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GB RAIL POWERTRAIN EFFICIENCY IMPROVEMENTS Project Number Q57475 Document Number RD.12/34001.1 Date 14 March 2012 Client Department for Transport Confidentiality Unrestricted Authors Ed Bower, Niki Schönau, Andy Skipton-Carter and Jim Buchanan (Ricardo) Trevor Bradbury, Tim Barlow and Vijay Ramdas (TRL) Contributors Jon Andersson, Andrew Atkins, Penny Atkins, Richard Cornwell, Mike Graddage, Markus Hose, Matthew Keenan, Shane McCauley, Peter Miller, Andrew Nicol, Jane Patterson, Scott Porteous, Cedric Rouaud and Nick Tebbutt (Ricardo) Approved Dave Greenwood Product Group Head Hybrid & Electric Systems This document contains Ricardo Confidential Proprietary information and is intended only for use by the named client or its affiliates. This information may not be shared with any other entities without receiving written permission from Ricardo. GB Rail Diesel Powertrain Efficiency Improvements RD.12/34001.1 Q57475 Department for Transport Unrestricted EXECUTIVE SUMMARY This study identifies technology from non–rail sectors that could be applied to the GB rail sector to improve the fuel efficiency of the diesel powered rolling stock. In addition, it assesses successes and failures in applying new technology in the GB rail sector following interviews with key GB rail industry stakeholders. These two aspects of the study have led to two key conclusions and a key recommendation to the GB rail industry in order to improve the diesel powertrain fuel efficiency of existing and new diesel rolling stock: 1) Technically viable solutions exist to improve rail diesel powertrain efficiency Using analysis of the payback period of seven proposed technology packages, two technology packages are recommended for implementation to the GB rail fleet: ‘Technology package #1’ is a gas exchange system upgrade for passenger Diesel Multiple Units (DMU). This is the most attractive retrofitting technology package of those considered for GB rail’s passenger DMU fleet and is suitable for retrofitting to 1591 passenger DMUs with the oldest, least efficient engine types. It has a payback period of 3 years for the intercity duty cycle and could save up to 5 million litres of diesel per year, which equates to savings of up to £3 million per year at £0.60/litre of diesel. ‘Technology Package #6’ includes the addition of an idle stop/start system, a gas exchange system upgrade and a small genset for freight locomotives. Overall this technology package is the most attractive retrofitting solution for improving the efficiency of the GB rail fleet if applied to all 450 Class 66 freight locomotives. The payback period is under 1 year, and it could save 89 million litres of diesel per year which equates to savings of £53 million per year at £0.60/litre of diesel. 2) GB rail stakeholders are in agreement that improvements in efficiency are required The project has assessed success achieved to date in the GB rail sector through a stakeholder engagement activity. There are encouraging signs that fuel efficiency is becoming increasingly important in the industry. The key factors contributing to the successful implementation of more efficient diesel powertrain technologies for GB rail include: high levels of collaboration between industry organisations; a strong business case; and a proven reliability record and predictability of maintenance requirements for the new technology. The key barriers to adoption of more efficient diesel powertrain systems identified include: long payback periods; perceived risks relating to performance and reliability; new overhaul and maintenance requirements; diesel fleet fragmentation; emissions standards for new engines; resource constraints; the loading gauge; and accurate fuel measurement. 3) By working together, the GB rail industry can improve the commercial viability of more fuel efficient technologies and implement better long–term solutions The GB rail industry has worked collectively to improve fuel efficiency successfully in the past and this should continue. Recommendations to improve diesel powertrain system efficiency in GB rail include: increasing the length of the franchise periods in the industry (already happening); providing greater clarity on the application of EU emissions legislation to modified and replacement engines; providing incentives for more partnerships; increasing order sizes for rolling stock in the future; removing penalties and barriers to testing to allow new technologies to be implemented; further engagement and dissemination of this study across the GB rail industry. 14 March 2012 Page ii © Ricardo plc 2012 GB Rail Diesel Powertrain Efficiency Improvements RD.12/34001.1 Q57475 Department for Transport Unrestricted TABLE OF CONTENTS 1 INTRODUCTION .............................................................................................................1 1.1 Report structure ...................................................................................................1 1.2 Scope of work ......................................................................................................2 1.3 Background to the study.......................................................................................3 2 TECHNICAL DEVELOPMENTS ......................................................................................9 2.1 Classification of GB rail diesel rolling stock ........................................................10 2.2 Duty cycles.........................................................................................................17 2.3 Passenger DMU powertrain technology .............................................................28 2.4 Freight locomotive powertrain technology ..........................................................38 2.5 Review of technologies to improve rail sector diesel powertrain efficiency .........46 2.6 Other technologies that could be applied to the rail sector .................................74 2.7 Summary of Technical Developments................................................................86 3 IMPLEMENTATION TO DATE ......................................................................................92 3.1 Successful adoption of more fuel–efficient powertrain technology in GB rail – case studies.......................................................................................................94 3.2 Barriers to adoption of more efficient diesel powertrains...................................101 3.3 Summary of findings from stakeholder engagement.........................................105 4 TECHNOLOGY PACKAGES SUITABLE FOR APPLICATION TO GB RAIL................110 4.1 Technology package descriptions and fuel economy (FE) benefits for DMUs...112 4.2 Technology packages for freight locomotives...................................................121 4.3 Summary of technology packages....................................................................127 5 ESTIMATION OF COST BENEFITS AND PAYBACK PERIODS.................................128 5.1 Cost savings and payback periods of DMU technology packages....................133 5.2 Cost savings and payback periods for freight locomotive technology packages .........................................................................................................................142 5.3 Summary of cost benefits and payback periods ...............................................148 6 CONCLUSIONS AND RECOMMENDATIONS ............................................................151 7 REFERENCES............................................................................................................157 APPENDIX 1 – COMPANY OVERVIEWS AND CONTACT DETAILS................................158 Appendix 1A – Ricardo Overview ................................................................................158 Appendix 1B – TRL Overview......................................................................................158 APPENDIX 2 – GLOSSARY...............................................................................................159 14 March 2012 Page iii © Ricardo plc 2012 GB Rail Diesel Powertrain Efficiency Improvements RD.12/34001.1 Q57475 Department for Transport Unrestricted TABLE OF FIGURES Figure 1 – Report structure overview ........................................................................1 Figure 2 – GB rail passenger kilometres (billions). GB rail has experienced significant growth in passenger services since 1994 and the demand is expected to continue to increase [2].............................................................................................3 Figure 3 – GB rail freight moved (billion tonne kilometres). Overall GB rail freight movement has increased compared to 1994 (peaking in 2006–7) with fluctuations predominantly caused by the variations in coal movements [2].................................3 Figure 4 – The number of litres of diesel used by GB rail for traction has remained fairly constant over the past 5 years, despite significant increases in passenger kilometres and a reduction in the energy density of the fuel supply, but the total cost of fuel will increase as the cost/litre increases [2]......................................................4 Figure 5 – Fuel consumption statistics for the UK on–highway heavy duty automotive sector [4].................................................................................................5 Figure 6 – Significant reductions in engine out NOx have been obtained in the on– highway heavy duty automotive sector as a result of exhaust
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