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Evaluation of Locomotive Emissions Reduction Strategies

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Evaluation of Locomotive Emissions Reduction Strategies Evaluation of Locomotive Emissions Reduction Strategies H. Christopher Frey, Ph.D. Nikhil Rastogi, MS North Carolina State University Department of Civil, Construction, and Environmental Engineering Raleigh, NC 27695-7908 NCDOT Project 2016-20 FHWA/NC/2016-20 October 2018 Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. FHWA/NC/2016-20 4. Title and Subtitle 5. Report Date Evaluation of Locomotive Emission Reduction Strategies October 2018 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. H. Christopher Frey, Nikhil Rastogi 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) North Carolina State University Department of Civil, Construction, and Environmental Engineering Raleigh, NC 27695-7908 11. Contract or Grant No. 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered North Carolina State University Final Report Research and Development Unit 104 Fayetteville Street August 16, 2015 to August 15, 2017 Raleigh, North Carolina 27601 14. Sponsoring Agency Code RP 2016-20 Supplementary Notes: 16. Abstract Older diesel locomotives may have higher per passenger mile emission rates of NOx and PM compared to other transport modes. Therefore, to reduce human exposure to train-generated air pollution, measures to reduce emissions from existing locomotives are desirable. Fuel use and emission rates (FUER) depend on exhaust after-treatment technology, locomotive operation, and fuels. Variation in locomotive operation results in spatial variation of FUER along the route. Thus, there could be hotspot locations with high emissions. Switching fuels to biodiesel blends affects FUER due to differences in fuel physical and chemical properties. Here, interactions between technology, operation, and fuels were evaluated. Rail yard (RY) and over-the-rail (OTR) measurements were conducted using portable emission measurement system (PEMS) to quantify FUER. Data from multiple measurements were time-aligned and screened for errors. RY measurements included three replicates of a predefined test schedule. OTR measurements included 6 one-way trips on the Piedmont rail route between Raleigh, NC and Charlotte, NC. The retrofit of a selective catalytic reduction-based Blended exhaust After Treatment System (BATS) for controlling NOx emissions was evaluated based on RY measurements. Simultaneously, PEMS-based emission rates were benchmarked to a Federal equivalent method (FEM). The effect of operation was assessed by comparing one-way trips with the highest and lowest trip total fuel use and emissions. Spatial variability in FUER was compared to spatial variability in train speed, acceleration, rail-grade and rail curves. In prior work, FUER were quantified for several blends of biodiesel and diesel. Less than 1 % of the data were excluded during screening. PEMS-based emission rates of CO2, NOx and PM were highly correlated with the FEM. BATS is highly recommended for reducing NOx emissions. Efficient locomotive operation including fewer notch changes and avoiding rapid accelerations and decelerations is recommended for reducing trip total fuel use and emissions. A 20 percent blend of biodiesel in diesel is effective in reducing CO, HC and PM emission rates. A combination of technology, operation and fuels is highly recommended to simultaneously reduce fuel use and emissions of CO, HC, NOx and PM. This research demonstrates that PEMS-based measurements are reliable for quantifying the effect of technology, operation and fuels on FUER. 17. Key Words 18. Distribution Statement Emission control devices, alternate fuels, diesel electric locomotives, train operation, nitrogen oxide, particulate matter, emission hotspots 19. Security Classif. (of this report) 20. Security Classif. (of this page) 21. No. of Pages 22. Price Unclassified Unclassified 228 Form DOT F 1700.7 (8-72) Reproduction of completed page authorized i DISCLAIMER The contents of this report reflect the views of the author(s) and not necessarily the views of the University. The author(s) are responsible for the facts and the accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of either the North Carolina Department of Transportation or the Federal Highway Administration at the time of publication. This report does not constitute a standard, specification, or regulation. ii ACKNOWLEDGEMENTS This study was supported as Research Project RP 2016-20 by the North Carolina Department of Transportation. This work was made possible by the in-kind technical and logistical support from Curtis McDowell and Lynn Harris from McDowell Engineers and RailPlan International, Inc. Chris Weaver from Engine Fuels & Emissions Engineering conducted the fuel use and Locomotive Emission Measurement System measurements. Weichang Yuan and Tongchuan Wei from North Carolina State University assisted with conducting rail yard measurements. iii Executive Summary Introduction Diesel locomotives used for passenger rail have a long service life. Purchasing new locomotives with lower emissions is costly. Therefore, to reduce human exposure to train-generated air pollution, measures to reduce emissions from existing locomotives are desirable. Over-the-rail (OTR) measurements of pollutant exhaust concentrations during actual train service were conducted using a portable emission measurement system (PEMS). The objectives of this work are to: (1) quantify the accuracy of PEMS-based FUER; (2) quantify factors affecting FUER of a passenger train; and (3) identify and characterize energy use and emission reduction strategies. The North Carolina Department of Transportation (NCDOT) owns eight diesel locomotives for Amtrak operated passenger service between Raleigh, NC and Charlotte, NC. Each locomotive has two engines: Prime Mover Engine (PME), and Head End Power (HEP) engine. These engines are typically operated on ultra-low sulfur diesel (ULSD). The PME has a throttle control with eight positions, a high idle, and a low idle position. Each of the throttle positions is called a Notch. The PMEs of NCDOT locomotives are old, lack emission controls and produce high emissions of gaseous pollutants and particulate matter (PM). The NCDOT seeks to quantify the emissions of these locomotives and to identify and evaluate options for emissions reductions to meet increasingly stringent emission standards. Locomotive FUER depend on factors such as exhaust after-treatment technology, locomotive operation, and fuels. Variation in locomotive operation also results in spatial variation of FUER along the route. Thus, there could be regions with emissions higher than a threshold value. Such regions are known as emission hotspots. Exhaust after-treatment could reduce the frequency and magnitude of hotspots. Changes in operational practices could prevent some emissions. Switching fuels to biodiesel blends affects FUER due to differences in energy intensity and chemical composition. Methods Baseline measurements on a locomotive operating on ULSD were conducted. The retrofit of a Blended exhaust After Treatment System (BATS) to an F59PH locomotive was evaluated based on rail yard (RY) measurements. The BATS is a selective catalytic reduction (SCR)-based exhaust after-treatment system that treats the combined (blended) exhaust from the PME and HEP engine. The role of variability in train operations and its effect on fuel use and emissions was assessed by comparing one-way trips with highest and lowest trip total fuel use and emissions. Further, spatial variability in these rates was compared to spatial variability in train speed, acceleration, rail-grade and rail curves. In prior work, the locomotive was operated on several blends of biodiesel and diesel and FUER for each fuel blend were quantified. Here, interactions between technology, operation, and fuels were evaluated. Emission hotspots were identified based on 0.25-mile segments of the 173-mile route that had the top 20th percent frequency range of segment total emissions. Typically, one RY test and six OTR one-way trips per locomotive were conducted to quantify notch average FUER for each of baseline, operation, and fuels. Exhaust gas and PM concentration iv measurements were conducted using an Axion PEMS. RY tests included running the locomotive at each of the PME throttle notch positions for a pre-defined time duration, known as a test schedule. RY tests included three replicates of the test schedule. Baseline RY measurements of the HEP engines were conducted in prior work. OTR tests were conducted on the revenue generating Amtrak Piedmont passenger rail service between Raleigh, NC and Charlotte, NC. A typical train consist included 1 locomotive, 2 passenger cars, and 1 baggage/café car. Each one-way trip had a different fraction of time spent in each throttle notch position, also known as a duty cycle, due to differences in driver behavior. Notch average FUER were weighted to selected duty cycles to estimate cycle average FUER. The U.S. Environmental Protection Agency (EPA) specifies the Line-Haul duty cycle for regulatory purposes. A typical duty cycle on the Piedmont route had a higher fraction of time at Notch 8, and a lower fraction of time at idle, compared to the Line-Haul cycle. The PEMS-based measurement method was benchmarked to a reference method that satisfies EPA requirements for certification testing. The benchmarking was based on four replicates of railyard measurements. Technology To quantify notch
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