.9 trillion costly to the railroads, but the threat of a cubic meters in 2011. That is a 54% in- limited supply of crude oil due to politi- crease in estimated reserves. (See Fig- cal unrest or changing global demands ure 1) is a strategic issue as well. The answer Put another way, based on BTU to all this would clearly be a domestic content, one gallon of diesel fuel con- (i.e. North American) sourced fuel that tains ~129,500 BTU of energy. One is abundant and cost competitive to die- cubic meter of natural gas contains sel. It would not hurt for this fuel to be 35,316 BTU of energy. The 10.9 tril- cleaner than diesel, cheaper than diesel, lion cubic meter reserve of natural gas and easily adaptable to use in existing is the equivalent of about 3.2 trillion railroad locomotive designs. Natural gallons of diesel fuel. gas seems to meet all the qualifications. What is more, it appears that its abun- dance and low cost will continue for the foreseeable future. This is critical to make it worthwhile for railroads to take the plunge on new equipment which has not only a clear short-range ROI, but a long-range ROI as well. 172 Locomotive Maintenance Officers Association

Figure 1 – Natural Gas Reserves (Eni World Oil & Gas Review 2012)

A recent study of May 2013 by the Potential Gas Committee (PGC) “When you add in the EIA proven at the Colorado School of Mines puts reserves, the PGC’s estimate of to- these reserve numbers even higher. The tal U.S. future gas supply rose from study and report had this to say in re- 2,202.4 Tcf to 2,688.5 Tcf—quite a sig- gard to U.S. natural gas reserves: nificant increase for just two years. “In 2012, according to EIA fig- “Last month, the PGC released ures, the U.S. consumed 25.5 Tcf of its 2012 estimates. Most observers gas, basically keeping pace with the were expecting the numbers to rise increase in resource estimates.” from 2010, but the magnitude of the Based on the above EIA con- increase was still eye-opening. Poten- sumption figures, the PGC natural gas tial reserves in 2010 were estimated at reserve estimates would last the U.S. 1,897.8 Tcf; for 2012, those numbers over 100 years. So even with increases jumped to 2,383.9 Tcf, an increase of of natural gas use, the supply estimates more than 25%. When you pull out for natural gas are high enough to jus- the coalbed methane numbers (which tify a long-term outlook on ROI on any barely moved) and consider only tra- natural gas vehicle investments. ditional gas resources, the increase is In addition to the amount of natu- even more dramatic, from 1,739.2 Tcf ral gas available, it is important to take to 2,225.6 Tcf, a jump of 28%. into account its location. When any fuel New Technologies 173 source is located in just a few strategic and Mexico have similarly distributed areas, the chances for supply disrup- fields. A key is that natural gas is read- tions and/or price volatility jump dra- ily available throughout the entire U.S., matically. This has been seen in recent and not just because of the mature years when a U.S. refinery catches fire natural gas pipeline network already or has some other supply disruption – in place. Major gas fields can be found the price of diesel and gasoline takes a not just in the south or southwest (e.g. significant jump. Natural gas fields are Texas), but large fields also exist in the very evenly distributed throughout the Northeast (e.g. the Marcellus forma- world (see Figure 2). tion) and north-central states (e.g. the As Figure 3 shows, the distribu- Bakken formation). These natural gas tion of natural gas fields throughout sources are well situated to supply nat- the U.S. is extremely balanced. Canada ural gas to North American railroads.

Figure 2 – Worldwide Gas Field Locations 174 Locomotive Maintenance Officers Association

Figure 3 – U.S. Gas Field Locations

Natural Gas Economics ral gas is usually priced in “Therms”, Regardless of supply, cost factors or MMBtu (Million BTU’s). While must always come into play. For ex- natural gas prices have been as low as ample, while proponents of the “hydro- $2.00 per MMBtu in 2012, prices in gen highway” liked to point out how 2013 were back up at a more reason- abundant hydrogen is on earth, the cost able $3.70 per MMBtu, and even broke to produce and transport the hydrogen the $4.00 mark. While this may seem has been a major setback to a practical like a huge price fluctuation (which move to hydrogen fueled vehicles. Nat- it was for natural gas suppliers), the ural gas prices, however, are extremely $2.00 per MMBtu price was undeni- compelling to any transportation com- ably a very low figure for the natural pany considering its use as an alterna- gas industry, and cannot really be used tive to diesel fuel. as a basis for calculating potential fuel Probably one of the most confus- costs. The current $3.70 per MMBtu is ing aspects of natural gas is the way it is probably a more realistic price base for priced. Since natural gas is not a liquid, future calculations. it is not measured in its basic form in But how does this $3.70 per terms of liquid gallons. Instead, natu- MMBtu correlate to our current diesel New Technologies 175 fuel? First of all, in terms of raw energy leave the price of compression, lique- content, each MMBtu of natural gas is faction, or refining out of the equation. the equivalent of about 7.72 gallons of These prices tend to remain relatively diesel fuel (based on a diesel gallon en- stable anyway – the main contributor ergy content of 129,500 BTU). At $3.70 to pricing being the cost of the base per MMBtu, the price for natural gas natural gas or oil. Figure 4 illustrates extrapolates into a mere $0.48 per Die- how the BTU prices for diesel and sel Gallon Equivalent (DGE) of natural natural gas both spiked in mid-2008. gas. In terms of raw energy content a 42 During that time oil hit a record $148 gallon barrel of oil contains 5,800,000 per barrel. Natural gas hit over $12 per BTU of energy which is 44.79 DGE. At MMBTU. While both energy sources today’s oil prices hovering at $100 per took dramatic downturns through ear- barrel, the cost per DGE is $2.23. That ly 2009, oil quickly began its upward is over 4.5 times the raw energy cost of trend again, while natural gas remained natural gas. With this huge price differ- relatively flat, at or below $5.00 per ential it is inevitable that the railroads MMBTU. In fact, while oil continued take notice of natural gas as a potential its upward swing to the $100 per bar- locomotive fuel. rel we are seeing today, natural gas at But what happens if prices fluctu- one point dropped to below $2.00 per ate, as they often have? For now let’s MMBTU.

Figure 4 – Diesel and Gas Price Trend 2006-2011 176 Locomotive Maintenance Officers Association

Using the historical figures, if natu- early 1990’s on the basis of the suc- ral gas were to even double in price to cessful natural gas locomotive testing $7.50 per MMBTU, the price of a DGE on the BN? A quick look at the price of natural gas would still be less than trends shown in Figure 5 shows that one dollar, coming in at a mere $0.97 while there was a spike in oil prices in per DGE. (Note that the chart in Figure late 1990 (crude oil spiked to an “amaz- 4 and all data since shows that natural ing” $33 per barrel), the price of crude gas prices above $7.50 per MMBTU oil stayed relatively steady at around was truly an aberration, unlike crude oil $15-$20 per barrel for almost 10 years. prices that have hovered around $100 During that time the price of natural gas per barrel since November of 2011.) If also remained relatively steady, but the crude oil pushes back up to near its $148 price delta just simply did not exist. In per barrel high, the base oil price for a 2001 through 2005 natural gas’s com- DGE would jump to $3.35. More im- petitiveness occasionally disappeared portantly the price delta between the nat- entirely with the price per MMBTU ural gas and diesel would go from $1.75 of natural gas eclipsing that of crude per DGE to $2.38 per DGE. Even if oil oil. But a very clear trend has emerged prices remain steady and natural gas since 2006. While the price of natural prices double, the delta between natural gas has climbed steadily to maintain gas and crude oil would still be $1.26per pricing at the $100 per barrel mark, the DGE. So while many people mention price of natural gas has dropped and concern about natural gas prices rising, stayed low. There is no doubt that the the real issue is with crude oil prices. advent of technologies such as hydrau- Most analysts agree that natural gas will lic fracturing (“fracking”) and discov- remain an incredibly price competitive eries of the vast natural gas reserves in fuel for the foreseeable future. North America have contributed to this With all this price advantage, why trend, and analysts continue to point to didn’t the railroads whole-heartedly continued low pricing for the foresee- adopt natural gas in the late 1980’s or able future.

Figure 5 – Historical Oil and Natural Gas Prices During Railroad Locomotive Testing Dynamic Braking Resistors & Systems (Locomotives and Off-Highway Trucks)

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A final point to note that is of po- Over the life of the locomotive the lo- tential advantage to the large scale fleet comotive could potentially pay for it- operations of railroads is a willingness self in fuel savings alone. for gas suppliers to lock in long-term This savings can also apply to contracts. Because of the price compe- switcher locomotives which have been tition in the market natural gas suppli- consistently looked at as more of a cost ers have been willing to lock in rates of doing business than a revenue gen- for five and even ten year contracts. erator. With modern multi-genset loco- These are contract terms that were pre- motives or ECO repowers costing well viously unheard of. over $1M each, railroads have been hesitant to spend these huge sums on Locomotive Criteria Emissions switcher fleets. But railroads have also While economics are an internal recognized the need to replace their force that can certainly move a railroad aging switchers with clean locomo- to adopt natural gas, the fact remains tives that benefit the local environment, that external forces, particularly in especially around urban rail yards. regard to EPA regulated criteria emis- Natural gas can have a huge impact on sions (NOx, PM, HC, CO) have been leveling the cost playing field for new, the driving force in new locomotive ultra-clean, switcher locomotives. It engine technologies. New locomotives has been estimated that by moving to must meet current Tier 3 requirements a modern fuel efficient Tier 3 or Tier 4 and upcoming Tier 4 requirements, and locomotive engine, and replacing just if that means that locomotive manufac- 60% of the diesel fuel used with natural turers must sunset some age-old loco- gas (a dual fuel locomotive), an ultra- motive engine designs, or add complex clean locomotive could pay for itself in aftertreatment devices that increase 10-15 years. For the first time in recent both capital and operational expenses, history natural gas holds the potential this is the price that must be paid to to make new switcher locomotives cost meet EPA regulations. So in this regard effective and actually return an ROI to it is encouraging to note that natural the railroads purchasing them. gas powered locomotives can have two The second benefit from natural benefits in regard to these emissions. gas locomotives is a definite positive The first is that the cost savings for impact on the criteria emissions pro- the natural gas fuel itself can offset the duced from a straight natural gas or incremental cost of new engine tech- even dual fuel (diesel and natural gas nologies and/or aftertreatment devices. combined) diesel engine. Studies have For example, if a line haul locomotive shown that the use of natural gas can cost an extra $1M for a Tier 4 locomo- reduce NOx levels. Some natural gas tive vs. a Tier 3 locomotive, just a cost engines have publicized as much as a savings of 50 cents or $1 per DGE of 10-15% drop in NOx emissions. While fuel consumed could pay for the extra these reduction levels will not neces- locomotive cost in less than five years. sarily move an engine from one EPA New Technologies 179

Tier level to the next (e.g. natural gas of a DPF system for a natural gas lo- fuel will not necessarily clean up a Tier comotive. If a DPF system is added, a 3 locomotive engine to the point that smaller unit can potentially be fitted on it meets EPA Tier 4 levels), the addi- the locomotive. With internal real estate tional NOx reduction could benefit a on locomotives becoming more of an railroad’s or community’s overall NOx issue, the use of a smaller DPF may be reduction plans. And since a railroad a critical factor to moving a locomotive can quantify the savings on natural from some PM emissions to virtually gas, those economic savings and emis- zero PM emissions. Or if a larger size sions reductions may justify a railroad DPF is used, the number of regenerates moving to a cleaner locomotive level, the unit must go through to purge itself such as moving to Tier 3 locomotives of built up PM can be reduced. This instead of a Tier 0+ retrofit, or Tier 4 also means that the time between clean- instead of Tier 3. In this way a railroad ing ash out of the PM system could be can maximize its NOx reduction while reduced. Lowered maintenance equals minimizing cost. lower operational costs. Even replace- When it comes to PM emissions, ment intervals on the DPF filter could be natural gas is definitely a game chang- stretched, which also lowers locomotive er. A diesel engine re-designed to run operational costs. on 100% natural gas will reduce PM emissions by about 85% just by switch- Locomotive GHG Emissions ing from diesel fuel to natural gas. Another area of emissions that These percentages of reduction can be benefits from natural gas is greenhouse extrapolated with dual fuel natural gas gas emissions (GHG). GHG emissions engines as well. To illustrate, let’s say have been the topic of much debate, and we have a Tier 3 locomotive engine we all recognize that trains, due to their without a DPF system that produces inherent efficiency in moving a ton of 0.07 gr/bhp-hr of PM, well below the freight on a low amount of fuel, are 0.10 gr/bhp-hr required to meet EPA certainly environmentally friendly. But Tier 3 emissions. If this engine were when it comes to GHG gas emissions, to run on a 50/50 mixture of diesel and it is not simply the overall amount of natural gas, a rough estimate would be GHG emissions that is looked at by the a 42.5% reduction in PM emissions. regulatory agencies, but the amount of PM reductions would drop from 0.07 GHG produced from a given amount gr/bhp-hr to 0.04 gr-bhp/hr. Our Tier of fuel. As such, upcoming GHG re- 3 locomotive engine with no PM af- duction requirements that it appears tertreatment is suddenly coming very will be forthcoming from the EPA will close to EPA Tier 4 PM levels of 0.03 push the transportation sector towards gr/bhp-hr! And we are reducing our the adoption of more GHG emissions PM while saving money on fuel. friendly fuels. This is another area Another aspect of PM management where natural gas has an advantage with natural gas is the size requirement over diesel fuel. 180 Locomotive Maintenance Officers Association

The state of California has always ferent alternative and renewable fuels. been known as being at the forefront Under AB 32 California developed a of pushing for stricter emissions limits Low Carbon Fuel Standard (LCFS) and cleaner vehicles. GHG emissions which assigned GHG carbon intensity have been a major issue in California values to various vehicle fuels. From for year, especially since the passing these carbon intensities a GHG reduc- of California Assembly Bill 32 in 2006 tion equivalency can be extrapolated. (also known as AB 32, the Califor- The EPA also has assigned car- nia Global Warming Solutions Act of bon intensity values to various fuels 2006) and Assembly Bill 118 (AB 118) (see Figure 6) and it is expected that in 2007. AB 118 is directed toward the under President Obama’s newest Cli- use and adoption of alternative and mate Change initiative that a new fed- renewable fuels and vehicles. A key eral standard will be proposed to assign part of AB 118 deals with the curbing carbon intensity values to a wide range of GHG emissions through use of dif- of fuels.

Figure 6 – US EPA estimates for percent change in lifecycle GHG emissions relative to petroleum fuel displaced (EPA420-F-07-035 April 2007) New Technologies 181

Based on the current California biodiesel blend to reduce GHG emis- LCFS, CNG fuel produces ~32% lower sions even further. For example, if a GHG emissions than diesel. Depend- diesel engine was originally designed ing on the efficiency of the liquefac- to use a B20 biodiesel blend (20% bio- tion process (80% or 90%) the GHG diesel and 80% petroleum diesel), the reduction for LNG ranges from about dual version should still be able to use 16.9% to 27.6%. These percentages of a B20 biodiesel blend. Thus, if a dual reductions are quite significant in terms fuel engine used a 60/40 mix of CNG of GHG reduction goals set forth by and diesel fuel, the 60% replacement many governmental and environmental with CNG would drop GHG emis- groups. sions by 32% for that volume of fuel, Even if a locomotive is using a and the 40% biodiesel remaining could dual fuel engine (which runs on a com- drop GHG by emissions by anywhere bination of natural gas and diesel), from 3.3% to 17.6%. The combined significant GHG reduction can still be GHG reduction for a natural gas dual attained. It should also be noted that fuel locomotive could thus be as high the use of a dual fuel engine does not as 26.2%. (See Figure 7) change the engine’s ability to utilize a

Figure 7 – Individual and Combined Fuel GHG Reduction 182 Locomotive Maintenance Officers Association

Fuel Storage Options usually removed to create “dry gas” for One of the biggest challenges pre- liquefaction.) sented to the adoption of natural gas is When compressed, the gas is how to store the fuel. Since natural gas stored under high pressure in a stor- in its raw form is a gas and not a liq- age cylinder. These cylinders can be uid, the fuel cannot be usably stored in made of metal (aluminum or steel) or its native state on a locomotive and/or a composite material and then wrapped tender. It must be either compressed or with a steel or composite wrapping. liquefied. Up until recently most on-road CNG Before discussing these storage systems were compressed to 3,600psi technologies, it should be noted that (250 barg). Because of the low BTU many natural gas engines, both straight content per cubic foot of 3,600psi CNG natural gas and dual fuel, are ambiva- compared to diesel, many people felt lent to the way in which the natural gas that this precluded CNG from being a is stored. This is because the natural viable locomotive fuel. But when used gas being introduced into the engine is for powering locomotives in switching, in a gaseous state. So if the gas comes local, or branch line service, 3,600psi from a high pressure CNG tank, it sim- tanks can be viable, especially on dual ply needs to be regulated down to the fuel powered locomotives. standard low injection pressure, usu- LNG has the highest per volume ally around 120psi-150psi. If the fuel BTU content of any natural gas stor- is stored as LNG, it goes through a age technologies. This is because LNG vaporizer to convert it from liquid to is a true liquid state of natural gas. The gas and is then regulated to the low BTU content of a gallon of LNG is ap- pressure needed by the engine. So if proximately 59% that of a gallon of the vaporizer is part of the fuel tank diesel. When used in a dual fuel engine, system, the same natural gas locomo- an LNG fueled locomotive having an tive could use CNG or LNG fuel inter- average 70% natural gas for diesel sub- changeably. Some high pressure direct stitution rate, can provide about 71% injection (HPDI) systems require LNG, of the range of straight diesel. Consid- but this is a requirement of the specific ering that the fuel cost savings for a fuel injection technology, not natural single line haul locomotive in long dis- gas engines as a whole. It should also tance service can be hundreds of thou- be noted that because the BTU content sands of dollars per year, many rail- of natural gas from LNG or CNG is roads and locomotive manufacturers basically the same, no perceivable dif- are giving LNG serious consideration, ference in performance would be noted even if it involves storage in separate between an engine running on CNG or fuel tenders. LNG. (Technically natural gas from There are some additional issues CNG may have a slightly higher BTU with LNG that must be taken into value because it may contain up to 20% consideration. One is the state of the propane, ethane, and butane, which are fuel itself. LNG is an extremely cold New Technologies 183 cryogenic liquid, which means that its A new natural gas storage option temperature is well below the freez- that is already being adapted to on-road ing point of water. The temperature of vehicles is high pressure CNG. High LNG is -260 degrees F (-162 degrees pressure CNG utilizes high pressure C). In order to keep the liquid this cold, wrapped tanks, usually of a Type 4 it must be stored in vacuum insulated composite design. These tanks can han- cryogenic tanks. And special handling dle pressures well in excess of 5,000psi. is a must, since contact of liquids this 5,000psi high pressure CNG tanks cold with any part of a human body will have been used for stationary storage cause immediate frost bite and severe for some time, and are now becom- tissue damage. Since there will always ing available for mobile use. In fact, be some pressure in an LNG tank due many of these same design tanks are to some “boil off” of the LNG in the already used for hydrogen fueled ve- tank, a crack in an LNG tank will result hicles where pressures can range from in a low pressure “spray” of extreme- 7,000psi on up to almost 10,000psi. So ly cold liquid. So while the escape of these high pressure tanks are already the gas itself may not be hazardous to proven. Moving to 5,000psi CNG tanks personnel, contact with the super-cold moves the volumetric energy content liquid being expelled a potentially long of CNG vs. diesel from 25% to around distance can be. 38%. Another way to look at this is The cost of LNG can also be sig- that 5,000psi CNG is suddenly 64% nificantly higher than CNG. This is be- the energy storage volume of LNG, vs. cause the LNG requires more complex a paltry 42% for 3,600psi CNG. This liquefaction equipment that must be can be a real game changer in the deci- suitable for cryogenic conditions and sion making process of whether to use there is an additional energy cost as- CG or LNG in many shorter distance sociated with liquefaction vs. straight applications. New fueling station tech- compression. LNG can cost $0.75 to nology for 5,000psi CNG also uses less $1.00 more per DGE than CNG, and energy than previous 3,600psi fueling this extra cost must be weighed against stations and keeps the CNG cylinders the costs associated with shorter range cooler during refueling, thus making or additional fueling stops associated it possible to consistently fill the CNG with a CNG fueled locomotive. tanks to maximum capacity while also generating the least amount of heat build-up. 184 Locomotive Maintenance Officers Association

Figure 8 – Fuel Storage Options

Natural Gas Safety/Risks comes very clear that natural gas is an As with the adoption of any new inherently safe vehicle fuel. technology, concerns always arise re- One reason for the outstanding garding the safety of the technology. safety record of natural gas fueled vehi- This also applies to adopting new fuels cles is mature safety standards that have such as natural gas. been in place and evolved over the de- While the railroads have only ex- cades of natural gas use. This includes perimented with natural gas locomo- not only safety standards for the ve- tives, natural gas vehicles using both hicles and engine systems themselves, CNG and LNG fuel storage are nothing but also stringent standards for fuel new. These vehicles have been in use storage systems (both stationary and transporting people and freight for de- mobile), handling, and refueling. In the cades. In fact, one of the most common United States these standards primar- applications of CNG fueled vehicle is ily fall under the auspices of the U.S. in transit buses. These buses transport Department of Transportation, which millions of passengers each year. Yet regulates not only on-road vehicles, but we simply do not hear of mass deaths railroads as well through the Federal due to CNG fueled buses exploding or Railroad Administration (FRA). While otherwise causing harm. Add to this the there are no specific regulations in place estimated 15 million natural gas fueled by the FRA for natural gas locomo- cars and trucks worldwide, and it be- tives, many of the regulations already New Technologies 185 in place cover aspects of natural gas of flammability. Natural gas is flam- locomotives. The US DOT has a very mable only within about a 5-15% gas- robust set of standards and guidelines to-air mixture. And, it has a very high as part of the Federal Motor Vehicle ignition temperature. The high ignition Safety Standards (US DOT FMVSS). temperature and the limited flamma- In addition to these federal regulations, bility range make accidental ignition the National Fire Protection Associa- or combustion unlikely. Natural gas is tion (NFPA) has published codes and lighter than air. This means that gener- standards under NFPA 52, the Vehicu- ally when natural gas is accidentally lar Gaseous Fuel System Code. These released into the outside air it will ride requirements are very stringent and are and vent harmlessly into the atmo- perfectly adaptable to locomotive ap- sphere, thus dissipating from the site plications. Finally, there are the internal of a leak. When a gas-and-air mixture natural gas vehicle industry standards within the flammable range collects in known as NGV Codes. In many cases, a confined space, it can accidentally ig- these NGV codes go above and beyond nite upon a source of ignition. But this what is required by DOT and NFPA. ignition source must be very high tem- So much so in fact, that many other perature. And when the natural gas ig- countries outside the U.S. have adopted nites, the fire is limited to the gas in the these NGV Codes into their natural gas area where the natural gas and air mix vehicle requirements. is within the flammability limit. Once Another critical aspect is the flam- it hits the higher natural gas concentra- mability and characteristics of natural tion point the flame will discontinue gas itself, especially as compared to propagation, unlike a major diesel spill diesel fuel. Figure 9 shows the flam- which will continue to burn for hours as mability and risks associated with the liquid fuel pool continues to burn. methane, the primary component of For example, one issue that has natural gas, compared to diesel fuel. been raised is whether the exhaust man- Natural gas has a very limited range ifolds, situated high up in the carbody

Figure 9 – Natural Gas Safety/Risks 186 Locomotive Maintenance Officers Association of a locomotive, would be a potential natural gas. You would need to have an ignition source for any lighter-than-air open flame or consistent spark source natural gas that might accumulate there. or a hot engine component producing Clearly the exhaust manifold/stacks a temperature of 1,076 degrees F or constitute a heat source, but not really above to ignite the natural gas. This is an ignition heat source for natural gas. just one example why natural gas can The autoignition temperature for diesel be safely used in locomotives. fuel is 210 degrees C (410 degrees F). The autoignition temperature for natu- Diesel and Natural Gas Engine ral gas is almost three times that, at 580 Technologies degrees C (1,076 degrees F). Autoig- For railroads seeking to run loco- nition temperature refers to the lowest motives there is a wide range of engine temperature at which a substance will technologies that can run on straight spontaneously ignite without an exter- diesel fuel, dual fuel (diesel and natural nal source of ignition such as a spark gas, or straight natural gas. As the table or flame. So the exhaust system under in Figure 10 shows, these three overall the hood of a locomotive is considered engine options cover a wide range of a potential autoignition source. natural gas substitution, from no sub- According to a verification re- stitution (straight diesel) all the way up port published in 2005 by the EPA, to 100% natural gas with no diesel fuel the exhaust temperature of a 3,000 needed at all. HP turbocharged EMD 16-645E3 en- Our baseline is a 100% straight gine is about 201 degrees F at high diesel engine. This is our stock off-the- idle (223 degrees F at low idle) and shelf engine from any major locomo- goes up to a high of 732 degrees F tive manufacturer or OEM supplier of at Notch 6 (Notch 8 is actually only locomotive engines. These are tried 720 degrees F). So diesel fuel will and true engines, and we know what to ignite if sprayed on the exhaust mani- expect from these engines. fold since the autoignition tempera- The highest substitution rate of ture for diesel is only 410 degrees F, natural gas (100%) requires major well below the potential 732 degrees conversion of the engines from their F manifold temperature. But even at original diesel configuration. Most no- the highest exhaust temperatures the tably, the compression ratio is lowered EMD engine exhaust manifold would dramatically, and thus the horsepower still be almost 350 degrees F below output is significantly decreased. For the autoignition temperature for nat- example, the four LNG locomotives ural gas. So natural gas is actually used until recently by the BNSF were much safer from this standpoint than rated at only 1,200 HP, despite the fact diesel fuel. that the stock V-16 diesel engine pro- The bottom line is that there really duced between 1,600 HP and 2,200 HP is no consistent heat source under the depending on configuration. A horse- hood of a locomotive for ignition of power de-rate of between 25% to 40% New Technologies 187

Figure 10 – Diesel and Natural Gas Engine Technologies – Fuel Mix is not uncommon with pure natural gas natural gas in the air mix contributes versions of diesel engines. These en- the combustion energy output. The gines also depend on a spark plug to ig- key is that the natural gas flow into nite the natural gas, so the engines must the air mix must be metered and moni- have modifications made to the heads tored so as to control the amount of as well. Some straight natural gas en- diesel fuel injected into the cylinder, gines also suffer from poor or slower thus maintaining a given amount of transient response times, and in some horsepower at a given RPM. There are locomotive applications, such as kick- also issues of engine knock not nor- ing cars, this can be a definite problem. mally associated with a diesel engine In between these two extremes that must be monitored and controlled. is the dual fuel engine, which runs on Another advantage to many dual fuel a mix of diesel fuel and natural gas. engine systems is that if the locomo- These engines may or may not require tive runs out of natural gas or the natu- modification to the base diesel engine. ral gas fuel supply must be shut down The key to a dual fuel engine is that a due to a problem with natural gas dos- certain percentage of the air introduced ing/injection system, the engine will into the cylinder contains natural gas. continue to run on straight diesel. For When the diesel fuel is introduced into many railroads this “fallback” option the cylinder, less is needed to produce is an important criterion for consider- the same amount of energy since the ing a switch to natural gas. 188 Locomotive Maintenance Officers Association

Figure 11 – Natural Gas Engines – Dual Fuel Technologies

Within the dual fuel engine tech- turbocharger is nowhere near the 1,076 nologies there is a range of ways to in- degrees F autoignition point of natural troduce natural gas to the engine. Each gas (typical turbocharger outlet tem- of these technologies has its own pros peratures are around 400 degrees F) and cons and must be taken into ac- the introduction of natural gas before count when choosing a dual fuel sys- the turbocharger has been safely done tem. Figure 11 outlines the high level for years. But some customers may breakdown of these systems. prefer the injection post turbocharger, The first and simplest system to and there are systems that are designed convert a diesel engine to dual fuel for injection of the gas after the tur- involves a single point of gas injec- bocharger. Depending on the engine tion. Sometimes known as fumiga- design, this natural gas injection can tion, the gas manifold can be placed even be done post-intercooler or charge virtually anywhere along the air intake air cooler (CAC), thus taking advan- system. Some single point manifold tage of a more stable air temperature. systems place the gas inlet before the Many larger locomotive engines have turbocharger. This means, however, the turbocharger and intercooler system that the gas/air mixture is actually go- closely connected to the intake mani- ing through the turbocharger and be- fold, so in these instances the gas injec- ing heated and compressed. While the tion must be placed between the turbo heated air/fuel mix coming out of the and the intercooler. New Technologies 189

Single point gas injection systems substitution rate in some cases, but have several advantages, price being just also has the drawback of having zero one of them. They require minimal to no or extremely low fuel substitution rates changes to the actual diesel engine they at idle or low throttle notches (N1-N3). are installed on, and because of this they These systems have therefore been normally have a full “fallback” mode used primarily for line haul applica- where the engine can run on 100% die- tions, not switcher cycle locomotives. sel fuel. Thus failures of the natural gas Since the injectors need to be fitted near supply or injection system will not stop the intake ports, modifications to the the locomotive from running at normal engine are required. These can range power levels in all throttle notches. They from minimal to major. are perfectly suited for low pressure gas Very high natural gas substitution applications, and can thus run on CNG rates can be achieved with either a mi- or LNG fuel. cropilot system or High Pressure Direct One of the negatives include a low Injection (HPDI). The micropilot sys- overall natural gas substitution rate tem uses a special low flow fuel injec- (less than 50%), although many newer tor which serves to ignite a high ratio of systems that interact with the engine natural gas in the cylinder. In this case ECM can better control the diesel fuel the fuel injector is designed to work injection and get substitution rates as more like a spark plug instead of a fuel high as 80% or 85% in higher throttle injector. It is designed so as not clog notches. Overall average natural gas despite the low fuel flows through the substitution rates can be as high as injector, and it requires a modified head 60%-65% on a switcher cycle locomo- from the original diesel engine. Micro- tive. Other negatives include a higher pilot diesel injection systems, when knock sensitivity and the pre-turbo fuel coupled with multi-port gas injection, injection discussed earlier. can provide gas substitution rates of A similar technique to single point 95% to as high as 99% across the en- gas injection is a multi-point injection tire engine RPM and power range. But system located near or at the engine because they use a special injector, intake ports. This has been success- coupled with a modified cylinder head, fully applied to both two-cycle and there is no diesel “fallback” mode for four-cycle locomotive engines. Most most of these systems. of the same pros and cons that apply to High Pressure Direct Injection is a single point gas injection system ap- another high substitution rate technol- ply to a multi-port gas injection system. ogy that requires major modification Of course, by nature of the location of to the engine. One of these systems is the cylinder intake ports, multi-point currently marketed by Westport. West- gas injection systems are located post- port HPDI technology uses natural gas turbocharger. as the primary fuel along with a small The multi-port gas injection sys- amount of diesel as a pilot ignition tem can provide a higher overall fuel source, or “liquid spark plug”. At the 190 Locomotive Maintenance Officers Association heart of the engine is a patented injector a fuel delivery system that will allow with a dual-concentric needle design. CNG to be used with HPDI systems. It allows for small quantities of diesel Some of these new technologies may al- fuel and large quantities of natural gas low an increase in fuel substitution rates to be delivered at high pressure to the that blur the lines even further of which combustion chamber. The natural gas engine technology is best suited for lo- is injected at the end of the compres- comotive applications. sion stroke. (Non-HPDI systems discussed earlier bring the natural gas in CNG and LNG Fuel Storage – On with the air during the intake stroke.) Board or Tender Cars As mentioned earlier, under the pres- As so many times happens in all in- sures found in the combustion chamber dustries (railroads included), we many of a normal diesel engine, natural gas times come full circle in technologies requires a higher ignition temperature applied to our business. For example, than diesel. To assist with ignition, a early steam locomotives required a small amount of diesel fuel is injected tender to store fuel and water for any into the engine cylinder followed by long range operation. In fact, very few the main natural gas fuel injection. The operations had the luxury of dispens- diesel acts as a pilot, rapidly igniting ing with the tender and storing all the the hot combustion products, and thus fuel and water on board the locomotive the natural gas. HPDI replaces approxi- itself. The advent of the diesel locomo- mately 95% of the diesel fuel (by en- tive with its on-board fuel tanks and no ergy) with natural gas. need for water was considered by many Because the natural gas is actually a huge advance over the steam locomo- injected after the diesel fuel is injected tive. Today’s modern high-horsepower and begins to ignite, very high pres- locomotives carry 5,000 or 6,000 gal- sures in the fuel lines are required. For lons of diesel fuel, reducing even trans- this and other reasons some manufac- continental trips to a minimum number turers, such as Westport, consider their of fueling stops. systems to be designed only for use With the switch to natural gas fuel, with LNG. So a customer of a particu- interest has been renewed in tender lar HPDI system may be required to cars, due to the lower BTU content of choose a particular fuel (i.e. LNG over CNG and LNG compared to the same CNG) just simply to support that natu- volume of diesel fuel. As a result the ral gas engine technology, and not be- need for fuel tenders, FRA and AAR cause the economics or range require- have both put together work groups ments require it. made up of railroads, suppliers, and in- The engine technologies outlined dustry experts, to set the standards for are just a broad overview of existing and the new generation of natural gas loco- upcoming technologies for locomotives. motives and tenders. As this paper was being prepared at least In October 2012 the FRA con- one company has stated that they have vened a workshop titled “Natural Gas New Technologies 191

Locomotive Technology” at Argonne izer. If it is put on the tender car, then National Laboratory in Lemont, IL. It the hot coolant from the locomotive’s was organized by the FRA to develop radiator circuit must be piped across a roadmap for the use of natural gas in between the locomotive and tender. rail applications. The workshop was And once the LNG is vaporized, it attended by 55 participants spanning must be decided whether the gas that railroads, locomotive manufacturers, is piped back to the locomotive is high OEM suppliers, and research and fed- pressure gas (5,000 psi) or low pres- eral organizations. sure gas (125-150 psi). If the vaporizer This group is now known as the is placed on the locomotive, there is no Natural Gas Locomotive Research Task need to move high temperature engine Force. The task force continues to meet coolant across to the LNG tender, but to look at all aspects of locomotive and we must find a place on the locomotive tender safety and technology. In addi- to put the vaporizer. This is no easy task tion to the FRA group, the AAR has cre- because of the limited real estate on to- ated its own working group. Known as day’s Tier 3 and upcoming Tier 4 lo- the Natural Gas Fuel Tender Technical comotives! (One suggestion was to re- Advisory Group (AAR NGFT TAG) duce the size of the diesel fuel tank and this advisory group is looking primarily use that space for the vaporizer. Since a at locomotive fuel tender needs for line high percentage of the fuel for the loco- haul locomotives, including standards motive is coming from the tender, the and safety for the delivery of the fuel locomotive would not require the same (gaseous or liquefied) across connec- amount of diesel fuel to get between tions from the tender to the locomotive. existing fueling stops anyway.) If the It is expected that these same standards vaporizer is on the locomotive then ex- and recommendations would be used tremely cold cryogenic LNG must be for any interface between a natural gas passed through a connection between locomotive and a separate natural gas the tender and locomotive. This would fuel source, such as a slug that might be require higher power cryogenic pumps equipped with LNG or CNG fuel tanks. and insulated cryogenic lines between One key aspect of an LNG ten- the locomotive and tender. The AAR der is the location of the vaporizer that NGFT TAG continues to look at all converts the LNG to gas. These vapor- these nuances of fuel tenders. izers require large amounts of energy to Another interesting caveat of the convert the extremely cold liquid to a use of a fuel tender is its status as a gaseous state. A diesel locomotive has hazardous materials car. If fuel is a lot of waste heat that it must dispose stored on board a locomotive it comes of through the exhaust and radiator sys- under the rules applying to fuel tanks, tem. If this waste heat can be used to and thus a locomotive is not consid- vaporize the LNG, that energy is actu- ered a hazardous materials car even ally being used more efficiently. The if it is carrying thousands of gallons challenge is where to locate the vapor- of diesel fuel. As soon as the fuel is 192 Locomotive Maintenance Officers Association moved to a tender car it now falls un- comotive makes on-board CNG viable der the jurisdiction of the hazmat for these environments as well. By put- rules governed by additional agencies ting the natural gas fuel on board, the beyond just the FRA. The Pipeline issues of moving fuel between a tender and Hazardous Materials Safety Ad- and the locomotive, adding the administration (PHMSA) develops and ditional tender to the locomotive con- maintains the regulations on the trans- sist, and turning a locomotive-tender portation of hazardous materials by combination at the end of a line (to rail, contained in Title 49 of the Code keep the tender from leading a single of Federal Regulations Parts 100-185. locomotive consist) are all eliminated. The FRA works with PHMSA to en- Additionally, whereas LNG may not be force the transportation of hazardous economical in terms of cost savings on material by rail. Currently, natural a lower fuel consumption locomotive, gas cannot be transported by rail un- the extra $0.75 to $1.00 per DGE sav- less the rail carrier obtains a Special ings of CNG over LNG could make the Permit. However, a Special Permit is difference between staying with current not required for the use of natural gas diesel locomotives or moving to a natu- as fuel for the locomotive but the lo- ral gas alternative. One recent study comotive being classified as a vehicle by a major switching railroad suggests that carries natural gas or any other a savings of as much as $100,000 per material being used to fuel attending year by replacing older Tier 0 or Tier locomotives is subject to FRA’s statu- 0+ 1,500 HP switchers with new Tier tory and regulatory authority related to 3 dual fuel CNG powered locomotives. locomotives contained in the Federal With savings of this magnitude it is railroad safety statutes. hard for a railroad not to consider natu- This brings up the option of storing ral gas as a fuel alternative. the natural gas fuel on board the locomotive itself. Depending on the design Conclusion of locomotive itself, it is entirely pos- There is little doubt that natural sible to place CNG or LNG tanks on gas is here to stay. The Energy Infor- a locomotive. While LNG would once mation Agency (EIA) estimates that the again seem to be the natural gas fuel of supply of natural gas (NG) in America choice, recent studies on locomotive will last over 100 years thanks to frack- duty cycles, dual fuel engine efficiency, ing of shale rocks. Considering the cost and on-board space available for the differential between natural gas and fuel tank(s), has shown that CNG is a diesel and that this differential does not very viable fuel for switcher locomo- appear to be collapsing in the foresee- tives using as much as 50,000 to 60,000 able future, there is significant fuel sav- gallons of fuel per year. On larger road ings opportunity in using natural gas in switcher locomotives used for trans- locomotive engines. fer or local service, the additional fuel This white paper is not intended space available on a longer frame lo- to present every possible natural en- New Technologies 193 gine or locomotive technology. New we never actually experienced. While advancements are being made every a complete transition from diesel to day in regard to natural gas storage natural gas may never materialize, the systems, dual fuel and straight natural new natural gas technologies being pre- gas engine technologies, and natural sented for locomotives is certainly no gas exploration and drilling techniques. less exciting in its economic, environ- As these natural gas technologies and mental, and even operational potential. locomotives are developed, it is expect- Who knows, maybe in 2036 one of the ed that a number of new white papers first successful new technology natural will be forthcoming from not only the gas locomotives of today will end up LMOA New Technologies Committee, in the same museum next to the early but other LMOA committees as well. Plymouth propane locomotive of 1936. For many of us who work with That would make quite an interest- locomotives every day, the steam to ing 100 year anniversary celebration, diesel transition era is something that wouldn’t it? 194 Locomotive Maintenance Officers Association

Remote Monitoring of Locomotive Systems

Prepared by: Joe Whitmer Southern Region Field Service Manager MotivePower, Inc.

Y our locomotive is miles away information the chances of locomotives when it develops trouble or is running running out of fuel on the main line can low on fuel. How would you know that be reduced. With this remote informa- there is a potential problem? Wouldn’t tion available in real-time, dispatch can it be helpful if your loco could let you decide whether a consist needs to go to know that it is low on fuel or that an the fuel rack or if it can be directly tied engine parameter is out of range? This on another train without refueling. is where the world of remote diagnos- Remote monitoring comes in vari- tics and fuel monitoring is becoming ous levels of capabilities: the hero. The first level, or Basic, gives There are several options out there minimal feedback. Items include GPS today and here we plan to just touch on location, locomotive speed, direction, a couple of those options and what they and fuel level. may be able to accomplish for the rail- The next level would incorporate road today. these basics and a few others. Event The goal? Locomotive reporting recorder logs can be remotely acquired for improved on-time performance and for review when needed. The Locomo- locomotive reliability. tive Control Computer can pass alarms One of the benefits of remote mon- indicating faults on the road and some- itoring is the enhancement of reliability times data packs as well. Another up- since with back office storage of loco- and-coming type of monitoring is the motive alarms and records this informa- video monitor. With the video monitor tion is readily available at a moment’s both stills and video clips can be down- notice. Performance improvements loaded remotely. can be made with the real-time opera- Ultimately, all these items can be tional status of the roads locomotive. monitored, but with a couple of more With this information, shop dwell time benefits. Back office data services can can be reduced by being able to pre- store historical data for tracking when emptively take care of problems before and where faults occurred and if they they can shut you down. Road failures are repeating. With this historical data are reduced, keeping the operation run- performance reports can be compiled ning on time. Fuel levels and consump- on the fleet identifying bad actors and tion can be monitored as well. With this units that need attention. Also, some

196 Locomotive Maintenance Officers Association plans from manufacturers of remote can however have its dark spots and if monitoring offer Help Desk services to this is the method of choice the system get units over the road by assisting the will need to store data until the next ac- crew on the unit. cess to a cell is achieved. System architecture can vary by Local data radio using 802.11 is vendor, but the basic layout is similar to also very popular, but is limited by Figure 1 below. The remote monitoring distance. Most applications of this are computer communicates with the vari- installed at yard locations. As with ous on-board systems gathering data. cellular, with this protocol while the As shown in Figure 1 some systems locomotive is out of communication such as Electronic Air Brake may feed range data will need to be stored and into the Locomotive Control Computer downloaded upon arrival. The most and this information is then passed to costly method of course is satellite data the remote monitoring system. The communication. This method can be remote monitoring computer will then limited in bandwidth and a clear view pass this data on to its database using of the sky is required for reliable con- a few possible methods. These meth- nection. The downside to most of these ods may include 802.11, cellular, and though is if a locomotive is in dark in some cases satellite. Cellular is used territory instantaneous downloads of for the bulk of the communication on event recorders cannot occur and will most systems with the extensive cel- need to wait until the locomotive has lular network most readily available. It come back to an area that has reliable

Figure 1 – Remote Monitoring Basic Layout FINAL MAG_2012_PLAIN_AD 8/29/13 2:34 PM Page 1

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Proceedings of the 75th Annual Meeting SEPTEMBER 30 – OCTOBER 1, 2013 Indianapolis, IN at the Indiana Convention Center New Technologies 197 service. So while Satellite is a possible with many different systems. This can solution, due to expense and bandwidth be advantageous to those looking to it is not very popular except in the most connect to systems with a locomotive extreme situations. equipped with different makes of sys- Hardware used on the various tems that need to communicate to the systems can vary greatly. The Central outside world. Diagnostics System (CDS) by Wabtec uses a chassis in kind with what is currently used for PTC systems (see Figure 2). Actually with CDS, if the locomotive is already equipped with PTC, the CDS processor board can use the ‘Business Application’ slot that is available on this unit. This may be an option the end user can use to their advantage in not installing extra physical hardware and taking up space. Figure 3 – Wi-Tronix WiPU

The downside for many of these systems though is that most to date do not have any direct interface to discrete signals and sensors. For most of these applications some type of third party interface or a PLC may be required.

Functions By far, the most sought after goal Figure 2 – Wabtec Central Diagnostics for remote monitoring has been and System (CDS) still is GPS location. This in itself is a great resource. Locomotives have been ‘lost’ on railroads as long as any- Peaker Services offers a PLC one can remember and being able to based system that integrates with the locate them in short order has been a engine control system. Peaker’s sys- savior. It can be a great help for locat- tem offers other flexibilities since it ing the locomotive when maintenance presents more engine related functions or crews need to locate it. Using the than most systems currently provide. GPS information from the system Wi-Tronix is currently known for plugged into the navigation GPS in its Wi-PU, which is a stand-alone pro- a car and the crew can find it on that cessor unit. The Wi-PU contains mul- little known siding easily. tiple communication ports to interface 198 Locomotive Maintenance Officers Association

Figure 4 – GPS Map Location

The monitoring of fuel levels has the video download, it has become probably become the Number 2 item important to have this capability. With that railroads want monitored. With remote monitoring, not only can event real-time fuel information dispatch- recorder downloads happen while on ers can determine whether a train the road, but rule infractions or inci- that pulls into the yard needs to have dents of emergency brake applica- the fuel truck meet it and fuel up, or tion can be immediately transmitted whether the power is ready to turn to transportation department officials. and take another train directly out of Most all of the remote monitoring sys- the yard. This can save a great deal of tems can be set up with custom param- time and labor by not having to take eters to notify key personnel via email the power to the barn for servicing that or even smart phone applications. may not be required. Fuel levels are When remote monitoring first also monitored to ensure that the train came into being many wanted to grasp will in fact make it to the next desti- the possibilities of what information nation without refueling in a more re- could be gathered. At first because mote location. of bandwidth and technology issues Event recorder data has come into this was limited to simple things like its own in the last five years. Even location and maybe two or three dis- DVR remote downloads have now crete signals. With today’s advances become main stream. Though down- most of these possibilities can be re- load bandwidth may limit the size of alized in diagnostics of most locomo- New Technologies 199

Figure 5 – Fuel consumption graph

Figure 6 – Fuel Volume Graph

Figure 7 – Real-time event recorder data 200 Locomotive Maintenance Officers Association

Figure 8 – DVR Snapshot tive systems while the unit is on the er the information he needs to isolate move. Through a web-based interface any issues so the locomotive can con- a user can readily look at the locomo- tinue on without any more delay than tive status and verify that all systems necessary. are online and functioning in real- With all of these features (and time. Real-time system diagnostics is those that may not have yet been dis- beneficial to on-time performance. In covered) there is of course a cost. This reality the locomotive can transmit pa- breaks down into areas such as cell rameters that are out of range which phone setup and the monthly fees that in turn puts maintenance on alert for go along with them. If back office data when the locomotive comes in for ser- is to be maintained, how will that be vice so that repairs that may be needed done? Will it be on-site and maintained can actually be planned events instead by the railroad? Or as many are doing, of being a surprise on arrival. will the railroad allow the supplying When problems occur on the road vendor to perform the back office data historical data can help isolate the portion? Since these services come problem making troubleshooting sim- with a monthly fee, on top of any moni- pler and quicker. Graphs like Figure 11 toring fee, decisions have to be made. show real-time trending while the loco- Spare components are something else motive is loading, giving the maintain- that needs to be considered in order to New Technologies 201

Figure 9 – Real-time Health Screen

Figure 10 – Remote engine screen through PSI Viewer 202 Locomotive Maintenance Officers Association

Figure 11 – Historical graphing of engine loading keep the systems operating with allow- We have only touched on what re- ances for failure. It goes without saying mote monitoring is capable of here. But that reliability of the remote monitoring with all of these features remote moni- system is the key to keeping the loco- toring has grown from something nice motives reliable. If the remote system to have, to something we need to have goes down, then the advantage has for reliability, cost savings, fuel sav- been lost. ings, and on-time performance. Only Remote monitoring gives us long the future can tell what else we may term data collection that will assist in be able to do with remote monitoring historical analysis of locomotive per- of locomotives – maybe even remote formance and event data. With these maintenance will someday act on those tools individual locomotive as well as alerts? fleet performance can be determined. Trends of failures can be more easily seen when this data can be easily gathered. Real-time analysis of locomotive troubles can be done with this data in the hands of locomotive experts. The future of remote monitoring includes more and improved automated analysis tools to keep locomotives on line. ®

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Extending Battery Life

Prepared by: David Brooks (ZTR Control Systems)

Introduction vibration environment and large tem- In the last few years, the introduc- perature range. tion of automated engine start/stop systems (AESS) has saved the railroad Flooded Lead-Acid Batteries industry millions of gallons of fuel. Flooded lead-acid batteries are With this fuel savings comes an in- one of the oldest battery technologies creased usage of the locomotive start- and still by far the most ubiquitous in ing system that has, over time, reduced the rail industry. They have proven the achievable lifetime of batteries and themselves over many years to be de- starters. In addition to AESS systems, pendable and relatively inexpensive. increased electrical content on loco- These batteries are relatively simple to motives, especially those active when charge with a couple of caveats. If the the engine is not running, can also add battery is allowed to deplete too far, additional strain to batteries. This pa- the plates in the battery will sulfate. If per will discuss: the battery is overcharged for too long, • A brief summary of some of the the battery will suffer grid corrosion. available battery technologies. These batteries will, over time, vent • A brief comparison of those tech- small amounts of gas and also require nologies in the locomotive applica- the addition of water to ensure electro- tion. lyte balance. • The strains that AESS places on those batteries in more detail. Sealed Lead-Acid Batteries • Technologies that can help to pro- There are two main types of long the life of batteries. sealed lead-acid batteries: “Gel Cells” where the electrolyte is suspended in Available Battery Technologies gel form and contained in plastic pack- Although there are a plethora of ets, and Absorbent Glass Mat (AGM) battery technologies available today, where the electrolyte is suspended in a only a handful of these are practical specially designed glass mat. for use on locomotives. This is main- These batteries contain a much ly due to the: large required capac- smaller amount of electrolyte; hence ity, duty cycle, electrical noise, high they are also referred to as “acid- New Technologies 205 starved”. The same results of sulfation teries. NiCd batteries are quite rugged and grid corrosion can occur on these and can take a fair amount of abuse, batteries as in the cases listed for vented both electrically and environmentally, lead-acid batteries. Normally gases cre- without detriment to the battery life. ated through these processes are recom- bined within the battery to form water. Nickel Metal Hydride (NiMH) Gas can still be vented if significant In low-power applications a overcharge or depletion occurs. Since NiMH battery will have 30-40% high- water cannot be added to these batter- er energy density than standard NiCd ies, this venting causes a permanent de- batteries. However, to maintain the re- crease in the capacity of the cell. quired robustness for high power applications, the energy density is low- Nickel-Cadmium (NiCd) Batteries ered (it is 30% lower than in consumer NiCd batteries have a higher electronics). NiMH cells are generally specific power (the battery capacity environmentally friendly since only in Watt-hours divided by the battery mildly toxic materials are used to con- weight) than any type of lead-acid bat- struct them and the facilities to recycle tery. These batteries can withstand a them are more widespread. These bat- much higher number of discharge cy- teries have a very high self-discharge cles. The “memory effect” that most rate of approximately 20% in the first people associate with these batteries is day and 4% each day after. Elevated not actually a decrease in the capac- temperatures exacerbate this self-dis- ity of the cell. This effect is actually a charge. NiMH batteries, in general, voltage dip that can occur at a certain do not tolerate high temperatures well state of charge if the battery is repeat- in any circumstances. edly discharged to the same point and then recharged. This effect is highly Lithium Ion (Li-ion) Batteries unlikely to have a noticeable effect in One of the newer battery technol- the locomotive application as anything ogies is lithium ion. Although there on the locomotive requiring battery are several different types of Li-ion power alone will not have sensitivity batteries, they will be discussed in to minor fluctuations in voltage. general here. The major benefit of Li- Unlike lead-acid batteries that ion batteries is that they have a very retain their charge very well, NiCd high specific energy per weight (over batteries do suffer from a higher self- two times that of a NiCd battery). discharge rate than their lead-acid They also have excellent load charac- equivalent. NiCd batteries contain teristics with a flat discharge curve and Cadmium, a toxic heavy metal that a generally low self-discharge rate. requires special disposal at desig- Large scale usage of these batteries in nated facilities. Nine major facilities electric / hybrid vehicles has driven already exist worldwide that are ca- the price of this technology down sig- pable of fully recycling all NiCd bat- nificantly. Li-ion batteries can suffer 206 Locomotive Maintenance Officers Association from very dangerous failures modes maintain the current required to crank (including thermal runaway with the engine. This high power output, in flames) if not cared for or charged/ addition to their higher energy density, discharged correctly. Because of this, makes them great for an AESS, with most Li-ion batteries are made with the caveat that the AESS system must built-in protection to ensure that the be able to accurately determine their conditions under which these failure state of charge. modes occur do not happen. Battery Life in Locomotives Battery Energy Storage Comparison Battery life in locomotives has The battery technologies in the been reduced in the last several years paragraphs above are listed in order due to the widespread application of according to their energy density. This AESS systems and the common use means that for a given weight/size, the of lead-acid batteries. In the past, lo- lead acid battery technology stores sig- comotives were only shut down and nificantly less energy than NiCd, which started up occasionally. With AESS in turn stores significantly less energy systems they are now shut down and than Lithium Ion type batteries. restarted several times a day. In addition to the sheer number of Battery State of Charge/Discharge cycles that the battery and starter have Characteristics Comparison to go through, the health of the battery Depending on the type of bat- is further deteriorated by the fact that tery used, the method of determin- battery voltage is a condition for the ing the state-of-charge of that battery AESS system to restart the engine. If differs dramatically. Today’s AESS all of the other conditions to keep the systems depend upon a drop in termi- engine shut down are met, the AESS nal voltages on lead acid batteries to will keep the engine shut down until determine their state-of-charge. With battery voltage falls below a set thresh- newer battery technologies, the termi- old. This is a critical requirement of the nal voltage drops very little through AESS system to ensure that the batter- their full state-of-charge range right ies are capable of starting the engine. up until the battery is almost fully dis- Starting of a typical locomotive charged. Using newer batteries with engine requires a very high break- AESS systems will be challenging be- away current of over 2000 Amperes. cause of this. A benefit of the newer If this power is being extracted from technologies over lead acid, however, a battery that is already in a low state is that they are able to maintain high of charge it will only drive the bat- power output even when they are in a tery further into depletion. This can depleted state of charge. This means be seen in Figure 1 with the dip of that, in theory, these batteries could be the battery voltage from its nominal allowed to deplete much more than a 64VDC down to less than 40VDC lead acid battery and still be able to when the engine crank is first initiated. New Technologies 207

As was noted above, with lead- • Crank assist systems (specifically acid batteries, pushing the battery to a integrated supercapacitor) depletion state causes sulfation of the • Battery maintenance systems (spe- battery and further lowers its capacity. cifically battery desulfators) A lower capacity battery will lose its charge faster when the engine is shut Auxiliary Power Unit (APU) down, driving more restarts from the Auxiliary power units have been AESS due to battery voltage, creating around for many years now. Not only a vicious cycle of battery deterioration. do these APUs keep the engine warm, but some also maintain the charge on Technologies for Extending Battery the battery. By not allowing the bat- Life tery to deplete, APUs prevent sulfa- There are several technologies tion of the battery and hence increase that exist in the market for extending battery longevity. Even if the APU the life of batteries used in locomo- doesn’t maintain the battery charge, tive applications. The technologies the fact that the main engine is warm discussed in this paper are as follows: when it is started means the torque • Auxiliary Power Units (APUs) with required to crank it is reduced. The integrated battery chargers down-side of APUs is their high pur- • Discharge control systems (specifi- chase price and ongoing maintenance cally automated battery disconnect) requirements. 208 Locomotive Maintenance Officers Association

Discharge Control Systems mated battery disconnect systems are Load Shedding With the num- a simple, low-cost way to ensure that ber of electrical devices on each lo- if either of these situations occur, the comotive constantly increasing, the knife switch is automatically opened demands on the electrical system are after a period of time, thus saving bat- increasing commensurately. A lot of tery life. these devices still continue to draw power from the battery system even Crank Assist Systems (Supercapacitor) when the engine is not running. This As has been discussed above, is in addition to loads that can be pur- cranking the locomotive prime mover posely or accidentally left on by the with a battery, regardless of its state, crew. These additional loads deplete puts a great deal of strain on the bat- the battery when the engine is not run- tery and can shorten its life. The vast ning causing additional restarts in the majority of that strain occurs in the case of an AESS equipped locomotive first second or two of cranking when and sulfation of the battery in the case the electrical current required to over- of a non-AESS equipped locomotive. come the static friction of the stopped Load shedding systems can work in engine is extreme. In this situation, conjunction with AESS systems to the series wound starter motor looks deactivate battery loads when the lo- exactly like a short circuit to the bat- comotive is shutdown. This decreases tery, and it doesn’t start producing the current draw on the battery and back-emf to limit current flow until ensures that depletion of the battery is the motor starts turning. This “short kept to a minimum. circuit” characteristic puts the battery Battery Disconnect One of the under extreme load. worse situations that can occur with Supercapacitors are devices that a lead-acid battery occurs when it is can store a significant amount of ener- allowed to discharge completely. Not gy and release it very quickly without only does this often cause an out-of- detriment to their life. These devices service situation with the locomotive are good for hundreds of thousands of and possible schedule delays, but it cycles. also causes excessive sulfation of the A supercapacitor placed in paral- battery thus severely reducing its life. lel with the battery and properly in- With non-AESS equipped loco- tegrated into the starting circuit can motives, leaving a locomotive shut- release its energy when the starting down without pulling the battery motor requires it (at the early high knife switch can lead to this situation. load “short circuit” phase) and remove With AESS equipped locomotives, some of the strain placed on the bat- disabling the AESS equipment using tery. Figure 2 and Figure 3 show the the EFCO button to shut the engine difference in voltage drop on the bat- down without pulling the battery knife tery during the engine crank. switch can lead to this situation. Auto- New Technologies 209

Figure 2 - Battery start with low state-of-charge batteries

Figure 3- The same locomotive with the same batteries and a supercapacitor assist system 210 Locomotive Maintenance Officers Association

Battery Maintenance Systems systems may need to provide: (Desulfators) • Constant voltage Sulfation forms when a lead-ac- • Constant current id battery is in a low state of charge. • Full discharge There are two types: • Trickle charge timers • Soft sulfation forms initially when a battery is in a low state of charge for These systems may need to sense: a short period of time. • Charging current • Hard sulfation forms when a battery • Battery temperature and change in is left in a low state of charge for temperature over time (dT/dt) longer periods of time e.g. weeks / • Change in charging voltage over months. time (dV/dt) (NDV for NiCd) Desulfation systems are only effective on soft sulfation. Desulfators Most experts recommend a work by applying high current pulses 3-stage system for lead-acid batteries to the terminals of the battery for a rela- (see Figure 4): tively long period of time (24 hours). • Stage 1 – Constant Current (Bulk These pulses break down the sulfate Charge): Current is sent to batter- crystals that are formed on the battery ies at the maximum safe rate they plates. Desulfators can be either per- will accept until voltage rises to near manently applied or used as a “reha- full charge level (80-90% charge). bilitator”. Desulfator functionality can • Stage 2 – Topping or Absorption also be included as an integrated part of Charge: Voltage remains constant the battery charging system. Although but current gradually tapers off. this technology has shown success in • Stage 3 - Float Charge: After the automotive application, there is little batteries reach full charge, charging evidence of great success using these voltage is reduced to a lower level devices on locomotive battery sets. to reduce gassing and grid corrosion thus prolonging battery life. This is Multiple Phase Charging Systems often referred to as a “maintenance” All batteries benefit from being or “trickle” charge. charged under their ideal conditions. Although lead-acid batteries can be Conclusions charged using a constant current limit- There are a several suitable choic- ed supply, this does not represent their es for battery technologies on loco- ideal charging condition. The newer motives. There is no one stand apart battery technologies (including NiCd, solution that is easily discernible as Li-ion, and NiMH) require specific the clear choice for overall cost effec- charging parameters to be held in or- tiveness and performance. The best der to prevent severe battery damage choices involve either a higher up-front or even catastrophic failure. Depend- cost or a combination of technologies ing on the battery type, these charging to achieve greater longevity. New Technologies 211

Figure 4 - Three phase charging algorithm 1

Plausible alternatives to a stand-alone of these new technologies and consider lead acid battery are: which may be right for them for their • NiCad batteries with the required current and future locomotive fleets, charging system. especially those equipped with AESS • Sealed or Vented lead acid batteries systems. with a multi-stage charging system, supercapacitor, and automatic bat- References tery disconnect. 1. Buchmann, Isidor, “Charging Lead • Li-ion batteries with appropriate Acid”, www.batteryuniversity.com and robust safety and protection systems, charging system, and auto- Acknowledgements matic battery disconnect. Philip Hess – NS Christopher Miller – UP Continuous improvements in bat- Jeff Clapper – Wheeling and Lake Erie tery technologies are occurring con- Rwy. Co. stantly as new technologies arise and Bruce Kehe – CSS&SB older technologies improve. Many of Jeremy Smith – BNSF these technologies may not be suitable Viktor Gvelesiani – ZTR Control in a locomotive environment or cost ef- Systems fective for railroads, but some will be. It will benefit railroads to stay abreast 212 Locomotive Maintenance Officers Association

Report on the Committee on Diesel Electrical Maintenance

Tuesday, October 1, 2013 at 10:30 a.m.

Chairman Tom Nudds Training and Development Manager ZTR Control Systems London, Ontario

Vice Chairman Keith Mellin Sales Manager Peaker Services, Inc Brighton, MI

Commitee Members C. Adams Sales Rep TPSC Buffalo, NY S. Alessandrini Senior Rel Specialist CN Rwy Concord, Ontario R. Bartels Sr Mgr-Equip Rel & Elect Engrg Via Rail Montreal, Quebec (Past President) D. Becker Design Engineer Electro Motive Diesels, Inc LaGrange, IL J. Fox Control System-Rel Engr Union Pacific RR Omaha, NE M. Henry Dir. Mech-Loco Engrg Union Pacific RR Omaha, NE B. Locklear Manager-Electrical Systems CSX Transportation Huntington, WV G. Lozowski Tech Mgr-RR Prod. Morgan Advanced Materials Greenville, SC B. McCaffrey Consultant Transupply, Inc. Wilmington, DE S. Mueting Field Service Engineer Siemens Aurora, CO B. Reynolds Sales Manager Amglo Kemlite Calgary, Alberta (Past President) A. Soora Manager-Application Engrg ZTR Control Systems London, Ontario H. Schmitz Sales Rep GNB Industrial Power O’Fallon, MO S. Sledge Elect Engineer-Loco Design Norfolk Southern Corp Atlanta, GA J. Smith Mgr-System Locomotives BNSF Rwy Fort Worth, TX C. Taylor Product Specialist Bach Simpson London, Ontario L. White Applications Specialist Bach Simpson London, Ontario (Past President)

Note: E. Grecu, Via Rail, will be joining the committee replacing Ron Bartels Diesel Electrical Maintenance 213

Personal History

Tom Nudds Training and Development Manager ZTR Control Systems

Tom was born in London Ontario and attended Fanshawe College there. He joined General Motors Diesel (EMD London) in 1971 and was at GMD for 17 years. His work experience includes Locomotive and Titan electrical assembly, Locomotive Test, Armoured Vehicle Test, Production Supervisor, Quality Assur- ance, Receiving Inspection Supervisor and Locomotive Test Supervisor. In 1988, Tom joined four other former GMD employees to start a company called Trac Rail which became ZTR Control Systems. His position currently is Training and Development Manager at ZTR. Tom lives in London with his wife Mary Lou, a Bouvier Des Flandres and two Siamese Cats. He has two children and four grandchildren. Tom enjoys his motorcycle, photography and IPSC shooting sports. 214 Locomotive Maintenance Officers Association

The Diesel Electrical Maintenance Committee would like to extend their sincere gratitude to the UPRR Jenks Shop in Little Rock, AR for hosting their February 2013 meeting. The committee toured the Jenks shop and then a tour of GNB Battery in Fort Smith. Thank you Mark Henry for arranging the Jenks tour and Chris Adams for arranging the GNB tour.

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Locomotive Diagnostics

Prepared by: Amarjit Soora, ZTR Control Systems

Introduction Workforce Optimization Diagnostics is the art of practice All organizations strive to achieve of diagnosis: the highest possible productivity. However, productivity is not simple to “The identification of the nature and measure when dealing with problem cause of anything”1 solving and troubleshooting. There are two obvious undesirable While the above is applicable and situations: untrained (low skill) work- holds true in just about every industry, force and overqualified workforce. In in the locomotive world this focuses case of the former the inability to solve on reducing downtime. The sooner problems and in case of the latter the we can identify the problem, the soon- high cost of skill glut leads to loss of er the locomotive will be in revenue productivity. Somewhere between service. these extremes is the sweet spot that everyone is trying to find, where the training costs and skill level combine themselves into an “ideal workforce”.

Figure 1. Workforce Readiness vs. Time ZTR-efficiency-PRINT.pdf 1 7/2/2013 11:39:01 AM

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Most companies find this optimum tion) do not provide such luxury to the by trial and error and once found this maintenance personnel. balance is carefully maintained. How- ever, changes in the environment (such Pre-microprocessor Diagnostics as demographic shifts, or technological An example of this on pre-micro breakthroughs) can upset this balance. locomotives is the EMD Dash 2 system. High attrition rate of baby-boom- In order to perform real time diag- ers in recent years suggests a potential nostics, the unit was equipped with a skill gap that could only be filled with test panel with electrical “test connec- a substantial investment in training and tions” to various points on the locomo- time if companies continue using tradi- tive (generator positive/negative, alter- tional methods. nator winding etc.). With a multimeter Traditional methods rely on spe- in hand the technician would measure cialized training and practical expe- the millivolt (mV) signals and, using rience. In the case of retiring baby- predefined formulas, determine the ac- boomers, this means a significant tual reading. outflow of skills that took a long time With respect to historical informa- to develop. New recruits will either tion, the dash 2 system was equipped have to go through more intense (and with an annunciator panel. There were expensive) training, or will just have to a limited number of conditions that be patient and wait until the skill gap would cause transmission of an electri- closes itself over time. Neither choice cal signal to the annunciator panel such appears to be very attractive. as the following: Technology can help to solve this • Hot Engine problem. Advanced diagnostics sys- • Engine Air Filter Restriction tems (if implemented correctly) can • Grid Open Circuit augment the current skill level and • Motor Excitation bring the workforce to its ideal skill • Grid Overcurrent level without having to wait or invest • Ground Relay into additional training. • Excitation Limit Modern locomotives equipped with microprocessor control systems The technician would open the are addressing these issues to some de- dash 2 door and if an LED was illu- gree through the use of: minated it meant a fault had occurred. • Extensive data logging The limitation with this setup is that it • HMI diagnostics only indicates an incident type occurred • OEM provided diagnostics (data but no record of when or how often. analyzed by OEM) • Wireless connectivity Early Microprocessor Systems One of the first improvements with However, older locomotives these systems was text based on-board (which more frequently require atten- diagnostics (HMI) that included his- ZTR-information-PRINT.pdf 1 7/2/2013 10:35:27 AM

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Contact liR Today! www.ztr.com I [email protected] I 1-952-233-4340 CIQ011ZIRCDI1rd--.,u.cAI..-- 220 Locomotive Maintenance Officers Association torical information and provided fault Real time diagnostics to aid in the codes. diagnosis of the fault as it was occurring However, these systems were typi- also became more intuitive (figure 2). cally not user friendly as they required With the pre-micro systems, the the technician to look up the code and technician needed to setup meters then determine the correlated fault. and perform calculations to observe Often the displays in these units had real time parameters. With these PC small limits with respect to lines and systems bar graphs, charts and other characters i.e. 4 line x 16 characters. graphics were used not only for the These systems still require highly historical information but for the real skilled and experienced personnel to time performance parameters as well interpret the fault codes and diagnose (speed, horsepower, traction system problems. voltages and currents). As previously mentioned, although this could be done PC Based via a multimeter and calculations, this Eventually more user-friendly PC method was more efficient while pro- based diagnostics was introduced that viding more information at the same offered a blend of historical data with time! (figure 3) meaningful descriptions, guides on Through time PC based diagnostic how to resolve the issue and locomo- systems have evolved to provide more tive performance reports. and more intuitive problem solving

Figure 2. PC based diagnostics ZTR-reliability-PRINT.pdf 1 7/2/2013 11:37:07 AM

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Figure 3. PC based performance monitor techniques. An example of this are the • User attempts to clear these condi- interactive troubleshooting flow dia- tions using interactive help proce- grams (see figure 4): dures, or drill down further • User states the problem (i.e. unit is • The system monitors and updates not moving) visualizations in real time to indi- • System provides possible reasons cate favourable outcome and highlights which reasons could (under current conditions) be causing this problem

Figure 4. Modern PC diagnostics Diesel Electrical Maintenance 223

HMI Diagnostics Greater processing and communi- Greater availability and variety of cation capabilities open doors for HMI ruggedized displays has allowed HMI’s based diagnostic systems to pool infor- to become more integral to diagnostics. mation from various computerized “af- The obvious advantage of HMI’s termarket” systems to provide one stop are they are always there when you shop for troubleshooting help. need to troubleshoot: We previously touched on first • No need for a portable computer generation HMI diagnostics that were • No specialized cables and adapters not user friendly – is it possible to re- • No software compatibility issues place these? The answer is yes. • No IT restrictions Using published protocols, some aftermarket replacements are now also Significantly advanced graphical, available to replace first generation processing and memory capabilities systems. Below is a capture of such bring HMI’s close to laptops and tab- a replacement for the GE Dash 8 DID lets – it’s not surprising that modern panel: HMI’s are often preferred to PC-based diagnostics.

Figure 5. Modernized replacement for DID panel 224 Locomotive Maintenance Officers Association

Aside from addressing the user- actual, monitor for degradation in per- friendly aspects, another benefit is a formance and, ultimately, predict fail- modernized replacement for previously ure times. obsolete panels. While predicting the failure of every component on a locomotive is not Various Options cost effective, there are obvious ben- With the increasing numbers of efits to predicting the failure or degrad- suppliers and microprocessor platforms ing performance of major components available, the railroads (AAR) should such as engines, generators and other be driving towards common open (this rotating equipment. is critical) protocols allowing greater interchangeability of the equipment. Final Comments In conclusion, we are talking about Moving forward a two tier approach – being able to pre- We earlier discussed the impor- dict problems before they occur and, if tance of being able to diagnose the the failure occurs, being able to diag- problem on the locomotive quickly so nose and repair in a time effect fashion. that it can be repaired and back in rev- Even though modern designs enue service fast. And there are many should provide increased attention to tools at the railroad’s disposal, whether prognostics, when considering locomo- it is a laptop, HMI or remote access. tive modernization programs, it is im- However, the locomotive being portant to keep in mind the skill level down in the first place costs money. of maintenance personnel today and Through the implementation of implement diagnostics accordingly. prognostics and predicting potential In most cases it means microproces- failures, the chance of certain road fail- sor systems with onboard diagnostics ure types would be minimized. While with intuitive navigation and messag- this does involve accumulation of large ing, including capability to wirelessly amounts of data and processing power, integrate into back office maintenance modernized locomotives have both. systems. Today’s control systems monitor almost every performance parameter on References the locomotive and often have a wide 1. http://en.wikipedia.org/wiki/Diag- range of interface options (RS232, nosis CAN bus etc). With this information available, prognostics systems can compare desired performance against With over 300 employees ready to help,

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Positive Train Control (PTC) - Onboard Segment An Update and Recommendations

Prepared by: Bob Ralph – Norfolk Southern Railroad Jason Fox – Union Pacific Railroad

FRA regulation 49 CFR 236 parts built locomotives. This installation H and I require all railroads that meet type allows a unique opportunity to certain traffic conditions to equip lead relocate other equipment to allocate locomotives on all trains with a com- space for the PTC equipment. Rail- munications based train control system. roads should work with the locomotive In order for this system to be interoper- OEMs to determine what options are able between territories and railroads available to move equipment so that the Interoperable Train Control group the PTC equipment can be placed in was formed to develop and approve a reliable, maintainable location. All standards for an interoperable train OEM locomotive schematics illustrate control system to meet this require- PTC equipment placement and wiring ment. This paper will discuss some termination landing points. of the lessons learned from this effort. The second category of installa- For those just starting to equip locomotion type is a retrofit of PTC equipment tives, this paper will give recommenda- on each railroad’s legacy fleet. This is tions on what to prepare for. For those where PTC equipment is installed on a who have not yet turned on a PTC sys- locomotive that is currently owned and tem, this paper will present some of the operated by a railroad. It is expensive issues expected in your future. to relocate existing equipment. Find- ing a location for all of the PTC equip- Types of Installations ment poses a challenge. Some of the When considering onboard equip- challenges are discussed below. Retro- ment there are two categories of in- fit installations require a separate PTC stallation types. The first category is schematic that must be used in addition equipment installations on newly pur- to the locomotive schematic. Rail- chased locomotives. The second cat- roads need to work to getting existing egory is a retrofit of PTC equipment to locomotive schematics revised to show railroad owned locomotives. newly installed PTC equipment. Locomotive Original Equipment Manufacturers (OEM) are working with railroads and PTC equipment suppliers to install equipment on newly Diesel Electrical Maintenance 227

Why start now? ing discovered and troubleshooting and Both UP & NS chose to determine repair processes are being developed equipment location and install the PTC for the PTC equipment today. This will equipment in-house with shop forces be discussed in detail later. performing the installation and testing The experience a railroad gains by the system, and validating the instal- running energy management systems lation during final system checkout. on the same computer platform as PTC Although PTC is not required until the will provide a glimpse into what tools end of 2015, the installations have been and reports will be required to manage started years in advance. Spreading the the complicated systems on the loco- installation out over several years will motives. These tools require addition- allow each railroad to reduce the im- al time and resources to develop. Many pact the installation has on locomotive tools can be developed and implement- availability. Additionally, the manpow- ed before PTC systems become active. er required to install and test equipment The implementation of PTC in- on several thousand locomotives over volves a delicate balance of trying to a shorter time frame would be massive get ahead of the installation curve to and unrealistic. prevent surprises when the system is Starting installations early allows turned on and waiting for new equip- each railroad to develop a trained work ment to be released to railroads at the force for the PTC system. By the time time of installation. Managing this PTC is deployed, each railroad will balance will prevent unnecessary shop- have several hundred craftpersons ex- ping of locomotives to install equip- tremely familiar with the installation ment that was not ready when first in- and operation of the PTC equipment. stalled. Having key tools and reports in This built-in knowledge of the PTC place as well as an experienced staff of system will be invaluable as the need trained people will be the future key to to troubleshoot and maintain the PTC PTC success. equipment increases. Early installation of PTC equip- Variations in installations ment has allowed railroads to adapt The first important lesson learned energy management systems in de- from this effort was the realization of velopment and testing to use the same just how many variations of locomo- computer platform as PTC. Energy tives exist. Both Union Pacific and management systems present fuel sav- Norfolk Southern have 23 different lo- ing opportunities to railroads allowing comotive models that will require PTC them to get some return on the invest- equipment. ment of PTC equipment. By using PTC Further complicating the challenge equipment as the platform to run ener- different locomotive models present is gy management, railroads are gaining the variation within each locomotive real-time operational experience with model. The physical location and place- the equipment. Failure modes are be- ment equipment and even wiring loca- 228 Locomotive Maintenance Officers Association

Norfolk Southern Union Pacific SD40-2 GP60 C40-8 GP60 D9-40CW SD60I C40-8W GS21B GP38-2 D8-32B C41-8W MP20GP ES40DC SD60M C44/60AC RP20GE SD60 GP38-3 C44-9W SD 40 D8-40CW GP59 C44AC SD59MX SD70M-2 ES44AC C44ACCTE SD60 D9-40C SD40-E EVO (C45ACCTE) SD60M GP40-2 SD70ACE GP15-1 SD70ACe D8-40C PR43C GP38-2 SD70M SD70 F7A GP39-2 SD9043 SD70M GP40-2

Table 1: Locomotive Models Requiring PTC Equipment tions can vary based on the Model Year tions that must have PTC equipment or Locomotive Build Order. Some- installed. Some of the different loco- times a given Model Year can have two motive configurations vary by only a or three different Build Orders. The few wire connections but many require Build Orders could have different loco- new and unique placement of the PTC motive configurations that impact PTC equipment. It is noted that the older equipment installation. locomotives are more unique and less Anyone familiar with the history documented. The older the locomo- of railroads should not be surprised tive, the more each locomotive is an that locomotives have been acquired individual and like no other unit. through mergers and these locomotives Another major contributor to the may have different cab configurations. variation in PTC equipment instal- Various modifications have been - per lations is these installations are performed on these locomotives through- formed at many different locations. It out the years. The documentation of would be unreasonable to think several these modifications range from poor thousand locomotives could be routed to very poor. Another contributor to through one location on each railroad the variation of locomotive configura- to receive PTC equipment installation. tion is the changing FRA standards that Union Pacific is performing instal- were required at the time of locomotive lations at a rate of 140 locomotives per manufacture or changes required since month at nine installation locations. manufacture. Norfolk Southern is performing instal- These factors create variations in lation at a rate of 72 locomotives per the locomotive instructions and drive month at eight installation locations. the above mentioned 23 different models to over 250 locomotive varia-

230 Locomotive Maintenance Officers Association

Norfolk Southern Union Pacific Once the locomotives are grouped Chattanooga Proviso within the model, a prototype installa- Elkart North Platte tion can be performed. This installa- Bellevue North Little Rock tion is fully documented with a stan- Enola Fort Worth dard work document. This standard Roanoke East End Kansas City work document is verified on one more Conway Denver locomotive, and then released for all of Shaffer's Crossing Roseville the locomotives within that group. Juniata Hinkle Now the standard work document West Colton can be used to survey locomotives from other groups. If it is determined Table 2: PTC Equipment Installation the document can be applied to a new Locations group, it is released to those locomotives. If there are enough differences To reduce the variation that instal- to require significant changes to the lations across multiple locations can in- standard work documents, then a lo- troduce, standard work and standard in- comotive from that group is scheduled stallation processes should be developed for a prototype installation and the new and implemented. These standard work process is documented. documents will give detailed instruc- This structured approach reduces tions on equipment location, wire termi- the number of unexpected cab and loco- nation points and cable routing. Using motive configurations the PTC equip- standard work documents ensures that ment installation team must encounter. the PTC equipment is installed in the This approach will not eliminate unex- same way regardless of the installation pected configurations. Any unexpected site, thus reducing variability. configuration is handled through a con- When starting PTC equipment tinuous improvement technique called installations on a new model, the best “stop the line”. When a “stop the line” practice is to sort all of the locomotives event occurs, the unexpected configu- in that model into the known groups of ration is noted with supervisors and a similar configurations. A good place to solution is developed and documented. start is grouping locomotives by units This will ensure that similar configura- from the same build order group and by tions encountered in the future are not original purchasing railroads. There is unexpected and this solution can be a good chance each locomotive from shared with other installation locations. the same build order will have similar cab configurations. Knowing the origi- Equipment Location Considerations nal purchasing railroad will allow you We have discussed the extraor- to group multiple build orders together. dinary variability in locomotives that It is likely a railroad desired to keep the leads to locating equipment in different same general cab configurations across locations in the fleet; we must discuss multiple orders. other considerations to be taken when Diesel Electrical Maintenance 231 determining where equipment will must be simple and easy to access/view be located. Each piece of equipment from the normal seating location. The must be placed in an environment that equipment must also not cause a knee meets the design specifications. Tem- knocker condition for crews and shop perature, humidity, salt spray, EMI, and folks. vibration must all be evaluated before Locomotive departments have deciding on a location for a piece of been trying for years to reduce the op- equipment. erator control Christmas Tree Effect of Screens must be placed so that added electronics competing for crew’s the operating crews can ‘naturally’ see attentions. In some cases, this newly them. Maintenance and service per- installed equipment is mounted right sonnel require equipment be placed back in the way of crew communica- where it can be accessed, replaced tions. There is often no other location and status indicators can be seen by for equipment placement given these the craftperson. One interesting chal- constraints. lenge is the need to provision for equip- No part of the PTC system is more ment that is not released to a produc- challenging than the communications. tion environment. For example, each The system is required to use less than railroad knows a 220MHz radio will perfect communications paths to view be required. It is only in the last year the track ahead and to know where the railroads actually have known what it dispatcher intends the train to go. To looked like for installation. achieve this goal the system requires The variation in locomotive con- many redundant radio paths to work figuration has driven the need to install across any given track with many varied equipment in many different locations. communications paths. Each of these The installation of the Train Manage- paths requires radio modems and each ment Computer (TMC) and Onboard modem has its own set of antenna re- Network (OBN) equipment in the short quirements. These communication sys- nose vestibules are desirable when there tems should not interfere with or prevent is space. Often, under desk areas must communications by the other systems be utilized. Keep in mind environ- contained within the locomotive. mental considerations; this equipment The following consideration requires air flow to keep it from - over should be made when determining an- heating. Other unique locations include tenna locations Dash 2 control card areas and short nose • The antenna(s) each need a clear sand box inserts for those applications view of the sky and clear forward with no other space available. view of the horizon. In most locomotives, a large Com- • Each antenna requires a properly puter Display Unit (CDU) screen is be- sized ground plane with no obstruc- ing added where there was no thought tions. to ever having a computer. The CDU • Certain antennae tend to transmit must not block the windshield view and at high power (voice radio and 232 Locomotive Maintenance Officers Association

220MHz radios) that will tend to penalty application are still being de- interfere with other radios. There is veloped and tested. The software re- no coordination of transmissions, so quired to operate the equipment in the expect simultaneous transmit and PTC system is being developed. As receive conditions by different sys- this new equipment and solutions are tems. deployed, a Second Touch will be initi- • The GPS antennae need to be spaced ated where these items are installed on at least 1 meter apart for train con- the locomotive and a more extensive trol. There are benefits to mounting test of the system is performed. them on the locomotive center line. As more is learned and developed • Each antennae needs to have a way regarding PTC, more equipment will to route the transmission line back be added and more changes will need to the radio modems, without being to be made to existing equipment. subjected to excessive heat, noise Some of the equipment does not yet sources, or distance. exist for production purposes and some • There will be more antennae added of the pieces already deployed have in the future, plan for rework. Some either become obsolete or have been railroads have opted to install an recalled for upgrades. Until the PTC array of antenna farms to provide system solution is stabilized, there will flexibility in antennae arrangement, be changes to the system that railroads maintainability, and a migration must implement to create a reliable and path for future expansion with mini- effective system. While it is each rail- mal rework. roads goal to commission PTC after the Second Touch, do not be surprised A First and Second Touch, and if several touches are required before Third and Fourth……….. PTC is ready for deployment. The scope of the PTC equipment There is a lot of work in bringing installation today includes only a por- all units up to a common platform. A tion of the equipment that will be re- case study in this is the antenna array on quired to operate a PTC system. The Norfolk Southern locomotives. Origi- installation and checkout of antennae, nally, the PTC installation required six cables, the Train Management Com- new antennae. These antennae were puter (TMC), and Computer Display mounted directly on the cab roof. As Unit (CDU) has been coined as the the system evolved, the need for more First Touch. diversity, more frequency bands, and Equipment such as a Locomotive higher gain antenna has driven the Data Acquisition Recording System number of antennae up to thirteen. (LDARS) compliant crash hardened The requirement of additional an- memory, 220MHz radio, and Locomo- tennae has driven Norfolk Southern tive Interface Gateway (LIG) are being to re-evaluate how the antennae are developed or tested. The requirements mounted to the cab roof. An antenna and solution for a limited reduction array (“farm”) solution has been imple- Diesel Electrical Maintenance 233

Chart 1: PTC equipment Installs and Trouble Reports (NS) mented where enclosures are mounted Failures & Mitigation to the cab roof and the antennae are With new equipment come new is- mounted to the box. This solution has sues. The Norfolk Southern has offered several benefits. Because the anten- a glimpse into what they have learned nae are mounted to the box and not the from the nearly 1500 locomotives with roof, the cable can be bundled together an Energy Management System using and routed through a single (or at most the same computer platform as PTC. two) hole in the roof. Minimizing the Note from Chart 1 that the number number of holes in the roof will greatly of trouble reports each year have fol- reduce the risk of water leaks into the lowed the number of installations. This cab. The clamshell design of the an- shows that reliability is not improving. tenna farm allows each antenna to be As more systems are installed the prob- serviced without removing the head- lems are increasing; this product is still liner in the cab. evolving. The Second Touch will be used Table 3 lays out the distribution of to upgrade locomotives with the 6-an- issues found with the equipment and the tenna solution to the 13-antenna farm root causes. To date, the equipment has solution. This solution also permits a required more repairs than anticipated. single re-engineered solution as addi- Upgrading early installations and ob- tional or different antennae are added solete equipment upgrades are leading in the future. factors in Trouble Reports. Software bugs have confused crews and exasper- 234 Locomotive Maintenance Officers Association ated the crew training issues are a real- Troubleshooting ity. Another reality every railroad will Several railroads have collabo- have to deal with is vandalism. Van- rated with the PTC equipment manu- dals are causing cracked screens and facturer to develop PTC troubleshoot- failures resulting from tampered wiring guides. These guides were written ing. Currently these systems spend a and verified on locomotives; not in a great deal of time in the hands of crews conference room. The guides were with no idea what the equipment is for. created, and then faults were induced They are curious. on locomotives. The guides were then Issue % Cause verified that they could be used to lead No trouble 34% Unknown causes a craftperson to find, repair, and test Found clear the fault. Software Not 14% Early deployment The guides were written at very ge- Ready costs neric level. They have been submitted Communica- 14% OBNs, leased to the AAR and will likely be released tion Equip service, antenna, back office as a recommended practice. Each rail- Software Is- 13% Ready but bugs road will be free to take the guides and sues discovered customize them to their specific needs. Screens 7% Failures and vandals Recommendations Reset 7% Power cycle Most all railroads are faced with cleared issue the FRA mandate to implement Posi- Wiring 5% Mostly vandals tive Train Control. Early installation Antenna 3% Water, tree strikes of equipment will ease the pain later. TMC 2% Software loads, Operating hours of the equipment cards failed etc. now will give railroads the experience Table 3: Distribution of PTC Equipment needed to know what tools and reports Failures (NS) will be needed so that they can better manage the system when PTC goes live. These tools/reports should be able The above distribution of failures to allow the railroad to plan repairs to seems to follow a trend. Root causes minimize locomotive downtime. can be identified and corrective actions When installing PTC equipment, can be put in place. We are hoping this take a structured approach to the in- indicates mostly early teething prob- stallation process. Learn as much as lems. However, the failures will be possible about where the locomotives monitored closely and much develop- came from and their configuration to ment, refining and training still needs minimize the variability of installations to be done. on similar models. Use standard work processes to ensure that each installation is performed the same way. Diesel Electrical Maintenance 235

When selecting equipment loca- touches of the locomotives to get all of tions, be sure to consider environmen- the equipment installed. Expect each tal design constraints of the equipment. locomotive will need to be touched Consider how the operating crews and 2-4 times before PTC can be commis- maintenance personnel will interact sioned. After PTC equipment is in- with the equipment. To aid trouble- stalled, expect 2-3 additional trouble shooting, plan to update locomotive reports per year per locomotive due to schematics with the wiring related to failures of the system. This additional PTC equipment. work needs to be factored into future Be aware that the communica- servicing staffing levels. tion system is extremely important in PTC is early in its development at a communications based train control present. It is not going to be easy, espe- system. Redundant communications cially not at first. There are still many paths should be built into the system. lessons being learned. Railroads are Paths should be able to fail without working with OEMs and PTC equip- affecting PTC performance. Proac- ment suppliers to improve availability, tive warnings are needed for timely reliability and serviceability. There is testing/repair of these paths. Where much field testing of this equipment yet possible, develop a solution that will to be done and it is not ready for prime permit a one-time engineered solution time yet. With proper planning, testing, to any other antenna to be added with- and documentation, this system will get out having to re-engineer 250 different better as time goes on but not without installations. it being a learning experience for all Because of equipment availability, railroads. early installations will lead to multiple 236 Locomotive Maintenance Officers Association

Locomotive Battery Storage and Maintenance A Recommended Best Practice

Prepared by: Chris Adams, TPSC

The goal of this paper is to assist us- are equipped with automatic start stop ers in improving locomotive reliability systems (AESS) that are designed to through the proper storage and mainte- start up and shut down the locomo- nance of the locomotives batteries. tive multiple times each day in order Over the past five years GNB ser- to conserve fuel and to limit emissions. vice centers throughout North America Additionally newer locomotives now have had a growing number of locomo- operate multiple computers, heaters, tive batteries come in for repair and air conditioners, PTC, and other elec- return work that are simply discharged trical loads that were not present in the and or low on electrolyte. The problem past and some of these loads remain on runs industry wide and makes no dis- even when the unit is shut down. Para- tinction as to the battery make or mod- doxically multiple starts and constant el. To understand this trend we must electrical loads puts more demand on consider how the operating practices the battery requiring more energy to be for locomotives have changed during put back to the battery then the AESS the same time. Historically locomo- programming permits. tives were started infrequently and al- A battery is an electrochemical lowed to run for days or even weeks at a storage device. It stores chemical en- time. This practice allowed the onboard ergy which is then converted to electri- charging system, which was set up to cal energy. What a battery is not is an provide a “trickle charge”, to slowly re- energy producing device; it can only turn the battery to a full state of charge give back what was previously put into and to maintain full state of charge. In it. Think of your bank account. If you addition to the significantly longer run didn’t make any deposits eventually times for locomotives the ancillary you wouldn’t be able to make a with- electrical demands were considerably drawal. smaller than they are today. In today’s The basic chemical reaction which operating environment locomotives takes place within a lead acid battery…

Pb + PbO2 + 2HSO4 + 2H+ 2PbSO4 + 2H2O + energy Keep your industry knowledge in working order • Industry developments • Locomotive news • Railroad technology • Informative, entertaining features • And much more! Meet the editors and pick up your complimentary copy of Trains at Booth 5206 in the RSI hall Subscribe to Trains at www.TrainsMag.com today for compelling coverage of the world of railroading.

REBUILDING SOUTHERN 4501 • MIDWEST HOT SPOT

www.TrainsMag.com • November 2013 LOCOMOTIVE BY CHRIS GUSS EMD, GE get competitive By CHRIS GUSS LOCOMOTIVE Six-axle units with only four AC traction motors is the big test 11 12 9 10 New all-purpose 5unit7 debuts A production model GE The GP20C-ECO could be the new standard ES44C4 shows off the special trucks that give it an A1A truck 2 configuration. Clockwise below: SPECIAL REPORT bell crank, cylinders, and 1 control box are all part of the unit’s design. Four photos, WHY YOUR Trains : Jim Wrinn

8 6 4 3 1 Toilet (inside nose) CAR’S FIRST Stuart Mikelson 2 Electronics/PTC (inside nose) 3 Crashworthy cab, meets Association Canadian Pacifi c GP20C-ECO No. 2213 shows off its interior shortly after delivery. The The race is on of American Railroads S-580 specs for the supremacy of six- locomotives feature a mix of new and rebuilt componentsunits, making from it CPEMD’s GP9s. most successful axle A.C. units with only four powered axles 4 HVAC/Air brake rack (inside) The use of A.C. traction on North Amer- is receiving 150 Elec- four-axle line. Its simplicity and durability gripping the rails. Canadian Pacifi c 5 AR10/D14 alternator ican railways is only 20 years old, and GE is one of the main reasons thousands of General Electric got a jump on this in sees D.C. technology as a thing of the past. tro-Motive Diesel four-axle GP20C-ECO 6 2,400-gallon fuel tank, meets AAR TRIP IS BY TRAIN “38s” can still be found operating today. 2009 when the Erie, Pa., builder construct-construct GE Transportation President and CEO locomotives built in Progress Rail’s Muncie, S-5502 specifi cations At rst glance, the CP units appear new, ed 25 prototype ES44C4 locomotives for Lorenzo Simonelli said in 2009: “This loco- Ind., plant. e units will renew CP’s aging 7 8-710G3B prime mover but EMD calls them repowered units. is BNSF Railway. With the delivery of 175 ad-ad motive could simply mark the end of D.C. four-axle eet, replacing 190 older units, dual identity is a result of how the Environ- 8 D77 or D78 traction motors ditional copies this year, BNSF’s fleet of C4s says CEO E. Hunter Harrison. Unlike previ- power in North America, period.” mental Protection Agency views the overall 9 Equipment rack CLASS I AUTO TRAFFIC BOOM will grow to more than 675 units. But wait! Selling the new model has been a chal- ously built EMD ECOs, these are rolling o quantity of components to make them. 10 Radiators Long-time competitor EMD is turning out the new-locomotive assembly line and are lenge, with BNSF the only buyer so far. EMD incorporated enough rebuilt parts 11 Three 48-inch, 8-blade cooling fans its first two SD70ACe-P4 demonstrators BNSF uses C4s predominately on the for- the rst to be ordered with new frames. All from retired and scrapped CP GP9s to 12 Air compressor this spring, so this race isn’t over just yet. mer Santa Fe between Chicago and South- other ECOs started with an existing loco- qualify them as repowered units in terms HISTORY OF HAULING GE spent two years de-de ern California, hauling everything from motive that was stripped and constructed on of federal emission standards. veloping the new model in most recently on India’s GT46PAC passenger locomotives with a modified truck. the original unit’s frame using a mixture of By doing so, the GP20C-ECO can use While the ECO line has been slow to an effort to produce A.C. slow manifests to hot inter- new and rebuilt components. the build date of the GP9, whose compo- NORTH AMERICAN AUTO PLANTS MAP traction units at the same modal trains. BNSF would most likely be the launch e order is EMD’s largest to date for its take o compared with other genset o er- customer for EMD’s model. Early discus- nents were refurbished and used in the loco- ings that compete in the low-horsepower cost as D.C. units without Plans to introduce a mod- ECO repower line, including 20 six-axle el to replace D.C. traction lo- sions between EMD and BNSF proposed motive, as its compliance date for emission market, EMD provides decades of experi- sacrificing performance. The SD30C-ECOs being produced at a sister comotives began more than a converting 10 of BNSF’s existing SD70ACes standards. is gave CP an option in terms ence, three emissions options, and a railroads also see the tech-tech Progress facility using old SD40-2s. EMD CONRAIL AUTO ADVENTURES decade ago. GE considered to SD70ACe-P4s for testing. This eventually of emissions. If the locomotive was consid- prime-mover design that’s been around nology as a way to reduce introduced the ECO line in 2007 as its an- ered new under EPA guidelines, it would maintenance costs. four-, five-, and six-axle con- shifted to an order for new locomotives in for almost three decades. 2011 with 10 SD70ACe-P4s to be built at swer to the growing genset market for have to comply with more stringent Tier 3 CP has received 30 GP20C-ECOs and The C4 model is based on the popular cepts as early as 2001, and low- to medium-horsepower locomotives. emission standards, which went into e ect KCS’S MEXICAN CONNECTION and successful ES44AC, but with traction BNSF evaluated a five-axle Bombardier Transportation’s Sahagun, e GP20C-ECO can easily be consid- expects 60 per year until the order is done. concept, but rejected it. Still, the company Mexico, plant. The order was never built in 2012. e railroad chose the simpler Tier With CP and former Soo Line GP38-2s be- motors missing from the middle axle of ered the modern-day equivalent of the pushed ahead with its plans, and the result and has since been dropped. 0+ emissions for the GP20C-ECOs. ing rebuilt and updated, CP should be good each truck. The concept mimics the old was the first pre-production units. GP38-2, producing 2,000 hp from its CP began scrapping GP9s last October AND MORE! Late in 2012, EMD converted SD70ACe for yard and local power for years. A1A truck configuration found on EMD’s EMD also sees promise in this type of lo- eight-cylinder 8-710G3B prime mover. in British Columbia to harvest compo- E-unit passenger diesels, but with an inno-inno demonstrator No. 1207 to become the first EMD produced more than 2,200 GP38-2s comotive, and development of a SD70ACe SD70ACe-P4. Conversion took place at the nents for the GP20C-ECOs. e use of a vative twist. GE delivered the units with a derivative started several years ago. EMD’s between 1972 and 1985 in its La Grange, new frame means the units must meet system called “weight management control.” Association of American Railways’ Trans- proposed locomotive, the SD70ACe-P4, portation Technology Center near Pueblo, Ill, and London, Ont., plants. Counting the new crash standards, including a new cab In that system, under heavy load and at GP38 and GP38AC models that preceded uses a truck design not found Colo., and No. 1207 remains there for test- with improved protection for the crew. low speed, air cylinders and a bell crank in North America: B1-1B. it, the total built swells to about 3,000 With all ECO repowered units using mechanism actually lift the center axle from The wheel arrangement ing. EMD plans to build two Tier 2 emission standards to date, EMD the rail to shift more weight to the outer ax-ax places the non-powered idler SD70ACe-P4 demonstrators GP20C-ECOTrains decoded quietly introduced a Tier 3 emission- magazine is a proud supporterles, thus giving them moreof tractive effort. axlesLMOA. at positions three and this spring, EMDX Nos. 1211 equipped ECO option last fall, called the GE’s concept succeeded, and the result is four (the two axles closest to and 1212, at Progress Rail’s GP23C-ECO. Belt Railway of Chicago or- a roster of more than 500 units on BNSF. Muncie, Ind., plant. GP = General Purpose (4 axles) the fuel tank). EMD used the P20395 dered three built from GP40 cores. Belt’s CP is also receiving 20 SD30C-ECOs 2 = 2,000 hp Joe Ferguson B1-1B wheel arrangement The race for more power units are to be delivered late this year, rebuilt from SD40-2s. 16 and less maintenance just in- 0 = Tier 0+ emissions compliance Trains may 2013 meaning that EMD will have produced all PLUS tensified, once again. C = Crashworthy design three emission versions of its ECO line. ECO = ECO prime mover Concrete ties Trains APRIL 2013 18 Four axle locomotives Testing Amtrak’s new electrics

TRN-CV1113v5.indd 1 7/26/13 10:25 AM 238 Locomotive Maintenance Officers Association

As the battery is discharged the recharging process and eventually can lead oxide on the positive plate reacts lead to cracking of the plates and the with the sulfuric acid to form lead sul- destruction of the battery. fate and electrons. Meanwhile the lead The production of lead sulfate can- from the negative plate is reacting with not be avoided but sulfation can almost sulfate ions to produce lead sulfate and completely be avoided by simply fully two positive charges. By supplying en- recharging the battery immediately af- ergy (to recharge the battery) these re- ter it has been discharged. We accept actions are reversed and the lead sulfate that this may not always be possible is broken down with oxygen from ion- and fortunately there is a technology ized water with lead oxide being depos- that can, in many instances, reverse the ited on the positive plate and lead being sulfation. The equipment is utilized in deposited on the negative plate. Note conjunction with the battery charger that the recharging process is not a per- and through pulse technology is able to fect reversal due to unwanted chemical break down the crystalline lead sulfate reactions and physical damage to the such that the battery chargers energy is active chemicals. Examples are corro- able to break it down and return its con- sion which consumes some of the ac- stituents to the positive and negative tive materials, chemical loss through plates. But like the process of sulfa- evaporation, and sulfation of the plates tion, desulfating a battery takes time, in which blocks some of the active mate- severe cases several days are needed to rial from being able to participate in the return the plates to working condition. reactions. DeficitCharging is simply not put- ting back as much as you take out of the Sulfation battery. Over time this deficit will ac- Note that lead sulfate is the byprod- cumulate until the battery is so depleted uct of the chemical reaction at both the that it can no longer preform its pri- positive and negative plates. Sulfation mary function of starting the locomo- is the depositing of lead sulfate onto the tive. Compounding the problem is that battery plates. Initially this lead sulfate typically deficit charging occurs over is in an amorphous state which is eas- time which allows the amorphous lead ily broken down by the input of energy sulfate to become crystalline lead sul- during the recharging process. If how- fate and “sulfating” the plates. It also ever the battery is not recharged imme- leads to electrolyte stratification which diately after it is discharged the amor- can result in accelerated corrosion at phous lead sulfate begins to transform the layers of higher acid concentration into a solid crystalline structure which and reduced reaction efficiency at the is difficult to break down during the re- layers that have a lower acid concentra- charging process. If the battery is left tion. Both rob the battery of some of in a depleted state for long enough the its potential. crystalline lead sulfate will no longer Finally batteries “self-discharge”. be able to be broken down during the Unlike almost all other locomotive Diesel Electrical Maintenance 239 components, batteries have a shelf life, at an elevated temperature will not be if they are not properly stored and pe- able to accept a charge as quickly be- riodically charged they will go dead of cause the applied current will have to their own accord. This is due unwanted be limited in order to not overheat the chemical reactions occurring within the battery. cell and which are unavoidable. The self-discharge rate depends on the bat- Recommended Best Practices for tery type, chemistry and temperature. Battery Maintenance At each shop visit: Recommended Best Practices for 1. Check the batteries state of charge Battery Storage 2. add distilled for deionized water if 1. Store batteries indoors in a well- necessary ventilated space. 3. charge the batteries 2. Apply an equalization or freshening charge every 90 days that batteries Check the charge level for each remain in storage. 16 cell tray, the State Of Charge or (S.O.C.). To complete this initial step, Flooded type batteries must be the battery needs to be on stable open stored in a well-ventilated because they circuit preferably with NO LOAD are designed to gas during the recharge present – the max load allowed is 5 process. The VRLA batteries do not amps per 100 Amp Hours of the bat- need to be stored in a well-ventilated teries nominal capacity. For a 650 AH space because of their recombinant de- battery, the max load present should be sign. This is where the evolved oxy- no more than 32.5 amps. With the knife gen at the positive plate recombines switch “open” simply use a digital volt with the ready to evolve hydrogen at meter and measure the open circuit the negative plates creating water and volts for each tray across the negative preventing water loss through the gas- and positive terminals. For flooded sing process experienced by flooded batteries add distilled or deionized wa- batteries. ter to the manufacturer’s recommended An equalization or freshening fill point if needed. For all batteries ap- charge should be applied every 90 days ply a boost charge if the SOC is low by when temperatures do not exceed 77 15% or more (<32.96 Volts Flooded, degrees F. Like essentially all chemi- <33.92 Volts VRLA ). cal reactions, the rate of self-discharge increases with temperature. For every Recommended Annually: 18 degree F increase in temperature the 1. Replace the Batteries rate of self-discharge doubles! Batter- 2. Check the onboard charging system ies stored outdoors in direct sunlight during summer months could require At first glance this recommended a freshening charge as frequently as best practice may seem drastic and/or every 30 days. Additionally a battery costly but consider that by replacing 240 Locomotive Maintenance Officers Association the battery with a fully charged (new leaves the battery completely drained or serviced) battery there is no need to at its conclusion. Necessitating that the check the vent caps on flooded type, no battery be fully recharged before it can need to inspect the inter-cell connec- be returned to service. Because of these tors, or the terminal connections, no limitations a surrogate test was sought need to charge or water the battery, and that would be able to be performed on no delaying the unit while the battery is a battery while it was on the locomo- recharged. Furthermore, when the lo- tive, could ideally be done in under 30 comotive is returned to service you can minutes, and would return a result that be confident that the battery is good, could, with reasonable certainty, define that barring some other failure of the a battery fit to be returned to service. systems the unit will start. Although The test chosen was a 20 second engine this recommendation requires that the cranking test. shop maintain a supply of fully charged batteries, it does eliminate 5 of the 6 20 Second Engine Cranking Test steps that make up the alternative be- This is a suggested surrogate test low and most of the batteries removed for the state of health for flooded lead could be recharged at a charging station acid type cells with nominal specific set up at the shop location, avoiding the gravity of 1.250 and VRLA batteries. expense of sending the batteries to a re- The following steps would be complet- pair and return servicing center. ed at annual shop visits or when a fault suggests that the batteries may be weak Recommended Annually (An Alterna- or under charged and/or under watered. tive): The following work is to be completed 1. Clean the battery with the batteries remaining onboard 2. Check the terminal and inter-cell the locomotive. connections 1) Check the State Of Charge (S.O.C.). 3. Water if necessary (Flooded type) To complete this initial step, the 4. Check the on board charging system battery needs to be on stable open 5. Perform a 20 second engine crank- circuit preferably with NO LOAD ing test present – the max load allowed is 5 6. Complete a final boost charge amps per 100 Amp Hours of the batteries nominal capacity. For a 650 Determining the State of Health AH battery, the max load present (SOH) of a battery by the discharge should be no more than 32.5 amps. or load test method provides one of With the knife switch “open” simply the most accurate estimations of the use a digital volt meter and measure battery’s capacity and remaining life. the open circuit volts for each tray However this method is time consum- across the negative and positive ter- ing, requires additional equipment, re- minals. If the SOC is below 50% quires that the battery be removed from (31.84 Volts Flooded and 32.80 the locomotive, and most significantly Volts VRLA) the batteries should Diesel Electrical Maintenance 241

be replaced with fully charged new 5) Record the tray volts during the or serviced batteries. If at or above engine roll, not during the engine 50% SOC proceed with the 20 sec- breakaway by activating the MIN ond test. volts hold following the first 5 sec- 2) Disable the ignition of the locomo- onds of the test. tive. 6) Minimum voltage reading should be 3) Attach digital volt meters with a greater than or equal to 24.0 Volts MAX/MIN volt hold function to the per battery/tray. terminals of each battery. 7) Maximum Voltage differential be- 4) Crank the engine for 20 seconds. tween the two batteries should not The 20 second cranking test is in- exceed 2.4 volts. tended to capture engine cranking performance.

Samples of the 20 Second Engine Cranking Test Front Battery Rear Battery RR Unit Locomotive Year Built Horse- Starting Min Volts Starting Min Volts Engine Number Model power Voltage During Voltage During RPM dur- Test Test ing Test BNSF 6661 ES44AC 2010 4400 33.05 29.04 33.00 28.92 154 BNSF 6612 ES44C4 2009 4400 0.571 No Test 9.70 No Test BNSF 7824 EC44DC 2009 4400 33.01 27.68 33.04 27.28 154 BNSF 6761 ES44C4 2010 4400 32.74 28.68 32.73 28.56 142 BNSF 6643 ES44C4 2010 4400 32.23 27.96 32.56 25.16 143 BNSF 6710 ES44C4 2010 4400 33.07 28.92 33.00 28.9 BNSF 6988 ES44C4 2010 4400 32.18 27.56 32.46 27.74 124

Note that all of the batteries ob- S.O.C. (1.99 VPC) and the trays on served in these tests were of the flood- each unit are separated by less than 1.0 ed design. The results are listed in the volt overall. The 6 remaining units can columns headed Starting Voltage for be moved on to the next step – a 20 sec- the Front Battery & Rear Battery in ond engine cranking test. the table above. What do we see from What do we see in the Min Volts these S.O.C. values? First, unit 6612 during Test columns? First, all of the has a completely dead battery with both trays completed the test with end volts trays below the condemning low volt- above the low limit of 24.0 (1.5 VPC). age limit of one (1) volt per cell or 16 Second, the rear tray on unit 6643 fell volts per tray. Both battery trays should below the front tray by 2.8 volts, more be replaced. than the 2.4 volts allowed – look for a Second, for the balance of the trays low cell or a high resistance connection the S.O.C. ranges from a low of 60% if time permits. (32.18 or 2.01 volts per cell) to a high Finally, the locomotive onboard of 85% (33.07 or 2.06 volts per cell). control and status monitoring systems All of the trays are at or above a 50% may reveal other useful info. In this 242 Locomotive Maintenance Officers Association case, engine RPM during the roll easily exceeded 100. In conclusion for railroads to achieve their desired levels of locomotive reliability they must take an active role in how batteries are stored and how they are maintained. Batteries store energy, they don’t make it. Keep flooded batteries watered, keep all batteries fully charged, and they will be ready when you need them. Locomotive Maintenance Officers Association 243

Constitution and By-Laws Locomotion Maintenance Officers Association

Revised September 22, 2003

Article I – Title: to approval of the General Executive The name of this Association shall Committee. be the Locomotive Maintenance Offi- Associate members shall have cers Association (LMOA). equal rights with railroad members in discussing all questions properly Article II – Purpose of the brought before the association at Annu- Association al Meeting, and shall have the privilege The purpose of the Association, of voting or holding elective office. a non-profit organization, shall be to Section 3- Life membership shall improve the interests of its members be conferred on all past Presidents. Life through education, to supply locomo- membership may also be conferred on tive maintenance information to their others for meritorious service to the As- employers, to exchange knowledge sociation, subject to the approval by the and information with members of the General Executive Committee. Association, to make constructive rec- Section 4- Membership dues ommendations on locomotive mainte- for individual railroad and associate nance procedures through the technical membership shall be set by the Gen- committee reports for the benefit of the eral Executive Committee and shall be railroad industry. payable on or before September 30th of each year. The membership year Article III – Membership will begin on October 1 and end on Section 1-Railroad Membership September 30. Members whose dues shall be composed of persons currently are not paid on or before the opening or formerly employed by a railroad date of the annual convention shall company and interested in locomotive not be permitted to attend the annual maintenance. Membership is subject meeting, shall not be eligible to vote to approval by the General Executive and/or shall not be entitled to receive a Committee. copy of the published Pre-Convention Section 2- Associate Membership Report or the Annual Proceedings of shall be composed of persons current- the annual meeting. Failure to comply ly or formerly employed by a manu- will result in loss of membership at the facturer of equipment or devices used end of the current year. Life members in connection with the maintenance will not be required to pay dues, but and repair of motive power, subject be entitled to receive a copy of the 244 Locomotive Maintenance Officers Association

Pre-Convention Report and Annual Section 5- All elective officers and Proceedings. Regional Executives must be LMOA members in good standing. (See Article Article IV- Officers III, Section 4.) Section 1- Elective Officers of the Association shall be President, First Article V- Officer, Nomination, and Vice President, Second Vice President, Election of and Third Vice President. Each officer Section 1- Elective officers shall will hold office for one year or until be chosen from the active membership. successors are elected. In the event an A Nominating Committee, composed officer leaves active service, he may of current elective officers and the ac- continue to serve until the end of his tive Past Presidents, shall submit the term, and, if he chooses, he may con- slate of candidates for each elective of- tinue to serve as an executive officer fice at the annual convention. and be allowed to elevate through the Section 2- Election of Officers ranks as naturally as occurs, to include shall be determined by a voice vote, or the office of President. if challenged, it shall require show of Section 2- There shall be one Re- hands. gional executive officer assigned to Section 3- Vacancies in any elec- oversee each technical committee. Re- tive office may be filled by presidential gional Executives shall be appointed appointment, subject to approval of the from the membership by the General General Executive Committee. Executive Committee for an indefinite Section 4- The immediate Past term, with preference given to those President shall serve as Chairman of having served as a Technical Commit- the Nominating Committee. In his ab- tee Chairperson. A Regional executive sence, this duty shall fall to the current who leaves active service may continue President. to serve as such, and shall be eligible for nomination and election to higher Article VI- Officers- Duties of office. Section 1- The president shall ex- Section 3- There shall be a Gen- ercise general direction and approve eral Executive Committee composed of expenditures of all affairs of the Asso- the President, Vice Presidents, Region- ciation al Executives, Technical Committee Section 2- The First Vice Presi- Chairpersons, and all Past Presidents dent, shall in the absence of the Presi- remaining active in the association. dent, assume the duties of the President. Section 4- There shall be a Secre- He shall additionally be responsible for tary- Treasurer, appointed by, and hold- preparing and submitting the program ing office at the pleasure of the General for the Annual Meeting. Executive Committee, who will con- The Second Vice President shall tract for his or her services with appro- be responsible for selecting advertis- priate compensation. ing. He will coordinate with the Secre- Locomotive Maintenance Officers Association 245 tary-Treasurer and contact advertisers their assigned areas of responsibility. to underwrite the cost of the Annual E. Promote and solicit sup- Proceedings. port for LMOA by helping to obtain The third Vice President will be advertisers. responsible for maintaining a strong Section 5-Duties of General Ex- membership in the Association. He will ecutive Committee: ensure that membership applications A. Assist and advise the President are properly distributed, monitoring in long-range Association planning. membership levels and reporting same B. Contract for the services and at the General Executive Committee. compensation of a Secretary-Treasurer. The Vice Presidents shall perform C. Serve as the Auditing and Fi- such other duties as are assigned them nance Committee. by the President. D. Determine the number and Section 3-The Secretary-Treasurer name of the Technical Committees. shall: E. Exercise general supervision A. Keep all the records of the As- over all Association activities. sociation. F. Monitor technical papers for B. Be responsible for the finances material considered unworthy or inac- and accounting thereof under the di- curate for publication. rection of the General Executive Com- G. Approve topics for the Annual mittee. Proceedings and Annual Meeting pro- C. Perform the duties of the Nomi- gram. nating Committee, and General Execu- H. Approve the schedule for the tive Committee without vote. Annual program. D. Furnishing security bond in I. Handle all matters of Associa- amount of $5000 of behalf of his/her tion business not specifically herein assistants directly handling Associa- assigned. tion funds. Association will beat the Section 6-The General Execu- expense of such bond. tive Committee is entrusted to handle Section 4-The Regional Executive all public relations decisions within officers shall: LMOA and coordinated associations A. Participate in the General Ex- with confidentiality. ecutive Committee meetings. B. Monitor material to be present- Article VII-Technical Committees ed by the technical committees to en- The technical committees will sure reports are accurate and pertinent consist of: to the goals of the Association. Section 1-A chairperson, appoint- C. Attend and represent LMOA ed by the President and approved by at meetings of their assigned technical the General Executive Committee. committees. Section 2- A vice Chairperson, se- D. Promote Association activities lected by the chairperson and approved and monitor membership levels within by the President. 246 Locomotive Maintenance Officers Association

Section 3-Committee members as days advance written notice shall con- follows: stitute a quorum A. Representatives of operating railroads and regional transit authorities Article IX-Rules of Order submitted by their Senior Mechanical The proceeding and business and Materials Officers and approved transactions of this Association shall be by the President of LMOA. governed by Robert Rules of Order, ex- B. Representatives of locomotive cept as otherwise herein provided. builders designing and manufacturing locomotives in North America. Article X-Amendments C. The Fuel and Lube Committee The Constitution and By-Laws will include members from major oil may be amended by a two-thirds vote companies or their subsidiaries as ap- of the active members present at the proved by the General Executive Com- Annual Meeting. mittee. D. At the direction of the General Executive Committee, non-railroad personnel may be allowed to participate in committee activities. Section 4-All individuals who are on technical committees must be LMOA members in good standing (See Article III, Section 4). Section 5-Subjects for technical papers will be selected and approved by the General Executive Committee.

Article VIII-Proceedings Section 1-The Locomotive Maintenance Officers Association encourages the free interchange of ideas and discussion by all its attendees for mutual benefits to the railroad industry. It is understood that the expression of opinion, or statements by attendees in the meetings, and the recording of papers containing the same, shall not be considered as representatives or statements ratified by the association. Section 2-Those present at any meeting called on not less than thirty FINAL MAG_2012_PLAIN_AD 8/29/13 2:34 PM Page 1

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Proceedings of the 75th Annual Meeting SEPTEMBER 30 – OCTOBER 1, 2013 Indianapolis, IN at the Indiana Convention Center