LMOA Locomotive Maintenance Officers Association
Proceedings of the 70th Annual Meeting
September 21-24, 2008
Chicago Hilton & Towers 720 S. Michigan Ave. Chicago, Illinois Combining excenti&iml secvice
and world class manufacturing to serve the rail Industry's locomotive needs
Commuter Locomotives Switcher Locomotives Multi-Engine Locomotives Component and Complete Locomotive Overhauls Advanced Modernization Technologies Emissions Reduction Solutions Equipment Maintenance Services
Visit our website for for more information on all of MotivePower's C}) MotivePower products and services. A Wabtec company
208.947.4800 www.motivepower-wabtec.com , -^fv
Locomotive Maintenance Officers Association 1
2008 ADVERTISERS INDEX
LOCOMOTIVE MAINTENANCE OFFICERS ASSOCIATION
AMSTED RAIL GROUP 117
BACH-SIMPSON 167 & 173
CLARK FILTER CORP 135
DUROX EQUIPMENT 153
GE TRANSPORTATION 129
GRAHAM WHITE MANUFACTURING 219
INDUSTRYSPECIALTY CHEMICALS, INC 71
KIMHOTSTART 63
LPI LIFT SYSTEMS ....227
MAGNUS, LLC 83
MIBA BEARINGS, U.S 101
MOSEBACH MANUFACTURING 183
MOTIVE POWER, INC INSIDE FRONT COVER
NATIONAL ELECTRICAL CARBON PRODUCTS 189
NATIONAL RAILWAY EQUIPMENT CO 87 Locomotive Maintenance Officers Association
PEAKER SERVICES, INC OUTSIDE BACK COVER
PENN LOCOMOTIVE GEAR INSIDE BACK COVER
POWER RAIL 223
RAILPOWER HYBRID TECH. CORP. 177
RAIL PRODUCTS INTL. INC 197
RAILROAD FRICTION PRODUCTS 145
RAILWAY EQUIPMENT ASSOCIATES 151
SAFETY KLEEN SYSTEMS, INC 43
SIMMONS MACHINE TOOL 233
SNYDER EQUIPMENT, INC 37
TAME, INC 27
TRANSPORTATION EQUIPMENT SUPPLY CO 21
TRIANGLE ENGINEERED PRODUCTS 149
ZTR CONTROL SYSTEMS 199, 201, 203, 205 & 207 LOCOMOTIVE MAINTENANCE OFFICERS APPRECIATES THESE 2008 SUPPORTING ADVERTISERS
AMSTED RAIL GROUP MIBA BEARINGS U.S. RAILROAD FRICTION PRODUCTS
BACH-SIMPSON MOSEBACH MFG. RAILWAY EQUIPMENT ASSOC.
CLARK FILTER CORP. MOTIVE POWER, INC. SAFETY KLEEN SYSTEMS INC.
DUROX EQUIPMENT NATIONAL ELECTRICAL CARBON PROD. SIMMONS MACHINE TOOL
GE TRANSPORTATION NATIONAL RAILWAY EQUIPMENT CO. SNYDER EQUIPMENT CO. INC.
GRAHAM WHITE MANUFACTURING PEAKER SERVICES. INC TAME, INC.
INDUSTRY SPECIALTY CHEMICALS, INC. PENN LOCOMOTIVE GEAR TRANSPORTATION EQUIP. SUPPLY CO.
KIM HOTSTART POWER RAIL MFG. TRIANGLE ENGINEERED PROD.
LPI LIFT SYSTEMS RAIL POWER HYBRID TECH CORP. ZTR CONTROL SYSTEMS
MAGNUS, LLC RAIL PRODUCTS INTL. INC.
ATTENTION ALL MEMBERS: WE DO NOT ENDORSE ANYONE'S PRODUCT, BUT WE DO APPRECIATE OUR ADVERTISERS. Listed above are the names of the ADVERTISERS whose ads appear in our ANNUAL PUBLICATION. We appreciate the fine financial support these advertisers provide. We hope to see these and many more advertisers' names displayed in this fashion at all of our future ANNUAL MEETINGS. Be sure to read their ads in the Annual Publication. Locomotive Maintenance Officers Association
INDEX
STATE OF THE UNION ADDRESS - 2007 20-23
FUEL, LUBE AND ENVIRONMENTAL COMMITTEE 24-82
NEW TECHNOLOGIES COMMITTEE 84-116
DIESEL MECHANICAL MAINTENANCE COMMITTEE 118-163
DIESEL ELECTRICAL MAINTENANCE COMMITTEE ....164-216
DIESEL MATERIAL CONTROL COMMITTEE 217-228
SHOP EQUIPMENT AND PROCESSES COMMITTEE ..229-240
LMOA BY-LAWS 241 -244
RECAP PRIOR TECHNICAL PAPERS 245-262 Locomotive Maintenance Officers Association
2007 LMOA MVP RECIPIENTS
The executive board of LMOA wishesto congratulate the following individu als who were selectedas the Most Valuable People of their respective commit tees in 2007.
Name Company Committee Ian Bradbury Peaker Services Diesel Mechanical Maintenance Roger Collen Simmons Machine Tool Shop Equipment & Processes Dennis McAndrew GE Rail Transportation Fuel, Lubricants & Environmental Todd Nudds ZTR Control Systems Diesel Electrical Maintenace Craig Prudian Electro Motive Diesels New Technologies
Ron Sulewski Rail Products International Diesel Material Control
This honor is bestowed on an annual basis to those individuals who perform meritoriousservice and make significantcontributionsto their respective technical committees.
LMOA EXECUTIVE COMMITTEE Locomotive Maintenance Officers Association
THE EXECUTIVE COMMITTEE OF LMOA
WISHES TO EXPRESS THEIR SINCERE THANKS
AND APPRECIATION TO THE
AMERICAN SHORTLINE AND RAILROAD
REGIONAL ASSOCIATION FOR ALLOWING
MEMBERS OF THE LMOA EXECUTIVE
COMMITTEE TO ATTEND THEffi ANNUAL MEETING IN SAN ANTONIO ON MAY 4-5,2008
WE ALSO WISH TO THANK THE ASLRRA
FOR ALLOWING SIX OF OUR COMMITTEE
MEMBERS TO PRESENT TECHNICAL PAPERS BEFORE ATTENDEES AT THE ASLRRA CONVENTION ON MONDAY, MAY 5,2008.
SPECIAL THANKS TO RICHARD TIMMONS, PRESIDENT OF THE SHORTLINE ASSOCIATION
ASWELL AS KATHY CASSD3Y AND
JENNY MCKINNEY FOR GIVING LMOA THE OPPORTUNITY TO ATTEND THE CONVENTION AND TO OUR OWN JACK KUHNS, LMOA 3RD VP, FOR MAKING OUR INVOLVEMENT AT THE
SHORTLINE ASSOCIATION ANNUAL
MEETING A POSSD3DLITY. Locomotive Maintenance Officers Association
THE LMOA EXECUTIVE BOARD WOULD LIKE TO EXPRESS THEm SINCERE APPRECIATION TO JOHN HEDRICK, STEVE FRITZ AND THE ENTTRE STAFF AT THE SOUTHWEST RESEARCH INSTITUTE FOR HOSTING OUR JOINT TECHNI CAL COMMITTEE MEETING ON MAY 4 AND MAY 5,2008 IN SAN ANTONIO, TEXAS AND FOR PROVDDING TOURS OF THEm CAMPUS AT SOUTHWEST RESEARCH.
MANY THANKS FOR JOHN AND STEVE.
WE ALSO WISH TO THANK RICK ORTYL OF METRO EAST AND BRIAN MARTY OF HELM FOR HOSTING THE JOINT TECHNICAL COMMITTEE'S LUNCHEONS IN SAN ANTONIO.
MANY THANKS TO RICK AND BRIAN AND SPECIAL THANKS TO OUR OWN DENNIS NOTT, LMOA 1ST VP, FOR HIS INVOLVEMENT IN SETTING THE LUNCHEONS UP.
LMOA WISHES TO EXPRESS THEBR GRATITUDE AND THANKS TO DWIGHT BEEBE OF TEMPLE ENGINEERING FOR AGAIN HOSTING OUR LUNCHEON ON FRDDAY, SEPTEMBER 14,2007 DURING THE ANNUAL CONVENTION IN CHICAGO fflLTON AND TOWERS.
DWIGHT, YOU'RE THE BEST. Locomotive Maintenance Officers Association
PAST PRESIDENTS
1939 & 1949 - F.B. DOWNEY(Deceased) Shop Supt, C&O Ry. 1941 - J. C MILLER (Deceased ), MM, N.Y.C & St L.R.R. 1942-1946, Inc - J. E. GOODWINN (Deceased) Exec. Vice President, C. & N.W. Ry. 1947 - S. O. RENTSCHILLER (Deceased) Chief Mechanical Officer, Bessemer and Lake Erie R.R. 1948 - C D. ALLEN (Deceased)Asst CM.O. - Locomotive, C&O. Ry. & B.&O. R.R. 1949 - J. W. HAWTHORNE (Deceased) Asst Vice-Pres.- Equipment, Seaboard Coast Line R.R. 1950 - G. E. BENNET (Deceased) Vice-Pres.-Gen. PurchasingAgent, 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 PacificCo. 1954 & 1955 - F. D. SINEATH, Retired Chief of Motive Power, Seaboard Coast Line R.R. 1956 - T.T. BLICKLE (Deceased) General Manager - Mechanical, A .T. & S. F. Ry. 1957 - J. T. DAILEY (Deceased) Asst to Pres.-Mech., Alton & Southern R.R. 1958 - F. E.MOLLOR (Deceased) Supt Motive Power, Southern Pacific Co. 1958 - F. R. Denny(Deceased) Mechanical Supt, New Orleans Union Passenger Terminal 1959 - E. V. MYERS (Deceased) Supt Mechanical Dept, St Louis-Southwestern Ry. 1960 - W. E. LEHR (Deceased) Chief Mechanical Officer, Pennsylvania R.R. 1961 - O. L HOPE, (Deceased) Asst ChiefMechanicalOfficer,Missouri Pacific R.R., 1962 - R. E. HARRISON (Deceased) Manager-Maintenance Planning& Control, Southern Pacific Co. 1963 - C. A. LOVE, (Deceased) Chief Mechancial Officer, Louisville & Nashville R.R. 1964 - H. N. CHASTAIN, (Deceased) Gen. Manager-Mechanical, A. T. &S. F. Ry. 1965- J. J. EKIN, JR.(Deceased) Supt Marine & Pier Maintenance, B. & O. R.R. 1966 - F.A. UPTON II (Deceased) Asst Vice-President-Mechanical, C M. St P.& P. R.R. 1967 - G. M. BEISCHER, Retired Chief Mechancial Officer, National Railroad Passenger Corp. Washington, D.C. 20024 1968 - G. F. BACHMAN, (Deceased) ChiefMechanicalOfficer, Elgin Joilet& Eastern Ry. 1968 - T.W. BELLHOUSE (Deceased) Supt Mechanical Dept, S. P.Co., - St L S.W. Ry. 1970 - G. R.WEAVER (Deceased) Director Equipment Engineering, Penn CentralCo., 1971 - G. W. NEIMEYER (Deceased) Mechanical Superintendent, Texas &Pacific Railway 1972 - K. Y. PRUCHNICKI (Deceased) General SupervisorLocomotiveMaintenance, Southern Pacific TransportationCompany 1973 - W. F. DADD,(Deceased) Chief Mechanical Officer, Chessie System 1974 - C P.STENDAHL, RetiredGeneral manager M.P.-Electrical, Burlington Northern Railroad 1975 - L H. BOOTH, (Deceased) Retired Assistant CM.O.-Locomotive, Chessie System, 1976 - J. D. SCHROEDER, RetiredAssistantCM.O.-Locomotive Burlington Northern Railroad, 244 Carrie Drive, Grass Valley, CA 95942 1977 - T.A. TENNYSON (Deceased) Asst Manager Engineering-Technical, Southern PacificTransportation Co. 1978 - E. E. DENT, (Deceased) SuperintendentMotivePower,Missouri Pacific Railroad, 1979 - E. T. HARLEY, Retired Senior Vice President Equipment, Trailer Train Company, 289 Belmont Road, King of Prussia, PA 19406 Locomotive Maintenance Officers Association
1980 - J. H. LONG, (Deceased) Manager Locomotive Dept, Chessie System 1981 - R. G. CLEVENGER, Retired General Electrical Foreman, Atichison, Topeka & Sante Fe Rwy. 1982 - NA BUSKEY (Deceased) Asst General Manager-Locomotive, Chessie System 1983 - F. D. BRUNER (Deceased) Asst Chief Mechanical Officer-R. & D. Union Pacific Railroad 1984 - R.R. HOLMES, Retired, Director Chemical Labsand Environment Union Pacific 1985 - D. M. WALKER, Retired, Asst Shop Manager, Norfolk Southern Corp., 793 Windsor St, Atlanta, GA 30315 1986 - D. H. PROPP, Retired Burlington Northern RR & Vice President Ontrack, 8913 West 161st St, Overland Park, KS 66085 1987 - D. L.WARD, (Deceased) Coord.-Quality Safety &Tech. Trng. Burlington Northern R.R. 1988 - D.G. GOEHRING, Retired, Supt Loco.Maint, National RR Passenger Corp., 1408 Monroe, Lewisburg, PA 17837 1989 - WILLIAM A. BROWN, Retired, l&M Rail Link, 9047 NE 109th St, Kansas City, MO 64157 1990 - P. F. HOERATH, Retired Sr. Mech, Engr. Shops, Conrail,. Box 134, R.R. 4, Hollidaysburg, PA 16648 1991 - D. D. HUDGENS, Retired, Sr. Mgr. R&D, Union Pacific, 16711 Pine St, Omaha, NE 68130 1992 - K.ALLEN KELLER, Retired, Supt Loco. Maint, Reading, R.R., 241 E. Chestnut, Cleona, PA 17042 1993 - W. R. DOYLE, Project Manager, Sound Transit,Seattle, WA 98104 1994 - MA COLES, Senior Mgr.-Loco. Engineering & Quality, Union Pacific R.R. 1400 Douglas St, Stop 1050, Omaha, NE68179 1995 - CAMILLER, Retired, Mgr.-Loco. Engineering& Quality, Union Pacific RR. 1728 S. 167 Circle, Omaha, NE 68130 1996 - G.J. BRUNO, Retired, Supt - Mechanical, Amtrak, 14142 S.E. 154th PL, Renton, WA 1997- D.M. WETMORE, General Supt - Fuel Opns., NJTRail Opns. 1148 Newark Turnpike, Kearny, NJ 07032 1998- H.H. (MIKE) PENNELL, Ellcon National, 1016 WilliamsburgLane, Keller,TX 76248 1999- JAKE VASQUEZ, Retired, Asst Superintendent-Terminal Services, Amtrak 1130 Walnut Ave., Osawatomie, KS 66067 2000- RON LODOWSKI, Asst Shift Supt, CSXTransportation Selkirk, NY 12158 2001- LOU CALA, Consultant LJCRail, Duncansville, PA 16635 2002- BOB RUNYON, Engineering Consultant, Roanoke, VA24019 2003- BRIAN HATHAWAY, Consultant Port Orange, FL32129 2004- BILL LECHNER, Senior General Foreman-lnsourcing-Air Brakes, Governors & Injectors, Norfolk Southern Corp., Altoona, PA 16601 2005- TADVOLKMANN, Director-Mechanical Engineering, Union Pacific RR, Omaha, NE 68179 2006- BRUCE KEHE, Mgr.-Maint Locomotive, EJ & E Rwy. Gary, IN 46402 2007- LES WHITE, Technical Sales Rep., Bach-Simpson London, Ontario N4W 2C2 HONORARY LIFE MEMBERS
F.W. BUNCE, Retired Chief Mech. Officer, Milwaukee Road. J. J. BUTLER, Retired Chief Mech. Officer, Consolidated RailCorp., 158 Woodgate Ln., Paoli, PA 19301 OWEN CLARKE, Retired Vice-President, Chesapeake & Ohio Ry., Cleveland, Ohio B. A. CUMBEA, Retired Mgr. Loco. Maint-Engr., Chessie System, 310 Cherokee Trail, Huntington, VW 25705 10 Locomotive Maintenance Officers Association
N. C ECKERLE, Sales Mgr. Specialty Chem., Nalco Chem. Co., 2901 Butterfield Rd., Oak Brook, IL60521 W. EWING, Retired, Altoona Gear Co., Calbassas, CA W. T. FARICY, Retired Chairman of the Board, A.A.R. J. G. GERMAN, Retired V. Pres.-Engr. Missouri Pacific Railroad Co. 1.1. GREGORY, Retired Project Mgr.-Heavy Repair Shop,Consolidated Rail Corp., 603 Ruskin Drive, Altoona PA 16602 DONALD GRAAB, AVP-Mechanical, Norfolk Southern, 1200 Peachtree, Atlanta, GA 30309 S. GRAHAM HAMILTON, President, Global Group, Inc., P.O. Box2024, Winter Park, FL 32790 W. j. HARRIS, Retired V. Pres., Research &Test Dept, Assn.of American Railroads, Washington, D.C. H. W. HAYWARD, Retired ChiefM.P. & R. S.,CP Rail, Montreal 101, Quebec, Canada D. W. HENDERSON, V.P.-Technology, Engr. &Maint. Burlington Northern RR, 9401 Indian Creek Pkwy., Overland Park, KS 66210 JOHN H. HERTOG, Retired V. Pres.Operations, Burlington Northern, Inc.,St Paul, MN 55101 JOHN W. INGRAM, Retired Pres. and ChiefExecutive Officer, Chicago, Rock Island and Pacific Railroad Co. A. W. JOHNSON, Retired, V. Pres.of Opns. and Maint, Assoc,of American RR, Washington, D.C. JACK L KUHNS, Retired Mgr. Ping. &Maint, CSX Transp., 7015 Bedford Lane, Louisville, KY 40222 R. M. McDONALD, Retired Dir. of Opns., Brd. of Transport, Commissionersfor Canada, Ottawa, Ont, Canada J. F. McDONOUGH, Retired Asst V. P.-Mechanical, Union Pacific RR, 12225 Farnum St, Omaha, NE 68154 R. G. RAY BURN, Retired Executive V.P.-Operations, Chessie System, Baltimore, MD H.P. RODES, Pres., General Motors Institute, Flint, Ml 48502 F. R. RUSSELL, Retired Chief Mech. Off., Southern Pacific Co.,SanFrancisco, CA L G. SALTS, Retired, Asst Manager-Locomotives AT&SF Rwy., Topeka, KS H. L SCOTT, JR., Retired Sr. V.P. and Chief Mech. Off. Norfolk Southern, Corp. C M. SMITH, Retired Mgr-Mech. Engr.-Passenger and Loco.Consolidated Rail Corp., 3 Princeton Rd., Strafford-Wayne, PA19087 R. D. SPENCE, Retired Executive V.P.-Operations, Seaboard System RR J. TAGGART, RetiredSystemMechanical Officer-Motive Power, CN Rail, 655 Richmond Road, Unit 45, Ottawa, Ontario K2A3Y3 M. L. VARNS, Retired, BN RR, 111 So. Greenfield Rd.#385, Mesa, AZ 85206 R. W. VITEK, VP - Sales and Leasing,Omnitrax, Cicero, IL Locomotive Maintenance Officers Association 11
OUR OFFICERS
Our President MIKE SCARINGE Director-Warranty Enforcement Amtrak Beech Grove, IN 46107
Our Chairman of the Nominating Committee MR. LES WHITE Technical Sales Representative Bach Simpson London, Ontario N4W 2C2 12 Locomotive Maintenance Officers Association
OUR OFFICERS
1st Vice President 2nd Vice President MR. DENNIS NOTT MR. BOB REYNOLDS Northwestern Consulting, LLC Manager - Loco Systems Boise, ID 83703 Canadian Pacific Railway Calgary, Alberta T2P 4Z4
3rd Vice President MR. JACK KUHNS Senior Director Business Development and Sales Graham White Manufacturing Jacksonville, FL 32259 Locomotive Maintenance Officers Association 13
OUR PAST PRESIDENTS
MR. MARK COLES MR. WEYLIN R. DOYLE Senior Manager Project Manager Engineering & Quality Sound Transit Union Pacific Railroad Seattle, WA 98104 Omaha, NE68179
MR. BRIAN HATHAWAY MR. BRUCE KEHE Consultant Manager-Maintenance Port Orange, FL 32129 Locomotives EJ&E Rwy. Co Gary, IN 46402 14 Locomotive Maintenance Officers Association
OUR PAST PRESIDENTS
MR. BILL LECHNER MR. RONALD R. LODOWSKI Sr. General Foreman Asst. Shift Superintendent Insourcing-Air Brakes, Governors & CSX Transportation Injectors Selkirk, NY 12158 Norfolk Southern Corp. Altoona, PA 16601 Bill also doubles as Regional Executive of the Diesel Material Control Committee
MR. H.H (MIKE) PENNELL MR. ROBERT RUNYON Ellcon National (Retired Norfolk Southern Corp.) Keller, TX 76248 Engineering Consultant Roanoke, VA 24042 Locomotive Maintenance Officers Association 15
OUR PAST PRESIDENTS
MR. TAD VOLKMANN MR. DAVID M. WETMORE Director-Mechanical Engineering General Supt. - Fuel Operations Union Pacific Railroad NJT Rail Opns Omaha, NE68179 Kearny, NJ 07032 16 Locomotive Maintenance Officers Association
OUR REGIONAL EXECUTIVES
MR. RON BARTELS MR. GLENN BOWEN Director Electrical and Engine Sys. Director - Lab Services Via Rail-Canada BNSF Railway Montreal, Quebec Topeka, KS
R. BRAD QUEEN Chairman General Foreman-Locomotives DAVE RUTKOWSKI BNSF Railway Chief Mechanical Officer Barstow, CA Providence & Worcester RR Worcester, MA Locomotive Maintenance Officers Association 17
Outgoing President Les White, Bach Simpson, presents the President's Gavel to newly elected President, Mike Scaringe, Amtrak.
Past President Tak Volkmann, Union Pacific presents Past President's Pin to outgoing President, Les White, Bach Simpson, as newly elected President Mike Scaringe, Amtrak looks on. 18 Locomotive Maintenance Officers Association
Outgoing President Les White, Bach Simpson, presents the LMOA Blazer to newly elected 3rd Vice President, Jack Kuhns, Graham White Corporation.
Past President, Bob Runyon,Consultant, presents LMOA watch to outgoing President Les White, Bach Simpson. The ceremony was witnessed by Past President Tad Volkmann, Union Pacific. Locomotive Maintenance Officers Association 19
Dwight Beebe, Temple Engineering, proudly holds the LMOA MostValuable Person Award. Past President Bruce Kehe, EJ&E (r) and outgoing President Les White, Bach Simpson were present. This award was bestowed on Dwight for his continuing sup port of the LMOA.
Officers of the LMOA: bottom row - left to right - Secretary Treasurer Ron Pondel, Past President Bob Runyon, Consultant (former NS), newly appointed President Mike Scaringe, Amtrak, Past President Tad Volkmann, Union Pacific, and newly elected 1st Vice President Dennis Nott, Northwestern Consulting. Top row - left to right - newly elected 2nd Vice President Bob Reynolds, Canadian Pacific Rwy., outgoing President Les White, Bach Simpson and Past President Bruce Kehe, EJ&E Rwy. 20 Locomotive Maintenance Officers Association
STATE OF THE UNION SPEECH members. I see Mike didn't give up President Les White his day job so Iguess Iwill be able to September 13, 2007 pass on the gavel to you tomorrow. Thanks for your special effort in mak Ladies and gentlemen, the ing our joint meeting a success. Executive Committee and fellow This is a non show year and with members. It is my privilege to open the limited support of the RSI in non the 69th Annual meeting of the show years we depend on Table Top Locomotive Maintenance Officers presenters and Sponsors to make Association. these proceedings possible. I urge I wish I could open this State of everyone attending to visit our Table the Union Speech on a positive note Top presenters not only to view their but it is with great sadness that I products but also thank them for have to report the passing of one of their support. We have extended our our former Past Presidents, Mr. Jim coffee breaks to allow our members Long, Retired Manager Locomotive more time to view the Table Top pre Dept, Chessie Systems. Jim was a sentations. great supporter of the LMOA and for We have 73 table-top presenters those of you that didn't know he was and have collected $12,700.00 the gentleman that designed the towards sponsorship of 2 LMOA Past Presidents Pin. It would Continental Breakfasts, 4 Coffee be appreciated if we could have a Breaks and a 1 & 1/2 hour beer and moment of silence in memory of Jim wine reception this evening from and also for the memory of the U.S., 5:00 - 6:30.1 would like to thank our Canadian and British troops that Table Top Presenters, Food & have given the ultimate Beverage Sponsors and RSI overseas...Thank You... Scholarship Sponsors for their sup We held our joint technical com port. mittee meetings April 30 - May 1, 2007 at the Wabtec Railway Our food and beverage sponsors Electronics facility in Germantown, are: Maryland. As usual we had an excel lent turnout of 60 plus members. I Bach-Simpson Corporation wish to extend the gratitude of the MPL Technology Incorporated LMOA to Wabtec for their hospitali National Electrical Carbon Products ty and tours provided in particular by New York Aire Brake Company Bob Bourg and Diane Hopkins. In Norfolk Southern Corporation addition a special thanks to Rick PTMW Incorporated Ortyl for providing a lunch and Mike Railpower Technologies Scaringe and Amtrak for providing TTCI Incorporated tours of their Ivy City maintenance Union Tank Car Company facility. Mike was kept very busy as Railway Supply tour organizer, guide and driver Coordinated Mechanical Assoc. which was greatly appreciated by all Locomotive Maintenance Officers Association 21
Jttesco2? iffrr^Mn in 11———* TRANSPORTATION EQUIPMENT SUPPLY COMPANY
Transportation Equipment Supply Company 8106 Hawthorne Drive Erie, PA 16509 (814) 866-1952 fax (814) 866-7307
Contact us for all your special tooling needs!
www.tescotools.com 22 Locomotive Maintenance Officers Association
Our RIS Scholarship Sponsors' are: bers'] concerns regarding the num ($22,470.00) ber of trade shows they are asked to "support" and "strongly advocates Amsted Industries those two organizations join AREMA H.K. Burke, LMOA, Australia (American Railway Engineering Air Brake Assoc, in memory of Maintenance-Of-Way Association) in Henry Christie a joint trade show as soon as practi Edna A Rice Executive Recruiters cably possible." Wilson said that Standard Car Truck Company "subsequent conversations between Tom Simpson, RSI Washington RSI Board members and representa Howard & Marilyn Tonn, RSI tives from NACE and other senior Chicago railroad officials resulted in their urg Union Tank Car Company ing RSI to join RSSI, REMSA, and Railway Supply Association, Inc. AREMA in Minneapolis in 2011." Following this, the RSI Board "voted The support of these companies, unanimously to support a joint trade associations and individuals is great show." ly appreciated. I had a conversation with Howard Tonn, Executive Director, RSI- On Aug. 13, 2007 there was a news Chicago and he has assured us this release in railwayage.com concern decision will not impact the 2008 ing the RSI trade show for 2011. I indoor/outdoor exhibits nor the would like to take a moment to share 2009 table top exhibits both sched a short excerpt from this release for uled for Chicago. I also understand anyone that may not be aware of the from Howard that this change to changes coming. Minneapolis will be a major under The Railway Supply Institute is tak taking to set up, as it may require the ing preliminary steps to address an use of three hotels for the associa issue that concerns many in the rail tions and shows involved. We can way industry: too many trade associ well understand the logistics setting ation exhibits to attend. According up something of this scale and wish to a statement issued by RSI Board him luck in his endeavors. This will Chairman Paul Wilson, the RSI be something to look forward to in Governing Board "has been dis 2011. cussing the future of the biennial RSI In closing, Iwould like to thank my trade show held in conjunction with previous employers Canadian the Coordinated Mechanical National, EMD and my present Association meetings in Chicago." employer Bach-Simpson for the sup He referred to a letter from NACE port they have given me over the (North American Chief Engineers) to years and the continuing support REMSA (Railway Engineering- they are giving to the LMOA. Ialso Maintenance Suppliers Association) have to thank my First Lady Lynn and and RSSI (Railway Systems Suppliers, my sons Stephen and Shawn for Inc.) that "expresses [NACE mem their unwavering support and under- Locomotive Maintenance Officers Association 23 standing through all the years of working in the rail industry. Last but not least a special thank you to the LMOA corner stone Mr. Ron Pondel our Secretary/Treasurer. Ron's devo tion to the LMOA goes without say ing and he has kept many a presi dent on the straight and narrow. Ron, your help and guidance over the years is greatly appreciated not only by myself but numerous others in our association past and present but above all I am especially proud to be able to call you a friend. Thanks Ron. 24 Fuel, Lube and Environmental Committee
REPORT OF THE COMMITTEE ON FUEL, LUBRICANTS AND ENVIRONMENTAL MONDAY, SEPTEMBER 22, 2008 10:15 A.M.
Chairman TOM PYZIAK Senior Account Executive Safety-Kleen Systems Palatine, IL
Vice Chairman BOB DITTMEIER Customer Technical Service Afton Chemical Corp. Richmond, VA
COMMITTEE MEMBERS D. Beebe Vice President Temple Engineering Liberty, MO K. Bills VP-RR Operations Searle Petroleum Co. Council Bluffs, IA R. Dunn Consultant CN Pierrefonds, Que S. Fritz, P.E. Mgr. Med. Spd. Dsl. Eng. Southwest Research Inst. San Antonio, TX F. Girshick Technologist Infineum USA L.P. Linden, NJ L Haley, Jr. Chief Chemist Norfolk Southern Corp. Chattanooga, TN D. Koehler RR Business Mgr. Predict USA Cleveland, OH C. Kunkel Sr. Mgr.-R& D Union Pacific RR Omaha, NE G. Lau Sr. Rel. Specialist Canadian Nat'l Edmonton, Alberta R. Lodowski Asst. Supt. CSXTransportation Selkirk, NY M. Maddox Tech. Support Industrial Specialty Chem. Harvey, IL D. Mattey Key Acct. Manager Alfa Laval Inc. Hermitage, PA D. McAndrew Fuel & Lube Spec. GE Transportation Rail Erie, PA J. McDonald Off. of Trans. &Air Qual. EPA Ann Arbor, Ml K. Myles Mech. Engineer Amtrak Wilmington, DE W. Strickland Mgr.-Test & Lab Svcs. CSXTransportation Jacksonville, FL D. Tuttle Mgr.-RR & Marine Sis. American Refining Group Roswell, GA P. Van Slyke Oronite Richmond, CA K. Wazney Chemist/Testing Spec. Canadian Pacific Rwy. Winnipeg, MB P. Whallon Mgr.-Tech. Sales Clark Filter Lancaster, PA Fuel, Lube and Environmental Committee 25
PERSONAL HISTORY
Thomas Pyziak
Thomas J. Pyziak, Chairman of Industrial Sales Rep. He was given Fuel, Lubricants and Environmental railroad/sales responsibility in Committee, was born in Chicago 1984, handling product develop on August 10, 1954. Tom is a ment, marketing/sales and oil graduate of Gordon Technical waste removal sales. In 1989, this High School in Chicago. He portion of the operation was sold attended and graduated from St. to Breslube which two years later Norbert in DePere, Wisconsin in was acquired by Safety-Kleen 1976 with a Bachelor of Science Systems. Tom's current position is degree. National Account Manager Tom began his career as a lab Railroads, handling all aspects of technician with Motor Oils railroad engine oil development, Refining Company in McCook, sales/marketing with added techni Illinois which is a re-refiner of cal responsibilities to the OEM's, petroleum lubricants. He learned CM, Ford and Chrysler. all aspects of manufacturing from Tom's hobbies include garden plant operation to quality control ing, Chicago Softball and auto rac and research and development. ing. He is married. His wife's Tom transferred to marketing name is Katie and they reside in as a Technical Sales Representative Palatine, Illinois. and subsequently became an 26 Fuel, Lube and Environmental Committee
THE FUEL, LUBRICANTS AND ENVIRONMENTAL COMMITTEE WOULD LIKE TO THANK THE FOLLOWING COMPANIES FOR HOSTING THE COMMITTEE'S MEETING THIS PAST YEAR.
DECEMBER, 2007 SAFETY-KLEEN SYSTEMS EAST CHICAGO, IN
FEBRUARY, 2008 ORONITE RICHMOND, CA
WE REALLY APPRECIATE THEIR SUPPORT Fuel, Lube and Environmental Committee 27
TIME-SAVING Tools and Machines for Locomotive Maintenance, Parts Reclamation, and Testing
INCREASE SHOP PRODUCTIVITY
REOUCE LOCOMOTIVE DOWNTIME
IMPROVE YOUR QUALITY ASSURANCE PROGRAM MAIN BEARING WRENCHES EMD 4 GEEngines CRAB NUT TORQUE WRENCHES EMD Engines TRACTION MOTOR SUPPORT BEARING CAP WRENCHES EMD &GE Traction Motors LOWER LINER INSERT PULLER/INSTALLER EMO Engines CYLINDER HEAD AND LINER WATER TEST MACHINES EMD Engines EXHAUST VALVE SPRING DEAD WEIGHT TESTER EMD Engines
and other SPECIAL TOOLS & MACHINES designed (o SAVE YOU MONEY TAME, INC. Too** and M»mt«nane* Equ«m«« Co . Inc
2523 Cnananooga Valley Dnv» • PO Box 250 FUmjton.. Geoiyii 30725 • USA Tslxpnon. (706) 820-0397 Fax f706) 820-9802 28 Fuel, Lube and Environmental Committee
1. PREVENTION OF FUEL AND what frequency they perform those FUEL FILTER HEADACHES tests to guarantee their fuel meets Prepared by the ASTM D-975 specification. The Glenn Bowen, LMOA Fuel, Lubrication, and BNSF Railway Environmental committee has rec ommended that the suppliers pro Introduction vide quality control information on At last year's LMOA conference the fuel that they supply in a stan Dennis McAndrew of General dard excel format. This standard for Electric presented a paper titled matting should enable a quick "Diesel Fuel 2007 and Beyond, review and comparison of the quali What Will Be In Your Tank." The ty control procedures performed by paper included results of a fuel sur each supplier. The user of the fuel vey questionaire which asked rail can either demand additional quality roads what test results their fuel sup tests be performed where the suppli pliers provided on the fuels they sup er's procedures appear inadequate ply and what testing the railroads use or supplement those procedures to confirm those test results. with internal quality control analysis. As a result of the survey one was left with the feeling that some rail Fuel Inspection roads were not doing enough to The fuel quality process in the field ensure their suppliers were providing starts with fuel inspection. The a quality product and those railroads inspection of the incoming fuel is were susceptible to fuel problems. one of the first and best lines of This year's paper is a response to defense against fuel problems. that concern and is titled Fuel inspection involves checking "Prevention of Fuel and Fuel Filter the fuel for excess water, particulate Headaches." The paper describes and API gravity (density). the quality processes one major rail The primary tools used to deter road has in place to prevent fuel mine the quality of a fuel are your problems and to maximize fuel fulter eyes, some clean glassware and a life. hydrometer. You can be pretty confident it is a Fuel Supplier good quality fuel if the product: Perhaps the most important key in l.has the proper placard (1993) fuel problem prevention is the selec that identifies the contents as tion of quality fuel suppliers. The diesel fuel (tank car or tank ASTM D-975 Standards truck) Specification for Fuel Oils spells out 2. is bright and clear the specific tests and test results 3. contains no floating or suspend required for a fuel to meet the No. 2- ed particulate D diesel fuel standard. You have 4. meets API gravity requirments every right and responsibility to ask (test performed with a hydrom your fuel suppliers what tests and at eter) Fuel, Lube and Environmental Committee 29
Inspection Frequency ifying the contents as diesel 1. Pipeline: inspect a sample of fuel. (Figure 3) the fuel at the start, middle and end b. Determining the amount of of each delivery. free water 2. Tank Car: inspect each tank car Prior to sampling for inspec 3. Truck Transport tion, the tank car should be a. Locations with delivery to tested for the presence of storage tank free water with Kolor Kut Inspect four (4) random (follow directions on the deliveries per month tube for use of the paste). b. Locations with DTL (Direct- to-Locomotive) delivery: The Kolor Kut is easiest Inspect two (2) random applied to a long stick deliveries per month which is lowered into the fuel. The paste will turn red Sample Collection in the presence of free LEieelioe (Figure 1) water. If free water is found The preferred sampling location over 1" deep, Fuel is the 1/2 inch valve on the bot Management should be tom port of the gate valve, notified immediately. which is used for meter proving c. Tank car sampling proce and which is immediately down dure stream of the receipt meter. Samples from tank cars for inspection are taken from Open the sample valve and the top of the tank car with purge (into a 5-gallon bucket) a "bomb type" sampler. enough fuel from the line to The bomb sampler should remove the fuel from previous be slowly lowered until the deliveries. Discard this fuel into plunger at the end of the a container used to store sampler is approximately 4 Reclaim Fuel. inches above any free water that was detected in the Fill a clean bottle (Figure 2) with tank car. (Figure 4) Pull the fresh fuel. Inspect the fuel for clarity, secondary string to open particulate and API gravity. Record the plunger at the end of date, time, appearance (bright and the sampler body. Release clear or other) and API gravity in the string after thirty sec record book. Discard this fuel into a onds (this will allow a repre container used to store Reclaim fuel. sentative sample of the fuel to enter and stabilize within 2. Tank Car the sampler body). Pull the a. Proper placard sampler to the surface and Tank car must have the depress the plunger to proper placard (1993) ident empty the contents into a 30 Fuel, Lube and Environmental Committee
clean glass bottle. Inspect Depending on the source of the the fuel for clarity, particu crude, this tint can produce a late and API gravity. Record variety of colors in the finished date, car number, appear product. It is not unusual to see ance (bright and clear or a red, pink or straw colored other) API gravity and plac diesel fuel. Because these dyed ard (number) in record fuels are generally darker than book. Discard this fuel into in the past, visual examination a container used to store for clarity and particulate is Reclaim Fuel. more difficult. To examine the 3. Trgqk Transport fuel, hold the sample at eye a. Proper placard level in a glass bottle and shine Truck transports must have a flashlight through it from the the proper placard (1993) opposite side. The fuel should identifying the contents as be clear and bright and contain diesel fuel. (Figure 5) no suspended particulate. If the b. Truck transport sampling fuel is hazy, it may contain procedure? water or finely dispersed partic All truck transports should ulate. Either condition should have a valve connected to be immediately reported to the header at the bottom of supervision and Fuel the tank. Open the sample Management. valve and purge (into a 2. API Gravity clean 5-gallon bucket) Placethe hydrometer in the bot enough fuel from the line to tle and read the value on the remove the fuel from previ stem of the hydrometer at the ous deliveries. Discard this meniscus of the fluid. (Figure 6) fuel into a container used to The API gravity of diesel fuel store Reclaim Fuel. Fill a should be between 30 and 42. clean bottle with fresh fuel. A hydrometer reading below 30 Inspect the fuel for clarity, may indicate the presence of particulate and API gravity. water. A hydrometer reading Record date, transport num above 42 may indicate the fuel ber, appearance (bright and is contaminated with a lighter clear or other), API gravity material such as gasoline. If the and placard (number) in a API gravity is not between 30 record book. and 42, it should immediately be reported to supervision and Fuel Inspection Procedures Fuel Management 1. Clarity and Particulate Product Rejection In 1995 the federal government If the fuel has any of the follow began requiring refineries to ing conditions, do not take identify Off-road diesel fuel receipt/unload the product. with the addition of red dye. Immediately report conditions Fuel, Lube and Environmental Committee 31
to supervision and Fuel C.Sample Containers and Management. Labeling Requirements 1. The product does not have Sample container and labeling the proper placard (1993) requirements vary by facility identifying the contents as and state. Samples should never diesel fuel (tank car or tank be shipped by air. truck). 2. The fuel is not clear and Storage Tank Samples bright Storage tank samples provide a 3. The fuel contains floating or measure of the fuel quality at a facil suspended particulate ity and the condition of storage tank 4. The fuel API gravity is not maintenance. between 30 and 42 A. Sample Frequency Vendor Fuel Samples A sample of fuel should be for Quality Control taken from the bottom of each Vendor fuel samples are necessary storage tank once a month after in order to monitor the quality of the removal of any water and fuel being delivered to each facility. "rag layer" of fuel and sludge Samples are to be forwarded to the which may have collected in the laboratory as soon as possible after bottom of such tank. the sample is taken. B. Sample Collection Draw off all free water and A.Sample Frequency sludge until a representative 1. Pipeline: A minimum of one sample of the fuel is available sample per month (Figure 7). Inspect the fuel for 2. Tank Car: A minimum of clarity and particulate in a clear one sample from each sup glass bottle. When satisfied that plier per month the fuel sample is representative 3. Truck Tansport: of the fuel in the tank, transfer a. Locations with delivery to the sample to an appropriate storage tank. A minimum can or bottle for shipment. of one sample from each C. Sample Containers and supplier per month Labeling Requirements b. Locations with DTL Sample container and labeling (Direct-to-Locomotive) requirements vary by facility delivery. A minimum of and state. Samples should never one sample from each be shipped by air. supplier per month B. Sample Collection Fuel Hose Samples Sampling procedures are the Iftank samples show the quality of same as given in the section on fuel to be poor (high particulate or taking samples for inspection water in the fuel) hose samples should be taken to check the quality 32 Fuel, Lube and Environmental Committee of the fuel being delivered to the at least twice a month. locomotives. Procedures for taking B. Water Drain Procedure and inspecting hose samples are as All fuel storage tanks should be follows: eqiupped with operating water The hose samples should be taken draws. The water draw should immediately after the fueling of a be piped to a fuel reclamation locomotive. Do not take a sample system. Ifit is not, the waste fuel from fuel that has been sitting in a and water must be collected hose or in a dead line. Transfer the and disposed of through a sample to a clean glass bottle. Be on waste oil reclamation system. the lookout for any haze or sus All waste and fuel must be dis pended particulate in the fuel.These posed of in an environmental- are indicators of storage tank or way ly acceptable manner. side filter maintenance problems. Personnel responsible for Good fuel should appear clear and removing water from the stor bright. Notify Fuel Management if age tanks should be cautioned the fuel being delivered to the loco that after all of the water has motives is not bright and clear. been removed from the bottom Change wayside fuel filtersand see if of the tank, good diesel fuel will the condition clears up. remain in the water draw lines. The next time water is to be Storage Tank Maintenance drawn off, this good fuel will and Record Keeping have to be purged from the The warming and cooling of the lines before the water can be fuel within the storage tank pro removed. Water and sludge and motes formation of condensation emulsified fuel are drained from which collects on the bottom of the the water until the effluent (col storage tank. Bacteria grow in this lected and inspected in a clear water and feed on the fuel at the glass bottle) is clear and bright water/fuel barrier and produce a c inspection Qf Storage Tank "rag layer" of fuel and sludge at the Bottom for Sludge bottom of the tank. This water and At a minimum of once every sludge can significantly reduce the quarter, the storage tank should life of wayside and locomotive fuel be climbed and the bottom of filters. the tank sampled with a "bomb The best means of controlling type" sampler. The sampler sludge development is through peri should be slowly lowered until odic removal of the free water and the plunger at the end of the "rag layer" of fuel from the bottom of sampler makes contact with the the storage tanks. bottom of the tank and is fully A. Water Drain Frequency depressed. The sampler body The free water and "rag layer" should be held vertical in that of fuel from the bottom of the position for one minute in order storage tank should be drained for the fuel and sludge to stabi- Fuel, Lube and Environmental Committee 33
lize. Withdraw the sampler and and trucks used to transload fuel to transfer the contents to a clean locomotives. glass bottle. A small layer of free All Fuel Dispensed to water will typically be found in Locomotives Must Be Filtered. the bottom of the tank. Above The wayside fuel filters are the last this water there may be a layer line of defense against putting bad of sludge and hazy fuel (fuel fuel in the locomotives. If the way emulsified with water) present. side fuel filters are not carefully On top of this layer the fuel watched and changed as needed, should be bright and clear. the filters can bypass and release Estimate the amount of free poor quality fuel to the locomotives. water (inches), sludge or hazy A filter maintenance log must be fuel (inches) and the distance of kept for each filtration system at a clean fuel from the bottom of site, to record the date and gallons at the tank. Make a written record the time of the last filter element of these values. Determine the replacement. The upstream and height of the fuel pickup line in downstream fuel pressures should the tank. If the sludge and hazy be recorded at least once a month. It fuel is allowed to build up to the should also be recorded before and height of the fuel pickup line, after each fuel filter change. This the wayside and locomotive data will prove helpful in developing fuel filters may become site-specific filter change-out require plugged. If the sludge or hazy ments. Fuel filters must not be fuel is approaching the height of bypassed during the filter change- the fuel pick up lines, this con outs. Redirect fuel to a backup filter dition should be reported to or schedule the change-out during a Fuel Management. slack fueling period when dispensing D.Record Keeping activity can be shut down until The following format is to be change-out is complete. The stan used for recording results of dard replacement filter elements quarterly storage tank inspec must be 10-13 micron porosity. tions: A. Filter Change Criteria and Date Procedures Storage Tank Number The waysisde fuel filters should Inches Qf Water be changed on the following cri Inches of Sludge and Hazv Fuel teria: 1. Whenever fueling rate Wayside Fuel Filter Maintenance through the nozzles is and Record Keeping notably slowed. Each diesel fuel dispensing facility 2. Whenever the pressure shall be equipped with a filtration drop across the filters system capable of filtering all fuel dis exceeds 10 psi. pensed to locomotives, fuel tenders, 34 Fuel, Lube and Environmental Committee
3. At least once every six months. 4. A total of ten million gallons Date: 1/21/96 have passed through the fil ter housing. Location: Belen-East M/L B. Monitoring of Wavside Fuel Filter Life Number of Filters A good reference for evaluating in Filter Housing: 8 wayside filter life is if the filter plugs before an individual 10" Gallons of Fuel Gallons/Filter: filter has passed 125,000 gal 1,695,000 lons of fuel, or before an indi vidual 6" filter has passed Filter Life Gallons/Filter 43,000 gallons of fuel. If the fil 211,875 ter plugs in less than the indi cated gallons, immediately con The following format is to be tact Fuel used for recording wayside fuel Management. filter pressures: C. Record Keeping A filter maintenance log must Date be kept for each filtration sys tem, at a fueling facility, to location record the date and gallons at the time of the last filter ele Upstream Fuel Pressure (psi) ment replacement. The upstream and downstream Downstream Fuel Pressure (psi) fuel pressures should be record ed before and after each Wayside Fuel Filter Samples filter change. This data will The analysis of wayside fuel filter prove helpful in developing site residue has been found to be specific filter change-out extremely useful in the investigation requirements. Last but not least, of locomotive fuel filter plugging. By the wayside fuel filter life on a comparing the residues on the way per filter basis should be calcu side fuel filters with those on the lated and recorded for each fil locomotive filters, we have been ter system. For example, if able to identify problem fueling loca 900,000 gallons passed through tions. This information is also useful the 6-filter housing before it in understanding changes in fuel became plugged, the average quality at a given facility. filter life was 900,000/ 6=150,000 gallons per filter. A.Wayside Fuel Filter Sampling The following fomat should be Frequency used for recording wayside fuel Wayside fuel filter samples and filter change-outs: storage tank samples are to be Fuel, Lube and Environmental Committee 35
submitted for analysis: Laboratory Analysis Analysis performed: 1. Whenever the fuel filter life is reduced significantly A. New fuel supplier or fuel suppli (50% or more) from normal. er with a history of problem fuel. 2. Annually. The laboratory Complete ASTM D975 fuel will contact each facility analysis plus fuel stability when this sampling is to (ASTM D6468-99). occur. B.Vendor and storage tank sam B. Filter Sampling Packaging ples Instructions 1. Bright and clear, particulate, 1. Remove one filter from the API gravity and fuel stability. filter housing and remove 2. Quarterly run sulfur content the outer paper wrap. on all fuel. (Figure 8). Immediately cut 3. Winter months run pour a 12" x 12" section of paper point and cloud point. from the outer pleat (Figure 4. Monthly run lubricity on all 9) Do not allow the filter to fuels less than 500 ppm sul dry out fur. 2. Wrap the section of filter C.Wayside and locomotive filter paper in heavy plastic bags samples (3 or more) so the fuel does Infrared analysis and X-Ray dif not leak out in shipment fraction of ash. 3. Tag the filter sample indicat ing the location, date Conclusion removed and the estimated To summarize, several simple steps gallons of fuel which had a railroad can perform to ensure the passed the filter since it had quality of their diesel fuel have been last been changed (total gal summarized. By adopting these, or lons of fuel through the filter similar steps, the railroad can go a housing divided by the num long way toward preventing fuel ber of individual filters in the quality issues and maximizing fuel fil filter housing). Indicate the ter life. diameter of the filter; whether a 6", 10" or other. C Sample Shipment Sample container and label ing requirements vary by facility and state. Samples should never be shipped by air. 36 Fuel, Lube and Environmental Committee
Figure 1 Fuel, Lube and Environmental Committee 37
WQRtH WM LEADER IN LOCOMOTIVE FUELING & SERVICING EQUIPMENT rer _i mtkZy i EQUIPMENT CO., INC. | i WlwV'-riMnui'W-^-u'ii-Vljm^ttl Established and reliable since 1936 . ,. .- ,v •'-:-,•:,,;:.:,.. i .. •.\>..s!V'i!';i:lJiii:iiiil!!):!iii!ii.!il;:';;;i-' ';'' --.'.•• H|ljfjpft,1'!/T" J£V 15 :;jl?^r •^yderBS! Ok *lral
CEBT1HED, ^^S^S»»?-4,IE-—
SPECIALIZING IN VARIOUS TYPES OF LIQUID DELIVERY: DIESEL FUEL, LUBE, OIL, WATER
HEATED HOSE REEL CABINETS (BOOM, COLUMN, PLATFORM) HEATED TOTE CABINETS NEW & REQUALIFIED FUEL CRANES FULL RANGEOF NOZZLES UP TO 300 GPM NEW & REQUALIFIED DROP HOSES NEW & REQUALIFIED PUMP SKIDS WAYSIDE FUEL FILTERS FUEL TANK ADAPTERS SOLID STICK WHEEL FLANGE LUBE SYSTEM EMD STYLE EXHAUST FLEX JOINTS "0" RINGS CUSTOM FABRICATION TURBO SCREEN REQUALIFICATION
1375 W. SNYDER BOULEVARD • NIXA, MO 65714 USA PH: 800-641-4512 • FX: 417-725-4846 www.snyderequip.com •EMail: [email protected] 38 Fuel, Lube and Environmental Committee
Figure 2
Figure 3 Fuel, Lube and Environmental Committee 39
Figure 4 40 Fuel, Lube and Environmental Committee
v{
LOCOMOTIVE FUEL SERVICE TRUCK MQ
800-269-7245
Figure 5
Figure 6 Fuel, Lube and Environmental Committee 41
&\ f Drawing offwaterfrom bottom ofstorage tank
Figure 7 42 Fuel, Lube and Environmental Committee
Figure 8 - Cutaway of outside pleat of Fuel Filter sample.
9 • II I ^Jt.-g:^*.,.; ft-:.>,. a.. J! . IH
Figure 9 -12" x 12" Filter Paper Locomotive Maintenance Officers Association 43
Your 1stChoice for Railroad Diesel Engine Oils
Formulated to provide year-round lubrication in 2-cycle and 4-cycle, Low and High Horsepower, Turbocharged or NaturallyAspirated, Railroad, Marine and Stationary diesel engines requiring Zinc-free lubrication. Used and Approved by OEM's and Class l's. • QUALITY • PROMPT SERVICE •DEPENDABILITY •COSTSAVINGS
Please contact Tom Pyziak for complete information. Phone: 847-358-2035 E-mail: [email protected] safenj-Hieen.S
Safety-Kleen Systems, Inc. • 5400 Legacy Drive, ClusterII, Building 3, Piano, TX 75024 www.safery-kleen.com • ©2004 Safety-Kleen Systems, Inc. Allrights reserved. 44 Fuel, Lube and Environmental Committee
II. LOCOMOTIVE IDLE AND other locomotive functions. START-UP EXHAUST Introduction EMISSIONS TESTING Historically, diesel locomotives Prepared by spend a lot of time at idle (u). This is John C Hedrick, reflected in the EPA locomotive duty Southwest Research Institute cycles for emissions which have a weighting factor for idle of 59.8% for Steven C. Fritz, RE., the switch cycle and 38.0% for the Southwest Research Institute line-haul cycle(3). Recently, the railroad industry has Abstract begun purchasing new locomotives The objective of this project was with automatic engine start-stop sys to quantify locomotive idle and start tems to reduce emissions and save up emissions, and to answer the fuel by limiting the amount of time question: "At what point is it prefer spent at idle. The railroads are also able from an emissions standpoint to retrofitting existing locomotives with idle a locomotive engine rather than these automatic start stop systems. shut down the engine and restart it Additional reductions in unneces when needed?" Idle and restart emis sary diesel engine idling will reduce sions tests were performed on two fuel consumption and emissions. Tier 0 emission locomotives; a 1,120 The objective of this paper is to kW EMD MP15-DC Switcher quantify idle and start-up emissions, (UPY1378) and a 3,280 kW line-haul to answer the question: "At what GE Dash9-44CW (BNSF4373). point is it preferable from an emis The results of the testing showed sions standpoint to idle a locomotive that continuous idling emissions of engine rather than shut down the NOx and PM were greater than the engine and restart it when needed?" start up emissions from the two test locomotives. The only exception ws Nomenclature the 15-minute restart on the line haul AESS - Automatic Engine Start-Stop locomotive BNSF4373, but this was System envisioned to be due to a non-typi BNSF - BNSF Railway Company cal operational cycle of the GE AESS. CARB - California Air Resources The results of the extended idle Board tests showed that the older locomo EMD - Electro-Motive Diesel tive (UPY1378) operates at a rela EPA - United States Environmental tively consistent idle emissions out Protection Agency put through the four hours of FTP - Federal Test Procedure extended idle. However, idle emis GE - General Electric sions from BNSF4373 varied over kW - kilo Watt the idle period as the engine speed SCAQMD - South Coast Air Quality changes in response to on-board Management District computer controls to accomplish UP- Union Pacific Railroad engine warm-up and a series of Corporation Fuel, Lube and Environmental Committee 45
Technical Approach This was equipped with a GE The task to quantify locomotive Automatic Engine Start Stop (AESS) engine start-up emissions, in a mean System. Figure 2 shows the front ingful manner, was technically chal viewofBNSF4373. lenging. There are no standardized test procedures for measing locomo Test Sequence tive start-up emissions. In addition, Testing of both the UPY1378 and locomotive engine restart emissions BNSF4373 studied the effect of are dependent on many factors, restarting the locomotive engine on such as ambient air temperature, emissions. The restart testing engine jacket water and lubricating sequence is shown in Figure 3. The oil temperatures, the engine operat test sequence allowed for emissions ing history preceding engine shut sampling during the initial start and down, the engine starting procedure, warm up of the engine, which over and the engine's mechanical and all resulted in a 12 hour test day. As starting system conditions (locomo shown in Figure 3, the shutdown and tive starting batteries, starters, etc.). start-up sequence for each of the Boundaries for some of these vari scenarios was conducted consecu ables were defined in the simplest of tively. There was no warming of the terms, understanding that all start-up locomotive between each test. For scenarios could not be covered. example, the engine was shutdown for 60 minutes, restarted and idled Test Locomotives for the test, the engine was shut The first locomotive tested was down for 120 minutes and restarted UPY1378 (Figure 1), which is an and idled for testing, and the engine EMD MP15DC locomotive, and was was shutdown for 240 minutes and equipped with a 12-cylinder 645E restarted and idled again. The engine engine rated at 1,120 kW. This loco was never loaded after the baseline motive is known as a shunter or yard emissions test was started. switcher and is not typically used for line haul applications. The locomo Instrumentation tive was rebuilt the year before the Data that was acquired for each start of the project and was fitted test included: with a ZTR automatic engine start stop system at the time of overhaul. Jacket water temperature The second locomotive tested was Oil Sump temperature BNSF4373, a GE Dash9-44CW that Fuel flow rate (Average over the was originally manufactured in test point) March 1999 and was rebuilt in Engine speed January 2004 to meet the EPA Tier-0 Ambient temperature at the emissions standard. This locomotive start of the test has a 16 cylinder GE-FDL engine that Barometer produces 4,400 horsepower and is Relative humidity or wet bulb considered a line-haul locomotive. temperature 46 Fuel, Lube and Environmental Committee
• Rack position (EMD) tion tunnel through a 51 mm diamter stainles steel tube that is insulated Emissions that were acquired for and electrically heated to 191flC. each of the test points included: A particulate sample was extract ed from the dilute exhaust stream • Oxides of nitrogen (NOx) within the dilution tunnel. (PPM) Particulates were accumulated on • Carbon monoxide (CO) (PPM) 90 mm fluorocarbon-coated glass • Carbon dioxide (C02) (%) fiber filters (Pallflex T60A20) at a tar • Oxygen (02) (%) get filter face velocity of 70 cm/s. • Hydrocarbons (HC) (PPMC) The filters were mounted in stainless steel filter holders and connected to • Particulate (mg) the dilution tunnel. Particulate filters were preconditioned and weighed Gaseous emissions from the multi- before and after testing, following stack EMD locomotive were sam the FTP. pled within an exhaust manifold col lection system installed above the UPY1378 Results roof of the locomotive, as shown in Test "T2" utilized a standard FTP Figure 4 for the roots blown engine warm up, performance and emis in UPY1378. A heated line trans sions test at the idle condition. This ferred the raw exhaust sample to the test provided the baseline for com- emission instruments for analysis. parision for subsequent tests on this Hydrocarbon concentrations in the locomotive. The results of this test raw exhaust were determined using are: a heated flame ionization detector (HFID), calibrated on propane. NOx • NOX (corrected) = concentrations in the exhaust were 605.4 g/hr measured with a chemilumines- • CO = 138.8 g/hr cence analyzer. NOx correction fac • HC= 130.8 g/hr tors for ambient air humidity are • PM = 6.7 g/hr applied as specified by EPA in 40 CFR 92. Concentrations of CO and For the restart tests (tests T3 CO2 in the raw exhaust were deter through T6), the measured exhaust mined by non-dispersive (NDIR) emission were post processed to cal instruments. culate mass emissions flow rates. Particulate emissions were meas The results can be seen in Figure 5 ured at each test point using a "split through 8, for tests T3 through T6 then dilute" technique, in which a respectfully. portion of the raw locomotive The instantaneous emissions mass exhaust is "split" from the total flow flow rates, from test T3 through T6, and mixed with filtered air in a 254 were then integrated over the test mm diameter dilution tunnel. The cycle. The outcomes of these results split sample is transferred to the dilu were compared to the baseline emis- Fuel, Lube and Environmental Committee 47
sions test, assuming that baseline sequent tests on BNSF4373. The emissions rate would be constant results of this test are: while the engine was idling. The results of this work for NOx emis • NOx (corrected) =296.6 g/hr sions are shown in Figure 9. In gen • CO = 29.1 g/hr eral, restarting the engine does not • HC = 30.6 g/hr produce unusually high NOx emis • PM = 10.6 g/hr sions due to the starting event. For the restart tests (tests T-22 Figures 10 and 11 shows the trends throughT-26), the measured exhaust for HC and CO emissons are the emission were post processed to cal same as the NOx emissions. culate mass emissions flow rates, the results can be seen in Figures 12 PM emissions were also measured through 16, for tests T22 through for each of the restarts. Some of the T26 respectfully. These graphs show tests taken had multiple PM samples that the emissions out of the engine taken and were labeled Filters A, B variesover the test period due to the and C. Each PM emission sample changes in engine speed and various was taken for 300 seconds, so the fil auxiliary loads of the locomotive are ter weights are an average over the on and off. These are primarily the 300 second sample period. The test air compressor and various cooling description, test code, PM filter fans. weight gain, and the PM emissions The emissions profile from the rate are all shown in Table 2. BNSF4373 locomotive was signifi These tests show that the PM cantly different than that of the emission rate increased during the UPY1378 locomotive. These two start-up of the engine compared to locomotives are different in many the standard idle PMemssion rate. ways.They include, but are not limit However, the additional filters taken ed to; manufacturer, control system on Test 4 and Test 5 shows that the of the engines and the locomotive in PM emission rates returns to a level general, engine types and power rat close to the baseline PMS emissions ing. The one fact that became obvi rates after the initial filter is complet ous during these tests was when the ed. This suggests that the start-up UPY1378 was started, the engine event PM emissions are somewhat speed was held constant by the higher than baseline, but quickly mechanical governor, except for drops to a lower level shortly after minor (and short lived) decreases in the restart of the engine. engine speed as the air compressor turned on shortly after the engine BNSF4347 Results was started. BNSF4373 is computer Test "T-21" utilized a standard FTP controlled and equipped with elec warm up followed by a combined tronic fuel injection and electronic performance and emissions test at speed governing, the GE locomotive the idle condition. This test provided computers manage various engine the baseline for comparison for sub and locomotive parameters, includ- 48 Fuel, Lube and Environmental Committee ing engine speed up for high and longer duration, after the restart of low jacket water oil sump tempera the engine. tures and low air pressure. These locomotive control issues, which Conclusions drove the variable emissions traces The first and main conclusion that seen in Figures 12 through 16 can can be drawn from this testing is that also be seen in the engine speeds of continuous idling emissions of NOx the BNSF4373 locomotive over and PM were greater than start-up these same tests. The engine speed emissions following shut-down peri over the tests can be seen in Figure od for both locomotives. The only 17. exception is the 15 minute restart Because of the variable emissions test on the BNSF4373, but this is profile from BNSF4373, the cumula envisioned to be a non-typical oper tive emissions rates are also more ating cycle for the AESS system. unpredictable, as shown in Figures The second conclusion is that 18 through 20. These emissions rates restarting the EMD 12-645E engine shows that the higher engine speeds does not dramatically increase the and auxiliary loads of the locomotive emissions rate. Figure 9 shows that when the restart takes place causes by shutting down the engine for four the cumulative rate to be very steep hours could reduce the NOx emis and in T-22 actually crosses the base line test line. For many of these tests sions by nearly 2,450 grams com pared to continuously idling the the cumulative emissions rates are starting to drop somewhat and have engine during the same period. less steep slope, after about five min Additionally, there does not appear utes of operation, depending on the to be a significant increase in any of the other emissions emitted by the test. engine at the start-up. The PM emssions from this series The third conclusion is that the GE of restart tests are shown in Table 3. Tier 0 engine in locomotive By comparing the PM results in BNSF4373 operated at higher than Table 3 to the PM results of the nominal idle speed for a number of UPY1378 in Table 2, one can see the restart tests (see Figure 17). After that the PM emissions from restart, the engine operated at BNSF4373 are higher than that of the UPY1378. Additionally if one engine speeds of 580 RPM and compares the results shown in Table some times as high as 980 RPM to 3 to the engine speeds that the accommodate the locomotive sys tem demands. These high engine engine exhibited during the restart operating speeds increase the emis tests, as shown in Figure 17, one can sions rate from the GE engine when see that the engine produces higher PM emissions as the engine is compared to the baseline condition. allowed longer engine shutdown A fourth conclusion is that during periods and as the locomotive drives any future tests to characterize idle the engine to higher speeds, for a or restart emissions, the pre-shut- Fuel, Lube and Environmental Committee 49 down engine conditioning should http://a257.g.akamaitech.net/7/257 better reflect actual locomotive /2422/14mar20010800/edocket.ac operation, especially for 120 and cess.gpo.gov/cfr_2002/julqtr/pdf/40 240 minute equivalent shutdowns cfr92.132pdf where a typical cold starting 4. CARB Resolution 04-38 occurred. (November 18,2004), The final conclusion from this proj http://www.arb.ca.gov/regact/car- ect concerns the GE AESS system blohc/res0438.pdf tested. When BNSF4373 was first 5. California Code of Regulations, delivered to SwRI for testing, the sys Title 13,2281-2285 tem only allowed the engine to be 6. Hedrick, J.C. and S.G. Fritz, shutdown for a maximum of approx "Locomotive Exhaust Idle and Start imately 90 minutes at a time and had up Emissions Testing, SwRI Report an extended idle ofabout 9.45 hours No. 03.11806 (January 2006). until finally shutting down again. These operating characteristics of the AESS system highlight the impor tance of balancing exhaust emis sions and fuel consumption with the necessary engine protection system and locomotive readiness.
Acknowledgements This work was performed under contract with the South Coast Air Quality Management District, AQMD Contact #06001 [6] under the direction of Mr. Mike Bogdanoff. The BNSF Railway and the Union Pacific Railroad Corporation provid ed the locomotives used for these tests.
References 1.http://www.swapca.org/pdf/EPA_ LocomotiveCaseStudy.pdf 2.http://www.tceq.state.tx.us/assets/ public/implementation/air 3. Title 40 - Protection of Environment Chapter I Environmental Protection Agency, Part 92 - Control of Air Pollution From Locomotives And Locomotive Engines, Section 92.132 50 Fuel, Lube and Environmental Committee
Figure 1 UPY1378
Figure 2 BNSF4373 Fuel, Lube and Environmental Committee 51
b Baseline Amissions Test Engine Warm Up ' Fuel stabilizationat Idle Low Idle Test Idle Test AESS timed shut down b SO Minute Shutdown Test Engine off period Idle emissions test - Post 30 minute shut off AESS timed shut down b 60 Minute Shutdown Test Engine off period Idle emissions test - Post 60 minute shut off AESS timed shut down b 180 Minute Shutdown Test Engine off period Idle emissions test - Post 120 minute shut off AESS timed shut down b 240 Minute Shutdown Test Engine off period Idle emissions test - Post 240 minute shut off AESS timed shut down - End of Test
Figure 3 Day 1 Test Time Line
The test sequence and test number used to track the emissions test in Table 1
UPY1378Test BNSF4373Test Test Condition Number Number Initial Start Tl T-20 Baseline test simulating T2 T-21 FTP Restart post 15 minute (A) T-22 shutdown Restart post 30 minute T3 T-23 shutdown Restart post 60 minute T4 T-24 shutdown Restart post 120 minute T5 T-25 shutdown Restart post 240 minute T6 T-26 shutdown (A) - Not part of the original test plan. This test point was added to the matrix for the second locomotive.
Table 1 Test Sequence 52 Fuel, Lube and Environmental Committee
Figure 4 Exhaust Manifold Collection System for Emissions Sampling on UPY1378
1200
j woo
£ 800 £ I 600 |rf-4r**—<
UJ 400
200 1
00:00 01:30 03:00 04:30 06:00 07:30 09:00 10:30
Time From Start (Mtnute:Second)
•HC--NOX--CO
Figure 5 Test 3 Emissions Mass Flow Rates for UPY1378 Fuel, Lube and Environmental Committee
1200
1000
800
r'T * 600 r 1
400 \ 200
0 +
oooo 01:30 03=00 0430 OfcOO 07:30 0*00 K*30 Time From Start(WtoirtySecond)
~HC~N0bc —CO\
Figure 6 Test 4 Emissions Mass Flow Rates for UPY1378
1200*
600- ^H—
200- 1
0-
oooo 01:30 0340 0*30 064* 07:30 0*00 K*30 Time FromStart (Mtnute^eoond) -^~NOx~Co\
Figure 7 Test 5 Emissions Mass Flow Rates for UPY1378 54 Fuel, Lube and Environmental Committee
1200
11)00
800
600 —1—
400
200 u
00:00 01:30 03430 04:30 0600 07:30 09430 10:30
Time From Stort (MtajteiSecond)
—HC—NOx—CQ
Figure 8 Test 6 Emissions Mass Flow Rates for UPY1378
3,000 -f
2,500
2P00
1,500
ljOOO
500
«**^ 4 r * + 4t+ ^
2000 4000 6000 8000 10000 12000 14000 16000
Time (Seconds}
•»T^--T4~T-5 ~T^~8oseto»l Figure 9 UPY1378 Cumulative NOx Emissionsfor UPY1378 Fuel, Lube and Environmental Committee 55
600
-5 900
5 400
300
200
100
<£ -^ #£L : *£ 2000 4000 6000 8000 10000 12000 14000 16000
Time (Seconds) l—T-a —T-4 —»T-S —T-6 ^Bojeftml
Figure 10 UPY1378 Cumulative HC Emission for UPY1378
600
900
400
300
200
100
«" rf * ^ • 2000 4000 6000 8000 10000 12000 14000 16000 Time (Seconds)
1—T-3 ~T-4 — T-8 —T* —SoJcfiml
Figure 11 UPY1378 Cumulative CO Emissions for UPY1378 56 Fuel, Lube and Environmental Committee
Condition of Test FUterA Filter B Filter C Test Code (e/hr) (e/hr) (g/hr) Baseline -, FTP T-2 6.7 conditions (A) (A) Start-up post 30 T-3 13.1 minute shutdown (*> (A) Start-up post 60 T-4 13.2 7-8 (A) minute shutdown Start-up post 120 T-5 17.6 7.8 12 minute shutdown Start-up post 240 T-6 19.3 7.1 8.0 minute shutdown A=PM emissions not measured
Table 2 PM Emission Results For Restart Tests on UPY1378
3000 T :! ? 2900 ; f 2000
1900 I
1000 n _Jl +»••»- '•• 900 //. U —&». 0 Li
004)0 01:30 034)0 0*30 064X) • 07:30 094)0 &30
T^merromStcrt(Miiiute^eoood)
Figure 12 Test 22 Emissions Mass Flow Rates for BNSF4373 Fuel, Lube and Environmental Committee 57
3000
-T 2500
2000
1900
1000 JU- 900 ?hR v •fc| L OCfcOO 01:30 034X) 04.30 064X) 07:30 09X30 10*30 Time From Start (Mirajte*45ecjof)d)
—HC—NO*—CO Figure 13 Test 23 Emissions Mass Flow Rates for BNSF4373
3000
2900
2000 ltn 1900 ft 1000 Jf\ ' 900 1^ A
0 1 V ' It1 004)0 Ofc30 034X) 04(30 064X) 07:30 094X) tf*30 Time From Start (AMnute:Second)
—HC—NOx — CO
Figure 14 Test 24 Emissions Mass Flow Rates for BNSF4373 58 Fuel, Lube and Environmental Committee
3000
00:00 01:30 03:00 04:30 06:00 07:30 094)0 10:30
Time FromStart (MinuterSecond)
—HC—NOx—CO
Figure 15 Test 25 Emissions Mass Flow Rates for BNSF4373
2*5fY) • 1 f~*%* rr" I 1SOO • r L 2000 • Jy _f 1 jsO^=*= \ 0- 00:00 01:30 034)0 04:30 06490 07:30 09:00 10:30
* TimeFromStart (MHiitefSccond)
—HC—Nft(-CO P
Figure 16 Test 26 Emissions Mass How Rates for BNSF4373 Fuel, Lube and Environmental Committee
1000
10 19
Test Time (Minutes) |—T-22— T-23 — T-24 — T-29 —T-26
Figure 17 Engine Speeds During the Restart Tests on BNSF 4373
1.400
o 1.200 1 1,000 600 i •
600
400
200 / s ' *^i 4t / ( ( 2000 4000 6000 8000 10000 12000 14000 16000
Tons (Seconds) |~8osetoe —T-22 —T-g3 —T-24 —Tf25—T-26|
Figure 18 Cumulative NOx Emissions From BNSF4373 60 Fuel, Lube and Environmental Committee
140
o 120
100
60
60
40
20 t t <- / / / 2000 4000 6000 8000 KXXX) 12000 14000 1600
Time (Seconds) •
•Baseline — T-22 —T-23 —T-24 —T-25 —T-26
Figure 19 Cumulative HC Emissions From BNSF4373
140
o 120
100
80
1 60
40
20 * / r / .*^Z-..-*' / / / 8000 4000 6000 8000 100CO 12000 14000 1600 Time (Seconds)
-Baseline —1^22 —T-23 —T>24^T-28^—T-261
Figure 20 Cumulative CO Emissions From BNSF4373 Fuel, Lube and Environmental Committee 61
PM PM PM Emissions Eniissions Emissions Condition of lest FUterA F|lter B Filter C Test Code (e/hr) (p/hr) (e.hr) Baseline8 FTP T-21 10.6 (A) (A) Conditions Start-up post 15 minute T-22 11.0 9.8 (A) shutdown Start-up post 30 minute T-23 10.7 10.1 (A) shutdown Start-up post 60 minute T-24 36.3 32.3 (A) shutdown Start-up post 120 minute T-25 46.1 51.6 48.4 shutdown Start-up post 240 minute T-26 106.3 50.6 45.2 shutdown (A) PM emissions not measured --
Table 3 PM Emissions Results for Restart Tests on BNSF4373 62 Fuel, Lube and Environmental Committee
III. OPERATIONAL EFFECTS OF require it. This reduction oi fuel sul LOW SULFUR DIESEL FUEL IN fur has occurred, and continues to LOCOMOTIVES occur, in segments other than rail Prepared by road and in regions other than North Fred W. Cirshick, America. The experiences gathered Infineum USA, LP. in those applications may serve as an object lesson to American railroads Abstract to help anticipate, or bypass, any This paper will examine the cur potential problems or required rent and future United States loco adjustments. motive engine emissions regulations, briefly discuss possible engine tech Locomotive Emissions Standards nologies that may be used to In 2000, the United States achieve them, and present the role Congress enacted laws to regulate of lower sulfur diesel fuels in helping the amount of pollutants in the to achieve these emissions stan exhaust emissions of non-road diesel dards. Experiences, both good and engines, including railroad locomo bad, with lower sulfur diesel fuels tives. Three levels of emissions were will be illustrated, and potential defined as Tier 0, Tier 1, and Tier 2, remedies for the problems will be effective for model years 1973 presented. (retroactive), 2002, and 2005 respectively. In 2008, these were Motivation supplemented with Tier 3 and Tier 4, It is said the three most important to go in effect 2012 and 2015, things in Real Estate are Location, respectively. The relevant limit Location, and Location. Clearly, applies to either the year an engine then, the three most important is built, or the year of a re-build or things in Diesel Engines are major overhaul. There are different Emissions, Emissions, and Emissions. limits for linehaul and switcher serv Diesel engines, whether used for ice. The tiers and limits are shown in passenger cars and pickup trucks, Table 1. on-highway trucks, tugboats, ships at If a picture is worth a thousand sea, or railroads, are subject to emis words, then a graph is worth a thou sions regulations, and those regula sand numbers; the emissions Tiers tions are getting increasingly strin are shown in graphical form in Fig. 1. gent. New types of engine designs For diesel engines, Nitrogen are being introduced to improve Oxides, (NOX), and Particulate combustion, reduce oil consumption Matter, (PM), are the most difficult or reduce pollutants formed during emissions to meet and often trade the combustion process (exhaust off against each other. Typically, after-treatment). Some of these hard improvements - decreases - in one ware changes benefit from the use cause increases in the other. For that of diesel fuel with lower sulfur con reason, plotting PM against NOX tent; some hardware changes emphasizes such trade-off. For Fuel, Lube and Environmental Committee 63
J UIM B\JK... the newest addition to Kim Hotstart's family of idle reduction solutions. Designed for short line railroads that want to stop idling in cold, remote locations, JUNIOR is a simple, diesel-driven system that keeps the prime mover warm and the batteries charged. It is small enough to fit nicely on your locomotive... and into your budget. To learn more about JUNIOR and how much fuel you can save, please call us at 509-536-8663.
"We installed a Junior in the nose ofa GP9 and stopped idling over the winter. We saved a ton offuel and are very, very satisfied." Doug Krattiger !"! CMO,Rarus Railway IHOTSTART Anaconda, Montana a I • O C 1MI
www.kimhotstart.com 64 Fuel, Lube and Environmental Committee example, retarding injection timing sions standards, in a configuration reduces NOX but increases PM, as with multiple generator sets (multi shown in Figure 1. To reduce both ple gen-sets). A single engine of this requires new technologies, as dis type would not be available in the cussed later. power range required for typical rail Another way to view increasing road line-haul service. In addition to reduction in both NOX and PM is to lower specific emissions, the multi graph them against time, in Figure 2. ple engine configuration would NOX is shown above the zero line allow computer control to shut on the Y-axis and PM is shown down one or more engines if the below the zero line; this format power demand is low.This technolo emphasizes the "squeezing" of emis gy has been and is being tested in sions limits with time. switcher service. The latest informa The timeline for "Trucks" is shown tion about multiple gen-set locomo superimposed on the timeline for tive operations is being presented at "Trains" (linehaul locomotives). In this meeting by Volkmann and by terms of grams per brake horsepow Slomski. er-hour, locomotives were required High-speed, on-highway type to meet, starting in 2005, roughly the diesel engines may be used in a same emissions levels as on-highway hybrid configuration to reduce emis trucks did in 1992. The Tier 4 loco sions.Thissystem works because, for motive limits, effective 2015, are many situations, the average power roughly the same as the on-highway demand on a locomotive is much truck limits for 2007. Due to higher lower than the maximum power hauling efficiency, emissions per rev capacity of a large railroad diesel enue ton-mile are approximately 1/3 engine. In a hybrid, the (smaller) as much for trains as for trucks diesel engine charges batteries (Iden). Given the much larger size of which are then used to meet peak the aggregate truck fleet compared power demand. This technology has to the aggregate locomotive fleet, also been tested and is being used in trucks in total emit over two times as switcher service. much NOX and eight times as much An update of emissions regula particulates as railroads (EPA). tions as related to railroad opera However, the EPA sets the stan tions is being presented at this meet dards in units of brake specific emis ing by Hedrick. sions (g/bHP-hr) and considers them achievable based on both theoreti Technologies and Strategies cal grounds and the demonstrated to Meet Emissions Standards performance of on-highway, high In Figure 1, the largest box repre speed diesel engines. sents the EPA estimate of emissions One option for future locomotives for the aggregate United States loco is the use of high-speed diesel motive fleet before any standards engines, similar or identical to those were introduced. The initial limit, developed to meet on-highway emis Tier 0, was supposed to be a mild Fuel, Lube and Environmental Committee 65 introduction, with subsequent tiers engine designs to meet this equiva triggering substantial decreases. lent limit, due to imposition of that tier ahead of the original schedule. Tiers 0 and 1 In the view of some, EGR was a "fix" North American locomotive that could be deployed quickly and engine manufacturers met Tiers 0 may not have been the preferred and 1 by fine-tuning existing engine solution had more time been avail designs. Some engine designs or able. It is not clear whether locomo configurations already met these lim tive engine manufacturers will its and needed no change. Others choose EGR, given a) the increased required various degree of modifica time available to develop other solu tion, for example higher pressure tions, and b) some of the trade-offs fuel injectors and revised electronic required by the use of EGR. injection timing. Exhaust Gas Recirculation, EGR, is a system that takes a portion of the Tier 2 exhaust gas and "recirculates" it Tier 2 was not, in general, achiev back into the intake air stream. This able with engines designed before dilutes the air-fuel mixture, lowers its that time, and both North American temperature, and effectively reduces engine manufacturers introduced its combustion efficiency, leading to new engine designs. These featured lower nitrogen oxide emissions. The improved and more efficient com exhaust gas is approximately inert to bustion, higher pressure injection, combustion, having already been more sophisticated electronics, and combusted. The introduction of any lower oil consumption. Oil con inert gas - for example, carbon diox sumed by leakage past the piston ide or argon - into the air-fuel mixture rings merges with the exhaust and will dilute the combustion event and will be measured as particulate emis reduce nitrogen oxide emissions. sions. Unfortunately, the burnt air-fuel mix The engine design strategies to ture, comprising carbon dioxide, meet Tiers 3 and 4 are not yet water, carbon monoxide, nitrogen known, but it may be instructive to oxide, particulate matter, and other examine how the on-highway seg combustion products is not perfectly ment met the equivalent limits and inert and does, in fact, get incorpo what that experience has been. rated into the combustion event, causing new undesirable by-prod Tier 3 ucts. The equivalent of Tier 3 was met Combustion with EGR tends to by on-highway, high-speed diesel cause higher acid levels than com engines by more fine-tuning, higher bustion without EGR. One reason is pressure injectors, revised electron that any sulfur in the fuel gets "re- ics, and Exhaust Gas Recirculation burned," forming more sulfur acids. (EGR). The on-highway segment did These acids must be neutralized by not have time to develop new the engine oil to avoid severe engine 66 Fuel, Lube and Environmental Committee damage. The extra amount of acids Particulate Filters (DPF), Diesel reduces engine oil life, as illustrated Oxidation Catalysts (DOC), and in Figure 6. The same engine was Selective Catalytic Reduction (SCR). operated with the same engine oil A Diesel Particulate Filter(DPF) is under the same speed and load with exactly what it sounds like:a filter and without EGR. With EGR, the oil that removes particles from the shows a typical decreasing BN exhaust stream, lowering the amount curve, from its starting value to the of PM in the exhaust gas. Like any fil approximate range of typical railroad ter, these must be replaced or re condemning limits for four-stroke generated periodically. DPF was the engines. Without EGR, the same subject of an LMOA presentation in engine was operated with the same 2006 by Fritz. oil at the same speed and load for A Diesel Oxidation Catalyst the same duration, at which time it (DOC) oxidizes unwanted emissions had not approached the range of to form less harmful species. condemning limits. Comparing the Hydrocarbons are oxidized to car two conditions at the ending BN bon dioxide and water; carbon depletion without EGR, the effect of monoxide is converted to carbon EGR is to reduce oil life approxi dioxide; and nitrogen is converted mately in half. Of course, the into nitrogen dioxide, which must be amount of reduction will depend on dealt with separately. engine design, the degree of EGR, Selective Catalytic Reduction the fuel sulfur content, and the (SCR) uses a reducing agent, usually engine oil. urea, to convert nitrogen oxides into Another effect of EGRis to change ammonia and water. The urea must the chemical nature of the soot pro be carried on-board, is consumed in duced. This new form of "EGR-soot" the reaction, and must be replaced does not respond to traditional dis- periodically. persant chemistries and new addi A more comprehensive review of tive technology had to be developed diesel after-treatment devices for to allow engine oils compatible with emission control may be found in EGR. These chemistries are now Stewart well-known and available for use in the railroad engine oils. Introduction of Lower Sulfur Levels Tier 4 Coincident with introduction of The emissions limits required by more stringent emission tiers, low- Tier 4 can only be met with one or and ultra-low sulfur diesel fuel was more catalytic after-treatment mandated for the on-highway seg devices, probably accompanied by ment, and the locomotive segment engine re-design - for example Miller will follow suit. Cycle combustion - to take maximum Prior to 2007, railroads were advantage of them. The three most allowed to use "high" sulfur fuel, popular after-treatments are Diesel defined as less than 5000 per mil- Fuel, Lube and Environmental Committee 67 lion, (0.5%), meeting ASTM D975, diesel, it is a small fraction • about Standard Specification for Diesel 7% - of the total. Figure 5 shows this Fuels. Typical fuels in-service were by combining data from the US EIA about 4000 ppm sulfur. on total production of diesel fuels Beginning 1992 for on-highway and data from the AAR on fuel used diesels and 2007 for off-highway by North American railroads. diesels (including railroads), fuel sul Although LSD is less expensive to fur was constrained to a maximum of refine than ULSD, it would require a 500 ppm (0.05%), referenced in this refinery or distributor to maintain paper as "low sulfur diesel" fuel, or separate storage tanks and clean LSD. transfer pipes between shipments, Beginning 2005 for on-highway etc This might not be worthwhile diesels and 2012 for off-highway and refineries may opt to produce diesels (including railroads), fuel sul only one grade. A survey of fuel fur was and will be constrained to a usage by North American railroads maximum of 15 ppm (0.0015%), ref was reported by McAndrew, et al. in erenced in this paper as "ultra-low 2007. sulfur diesel" fuel or ULSD. After 2012, both on-highway and These limitsare illustrated in Figure off-highway will use ULSD. Between 3. For both on-highway and off-high now and then, railroads may receive way, there are exceptions to the one type on one day (or place) and strict introduction of limits, known as the other type another day (or "80-20" rules, which will not be dis place). This uncertainty makes opti cussed in detail here. mizing the engine-fuel-oil system The transition of the United States more difficult. diesel fuel market to ULSD is shown in Figure 4, compiled using data Reasons For Lower from the US Energy Information Sulfur Fuels Agency, a branch of the Department The reasons to reduce fuel sulfur of Energy, www.eia.doe.gov. The US fall into three general categories: 1) refineries changed production essen Direct Effects: mechanisms by which tially immediately following the fuel sulfur contributes to emissions, requirements of ULSD, with an esti 2) Facilitation Effects: emissions tech mated investment of $6 billion. The nologies which work better with small peak around 2004 probably lower sulfur fuels, and 3) Enabling represents trials of the new refinery Effects: emissions technologies configurations to produce ULSD. which require lower sulfur fuels. Although railroads and other off- highway diesel engines may use LSD Pireq Effects until 2012, it is not clear these fuels Sulfur in fuel is converted in the will be readily available; it is possible combustion process to sulfur oxides, ULSD will dominate the market (SOX), which combine with water place. Although the aggregate North vapor from combustion to form sul- American railroad fleet uses a lot of furous and sulfuric acids. These in 68 Fuel, Lube and Environmental Committee turn can react with other species to engines. However, this is still a reduc form sulfates, which are measured in tion of sulfur content and may be the exhaust as particulates. Lowering instructive to consider. This section fuel sulfur reduces the amount of combines data from railroad, on- Particulate Matter (PM) emissions. highway, and marine experiences in several geographic regions to deter Facilitation Effects mine the effects of reduced sulfur Exhaust Gas recirculation (EGR), diesel fuel, whether patterns exist, as mentioned above, caused "extra" and what strategies were used to oxidation of fuel sulfur, leading to effect the transitions. increased acid production, The benefits of lower sulfur diesel decreased oil life, and greater engine fuel, discussed above, are: corrosion. Reducing the amount of 1) Reduces particulate matter sulfur in fuel reduces the amount of in exhaust "extra" acid formed by EGR, increas 2) Extends life of Diesel ing oil and engine life. Particulate Filters Diesel Particulate Filters (DPF) will 3) Permits use of catalytic trap the sulfates that would other exhaust after-treatments wise become particulate emissions. 4) Forms less acid in engine oil Lowering fuel sulfur reduces the amount of extra particulates to be An example of lower acid forma trapped, increasing the efficiency tion is shown in Figure 7, where the and life of the DPF. same engine and engine oils were run at the same conditions for the Enabling Technologies same duration with high (<5000 Any catalyst - DOC, SCR, or other- ppm) and low (<500 ppm) sulfur will be poisoned by sulfur. These fuels. The Base Number (BN, ASTM exhaust devices require ultra-low sul D4739) retention is greater with low fur diesel fuel to work. Emissions sulfur fuel. That is, the lower sulfur standards that require catalyst tech fuel depletes the engine oil slower, nologies also require ultra-low sulfur and may be assumed to allow fuels. increased oil drain intervals (if base number loss is the critical parameter, Operational Experiences rather than insolubles or oxidation, with Lower Sulfur Fuels or another property). There are not North American railroads are not enough points to establish a general the only segment to reduce diesel rule of how much more base num fuel sulfur. North American and ber is retained; it may depend on European on-highway diesel engines details of the oil chemistry. reduced fuel sulfur, as noted above. The problems experienced with Ships at sea reduced fuel sulfur, lower sulfur fuels are divided into although from extremely high levels Direct and Indirect Effects: (~4.5%) to levels still well above those tolerated by truck or railroad Fuel, Lube and Environmental Committee
Direct Effects 5) Black smoke 1) Lower fuel economy These effects have all been 2) Injector wear (Lubricity) observed in various times and Lower fuel economy is a conse places, and are quite variable. Some quence of sulfur being contained in operations changing to low or ultra- aromatic molecules, which are low sulfur fuel experience no prob denser. (See the references by lems whatsoever. The extreme vari Girshick, Leffler, and Speight for dis ability in experiences makes it diffi cussions of refinery processes and cult to formulate a hypothesis or crude oil chemistry.) Removing the chemical theory about their causes. sulfur-containing molecules reduces Probably these effects are related. the density of the fuel. There is less It is known that liner varnish - thin energy per unit volume. There is no yellow-orange deposits that fill in the known additive or technological normal hone marks - will lead to loss solution to this. The only remedy of oil consumption control and black would be to change the units of effi smoke. Whatever causes combus ciency, from volumetric - megawatt- tion chamber deposits is likely also hours per gallon - to mass - to form deposits on the piston top megawatt-hours per pound or, even land, leading to bore polishing (liner better, to true thermal efficiency - wear). Once the liner has been worn megawatt hours per BTU. Perhaps smooth, loss of oil consumption con railroads can even enter fuel pur trol and black smoke will result. chase contracts tying the sale price One common assumption is that, to energy content. with high sulfur fuel, the amount of Injector wear is due to the sulfur Base Number - or detergent or ash - compounds in fuel being surface- in the oil was exactly sufficient to active and providing boundary lubri balance the amount of acid pro cation to maintain the moving parts duced by the fuel sulfur. When the within fuel injectors. Removing the fuel sulfur is reduced, all other things sulfur removes the lubricants. There being equal, the excess ash forms are other natural lubricity agents, combustion chamber deposits and oxygen and nitrogen compounds, liner lacquer. This can be refuted by that are removed during the process noting that the amount of base num of removing sulfur. The lower lubrici ber in engine oil varies over its life. ty of ULSD fuel can be rectified by Even with high sulfur fuel, base num adding lubricity additives; this is a ber started very high and decreased common practice. over the oil drain interval (for four- stroke designs) or during the cycle of Indirect Effects top-up and depletion (for two-stroke 1) Combustion chamber designs). deposits Whatever the mechanism, it is 2) Liner varnish (lacquer) known that remedies exist and oth 3) Bore polishing (liner wear) ers are certain to be developed 4) Oil consumption increase between now and the implementa- 70 Fuel, Lube and Environmental Committee tion of Tiers 3 and 4. Many of these oils were run in the more sever will be subjects of future papers by engine and showed a variety of the Fuels, Lubricants, and results (diamonds). Environmental Committee of LMOA. The effect of biodiesel source is A more detailed discussion of the shown in Figure 10. Fatty acid impact of ULSD on maintenance is methyl ester (FAME) biodiesels were being presented by Standish. manufactured from three bio- sources: soybean, canola, and palm Biodiesel Fuel oil. The amount of lead corrosion Another form of low-sulfur is bio- increase correlated with the degree fuel. These fuels were the subject of of saturates in the source molecule. an LMOA paper in 2005 by Bowen, See also Girshick (2005) for the rela et a/. tion between saturates and oxidative Although not directly related to stability. the subject of lower sulfur diesel fuels, results of a recent field test are Possible Remedies available and of interest to this audi The holistic system of engine, fuel, ence. As discussed in Bowen and lubricants, coolants, and operational McAndrew, biodiesel blends could strategies for North American rail be used by railroads in the foresee roads has evolved to a stable equi able future, either by mandate, eco librium. The introduction of new nomic incentive, or choice. emissions standards is causing revo Figure 8 shows the viscosity lutionary changes that upset that increase for two oils of differing qual equilibrium, at least temporarily. The ity using ULSD, a 50% blend with ultimate answer will be a new equi biodiesel (B50), and straight librium comprising new engine biodiesel (B100). There is a differ designs, new exhaust after-treatment ence in oil quality, even with pure devices, new fuels, and perhaps new ULSD fuel and the difference fluids or operations tactics. LMOA is increases as the biodiesel content is watching these changes very closely increased. The low quality oil does and participating in understanding, not meet typical railroad cond- facilitating, and easing the required mening limits with any fuel blend. new technologies. Each LMOA The high quality oil would meet typ Committee shares their knowledge ical railroad viscosity increase con through presentations and publica demning limits up to about 40% tion, so a complete solution may be biodiesel (B40). reached. Figure 9 shows the increase in lead During the transitional period corrosion for biodiesel blends com between one equilibrium and anoth pared to the corresponding result er, one of the strategies to remedy with ULSD (B0). Engines from two the negative operational effects of manufacturers showed different sen low sulfur fuels is the use of fuel sitivities to biodiesel, with the same additives. A general review of fuel engine oil. A series of commercial additives was presented to LMOAby Fuel, Lube and Environmental Committee 71
Industrial Specialty Chemicals, Inc. 16880 S. Lathrop Avenue, Harvey, EL 60462 708-339-1313 [email protected]
Proud Supplier for Your Treatment Needs for over 25 Years
Waste Water Treatment, Waste Oil Reduction, Environmental Solutions, Locomotive Coolant and Anti-Freeze, Corrosion Inhibitors, Locomotive and Car Cleaners, Heavy and Light Duty General Purpose Cleaners
Freight and Light Rail
America Canada Europe Asia Mexico
ISO 9001 : 2000 Certified 72 Fuel, Lube and Environmental Committee
Bowen in 2001. Kunkel presented a consumption) is a continuous review of fuel economy fuel addi parameter and can be measured tives in 2006. more easily as a function of time, A new class of fuel additves, unlike deposits. For the first five designed to ameliorate the problems months of the test, the engine was experienced with low sulfur fuels are operated with fuel additive and oil being deployed in worldwide mar consumption slowly reduced. Then kets - wherever and whenever lower the use of fuel additive was discon fuel sulfur is being mandated, result tinued, and oil consumption began ing in the problems listed above. The to increase. In The final stage, the benefits of fuel additives include a) fuel additive was again used, and oil the ability to restore properties to consumption decreased. This type the fuel, such as lubricity, and b) the oftesting gives increased confidence ability to target the affected engine that the treatment is reallythe cause areas, such as combustion cham of the observed effect and is consis bers, piston top lands and liners. The tent with the revised fuel additive types include traditional fuel addi testing protocol being developed by tives, such as wax crystal modifiers, the FL&E Committee, as communi combustion improvers, and lubricity cated by Lau (2007). agents; new fuel additives, to deal Another example of fuel additive with changing fuel compositions by testing protocol is shown in Figure increasing stability and compatibili 14. Although possibly not directly ty; and additives similar in function relevant to North American railroad ality to lubricants, such as cleanli operations, it illustrates "best prac ness and acid neurtralization tice" with respect to fuel additive addtives. Obviously, none of these testing. Fuel consumption was meas additives can contain sulfur because ured in marine service following that would likely violate the very sul deployment of a combustion fur limit mandating use of the fuel. improver fuel additive. Brake specific An example of liner varnish reduc fuel consumption decreased by over tion is shown in Figure 11. The pho 10% over seven weeks. At this point, tograph on the left shows a heavily test could have been terminated and varnished liner following a transition the results published. However, to to lower sulfur fuel. The photograph prove a point, and to understand the on the right shows the same liner mechanism, the use of additive was after a period of incorporating a discontinued and the brake specific cleanliness additve into the lower fuel consumption increased, but not sulfur fuel. as high as the initial value. Again, the The photograph in Figure 12 additive was used for another stage shows removal of valve deposits and the fuel consumption from the same engine as Figure 11. decreased, this time to the same Figure 13 shows oil consumption level as before; this value was control by a fuel additive. In this declared the equilibrium fuel con case, the dependent variable (oil sumption with additive. The additive Fuel, Lube and Environmental Committee 73 was discontinued for another stage DOE - Department of Energy and fuel consumption increased, this EGR - Exhaust Gas Recirculation time to the same point as the second EIA - Engergy Information Agency stage and this was delcared the equi EPA - Environmental Protection librium value without additive. The Agency difference between equilibrium val FAME - Fatty Acid Methyl Ester ues with and without additive was FRA- Federal Railroad Administration 4.9% and this is the supportable g/BHp-hr - Grams per brake horse claim. The results, augmented by lab power hour oratory testing and chemical analy HC - HydroCarbons sis, suggest the mechanism is LMOA- Locomotive Maintenance improvement in combustion of the Officer's Association "heavy" end of a poor quality fuel. LSD - Low Sulfur Diesel (fuel) For high quality fuels, typical of NOX - Nitrogen Oxides those in North American railroad PM - Particulate Matter service, there might not be any room ppm - parts per million for improvement with such a fuel SCR- Selective Catalytic Reduction additive. ULSD- Ultra-Low Sulfur Diesel (fuel)
Acknowledgements References and Bibliography The author thanks the Fuels, 1. American Society of Testing and Lubricants, and Environmental Materials, Standard Specification for Committee for their help and guid Diesel Fuels, D975. ance in preparing this paper, and for 2. Bowen, G., Fuel Additives - Friend their review and corrections. In par or Foe?. Locomotive Maintenance ticular, I would like to thank the FL&E Officer's Association, Chicago, Chairman, Tom Pyziak, for his 2001. encouragement and support, and 3. Bowen, G. and L. Haley, Biodiesel the LMOA Secretary-Treasurer, Ron Fuels. Locomotive Maintenance Pondel, for his help preparing the Officer's Association, Chicago, manuscript for publication. 2005. 4. EPA, Mobile Source Emissions - Glossary of Acronyms Past, Present, and Future, AAR - Association of American Environmental Protection Agency, Railroads available online. ASTM - American Society of Testing http://www.epa.gov/otaq/invnto- and Materials ry/overview/pollutants/index.htm BN - Base Number, ASTM D2896 or 5. Fritz, S., Diesel Particulate Filter D4739 (DPF) TgqhnQlQgy for Lpcprnptive Bxx - Biodiesel blend with xx% Engines. Locomotive Maintenance biodiesel ULSD fuel Officer's Association, Chicago, 2006 CO - Carbon Monoxide (Oral Only). DPF- Diesel Particulate Filter 6. Girshick, F. W., Engine Oil 202: DOC - Diesel Oxidation Catalyst Refined Base Oils and Their 74 Fuel, Lube and Environmental Committee
ImpQrtance ia Lubricationr Locomotive Maintenance Officer's Locomotive Maintenance Officer's Association, Chicago, 2007. Association, Chicago, 2005. 17. Slomski, R., Locomotive 7. Hedrick, J., New Emissions Maintenance • Traditional versus Regulations. Locomotive Gen-Set. Locomotive Maintenance Maintenance Officer's Association, Officer's Association, Chicago, Chicago, 2008. 2008. 8. iden, M., Railroad Industry 18. Speight, J. G.,The Chemistry and Overview. US EPA Region 5 "Tools Technology of Petroleum. 2e. Marcel and Incentives for Green Diesel Dekker, Inc. New York and Basil, Technology," Chicago, IL, 6 1991. September, 2006. 19. Standish, T., Ultra-Low Sulfur 9. Kehe, B., Diesel Fuel Standards Diesel Fuel: Impact on Locomotive and Their ApplicatiQns tQ Railroad Maintenance, Locomotive Fuel Quality Issues. Locomotive Maintenance Officer's Association, Maintenance Officer's Association, Chicago, 2008. Chicago, 1996. 20. Stewart, T., Exhaust 10. Kunkel, C, Fuel Additives: A Aftertreatment TechnQlQgies : Possible Method to Reduce Fuel Definitions and Maintenance ConsumptiQn, Locomotive Requirements. Locomotive Maintenance Officer's Association, Maintenance Officer's Association, Chicago, 2006. Chicago, 2008. 11. Lau, G. &R. Dunn, RP-5Q3 21. United States Department of Update. Locomotive Maintenance Energy, Energy Information Officer's Association,Chicago, 2007 Administration, www.eia.doe.gov. (Oral Only). 22. Volkmann, T., Maintenance 12. Leffler, William L, Petroleum Experience with Gen Set Switchers. Refining in Nontechnical Language. Locomotive Maintenance Officer's 3e, Penn Well Corporation, 2000. Association, Chicago, 2008. 13. LMOA, Diesel Emissjpns: Regulations and FueJ Quality. Locomotive Maintenance Officer's Association, Chicago, 1989. 14. LMOA, Update Qn Piesel Fuel Regulations, Locomotive Maintenance Officer's Association, Chicago, 1990. 15. lmoa, The EwnQmfc Impact of Low-Sulfur Diesel Requirements. Locomotive Maintenance Officer's Association, Chicago, 1994. 16. McAndrew, D. W., G. Lau, &C Kunkel, Diesel Fuel 2007 and Bevond: What Will Be in Your Tank?. Fuel, Lube and Environmental Committee 75
Table 1 US EPA Locomotive Emissions Standards
Tier: TierO1 Tierl1 Tier21 Tier32 Tier42 Model Year: 1973 2002 2005 2012 2015
Parameter Nitrogen Oxides(NOX), g/bHp-hr^ Linehaul 8.0 7.4 5.5 5.5 1.3 Switcher 11.8 11.0 8.1 5.0 1.3 Particulates (PM), g/bHp-hr(3) Linehaul 0.22 0.22 0.20 0.10 0.03 Switcher 0.26 0.26 0.24 0.10 0.03 Hydrocarbon (HC), g/bHp-hr(3) Linehaul • 1.00 0.55 0.30 0.30 0.14 Switcher 2.10 1.20 0.60 0.60 0.14 Carbon Monoxide (CO), g/bHp-hr*3* Linehaul 5.0 2.2 1.5 1.5 1.5 Switcher 8.0 2.5 2.4 2.4 2.4
SmokeOpacity, percent Steady-State 30% 25% 20% 20% 20% 30-secondpeak 40% 40% 40% 40% 40% 3-secondp^ak 50% 50% 50% 50% 50% UOCFR Parts 85,89, anji 92 (2000) 240CFR Part 1033.925 $gned 14 March 2008) bHp-hr= gramsper brakehorsepower-hour 76 Fuel, Lube and Environmental Committee
US EPA Locomotive Emissions Standards
0.35- Pre-2000 EPA Estimate
Retard timing
15.0 NO* g/Hp-hr Figure 1
US EPA Locomotive Emissions Standards - Timeline
1990 2000 2020
Year
Figure 2 Fuel, Lube and Environmental Committee 77
Diesel Fuel Sulfur Limits
100000
1.5%
0.5%
500 ppm
Tier 4 et>\ 15 |ipm
15 ppm
2020
United States Diesel Fuel Transition 5,000 Tier2- Tier 3 T4
1994 1998 2002 2006 2010 2014
Figure 4 78 Fuel, Lube and Environmental Committee
Diesel Fuel Use by North American Railroads 70
2000 2002 2004 2006 2008
Figure 5
Effect of EGR on Base Number Retention ^yWlthout EGR -20%- ft I H | 0 t •40%< E With EGrT" % -60% • i/i a Typical Railroad Condemning Limits I ^^v -80%' ^-1 <^ Reduced Oil Drain Interval , \1 -100% •
Time in Service •> Figure 6 Fuel, Lube and Environmental Committee 79
Base Number Retention with High and Low Sulfur Fuels
<0.50% S
10% 20% 30% 40% 50% 60% Base Number Loss, High Sulfur Fuel Figure 7
Viscosity Increase with Biodiesel Fuels
40
Lower Quality Engine Oil
20% 40% 60% 80% 100% Percent Biofuel in Blend
Figure 8 80 Fuel, Lube and Environmental Committee
Increased Corrosionfwith Biodiesel Fuels
Commercial Oils 2-65 (Engine "A") $
Engine WA" (Oil 1)
Engine *'B" (0111)
10% i 15% 20% 25% Percent Blofuel in Blend Figure 9
Effect of Biodiesel Source
Soybean (lowest
Palm Oil (highest saturates)
20% 40% 60% Biodiesel in Blend Figure 10 Fuel, Lube and Environmental Committee 81
Liner Varnish Removal
Before After
Figure 11
Exhaust Valve Clean-Up
Before After
Figure 12 82 Fuel, Lube and Environmental Committee sumption, o to Oil ConsumptionControl
Treated with i Untreated y I" Additive ! \ 1*1-2 i I I ——"-*-—- ,BI l|| 'h ||| i '• af 0.4 o : ' l \ t o CL O 0.0 ID 1 2 3 4 6 6 7 €1 9 Time, months Figure 13! i \ Fuej Economy Improvement with Fuel Additive
Treated wtti Treated wflh Untreated iMam
• 4J%
I I 10 15 20 25 weeks
Figure 14 Fuel, Lube and Environmental Committee 83
Magnus Farley Inc. • P.O. Box 1029 Fremonl. Nebraska 68026 • uimuj.magnys-farleq.com 84 New Technologies Committee
REPORT OF THE COMMITTEE ON NEW TECHNOLOGIES
MONDAY, SEPTEMBER 22, 2008 2:00 P.M.
Chairman JIM CHRISTOFF Business Mgr.-Traction Segment Morgan AM&T/National Cicero, NY
Vice Chairman ROGER DALTON Director-Project Management Wabtec Motive Power, Inc. Boise, ID
COMMITTEE MEMBERS
D. Brabb Director Sharma Associates Countryside, IL B. Kehe Mgr-Maintenance-Locos EJ&E Rwy. Gary, IN A. Miller President Vehicle Projects LLC Denver, Co C. Nordhues Dir. Acct. Services Railpower Tech. Omaha, NE C. Prudian Senior Systems Engineer Electro Motive Diesels LaGrange, IL D. Sweatt Elect. Systems Engineer CSX Transportation Jacksonville, FL T. Volkmann Dir.-Mech. Engrg. Union Pacific RR Omaha, NE J. Whitmer Loco. Rel. Specialist CNRR Homewood, IL New Technologies Committee 85
PERSONAL HISTORY Jim Christoff Business Manager, Traction Segment Morgan AM&T/National Cicero, NY
Jim who was raised in Western years. From 1989 thru 2001 he Pennsylvania now finds himself liv handled the East Coast Transit, ing in Cicero, NY. His 25 plus years Industrial, and Consumer Business. in the carbon business have given In 2002 he started working exclu him a broad knowledge of DC sively on Transit, Traction business rotating equipment and an under and in 2005 he was promoted to standing of the operating condi Business Manager of Traction in tions and environments that are the Americas. present in railroad freight and pas Jim and his wife Diane have 2 senger service. children and 2 grandchildren. Jim has worked for Morgan When work is done they enjoy Crucible pic (parent company of boating, golfing, and visiting their Morgan AM&T/National) for 18 children. 86 New Technologies Committee
THE NEW TECHNOLOGIES COMMITTEE WOULD LIKE TO EXTEND THEIR SINCERE APPRECIATION TO MORGAN AM&T/NATIONAL FOR HOSTING THEIR COMMITTEE MEETING IN GREENVILLE, SOUTH CAROLINA ON NOVEMBER 15,2007
THE COMMITTEE ALSO WISHES TO THANK CSX TRANSPORTATION AND THE FLORIDA EAST COAST FOR HOSTING THEIR WINTER COMMITTEE MEETING IN JACKSONVILLE, FLORIDA ON MARCH 3 AND 4,2008 New Technologies Committee 87
NRE-Clark new EMD power assemblies — Always meet or exceed O.E.M. specifications For 645 engines: • New Diamond 9 Cylinder Heads • One piece Cylinder Liners • Laser Hardened Ring Land Pistons
NRE is the exclusive distributor for Clark Industrial Power's EMD power assembly components. Clark has manufactured and supplied new power assembly components to the rail, marine, and stationary applications for over 20 years and is well received locomotives@nationalrailway. con National RailwayEquipment Co. worldwide. • 1100 Shawnee St. • Mt. Vernon. IL 62864 • 800-253-S905 I New Technologies Committee
I. MAINTENANCE EXPERIENCE • Lube oil, compressor oil, and WITH GEN SET SWITCHER coolant may vary from your LOCOMOTIVES TO DATE existing fleet, and even Prepared by between different types of gen Tad Volkmann, sets, making servicing at Union Pacific Railroad already existing service tracks challenging. UPY 2005, a National Railway One major railroad has chosen a Equipment Company model GS14B, hybrid maintenance strategy, in was the first modern gen set switch which basic oil/filters maintenance is er locomotive. This locomotive has performed in-house, with more been in service in the LA Basin for involved maintenance to be per nearly three years and has been suc formed by another party. (Figure 2) cessful in service. (Figure 1) Several railroads have found that Railroads or other entitties that are obtaining spare and repair parts for considering the acquisition of gen gen set locomotives is more difficult set switcher locomotives via pur than anticipated. chase or lease face several chal Factors that have made parts an lenges in comparison with traditional issue early in the service lives of gen types of diesel electric locomotives. set locomotives are: The new, non-rail technology and • Obtaining a comprehensive suppliers pose a challenge in deter parts catalog from the OEM has mining maintenance strategy and been very difficult, although parts stocking. that situation is improving as time goes forward. • Do you want on-site OEM tech • One railroad cannot identify nical assistance during the war part numbers or sources for ranty period and after the war common commodities such as ranty expires? cab glazing, wiper arms/motors • Does it make business sense to and light bulbs after nearly a pursue a Maintenance Service year of effort Agreement with the OEM or • In some cases, the OEM may other party, or maintain the not know the source and order locomotives yourself, or a ing references for parts in sub hybrid of both? assemblies fabricated by sub • Internal maintenance will entail contractors. extensive training on compo • Depending on how your pur nents/systems with which your chase contract is written, you mechanics are not familiar. may be forced to buy all parts • If you maintain the locomotives and supplies from the OEM at a yourself, be aware that parts mark-up to maintain the new identification and stocking will locomotive warranty. be a challenge. All gen set switcher locomotives and hybrids operating in mid-2008 New Technologies Committee 89 share the same control strategy. The • Transition power cut was initial gen sets, or batteries, or fuel cells ly simultaneous versus sequen feed power to a common bus. The tial, resolved by a software revi power is then processed by inverters sion. and choppers for precise single axle • Runaway incident on BNSF in control to DC traction motors. Stockton, CA - resolved by (Figure 3) retrofitting burden board with This paper will detail the features diode protection. and problems experienced to date in • Multiple quality issues with two types of gen set locomotives loose terminal board connec that have accumulated sufficient tions and improper bus bar service for a meaningful report, the material have caused several Railpower RP20GE and the National incidents and may be linked to Railway Equipment Company the runaway incident 3GS21B. • Schematics provided by Railpower were sometimes Railpower RP20GE (Figure 4) inaccurate, in early experience. • All problems have been Features addressed and most are related • Three Deutz Gen Sets with to infancy failures on a new duty cycle equalization and product. 1,000 hour basic maintenance interval. National Railway Equipment Note: Railpower will soon offer Company 3GS21B (Figure 9) gen sets with expanded sump capacity to extend oil changes Features to 2,000 hours. • Three Cummins gen sets with • Water cooled inverters and duty cycle equalization and choppers. 750 hour basic maintenance • Good functional computer dis interval. play. (Figures 5, 6, 7 &8) • Air cooled inverters and chop pers Problems Experienced to Date • N-Force computer • Inverter fires - generator excita (Figures 10, 11, 12 & 13) tion cards were not robust enough for railroad service and Problems Experienced to Date failures caused voltage spikes. • Improper shutdowns were Cards were replaced with a draining batteries so gen sets more robust version. could not restart - resolved • Insufficient chopper cooling - with battery saving software. shortened water line fittings • Multiple chopper failures early - have helped. Cooler weather in resolved with N-Force comput autumn and winter seem to er software upgrades and modi help. fications. 90 New Technologies Committee
Cab Screen Modification - will Acknowledgements replace original "fail light" dis Thanks to Jase Geary, Daniel play and provide much more Hecht, Bob Smisek, and Jim Brix of information, including when Union Pacific Railroad. Thanks to 750 hour maintenance is due. Brad Queen of BNSF Railway. "Kicking Car Software" - (Figure 14) eliminated early crew com plaints that units were "slow to load." Exhaust manifolds breaking around the bracket studs caus ing exhaust leaks. NREhas designed an improved exhaust manifold and will retrofit the BNSF fleet Oil migration into traction motors - some locomotives did not have ballast secured in the frame during manufacture, allowing ballast to rub through traction motor air cooling plenum. BNSF has experienced prema ture fuel filter plugging, not last ing 92 days.
Conclusion Both types of gen set locomotives that have sufficient field experience to report on have good features, promise improved fuel economy and lower emissions, and have experi enced problems in service. It is important to note that most of the problems experienced by both types of locomotives are common to "bugs' that can be expected in a new product containing a large amount of non-rail parts/systems content All problems are being addressed by the OEM's, and main tenance experience will undoubted ly improve going forward. New Technologies Committee 91
Genset Yard Locomotives
Fiugre 1
Union Pacific Has Chosen a Hybrid Maintenance Strategy RP20GE GEN-SET
KEY: tub* OU m r SE2EEE3 Figure 2 92 New Technologies Committee Common Bus / Inverter / Chopper Control - Abilityto efficiently control multiple power sources on one common platform (Experience on tracks since year 2000) Design enables very precise individual control of each axle providing maximum adhesion level for track conditions Battery or Engine Electrical Cabinet^ Gen-sets .« Figure 3 Railpower RP20GE Highlights Figure 4 New Technologies Committee 93 Deutz Gen Set - 1,000 Hr. Basic Maintenance Interval Figure 5 Water Cooled Inverters Figure 6 94 New Technologies Committee Water Cooled Choppers Figure 7 Computer Display Figure 8 New Technologies Committee 95 National Railway 3GS21B Highlights Figure 9 Cummins Gen Set- 750 Hr. Basic Maintenance Interval Figure 10 96 New Technologies Committee Air Cooled Inverters and Choppers Figure 11 NForce Computer Figure 12 New Technologies Committee 97 Original "Fail Light" Display on Engineer's Control Console Figure 13 Thanks to Jase Geary, Daniel Hecht, Bob Smisek, and Jim Brix Figure 14 New Technologies Committee II. MAINTENANCE OF THE plant to a hydrogen-fuelcell power- BNSF FUELCELL-HYBRID SWITCH plant has substantial implications to LOCOMOTIVE the overall maintenance and service Prepared by requirements of a locomotive. As Kris S. Hess, future fleets of fuelcell locomotives Timothy L Erickson, are developed, a sound mainte and Arnold R. Miller* nance plan must consider the Vehicle Projects LLC unique requirements for safety, train Golden, Colorado, USA ing, and facility needs. This paper focuses specifically on the BNSF www.vehicleprojects.com Railway Company's prototype fuel- *Author to whom inquiries cell-hybridswitch locomotive and its should be addressed; maintenance requirements. email: [email protected] Introduction A North American consortium, a Abstract project partnership among BNSF A North American consortium, a Railway, the US Department of public-private partnership, is devel Defense, and Vehicle Projects LLC, is oping a prototype hydrogen-fueled developing a prototype hydrogen- fuelcell-battery hybrid switch loco fueled fuelcell-battery hybrid switch motive for urban and military-base locomotive for urban and military- rail applications. At 127 tonne, con base rail applications. The platform tinuous net power of 220-250 kW vehicle prior to installing the fuelcell from its fuelcell prime mover, and powerplant and traction battery is transient power well in excess of shown in Figure 1. At 127 tonne 1MW, the hybrid locomotive will be (280,000 lb), continuous net power the heaviest and most powerful fuel- of 220-250 kW (290-330 hp) from its cell land vehicle yet built. At the time proton exchange membrane fuelcell of this writing, engineering design prime mover, and transient power and fabrication of all major compo well in excess of 1MW, the hybrid nents of the hydrogen and fuelcell locomotive will be the heaviest and systems are complete, and the vehi most powerful fuelcell land vehicle cle as a whole is scheduled for test yet built. Previous papers have dis ing near the end of 2008. Hydrogen- cussed the theory [Miller, 2005; fuelcell locomotives potentially can Miller, et al, 2006 A; Miller and contribute to the solution of two Peters, 2006 B; Miller, 2006 C] and major problems facing the world engineering design [Miller, et al, today: the end of oil and global cli 2007; Miller, 2007] of the hybrid mate change. This project has thus locomotive. While the BNSF loco been led by the prospect of com motive is the largest and most mercialization, ultimately culminat sophisticated fuelcell land vehicle to- ing in fuelcell freight locomotives. date, it is not the first fuelcell loco The change from a diesel power- motive. The first fuelcell-powered New Technologies Committee locomotive was an underground the second-stage centrifugal turbo- mine locomotive successfully com compressor rotor bearings and the pleted and demonstrated in a work gears in the first-stage positive-dis ing gold mine by Vehicle Projects placement compressor. LLC in 2002 [Miller, 2000; Miller and Barnes, 2002]. Primary cooling system: Coolant Because the terminology of a fuel- pump, motor, and related hardware cell vehicle may be unfamiliarto the that provide coolant to the FSMs reader, the following terms comprise and air and lube oil systems. a glossary that will be referenced in the remainder of the paper. Secondary cooling system: Coolant pump, motor and related hardware Glossary that provide coolant to the power Fuelcell stack module (FSM singular) electronics and FSM water-recovery FSMs plural): A box with dimensions system. 105 x 76 x 54 cm (L x W x H) con taining the fuelcell stacks and ancil- Radiatormodule: Two thermally effi laries directly serving the stacks, cient radiators in parallel air streams including stack water management, that reject heat from the FSMs and humidification, cell cooling chan the lube oil system via the primary nels, and hydrogen purge hardware. coolant system, and one radiator The FSM, analogous to an engine whose air stream is in series with "short block," is the heart of the fuel- one of the primary-coolant radiators cell powerplant, and like a short that rejects heat via the secondary block, many ancillary systems must coolant system. The radiator module exist to make it function as an engine includes two three-phase induction or powerplant. These are described fan motors with a dedicated inverter. in the list below. The powerplant employs two FSMs, each rated at Power electronics module: DC-to- 150 kW gross continuous electrical DC converters, plus associated liq power. uid coolant and control systems, that provide the high-voltage DC output Air system: Two-stage, inter-cooled from the FSMs to the traction battery air compression system, including a and traction motors on demand high-speed turbo-centrifugal com (650 VDC nominal), as well as pro pressor (turbocharger) as the second vide lower voltage to subsystem stage, along with various internal components (350 VDC nominal). and inlet air filters and silencers, that provide clean air(oxygen) at about 2 Electrical cabinets: Separate high - barg (30 psig) to the FSMs. and low-voltage cabinets providing control and power distribution to Lube oil system: Oil pump system system hardware and sensors. that provides lubrication and cooling to air system components, mainly Hydrogen storage system: Fourteen 100 New Technologies Committee carbon-fiber composite storage outsourced. Engineering drawings tanks, partitioned into two modules were derived from our CAD models of seven tanks each, along with ancil- and sent to the BNSF Topeka Rail laries such as safety hardware, Shop, which has fabricated most of valves, and piping, which provide the components, or in a few hydrogen fuel to the FSM. Each instances (e.g., fabrication of the seven-tank module stores 35 kg of electrical cabinets), the fabrications hydrogen at 350 bar (5100 psi). were outsourced. The hydrogen stor age modules were built by Dynetek Fuelcell powerplant: This term is Industries. The two hydrogen storage reserved for the union of all of the modules, each with seven carbon- above except the hydrogen storage fiber composite tanks, located above system and radiator module. That is, the traction battery, store a total of the fuelcellpowerplant = FSMs + air 70 kg of hydrogen at 350 bar (5100 system + lube oil system + primary psi). These are also used in the and secondary cooling systems + Citaro buses. power electronics module + electri Most of the subsystems listed in cal cabinets. The fuelcell powerplant the glossary have already been test is often referred to as the prime ed as modules either in whole or mover in a hybrid vehicle. part. Minor work remains in execut Collectively, all the components of ing the following for the locomotive: the fuelcell powerplant, aside from modifying the sheet-metal hood over the fuelcell stacks themselves (which the powerplant and hydrogen stor are only part of the FSM), are termed age, adding nine thousand kilograms the balance of plant (BOP). Net of ballast [Miller, 2007], hydrogen power of the fuelcell powerplant, in plumbing,and some electrical wiring the range of 220-250 kW, consists of in the locomotive itself. The sepa the gross power of the FSMs minus rately tested modules are scheduled the parasitic losses of the BOP. to be assembled into the locomotive near the end of the year, which will With the exception of the FSMs then be tested as a complete vehicle and power electronics module, all at the Transportation Technology the major components of the pow Center, Inc., in Pueblo, Colorado. erplant were designed as detailed A schematic layout of the com three-dimensional CAD models, plete hydrogen-fuelcell system in the based on engineering-design princi locomotive is shown in Figure 2 as a ples, by Vehicle Projects LLC. The two-dimensional diagram and Figure FSMs, as used in the Citaro™ transit 3 as a three-dimensional CAD buses, which have logged more than model. Figure 3 shows the light 1.5 million kilometers of fare-paying weight carbon-fiber hydrogen tanks passenger service in Europe and at the roofline, a location also uti other parts of the world, were pur lized by the Citaro buses. While chased from Ballard, and the design keeping the tanks out of harm's way of the power electronics module was and allowing buoyant hydrogen to "Discover The Locomotive Engine t O Bearing Specialist" STsrSX» O their EMD, G.E. and ALCO Engines. They depend on MIBA for continuous research and development and for MIBA's Miba S manufacturing quality assurance systems to provide the added 3 3 service life that the railways want tor their engines. 5' CALL OR FAX YOUR REQUIREMENTS TO US TODAY! Ultimate Performance and Durability Miba Bearings U.S. 5037 N. State Rt. 60 McConnelsville, Ohio 43756 AAR QualityAssurance Certification M-1003 (740) 962-4242 FAX (740) 962-8202 102 New Technologies Committee harmlessly dissipate upward, the motive platform, off-the-shelf hard light weight of the carbon-fiber tanks ware, or time constraints out does not adversely affect the vehi weighed the cost versus benefit of a cle's center of gravity.The rear com more serviceable solution. partment of the locomotive houses the 220-250 kW (net) fuelcell pow Maintenance erplant, and Figure 4 provides details Strategy of the rear compartment. Service points of the powerplant Hydrogen-fuelcell locomotives system strongly influenced the over potentially can contribute to the all component layout in the rear solution of two related, major prob compartment. Each of these service lems facing the world today: the end and access points - de-ionized water of oil and global climate change. This fill and filter, electrical cabinets, project has thus been led by the power electronics, etc. - can be prospect of commercialization, ulti accessed from the locomotive walk mately culminating in fuelcell freight way. Longer service-interval compo locomotives. The change from a nents, such as air pre-filter, air com diesel powerplant to a hydrogen- pressor belt, and air system lubri fuelcell powerplant has unique impli cant, can be accessed from within cations to the overall maintenance the rear compartment. Because the and service requirements of a loco power electronics requires minimal motive. As future fleets of fuelcell access, it is located at the bottom of locomotives are developed, a sound the powerplant; this allowed the fuel- maintenance plan must consider the cell stack modules to be mounted at unique requirements for safety, train the top of the powerplant, oriented ing, and facility needs. This paper symmetrically opposite on the same focuses specifically on the BNSF plane, thus allowing access to the Railway Company's prototype fuel- FSM top covers or ready removal of cell-hybrid switch locomotive and its the entire FSM. This layout also maintenance requiements. allows symmetric piping of air and The ability to maintain and service coolant to both fuelcell stack mod the fuelcell powerplant and auxiliary ules and results in closely balanced systems was a significant influence in flow for the air and coolant systems, the overall design of the hydrogen which are driven by a single (two- fuelcell system. Focus was placed on stage) compressor and pump, access to areas where scheduled respectively. service or re-build is expected. Access and removal of fuelcell sys Subsystems were designed as modu tem modules is facilitated by a mod lar units to facilitate off-board service ular rear hood. The hood is designed or quick replacement. Although such that the sides and tops can be intense focus was placed on service removed independently, allowing ability, by the nature of a demonstra quick access to the cooling module tion vehicle, some compromises with an overhead crane or access to were made where the existing loco the powerplant with a lift truck or New Technologies Committee 103 overhead crane. with the powerplant. The following pages provide Some critical hardware compo greater detail on the maintenance of nents must be replaced or rebuilt each of the subsystems listed in the periodically due to wear, aging, or glossary of the Introduction, as well possibly failure. The internal gears of as the associated service schedules. the spray water gear-pump, which Because the BNSF fuelcell-hybrid humidifies the inlet air, must be locomotive is a demonstration pro replaced every 640 hours of opera totype, exact service intervals have tion (there is no inherent reason for not been fully determined for all this short life and we believe newer aspects of service. For purposes of versions of the FSM have longer- discussion, some service intervals lived pump gears). The spray water will be described as "daily" or "inter pump can be accessed through the mediate" (meaning in the range of 2- top cover with the module in place. 4 months). This paper is not intend Within each FSM is a hydrogen ejec ed to be a service manual but to tor pump that requires a rebuild educate the reader on what type of every 1000 hours of operation to service can be expected for hydro replace a diaphragm that is prone to gen-fueled fuelcell locomotives and wear. The FSM must be removed to the associated skills and facilities perform this service operation. In needed to execute maintenance. this demonstration vehicle, it is expected that the fuelcell stacks will Subsystems require replacement every 6000 Fuelcell Stack Module: each of the hours of operation. Old stacks are two FSMs, a 105 x 76 x 54 cm box easily replaced, but the FSM must be (L x W x H), bolts to the powerplant removed from the locomotive to per frame with four bolts and has all form the replacement. These re-build interface fittings on one end of the or replacement operations should module. Air, coolant, and hydrogen be performed by a qualified service interface with and flow through the technician. Depending on the nature modules. This configuration leads to of the work, the fuelcell stack mod efficient installation and removal if ules can be serviced in the field, rail necessary. Additionally, the fuelcell way repair shop, or an FSM box can stack module side and top covers be returned to the manufacturer for can be removed to access items that rebuilding. require frequent service. The fuelcell Routine maintenance, such as stack modules, as well as their input replenishing fluids and changing fil process piping are sensitive to con ters, should be executed on a sched tamination, including particulate uled or routine basis. The water man contamination (dirt, dust, and metal agement system requires de-ionized particles), chemical, and gaseous water for the humidification of air contamination. All cleaning agents, and hydrogen. A de-ionizing filter, process fluids, and replacement which maintains the water at a low hardware must be approved for use electrical conductivity and can be 104 New Technologies Committee accessed by removing the top cover is only pressurized when the fuelcell of the FSM in situ, should be powerplant is operating. The air sys replaced every 320 hours of vehicle tem, along with the lube oil system operation. A particulate filter to cap that supports it, is constructed as a ture any debris that may enter unit that may be removed from the through the fill opening or come powerplant in one piece for the pur from internal components should be pose of testing or repair. Figure 5 replaced at the same time. The FSM shows the air and lube oil unit both uses a condenser to remove de-ion inside and outside the powerplant. ized water from the fuelcell-stack The air system process tubing also exhaust air, and normally the con incorporates multiple pressure and denser will replenish the de-ionized temperature transducers, as well as water tank. However, if a low-level drain valves and tubing that remove alarm is triggered, the de-ionized water from the exhaust stream. Due water tank can be refilled through to the constantly wet exhaust the capped opening on the top of stream, 316 alloy stainless-steel tub each FSM. Scheduled service items ing and stainless-steel and/or alu can be performed by local service minum components are used to min people with basic technical training, imize corrosion. Materials that do and in most cases the maintenance not contaminate the air stream, and can be performed in the field. subsequently the fuelcell stack, must Air System: The mass flow and be employed. In general, stainless pressure of the air delivered to the steel and aluminum are desired for fuelcell stacks, by the two-stage, their corrosion resistance and odor inter-cooled air system, determines less rubbers and plastics are critical. the power output of the fuelcell Ifa rubber or plastic has an odor, this stacks. In addition to providing air at indicates off-gassing that could the correct mass flow and pressure, cause damage over time to the fuel- the air system must provide clean, cell stacks. Even more than in an humidified air at the correct temper internal combustion engine, cleanli ature. Air is drawn from the top of ness is paramount to maintain the the locomotive hood through air fil operation and longevity of the fuel- ters, compressed, and then humidi cell powerplant. During mainte fied within the FSM. After passing nance operations, special care must through the stacks, water is con be taken to keep all "wetted" sur densed and separated from the air, faces of the process stream free of and the air then drives the tur- any contamination. In the case of bocharger while exiting to the the air system, any internal surfaces atmosphere. The turbocharger is of the air stream process tubing and used to regulate the system back associated components are consid pressure, provide additional com ered wetted surfaces. If at any time pression, and recover some com the process stream is opened for pression energy from the first-stage service, the opened locations must compressor. Note that the air system be physically capped or taped off. New Technologies Committee 105 Additionally, when replacing compo intermediate maintenance checks. nents, the wetted surfaces must be The belt and tension assembly can cleaned with a neutral cleaner that be accessed with the powerplant in will not contaminate the fuelcell situ by removing a safety guard. Air stacks. Also, de-ionized water, rather intake and exhaust should be than tap water, should be used for checked daily for obstructions. any rinsing or dilution of cleaners. Intermediate service checks should Attention to these details will ensure include visual inspection of flexible maximum performance and fuelcell couplings to identify tears that may stack life. allow dirt into the system or kinks Some air system hardware will that could reduce air pressure, as require an inspection and/or rebuild well as inspection of water drain based on the length of use in service lines to identify kinks or leaks. and/or performance degradation. In Lube Oil System: The lube oil sys the air system, this includes the air tem consists of an oil pump, oil filter, compressor and the turbocharger. oil reservoir, oil thermostat, oil cool The powerplant control system will er, pressure sensor, and temperature log usage and provide the operator sensor. It provides lubricating oil to an inspection notice. These compo the air compressor and the turbo nents must be sent to a qualified compressor. Oil temperature is con facility if re-build is required. Larger trolled with a thermostat and oil components may require removal of cooler: when oil is below 82 C (180 the air system sub-assembly as F), the oil cooler is bypassed; when shown in Figure 5 and/or removal of above 82 C (180 F), the oil circulates the complete powerplant. through the oil cooler. The primary The intake filters are similar to an cooling system provides coolant to internal combustion engine air filter the lube oil cooler. that removes particulate contamina The lube oil system uses standard tion, and also include active-carbon automotive style hardware. Service filtration that removes hydrocarbons, of the system will require basic tech carbon monoxide, and other ambi nical training of local service person ent-air contamination. A pre-filter is nel. The lube oil should be replaced located between the air compres based on hours of operation as sion devices and the fuelcell stacks. logged by the control system or The primay purpose of the pre-filter once a year if the maximum hours of is to capture any oil contamination if operation are not reached. The sys there is a seal-leak or failure ofthe air tem uses approximately 4 L of fully compressors. This prevents potential synthetic SAE 5W40 motor oil. The ly costly damage to the fuelcell in-line oil filter should also be stacks. The first-stage air compressor changed at the time of each oil is belt driven by an electric motor. change. Both the oil and filter This drive belt and belt tension change can be performed from assembly require inspection and inside the rear hood while all equip periodic replacement during the ment is in place. Intermediate serv- 106 New Technologies Committee ice checks should include an oil-level Unlike coolant in a typical internal check using the visual sight glass on combustion engine, the coolant, a the oil reservoir. 50-50 mixture of de-ionized water Primary Cooling System:The primary and pure ethylene glycol, contains cooling system cools the FSMs and no corrosion inhibitors. With the lube oil system by pumping coolant absence of corrosion inhibitors, it is through the radiator module. It con critical that the hardware in the pri sists of a centrifugal pump, swirl pot mary coolant system be corrosion (to remove air from the system), two resistant. motor-controlled valves, various Coolant should be replaced at the pressure and temperature sensors, earliest occurrence of the following: plus two radiators and radiator fans (1) when the hours of operation as that are part of the radiator module. logged by the control system reach a Coolant is pumped through the two designated value, (2) when two cal fuelcell stack modules in a parallel endar years have been reached, or piping configuration to provide (3) if the ion concentration exceeds equal-flow and equal-temperature the ability of the de-ionizing filter to coolant to each FSM. Coolant is also maintain control. High conductivity supplied to the air intercooler and levels will be detected by the ground de-ionizing filter loops. The speed of fault system and can be physically the pump is controlled by an invert tested using a handheld tester. er and is set to maintain a specific Coolant conductivity should be test temperature differential between the ed at each regular service interval. stack coolant inlet and outlet. The The primary coolant system fill cap is radiator bypass valve is used to con below an access panel located on trol the fuelcell stack module inlet the roof of the rear hood. The system temperature. The locomotive does volume of 50-50 mixture of de-ion require a "block heater" to maintain ized water and pure ethylene glycol the fuelcell stack coolant tempera is approximately 100 L (25 gal). To ture above freezing. A smaller heater completely fill the system, the pri and pump are plumbed into the pri mary coolant pump should be run mary coolant loop and must be for several minutes to remove plugged into off-board power when entrapped air before topping off the the locomotive is not in service (for coolant. a period of hours) or is in long term The coolant system utilizes two fil storage when temperatures are ters. The first is located just upstream below freezing. of the radiator inlet and is part of the Cleanliness of the coolant is criti cooling module assembly. It can be cal to maintain performance and accessed through a roof access stack life because the primary panel. A partial system drain is coolant is in contact with the inter required to bring the coolant level nals of the fuelcell stacks and could below the particulate filter. The filter become a possible electrical path should be emptied during each between stack cells and chassis. coolant refill or inspected if the con- New Technologies Committee 107 trailer identifies a high coolant pres the control system or once every sure upstream of the filter. The sec two years. The secondary coolant ond filter is a de-ionizing filter that system fill cap is below an access removes any carbon or metal ions panel located on the roof of the rear from the coolant. Ion contamination hood. As with the primary coolant can come from metal components system, the secondary system can be in the system or dissolved gases from gravity drained using a quick-con the air. This filter removes the ion nect hose fitting. Intermediate serv contamination and ensures that the ice checks should also include a visu coolant conductivity is kept at an al inspection of all hoses for wear or acceptable level. Coolant level at the chafing. Coolant level at the fill tank fill tank should be checked on a should be checked on a weekly weekly basis. A visual inspection of basis. A visual inspection of the sys the system for any leaks should be tem for any leaks should be per performed during each intermediate formed during each intermediate service. Cooling system hardware service. All secondary cooling hard within the powerplant frame can be ware can be accessed while the accessed by removal of the rear powerplant is installed in the loco hood door side frame and removal motive, either from the walkway or of the high voltage cabinet from the from inside the rear hood. Access to powerplant frame. some components may require the Secondary cooling system: The removal of the high voltage cabinet secondary cooling system provides a located along the locomotive walk lower temperature (10 C below the way. primary coolant system) coolant to Radiator module: The primary and the FSM water condensers, the secondary cooling systems feed the power electronics module, and the two primary radiators and single sec air compressor drive motor and con ondary radiator that reject the heat troller by pumping coolant through of the fuelcell powerplant through the radiator module. Because the the roof of the locomotive. The radi secondary coolant system does not ator module is mounted above the come into contact with the fuelcell powerplant and interfaces to the stacks, a de-ionization filter to keep power module using flexible lines to coolant conductivity low is not allow relative movement between needed. Segregation also allows the the two modules. The speed of the use of standard automotive type radiator fans, driven by three-phase engine coolant, which includes cor industrial motors, is controlled by a rosion inibitors. Although care singe inverter and is controlled to should be taken during service oper maintain a specific temperature at ations, standard best practices as the radiator outlet. used on internal combustion engine Service checks should also include cooling systems is allthat is required. a visual inspection of all hoses for Coolant should be replaced based wear or chafing. The radiator mod on hours of operation as logged by ule uses standard industrial hard- 108 New Technologies Committee ware, and service of the system will coolant pump inverter, the locomo require only basic technical training. tive chassis air compressor must be removed. To replace the cooling Power Electronics Module: The module inverter the rear hood roof voltage produced by the FSMs drops must be removed. as additional current is drawn. Electrical Cabinets: The high volt However, the high voltage bus on age output of the fuelcell stacks is the locomotive requires a specific distributed to the other high voltage voltage profile depending on the systems from a high voltage cabinet state of charge of the traction bat that is mounted to the powerplant tery, while the BOP components frame. Also mounted to the frame require a constant voltage. The and accessible from the locomotive power electronics module regulates walkway is the low voltage cabinet the voltage produced by the FSMsto that holds the system controller and provide the required voltage in each all 120 VAC, 24 VDC, 12 VDC, and case. The locomotive controller 5 VDC power supplies, relays, termi specifies a power demand to the nal blocks, etc. The low-voltage cab powerplant controller, which then inet uses multiple quick-disconnect commands the power electronics electrical connectors to allow easy module to deliver the required elec removal of the entire cabinet for trical current to the high voltage bus service access to components at the voltage of the high voltage behind or for service work to the bus. A constant voltage is provided panel. Both the high and low voltage to the medium voltage bus to power cabinets are rated NEMA 4 for pro BOP components. During start up, tection from the environment power is drawn from the large loco All service to the electrical system motive traction battery in order to should be performed by qualified power BOP components until the electricians that are trained for high FSMs are self-sustaining. Physically, voltage systems. Local service peo the power electronics module is ple can perform assembly, disassem located directly below the power- bly, and troubleshooting after basic plant. training. Service to the electrical sys All service to the power electron tem is minimal; however, it is expect ics module should be performed by ed that there will be periodic failure qualified specialists that are trained of some electrical devices, such as for high-voltage, high-power systems. fuses and relays. These components Interaction with the control system can be easily accessed from the to troubleshoot issues will require a locomotive walkway by accessing trained fuelcell powerplant engineer the high or low voltage cabinets. or technician. Service to the system Hyrdrogen Storage System: is minimal. However, it is expected Hydrogen fuel storage uses readily that there will be the occasional fail available hardware and proven safe ure of some electrical devices, such ty design measures. Two modules as fuses and relays. To replace the are mounted above the traction bat- New Technologies Committee 109 tery (see Figure 3), each consisting stacks. Second, hydrogen is very of seven carbon fiber/aluminum buoyant, and it will gather in the top tanks, with a combined storage of 70 of hoods or buildings. Third, hydro kg compressed hydrogen at 350 bar gen flames often burn invisibly, pos (5100 psi). This storage system pro ing a danger to both immediate vides fuel for a rigorous 8-10 hour unaware personnel, as well as emer switcher duty cycle. The hydrogen gency response personnel. On the fuel system incorporates multiple other hand, hydrogen is the only fuel redundant safety devices to ensure that is completely physiologically that in the event of line ruptures or inert, although suffocation in a high failed components only a negligible concentration of hydrogen can amount of hydrogen is allowed to occur. escape the system. The system The odorless characteristic of plumbing includes excess flow hydrogen can be dealt with using a valves, normally closed solenoid handheld or permanently installed valves, pressure regulators, and pres (in vehicle or buildings) hydrogen sure relief devices. Additionally, detector. Detectors can identify tanks are fitted with redundant pres hydrogen at levels far below danger sure relief devices that safely vent ous flammability limits and provide the contents in event of a fire. adequate time for response. The Are-fueling panel is located on buoyancy of hydrogen is an advan both sides of the locomotive for fuel tage, as hydrogen will very quickly ing and de-fueling operations. As dissipate upward and be reduced with diesel locomotives, an emer below its lower flammability level. gency shutoff button is located on However, care must be taken in each panel to allow non-operators or design and service not to allow refueling personnel to shut down the hydrogen fuel to accumulate in areas fuel system and locomotive. On -site lacking adequate ventilation or dis operators and technicians will under persion volume because of the go basic training for daily and inter potential of detonation. It is a mediate service leak checks. Service requirement for all those who work work beyond this should be per with hydrogen equipment and are formed by personnel trained specifi first responders for emergencies to cally for this storage system. be educated about and be aware of Hydrogen fuel is the most unique the invisibility of hydrogen flames. In system of the fuelcell-hybrid locomo addition to the hydrogen itself, the tive and demands the most training high pressure of 350 bar (5100 psi) and learning for unfamiliar person of the hydrogen fuel storage system nel. There are three critical attributes demands proper training and proce that must be considered when inter dures for safe interaction. Whether acting with the hydrogen fuel sys high gas pressure poses a risk tem. First, hydrogen is odorless, and depends on the strength of the con odorants cannot be added since tainer and the carbon-fiber contain they will contaminate the fuelcell ers are exceptionally strong. 110 New Technologies Committee Commonplace compressed natural- Personnel would also be required to gas vehicles use the same tanks that have previous training for all normal the locomotive uses. locomotive service operations as An inspection of the cylinders and well as high-voltage systems. Given surrounding enclosures should be the unique properties of hydrogen, done daily. Any abnormal damage or the facility's emergency response residues should be investigated to must include hydrogen specific train ensure no damage has been done to ing. the cylinder physically or from chem ical exposure. Additionally, outlet Facilities caps of the pressure relief device Maintenance of a hydrogen-fueled vent lines should be confirmed to be locomotive will require some unique intact and capped. The hydrogen facility preparations. Any buildings storage tanks used on the BNSF fuel- where the locomotive may be serv cell-hybrid locomotive are certified iced or stored while fueled with for 20 years of service. hydrogen must be analyzed. There Occasional plumbing leaks may are several acceptable methods to occur. These leaks can be detected allow the locomotive within a build and repaired by local service people ing. If the building volume is suffi after basic training. In-tank valves ciently large when compared to the and hardware within refueling panels hydrogen volume onboard the loco will require more extensive local motive, there may be no additional training or a trained field service requirements for the building. If the technician. If necessary, tank mod building to hydrogen volume ratio is ules can be removed after first de- too small, the passive or active build fueling and purging with an inert gas ing air ventilation exchange rate may such as argon. Refueling panels can safely allow the locomotive indoors. also be individually removed after a Alternatively, procedures for tempo de-fueling and purge operation. rary vent lines from the locomotive Operation of all hydrogen leak pressure relief lines to outside the detectors in the rear hood and with building can eliminate concerns of in power modules should be period the full system volume escaping into ically tested. the building. This would allow a safe ty analysis of the building to consid Training er a smaller volume of hydrogen The Maintenance section outlined escape. A hydrogen detection the specific needs of each system as device within buildings where the well as the associated skill set. In vehicle is serviced is also important summary, all daily inspection and to alert personnel if a hydrogen leak most intermediate service items spe occurs. It is useful to bear in mind cific to the fuelcell-hybrid locomo that the risk of hyrdrogen as a flam tive can be done after a 2-3 day on- mable gas (except notably its lack of site training program for those that odorant) is not significantly different will operate or service the unit. from that of natural gas, which is New Technologies Committee 111 used as a vehicle fuel using identical tate new facility procedures for work tanks to the ones used in the loco conditions or limitation on allowable motive. If hydrogen did have an surrounding equipment (such as odor, the facility requirements for grinders, saws, etc.). housing a hydrogen-fueled vehicle should be the same as those for a Conclusion CNG-fueled vehicle. Although the BNSF fuelcell-hybrid Most fuelcell systems use typical locomotive is a proof-of-concept combustion engine or industrial type vehicle, great care has been taken to hardware. Because of this, very few consider short- and long-term main specialty tools are required to main tenance operations; specifically, tain the locomotive. The most access to commonly serviced areas notable addition to a service per and modularity of systems to allow son's toolbox would be a handheld easy removal for off-board service or hydrogen detector because fuelcell replacement. Most routine service hydrogen, unlike natural gas, lacks operations can be performed by an odorant. This detector can be car local service personnel, but some ried or worn by the service person if basic training beyond typical training working in proximity to a hydrogen- for locomotive and high-voltage sys fueled locomotive. Some specialty tems will be required. Most service test equipment is required for work closely resembles typical detailed leak checks and service of industrial service work but generally some of the internals of the fuelcell with an increased need for attention stack module and hydrogen valves. to cleanliness. For this demonstra However, these specialty tools tion vehicle, some specialized field would accompany a qualified field support will be required for signifi service technician if they are cant service tasks to the fuelcelll required for an intermediate service stack modules, control system modi check, scheduled re-build, or non- fications, and some hydrogen system scheduled maintenance. To com non-scheduled service. pletely service the fuelcell locomo Aside from the lack of an odorant, tive (when all equipment modules the risk of hydrogen as a flammable are removed), an overhead crane (3 gas is not significantly different from ton minimum) and lift truck (3 ton that of natural gas. Nonetheless, lack minimum) are required. Specialized of odor has the consequence of lifting devices are required for the requiring a building approved for fuelcell stack modules and hydrogen hydrogen service work, including storage modules. Facilities will also hydrogen detection within the build need specialized cleaners, specific ing. Additionally, handheld hydrogen coolant, and de-ionized water onsite. detection for personnel, some spe An increased level of vigilance will cialized lift equipment, and unique be required to prevent system con fluids will be required to perform tamination from the surroundings. service. This requirement may also necessi 112 New Technologies Committee References Acknowledgements [Miller, 2000] A. R. Miller, We thank the following funders for Tunneling and Mining Applications their generous support of the work of Fuelcell Vehicles. Fuelcells described in this paper: US Bulletin, May 2000. Department of Energy(contracts DE- [Miller and Barnes, 2002] A. R. FC36-99GO10458 and DE-FG36- Miller and D. L. Barnes, Fuelcell 05GO85049); Natural Resources Locomotives. Proceedings of Canada (Emerging Technologies Fuelcell World, Lucerne, Switzerland Program contracts 23440-991022- 1-5 July 2002. 001); US Department of Defense [Miller, 2005] A. R. Miller, Fuelcell (contracts F42620-00-D0036 and Locomotives. Proceedings of F4260-00-D0028); BNSF Railway Locomotive Maintenance Officers Company; subcontractors to Vehicle Association conference, Chicago, 19 Projects LLC who contributed proj September 2005. ect cost-share; and the Fuelcell [Miller et al, 2006 A]A. R. Miller, J. Propulstion Institute. Disclaimer: Peters, B. E. Smith, and O. A. Velev, Funding support from the US Analysis of Fuelcell Hybrid Department of Energy, US Locomotives. Journal of Power Department of Defense, Natural Sources, 757, pp. 855-861, 2006. Resources Canada, Government of [Miller and Peters, 2006 B] A. R. Canada, or BNSF Raiway Company Miller and J. Peters, Fuelcell Hybrid does not continue an endorsement Locomotives: Applications and by same of the views expressed in Benefits. Proceedings of the Joint this paper. Rail Conference, Atlanta, 6 April 2006. Author's Biographies [Miller, 2006 C] A. R. Miller, Variable Hybridity Fuelcell-Battery Arnold R. Miller Switcher. Proceedings of Until founding Vehicle Projects Locomotive Maintenance Officers LLC in 1998, Dr. Miller was a Association conference, Chicago, 19 research professor at research uni September 2006. versities, including the University of [Miller, et al, 2007] A. R. Miller, Illinois. From 1994 to 1998, he was K.S. Hess, D. L. Barnes, and T. L. founding Director of the Joint Center Erickson, System Design of a Large for Fuel-Cell Vehicles at Colorado Fuelcell Hybrid Locomotive, Journal School of Mines. As an academician, of Power Sources, 173, pp. 935-942 Prof. Miller published numerous 2007. papers in refereed journals such as [Miller, 2007] A. R. Miller, Fuelcell the Journal of the American Hybrid Switcher Locomotive: Chemical Society. As President of Engineering Design. Proceedings of Vehicle Projects, besides leading the Locomotive Maintenance Officers company, he frequently presents its Association conference, Chicago, 14 work at leading international confer September 2007. ences. He founded the indpendent New Technologies Committee 113 company Supersonic Tube Vehicle the United States Nuclear Navy. As LLC in 2007 whose mission is basic Controls Engineer at Vehicle scientific and engineering analytic Projects, Mr. Erickson is responsible work on vehicles operating in a for working closely with the Design hydrogen atmosphere on aerostatic Engineer and implementing the con gas bearings. Dr. Miller received his trol systems that run fuelcell vehicles. PhD degree in chemistry from the He received his B.S. degree in elec University of Illinois, Urbana- trical engineering with a computer Champaign. science minor from the Colorado School of Mines. Kris S. Hess Prior to joining the Vehicle Projects team in 2006, Mr. Hess worked at the General Motors Technical Center from 1998 in vari ous postions in advanced vehicle development These included sub system design engineer, concept- vehicle lead engineer, and concept- vehicle program manager. This diverse background has provided the experience to successfully exe cute projects at both the technical level and total vehicle integration level. As a Design Engineer at Vehicle Projects, Mr. Hess is respon sible for engineering design, CAD modeling, and engineering integra tion with project partners. He received his BS degree in mechani cal engineering from the University of Michigan-Ann Arbor and MS degree from Purdue University. Timothy L Erickson Prior to joining Vehicle Projects, Mr. Erickson spent 10 years working as a software engineer designing intelligent process control systems, utilizing impedance sensing technol ogy. Prior positions include working as a control systems engineer for a system-integration company as well as six years as a submarine officer in 114 New Technologies Committee 1^^ 'TtM» ? y.-- r • .. !*>.\ ,'•» 9M / L-J. 1 i If * >, Figure 1 Fuelcell-hybrid switcher platform vehicle. As shown, the diesel fuel tank, genset, and battery of a commerically available diesel-hybrid switcher have been removed in preparation for retrofitting the fuelcell power plant and hydrogen storage. coolant RADIATOR MODULE SEOI FUELCELL POWERPLANT . 600-850 .- TRACTION BATTERY [ 600-850 Too ^ 600 VDC 208 VAC Figure 2 System layout of the fuelcell hybrid locomotive, including the 220-250 kW continuous net power powerplant, power electronics, hydrogen storage, and control interface New Technologies Committee 115 FUELCELL POWERPLANT AND RADIATOR MODULE HYDROGEN STORAGE TRACTION BATTERY BALLAST Figure 3 The locomotive's fuelcell prime mover provides 220-250 kW of continuous net power for traction or power-to-grid, and the auxilary traction battery allows transient power in excess of 1 MW. Lightwieght carbon-fiber composite compressed-hydrogen storage tanks reside at the roofline analogously to the Citaro™ fuelcell transit buses RADIATOR MODULE FUELCELL STACK MODULES Figure 4 Rear compartment layout. Systems were designed as bolt-in modules, requir ing minimal modifications to the locomotive platform. This allows for off-line fabrication and testing of modules prior to vehicle installation. 116 New Technologies Committee Figure 5 Air and lube oil subsystems are mounted to a single sub-frame and can be removed as one assembly for service. New Technologies Committee 117 Below the deck... we're a cut above. •Truck systems >Wheels, ' Roller bearings • Side frames curved-plate, • Bolsters heat-treated AmstedRail 200 W. Monroe Street • Chicago, IL 60606 • (312) 853-5680 • amstedrail.com 118 Diesel Mechanical Maintenance Committee REPORT OF THE COMMITTEE ON DIESEL MECHANICAL MAINTENANCE MONDAY, SEPTEMBER 22, 2008 3:30 P.M. Chairman JEFF CUTRIGHT Senior General Foreman Norfolk Southern Corp. Roanoke, VA Vice Chairman GEORGE KING, II Chief Mechanical Officer NYS&W RR Cooperstown, NY COMMITTEE MEMBERS R. Aranda Genl. Foreman-Locos. Belt Railway of Chicago Bedford Pk., IL I. Bradbury President Peaker Services Brighton, Ml E. Burrier Consultant Ed Burrier & Assoc. Roanoke, VA M. Daoust Chief Mech. Off. Tshiuetin Rail Transp. Sept lies, Que T. Frederick Mech. Engineer CSXTransportation Jacksonville, FL D. Freestone Mgr.-Loco Opns. Alaska RR Anchorage, AK J. Hedrick Principal Engineer SW Research Inst. San Antonio, TX T. Kennedy Mgr.-Loco Eng. Quality Union Pacific RR Omaha, NE R. Marchese Operations Mgr. Electro Motive Diesels LaGrange, IL J. Sherbrook Vice President Loco Docs, Inc. Morris, IL T. Standish Product Manager Electro Motive Diesels LaGrange, IL T. Stewart V.P. Engineering Advanced Global Eng. Atlantic Bch. FL R. Svoboda Mech. Compl. Off METROLINK Los Angeles, CA G. Winsel Asst. Manager Canadian National Edmonton, Alberta Diesel Mechanical Maintenance Committee 119 PERSONAL HISTORY Jeff Cutright Jeff was born in West Virginia repair and back shops that special and attended WVU earning a ize in both GE and EMD overhaul BSME in 1979. He joined Norfolk and components. Jeff has been Southern Corp. in 1980 as a man active with LMOA since 1994 and agement trainee after a year and a earned an MBA from Averett half with Weirton Steel. Jeff has University in 2004. Jeff and his held many positions in the NS wife Leonita have two teenage Mechanical Department, including daughters Sarah and Haley that are staff and shop supervision. His very active in sports. work experience includes all aspects of Locomotive Maintenance, including running 120 Diesel Mechanical Maintenance Committee THE LMOA DIESEL MECHANICAL MAINTENANCE COMMITTEE WOULD LIKE TO THANK THE TRANSPORATION TEST CENTER IN PUEBLO, COLORADO FOR HOSTING THE COMMITTEE'S WINTER MEETING ON MARCH 10,2008 Diesel Mechanical Maintenance Committee 121 I. ULTRA-LOW SULFUR DIESEL of sulfur. Low Sulfur Diesel (LSD) is FUEL: IMPACT ON LOCOMOTIVE 500 ppm or less, and ULSD is 15 MAINTENANCE ppm or less. ASTM identifies LSD as Prepared by S500 (0.05% sulfur) and ULSD as TimStandish, S15 (0.0015% sulfur). Why the Electro-Motive Diesel, Inc. change to ULSD? This low level of sulfur is needed to enable aftertreat- Ultra low sulfur fuel (ULSD) is now ment control devices to reduce post- more readily available and, in some combustion chamber emissions and locations, it is the only diesel fuel meet lower limits established by EPA. available as some refineries only pro ULSD enables efficient use of duce ULSD. There have been many exhaust aftertreatment devices since questions as to the impact of ULSD sulfur "poisons" the catalyst and will on locomotive engines including dramatically reduce its efficiency. maintenance, performance, and ULSD also lowers sulfate PMSand engine reliability. The latest on-high sulfur dioxide emissions. way trucks are now required to run Sulfur is inherent in crude oil and on ULSD, which also increases the the amount of sulfur varies based availabilityand potential of receiving upon the crude oil supply. However, ultra low sulfur diesel fuel in the rail the amount of sulfur in crude must road supply system much sooner be refined to bring sulfur down to than the required June 2012 imple regulated levels and is accomplished mentation date. In response to the mainly by two processes, hydro- importance of this subject, the cracking or hydrotreating. The most LMOA Fuel, Lube and Environmental common process is hydrotreating, Committee is covering this topic this which is a refining process that sepa year from their perspective. The rates sulfur from hydrocarbon mole focus of this paper is to review some cules. This process also reduces aro- of the potential mechanical issues matics and density of the fuel, which with ULSD and to familiarize very slightly lowers the energy con mechanical departments with what tent. This refining process also to look for as their fleet converts to removes some of the lubricity com ULSD. pounds in diesel fuel along with Before going over the potential changing its stability and electrical impact of ULSD on locomotive conductivity. It is because of these maintenance, a quick explanation of changes, that mechanical depart ULSD is needed. Over the years, the ments are concerned and should amount of sulfur allowed in diesel pay close attention to the potential fuel had been regulated by the EPA, impact on locomotive performance and will continue to be reduced at and maintenance. The issues that future dates based on engine appli will be touched upon include lubric cation (see Figure 1). ity, energy content, combustion, and Traditional #2 diesel contains fuel leaks, and are brought up to 2000 - 3000 parts per million (ppm) help identify potential issues for 122 Diesel Mechanical Maintenance Committee mechanical departments to consider both time intervals show that both and to watch for as ULSD enters into were in good condition with no visi the fuel supply system. ble signs of excessive abrasion or wear. Helices and nozzle body seat Lubricity ing area were also in good condition Lubricity is the quality of liquid with no indication of chipping, ero that prevents wear when two mov sion or abrasion (see Figure 2). ing metal parts come in contact with Needles were likewise in good con each other. As sulfur is removed, dition and showed no signs of scuff other chemical compounds are ing or scoring on the quill bearing impacted including those that give surfaces. Sprayholes appeared to be diesel fuel its inherent lubricity and wellformed (round and symmetrical) separate additives are needed to and did not exhibit any unusual wear protect critical engine components. patterns. Remaining internal compo Therefore, ASTM has added a lubric nents all indicate normal wear pat ity requirement (D6079) to its diesel terns - no abnormalities were detect fuel specification (ASTM D975), and ed under visual examination. EMD has added this lubricity Injectors continued to successfully requirement to their diesel fuel run up to recommended change requirement. The initial lubricity interval with no impact on reliability specification was established by the of performance. Many other engines on-highway engine and fuel injection have been running since this testing equipment manufacturers to prevent was conducted and no injector premature wear of rotary pump fuel issues have been noted. As long as injection systems used by many in the lubricity specification is met, the industry. Locomotive fuel injec OEM injector performance will most tion systems, which are not based on likely not be impacted. a rotary pump design, are more tol erant of lower lubricity fuels but Energy Content require the lubricity specification to Locomotives are designed to pro assure trouble free operation and to vide constant power under varying be harmonized with the on-highway environmental and track conditions. lubricity requirement so that fuel Fuel consumption is dependent on treated at the distribution terminals these same conditions as well as can be used in both markets. energy content of diesel fuel. Energy A controlled ULSD test was con content is directly related to the ducted on an EMD engine by hydrocarbon composition of the Interstate Diesel to review potential fuel. Heavier (more dense) compo impact on injectors. The ULSD fuel nents provide higher energy content used met the lubricity specification. on a per gallon basis. Sulfur in fuel is Injectors were removed and ana usually associated with these heavier lyzed after 2000 and 6000 hours of components. Energy content running time and lab analysis of the decreases with decreasing specific plunger and bushing assemblies at gravity and in a simplistic sense, Diesel Mechanical Maintenance Committee 123 locomotive fuel efficiency can be subject to leaks due to shrinkage. viewed as linear with the energy Actual shrinkage is not known since content of the fuel (see Figure 3) aromatic content before and after regardless of locomotive model. change to ULSD is not known. EMD Lower energy content = fewer ton- changed its fuel system seals to miles per gallon. It has been estimat Viton ten years ago and it is not ed that the resulting ULSD S15 fuel anticipated that ULSD will cause fuel will lose from about 0.7% to as leaks. There have also been no much as 4.5% energy content on a issues noted on EMD test engines per gallon basis depending on the and other applications already run level and type of processing ning on ULSD. Maintenance depart required at the fuel refinery. This ments need to pay attention to fuel results in increased fuel flow rates to system leaks on older locomotives in supply the same load thus shortened which seals have not been main racks (or longer pulse width for elec tained to determine if a proactive tronic engines) for engines to make seal change is needed. equivalent power. It is believed that the fuel injection system has ade Combustion Issues quate capacity to make rated power Combustion issues are complex under most environmental condi and are related to a large number of tions. However, in ambient tempera variables that may or may not be tures above 95F and assuming worst impacted by the usage of ULSD, case energy content reduction, there including the type of lube oil used. may be noticeable loss of power. As mentioned earlier, the LMOA Therefore, transportation depart Fuel, Lube and Environmental ments need to watch locomotive Committee is also investigating range and hp/ton margins as ULSD ULSD usage including possible com is implemented. bustion issues based upon ULSD/lube oil interactions. Fuel System Leaks Mechanical departments will need Based upon the type of process to to work with their lube/fuel suppliers remove sulfur, and the extent of pro to minimize these possible issues. cessing needed upon the amount of Recent experiences indicates that sulfur in the crude oil supply, the aro in light road applications, there is matic content of the fuel may be some build up of ash during com altered. Lower aromatics may cause bustion due to high TBN lube oil. seals to shrink and may or may not These lube oils have additive pack be an issue depending on the age of ages to interact with sulfuric acid the seals, seal material, and tempera produced from the combustion tures the seals are exposed to. Buna process and sulfur in the fuel. As sul N seals may be impacted by lower fur is removed, there is a potential of aromatics and cause seal leaks, ash build up from the undepleted whereas Viton seals will most likely additive package, therefore, there maintain their elasticity and not be may be a need to rebalance addi- 124 Diesel Mechanical Maintenance Committee tives and TBN. the refining process used to produce Ash buildup can cause valve fail these fuels. This could have an ures, turbo screen plugging, ring adverse impact on long-term storage sticking, and bore streaking/scuffing. in wayside tanks and in locomotive Operation of engines at typical duty fuel tanks. The customer may need cycles will help burn off ash before it to be more vigilant in tank mainte becomes a problem, but if engines nance as the risk from poor stability are operated consistently at low fuel is one of filter plugging. There is combustion temps (light loads) ash currently consideration of adding has a good probability of building oxidative and thermal stability stan up. There have been a couple of dards into fuel specifications. reports of valve failures due to com bustion deposits (see Figure 4) upon Electrical Conductivity switching to ULSD (and in one case This property is related to the safe a Biodiesel/ULSD blend) in which all handling of diesel fuel to control stat cases were all on lightly loaded ic electricity build up in the fuel. It engines. Exhaust manifold, turbo has been reported that ULSD may screens, turbine nozzle and blades have lower electrical conductivity may also be subject to ash buildup in levels as a consequence of removing rare conditions (see Figure 5 and 6). sulfur. Customers should check with Because of the variability of oper their fuel suppliers to determine if ating conditions, maintenance of ULSD shipments will have adequate engines, type and quality of fuel and electrical conductivity levels to pro lube, and quality of parts; all aspects vide for safe handling and establish have to be considered upon discov an internal fuel specification for this ering combustion related issues. property to assure consistent quality Mechanical departments need to from all potential suppliers. work with lube/fuel suppliers along with OEM's for solutions to such Summary issues. Options may include using As ULSD makes its way into rail engine oils specifically developed for fuel supply systems, mechanical and ULSD, utilization of power assembly transportation departments need to upgrades such as low oil consump be aware of the potential issues cov tion assemblies, hardened valve ered above and other issues that seats, and valve rotators. Raising may arise. Close monitoring of units combustion temperatures through (perhaps on a captive fleet) during changes in injection timing is not an ULSD transition can help railroads option if engines are certified to any understand what impact it will have EPA Tier levels. on them and develop a strategy to mitigate any problems. Oxidative/Thermal Stability The natural oxidative and thermal Acknowledgements stability of diesel fuel is expected to I would like to thank my coworker, decrease as sulfur is removed during Dan Meyerkord, for his contributions Diesel Mechanical Maintenance Committee 125 and reviewof this paper. Ialsothank Jerry Jones of Interstate Diesel for the detailed test and lab analysis of injectors. Thanks to the LMOA Mechanical Committee for their review and thanks to the LMOA Fuel, Lube and Environmental Committee for background informa tion. 126 Diesel Mechanical Maintenance Committee ULSD Implementation Dates 2005 | 2006 t 2007 ( 2008 | 2009 | 2010 | 2011 2012 | 2013 I Hiyimoy ULSD(««15ppm) Hon-Ro.itI ULSD(«-1S ppm) HSD (<-5000 ppm) ; • Locomotive HSD(<*5000ppm) H ULSD (<.1S ppm) and Marine Figure 1: ULSD Implementation Dates Figure 2: Injector and Needle in good condition after 6000 hrs Diesel Mechanical Maintenance Committee 127 Approximate BTU - Specific Gravity Relation 150,000 148,000 146,000 y g 144,000 / •a 142,000 / -BTU/gal 3 140,000 2 138,000 136,000 y 134,000 / 132,000 0.75 0.80 0.85 0.90 0.S5 1.00 Specific Gravity Figure 3: BTU/Specific Gravity Relation Figure 4: Ash deposits and valve cup failure 128 Diesel Mechanical Maintenance Committee Figure 5: Ash buildup in exhaust leg Figure 6: Ash buildup on turbine nozzle and turbine wheel Diesel Mechanical Maintenance Committee 129 GE Transportation Partnering with rail customers for 100 years. Decreasing fuel use* Increasing capacity. Improving safety. Reducing maintenance cycles. Lowering emissions* We've been providing rail solutionsfor more than a century. Todiscover how GE - Transportation might benefit your company, visitgetransportation.com. "Comparedto previous GE locomotives. imagination at work 130 Diesel Mechanical Maintenance Committee II. EXHAUST AFTERTREATMENT through a catalyst medium or sub TECHNOLOGIES strate material that physically cap DEFINITIONS AND tures the particulate matter as it MAINTENANCE comes in contact with the walls of Prepared By the passageways. The advantages of Ted E. Stewart P.E. a DPFare its relatively high PM Advanced Global Engineering reduction efficiency and reduction of exhaust noise. The disadvantages This presentation is a continuation of this system are its pluggingdue to of the technological information first high ash lube oil and the resultant presented by Mr. John Hedrick, fuel penalty associated with Principal Engineer for the Medium increased back pressure. Speed Diesel Engine Group at the There are two types of diesel par Southwest Research Institute's ticulate filters;a "wall flow" system in Locomotive Technology Center in which the exhaust must flow through San Antonio, Texas. His 2007 the walls of alternating blocked Mechanical Committee paper was channels of the filter medium and titled: Locomotive Particulate Matter the "through flow"system in which Reduction Through Application of the exhaust must flow through very Exhaust Aftertreatment Systems. small filter passageways thus forcing The purpose of this presentation is the exhaust to make contact with the to describe some of the current medium wall surfaces. (Figure 2) exhaust aftertreatment technologies The soot is gradually trapped and with a clear definition of what it is stored inside the filter until the and the maintenance issues associat exhaust backpressure increases to a ed with these add-on systems. The certain level and then the filter ele second purpose is to provide a refer ment is either replaced with a clean ence document that can be regular element or the filtering system is ly updated as these technologies are designed to clean itself by oxidizing being introduced into the rail indus or burning off the trapped material try. to "regenerate" itself and start again. The technologies to be discussed Both systems have the same mainte are as follows: nance issue in which the filter at Diesel Particulate Filter, (DPF) some point in its service life must be Diesel Oxidation Catalyst, (DOC) removed and cleaned. This periodic Selective Catalytic Reduction, (SCR) maintenance schedule will be prima Exhaust Gas Recirculation, (EGR) rily based on a) the exhaust back Closed Crankcase Ventilation, (COS) pressure and engine operation, b) the ash content level of the lube oil Diesel Particulate Filter, (DPF) being used and c) the DPF's capaci A diesel particulate filter (Figure 1) ty to store the ash, and d) the oil is a mechanical filtering system, consumption level of the power device or apparatus that contains assembly. many channels or passageways 131 Diesel Mechanical Maintenance Committee DPF Maintenance Issues Diesel Oxidation Catalyst, (DOC) Actual in-use service data does not A diesel oxidation catalyst is a currently exist at this time, in order flow-through honeycomb arrange to provide accurate schedules for ment with large amounts of interior conducting regular maintenance. wall surfaces that chemically oxi However, some assumptions can be dizes hydrocarbons, carbon monox presented that may be helpful in ide and particulate matter in the understanding what may be exhaust stream. The interior walls of required. Potentially every 92 days, the catalyst substrate are coated with the DPF will need the system's con catalytic metals such as platinum trol device down loaded or queried and palladium that induce the chem to make sure everything is operating ical reaction to convert the pollu correctly and that there are no sys tants into harmless gases. The DOC tem errors or faults logged. The heat system can either be placed in the source for regeneration of the filter, exhaust manifold itself, (pre-turbo), (if equipped), must be inspected for or in the exhaust stack, (post-turbo). proper operation. Possibly once a (Figure 3) year, or perhaps longer, the DPF ele The advantages of the DOC are ments must be removed and that it's highly efficient, relatively cleaned or reconditioned. The tim easy to retrofit on the engine and if ing of this maintenance issue could used as a post-turbo application it be based on a) calendar days to also helps to provide a noise reduc coincide with the locomotive shop tion. The disadvantage of this system pings, b) fuel and/or lube oil con is that it is highly susceptible to the sumption quantities and c) the sys sulfur content of the diesel fuel and tem's increase in exhaust back pres the ash content of the lube oil as dis sure that may set off a warning. Any cussed in the following maintenance or all of these intervals will be deter issues. (Figure 4) mined with input from the OEM, the kit supplier and the DPF manufactur DOC Maintenance Issues er. A DOC element must be removed There is a potential safety issue and replaced with a new one if it that must be carefully considered. becomes "poisoned" with the use of This trapped soot material inside the diesel fuel containing high levels of filter structure will most likely be sulfur. The sulfur reacts with the pre considered "hazardous" and will cious metal coating creating a "sul need to be addressed with training fate" layer thus preventing any fur and specialized handling. It may be ther oxidation to occur. The higher beneficial to establish service con the sulfur content, the faster this tracts with the OEM or kit supplier in "poisoning" occurs and the ele order to handle the cleaning and/or ment's service life is dramatically reconditioning of the elements. reduced. The recommended sulfur content is 15 ppm to insure an acceptable service life. Higher sulfur 132 Diesel Mechanical Maintenance Committee levels shorten the life of the catalyst. nitrogen oxides in the exhaust The elements must also be removed stream. The rate at which urea is and physically cleaned at periodic injected and the operating exhaust service intervals in order to remove temperatures are two very critical the lube oil ash contaminant that components of this system. The builds up on the catalyst surfaces. advantages of this system are its very This interval could be as short as 6 high conversion of NOx, it is not fuel months or as long as every two or sulfur or lubricating oil ash content three years and is dependent on the sensitive and can be readily com ash content of the lube oil and the bined with other systems to effi power assembly's oil consumption ciently reduce all pollutants. The dis rate. Another maintenance consider advantage of this system is that it ation for the pre-turbo systems is that requires a complete and separate the elements must be easily infrastructure that must be main removed and replaced with no tained on both the locomotive and resultant exhaust leaks. at the maintenance facility. There is also a potential safety issue with the DOC systems that SCR Maintenance Issues must be carefully considered. The Other maintenance considerations residual materials that have been are extensive. A separate locomotive deposited on the substrate layerswill and facility infrastructure containing also most likely be considered "haz the urea storage units must be care ardous" and will need to be fully maintained. The urea containers addressed with training and special will require special storage and han ized handling. It may be beneficial to dling and therefore training must be establish service contracts with the conducted in both the locomotive OEM or kit supplier in order to han shops and on-board the locomotive. dle the cleaning and/or recondition The locomotive urea storage canis ing of the elements. ters, (estimated to be about 200-300 gallons), and facility storage contain Selective Catalytic Reduction, ers must be maintained in secured (SCR) locations with temperature limits. Selective catalytic reduction They cannot be subject to freezing (Figure 5) is a process to primarily conditions, (-32 deg F) or tempera reduce NOx emissions by introduc tures that are too hot, (+100 deg F). ing a "reductant" such as urea into The urea and water solution must be the exhaust stream where it chemi maintained such that the correct cally reacts with the NOx to form injection ratio is continuously avail N2, C02 and H20. The SCR system able. The urea injection nozzles on also involves a catalytic substrate the engine must be maintained to arrangement that provides the nec ensure proper flow and mixing. A essary reaction surfaces for the urea hot shutdown of the engine may to break down into water and cause urea salts to form and the ammonia and then react with the injectors to plug. The urea injection Diesel Mechanical Maintenance Committee 133 system must be routinely inspected EGR Maintenance Issues and checked to ensure the injection The maintenance issues with EGR is occurring at the proper times in systems are primarily associated with the proper amount. the control valves. Plugging with car Ifeither of these parameters is not bon and soot can frequently occur functioning properly, ammonia slip, and therefore the valves must be (a term meaning raw ammonia is periodically checked and cleaned. being expelled into the atmosphere), Chemical corrosion and heat stress can now occur which represents a can cause the valves to prematurely serious safety issue. As stated earlier, fail. EGR valves require an actuator "ammonia slip" is a term meaning for proper operation which also raw ammonia has escaped without must be routinely inspected. All pip interacting with the exhausts and ing and valves must be periodically may find its way into the operator's checked for leaks that will occur cab. An SCR system will most likely inside the car body. The heat require that a Diesel Oxidation exchangers used to cool the exhaust Catalyst willaccompany the SCRsys will require inspection and mainte tem to clean up any potential nance to ensure proper operation. amount of ammonia that happens to "slip" out Closed Crankcase Ventilation, (CCV) Exhaust Gas Recirculation, (EGR) Closed crankcase ventilation, Exhaust gas recirculation, EGR, is a CCV, although not directly associat flow control device or valve that ed with the exhaust gases, will channels or re-circulates a certain become an important contributor to percentage of exhaust gas back into the overall reduction of the particu the air intake to lower the NOx lev late matter levels. CCV is a system or els. Cooling this re-circulated exhaust device that captures, cleans and gas which now contains less oxygen returns the crankcase blowby gases than the ambient intake air helps to either to the atmosphere or poten lower the peak combustion tempera tially back to the engine through the tures thus further inhibiting the pro air intake system for re-combustion. duction of NOx. A diesel oxidation Generally, the oil mist is either fil catalyst or particulate filter is normal tered or coalesced from the ly used to clean up the exhaust crankcase air that is being drawn out before introducing any of it back into and is then returned to the engine's the engine's intake air system. The sump. The resultant cleaned blowby primary advantage of an EGR system gases are then re-directed to the is a cost effective means of obtaining atmosphere or potentially mixed into a significant NOx reduction. The dis the engine's air intake where the advantage is the resultant fuel penal residual fuel and oil hydrocarbons ty that is usually associated with are burned in the combustion these systems. process. The advantage of this sys tem is that it offers a somewhat sig- 134 Diesel Mechanical Maintenance Committee nificant reduction of PMand it reduces the overall lube oil con sumption of the engine. The disad vantages of this system are that if it fails to operate properly, the engine could shutdown due to crankcase overpressure alarm or engine lube oil could be potentiallysupplied into the intake system which could lead to the inability to shut the engine down or worse yet, an engine run away. CCV Maintenance Issues The maintenance issues related to this system are that the device and any associated valves need to be inspected and checked routinely for proper operation. There are devices or systems that are available that require no routine maintenance but there are others that require filter changes on a scheduled basisto pre vent the engine from a crankcase overpressure shutdown. Conclusion As the EPA locomotive exhaust emission regulations continue to become more stringent, (especially in 2015), the implementation of an exhaust aftertreatment system in some combination or function will be required. The railroads will then be responsible for the proper main tenance of these systems to ensure first and foremost, the safety of the craftsmen, the continuous EPA com pliance for each locomotive and the cost effective means of performing the maintenance requirements. Diesel Mechanical Maintenance Committee 135 Total Railroad Filtration Customers are always #1 at Clark Filter. We are driven to provide fair prices, con sistent quality and the fastest delivery in the industry. ISO 9001 Registered Call us, toll free at 1-800-55-CLARK Or visit our web site: www.clarkfilter.com CLARKFILTER The premier producer of locomotive filters worldwide. 136 Diesel Mechanical Maintenance Committee Trapped PM Plugged Cells PM CO HCs PAHs SO: NO Figure 1: Diesel Particulate Filter Figure 2: Wall Flow and Through Flow Filtering Systems Diesel Mechanical Maintenance Committee 137 Pre-Turbo Concept, courtesy of Post-Turbo Concept, courtesy of Miratech, Corp MotivePower Figure 3: Pre-Turbo vs. Post-Turbo Diesel Oxidation Catalyst Arrangements Figure 4: Diesel Oxidation Catalyst 138 Diesel Mechanical Maintenance Committee BOhE SCR S ECU ' ECU 5 2 i i i UREA ^ (W^CO 8 TANK y r Engine I rasbuauMf* Exte* ♦ . Bhaust &JGINE SCRCATALYST N,Hp Naq Figure 5: Selective Catalytic Reduction Schematic Diesel Mechanical Maintenance Committee 139 III. EPA EMISSION REQUIRE originally manufactured. MENTS FOR LOCOMOTIVES Refurbish: overhauling a locomotive Prepared by using 50-75% new parts. Chuck Moulis, Senior StaffEngineer Previous Emission Standards US Environmental Protection Agency • The previous locomotive emis sion regulations (Figurel) John G Hedrick, required existing locomotives Principal Engineer ordinally manufactured from Medium Speed Diesel Engine Group 1/1/1973 to 12/31/2001, (with Department of Engine Design and some exceptions), to reduce the Development Engine, Emissions and level of the Oxides of Nitrogen, Vehicle Research Division (NOx), emissions to 9.5 Southwest Research Institute gms/bhp-hr when remanufac- tured, with no particulate, (PM), Ted £ Stewart P.E., emission required. VP Engineering and Operations • The primary NOx control tech Advanced Global Engineering nologies for these Tier 0 engines were delaying the start Introduction of ignition, (injection timing This presentation is being provid retard) and/or the incorporation ed by the US Environmental of improved engine intake air Protection Agency as a Rail Industry cooling. update for the New Locomotive • The newly manufactured loco Exhaust Emission Regulations. This motives that fell under the Tier overview provides additional infor 1 and Tier 2 timeframes were mation on the following three topics: required to meet much tighter a) Background on the existing pro standards. gram, b) the New Standards and c) Other New Requirements. Remanufacturing Program As an introduction to this presen • The remanufacturing program tation, several locomotive regulatory was based on the requirement definitions have been improved to use EPA Certified Kit designs upon to provide clarification of pre whenever the remanufacturing vious explanations, see also Part of the locomotive engine 1033.901 Definitions. occurred. • Clean emission reduction kit Remanufacture: replacing all of an designs are approved by the engine's power assemblies, whether USEPA based on prototype test all at once or in several steps. data and can be certified by any Useful Life: the interval between the of the following: a) the OEMs, times of remanufacturing. b) the Railroads and c) the after- Tien the set of standards based on market suppliers. the year that the locomotive was • The Certificate Holder is 140 Diesel Mechanical Maintenance Committee responsible for the effectiveness aftertreatment catalyst-based of the emissions reduction kit standards for future Tier 4 loco design. motives will take affect • The Railroads can then choose • The New Standards leave most from any certified emissions of the existing program struc reduction kit design on the mar ture unchanged. ket or certify its own design. • The Railroads/Rebuilders are Phase in of the New Tier 0, then required to follow the Tier 1 and Tier 2 Standards Certificate Holder's instructions • New Tier 0 and Tier 1 Standards for emission related parts and will take effect as soon as the adjustments when remanufac new emission reduction kit turing the locomotives and designs can be certified for locomotive engines. each engine family. Maintenance Requirements • The Railroads would be • The Locomotive Owners/ required to meet the new stan Operators are responsible for dards in 2008 and 2009 if a the proper maintenance of new kit design has been certi those locomotives and engines fied, otherwise the previous that were remanufactured with standards would apply until a certified emissions reduction 1/1/2010 when these new stan kit dards become mandatory. • The Locomotive Owners • The New Tier 2 Standards /Operators are generally become mandatory on required to follow the 1/1/2013. Certificate Holder's maine- nance instructions and were How will these New Standards also permitted to use OEM affect the Tier 0 and Tier 1 equivalent parts. locomotives? • The Locomotive Owners • The new NOx standards for the /Operators were required to Tier 0 engines will require the keep basic maintenance application of previous Tier 1 records for every certified loco technologies. motive and engine, Section • The new PM standards for Tier 92.1004. 0 engines will require better New Emission Standards control of lube oil consumption, • The EPA has recently set new both in the cylinder's chamber exhaust emission standards for the and the crankcase blowby. locomotives: (Figure 2). • Both Tier 0 and Tier 1 may • The New Standards are being require the addition of phased in from 2008 through Electronic Fuel injection and 2013. recalibration. • In 2015, the first exhaust Diesel Mechanical Maintenance Committee 141 How will these New Standards to restrict the use of a certi affect future locomotives? fied part during remanufac • Tier 4 standards will start in turing. 2015 but are applicable to loco c. The part manufacturer agrees motives originally manufactured to accept specific liability for in earlier years. emission performance of its • Tier 4 locomotives will include "certified" part catalytic exhaust aftertreatment • Refurbished Locomotives, see Part systems, such as particulate fil 1033.640. ters for the remediation of soot a. Standards apply based on the and oil in the engine's exhaust. value of the parts that are • Tier 4 locomotives will also replaced. require an on-board supply of i. 0-50% new parts=> "remanu- Urea (Ammonia) for the facutured" Selective Catalytic Reduction, ii. 50-75% new parts=> "refur SCR, system required for ultra bished" low NOx control. iii. 75-100% new parts=> "fresh ly manufactured" Other New Regulations b. Refurbished Switch locomo Simplified Railroad Certification tives: see Part 1033.240. i. Must meet Tier 0 through a. Railroads can already certify 2014 their own engine families. ii. Must meet Tier 3 in 2015 This new provision makes it and later easier. c. Refurbished LineHaul locomo b. This provision allows the use tives: of parts from aftermarket i. Must meet same standards suppliers instead of OEM as as freshly manufactured loco well as reconditioned parts motives instead of new. ii. Special allowances for loco c. This provision gives the rail motives below 3000 hp prior roads additional control of to 2015 the process. • Small Railroad Definition, see Part Aftermarket Parts Certification, 1033.901 Definitions. see Part 1033.645. a. The new explanation limits the a. Voluntary part certification definition of "small railroad" to allows the component parts Class III railroads that classify as manufacturer to voluntarily small business. certify its component part •Revised In-Use Testing based on engineering analy Requirements, see Part 1033 sis showing complete equiva Subpart E. lency. a. The new requirements provide b. The OEM (or other Certifi a reduced testing rate and a cate Holders) is not allowed more flexible program for rail 142 Diesel Mechanical Maintenance Committee roads compared with the exist - ing in-use testing program. • Special Provisions for "gen-set" Switchers, see Part 1033.625. a. Special provisions have been provided to allow the manufac - ture of new Switchers using non-road certified gen-set engines. Fore more information: General EPA Information: www.epa.gov Locomotive Specific Information: www.epa.gov/otaq/locomotv.htm Diesel Mechanical Maintenance Committee 143 Previous Emission Standards LineHaul PREVIOUS REGULATIONS 40CFRPart92 (effective 1/1/2002) hp> 2350, kW> 1750 TlerO Tlerl Tier 2 existing new new Model year 1973r2001 2002-2004 2005-2011 Emissions, gms/bhp-hr NOx 9.50 7.40 5.50 PM 0.60 0.45 0.20 CO 5.00 2.20 1.50 THC 1.00 0.55 0.30 Smoke, percent opacity Steady 30 25 20 30 sec 40 40 40 3 sec 50 50 50 Switcher PREVIOUS REGULATIONS 40CFRPart92 (effective 1/1/2002) 1006 TlerO Tierl Tier 2 existing new new Model year 1973-2001 2002-2004 2005-2011 Emissions, gms/bhp-hr NOx 14.00 11.00 8.10 PM 0.72 0.54 0.24 CO 8.00 2.50 2.40 THC 2.10 1.20 0.60 Smoke, percent opacity Steady 30 25 20 30 sec 40 40 40 3 sec 50 50 50 Figure 1 144 Diesel Mechanical Maintenance Committee New Emissions Standards LineHaul 40CFR Part 1033 (effective 5/6/2008) hp> 2350, kW> 1750 TlerO*1 Tierl*1 Tier2+§ TierS* Tier 4 existing existing existing/new new new 1973-1992' 1993'-2004 2005-2011 2012-2014 2015-later Emissions, gms/bhp-hir NOx 8.00 7.40 5.50 5.50 1.30c PM 0.22 0.22 0.10d 0.10 0.03 CO 5.00 2.20 1.50 1.50 1.50 THC 1.00 0.55 0.30 0.30 0.14° Smoke, percent opacity 30 25 20 20 20 40 40 40 40 40 50 50 50 50 50 Switcher 40CFR Part 1033 (effective 5/6/2008) 1006 < hp < 2350,750 < kW > 1750 TlerO*1 Tier1*' Tier 2+' Tier 3 Tier 4 existing existing existing/new new new *1973-2001 2002-2004 2005-2010 2011-2014 2015-later Emissions, gms/bhp-hi NOx 11.80 11.00 8.10 5.00 1.30° PM 0.26 0.26 0.13b 0.10 0.03 CO 8.00 2.50 2.40 2.40 2.40 THC 2.10 1.20 0.60 0.60 0.14° Smoke, percent opacity 30 25 20 20 20 40 40 40 40 40 50 50 50 50 50 Figure 2 Diesel Mechanical Maintenance Committee 145 Railroad Friction Products Corporation Introduces the COBRA® Locomotive DayOne TreadGuard™ brake shoe For Additional Information contact our Sales Department [email protected] (910)844-9700 Railroad Friction Products Corporation PO box 1349 (910) 844-9700 Laurinburg, NC 28353 Fax (910) 844-9733 www.rfpc.com [email protected] Registered Firm ISO 9001-2000 AARM-1003 COBRA" is a registered trademark of Railroad Friction Products Corporation. TREADGUARD'Mis a trademark of Railroad Friction Products Corporation 146 Diesel Mechanical Maintenance Committee iV. AIR COMPRESSORS cylinder models with low, medium BEST PRACTICES and high base configurations. IDENTIFICATION AND Reciprocating compressors have low MAINTENANCE, PART I pressure and high pressure cylinder Prepared by heads, each with intake and exhaust lames Sherbrook, valves; they have either single end or LOCODOCS, Inc. double end crankshafts. Each com pressor has its own oil pump and Introduction pressure lubricating system (GP38- A clean, dry, reliable source of 2). Internal oil pumps are either of a compressed air is essential to a strap plunger style or a gear crank healthy locomotive. Air allows each shaft driven style. locomotive's electrical control, auxil A rotary screw style air compres iary equipment and braking systems sor is being introduced on modern to function. Without air, the locomo and "green" locomotives. Rotary air tive's ability to operate and stop will compressors are positive displace be hindered. This paper will provide ment compressors in either single an overview of air compressor types, stage helical or spiral lobe configura air compressor drives, suggested pre tions. With current industry trends to ventative maintenance practices and increase duty cycle and reduce maintenance strategies. maintenance, the rotary screw com pressor may prove itself to be a Air Compressor Types viable alternative. Rotary screw com Two general types of locomotive pressors consist of two rotors within compressors are currently in use in a a casing. The rotors compress air variety of configurations and appli internally without valves. Rotary cations: reciprocating and rotary compressors are oil cooled (with air screw. cooled or water cooled oil coolers) Reciprocating two stage air com where the oil seals the internal clear pressors are positive displacement ances. Cooling takes place inside the machines; reciprocating meaning compressor minimizing extreme that the air compressor increases the operating temperatures; therefore, pressure of the air by reducing its rotary compressors are a continuous volume (Engineering/M.I. 1110). duty compressor (Engineering). Locomotive reciprocating two stage Reciprocating two stage air com air compressors can be broken pressors have been installed on most down into two main categories: air diesel locomotives over the past 60 cooled and water cooled (GP15-1). years. The concentration of this Air cooled compressors can be iden paper will deal with reciprocating air tified visibly by their finned cylinder compressors. heads. Water cooled air compres sors cylinder heads are smooth. Air Air Compressor Drives and water cooled air compressors Air compressors are driven by the come in two , three, four and six diesel engine directly or independ- Diesel Mechanical Maintenance Committee 147 ently by an alternatingcurrent (AC) - clutch magnet valve (CLU) (2L-95), single phase single speed (Triangle) and main reservoir pressure trans or three phase two speed ducer (MRPT) (S00049EP). (S00049EP) motors. Directly driven Older style compressor systems compressors are mechanically con are simplistic and controlled solely nected to the diesel engine through by an air compressor air governor a series of shafts, couplings and/or v- and safety relief valves. The governor belts, or air released compressor is connected to the main reservoir. clutches (S00049EP), either from the When main reservoir pressure reach engine crankshaft or off the main es 130 psi, the governor actuates the generator (M.I. 1110). Other appur unloader. The unloader holds the tenances, such as traction motor intake valves open in the compres blowers or cooling fans, may also be sor, preventing it from pumping air. powered by the compressor. When main reservoir pressure falls Directly driven compressors add below 120 psi, the governor cuts off drag to the diesel engine decreasing the air supply to the unloader and horsepower. AC - single phase motor the compressor resumes delivering driven compressors are not mechan air(SW1). ically connected to the diesel Compressor control systems have engine. Power is provided from a grown building off the simplistic air companion alternator that is physi valve controlled. An upgrade added cally connected to but is electrically a compressor control switch (CCS) independent of the traction alterna to the system. From there, additional tor (S00049EP). As a self contained sensors, transducers, electrically system, AC - single phase motor driv operated air control magnet valves en compressors neither add diesel and computer interfacing was added engine drag nor decrease horsepow to modernize compressor control er. systems. Air compressors are controlled by EMD's SD70MAC uses a comput a variety of different means from er control system, EM2000, to regu simplistic systems with air regulating late operation of the AC motor driv governors to computer based sys en compressor by adding a main tems controlling the compressor reservoir pressure transducer to the control logic: switches, contactors, compressor control switch circuit. magnet valves and solenoids. Such Three phase, 230 volt (V) AC com control logic devices include: com pressor motors are controlled pressor control switches (CCS) through the air compressor slow (S00049EP), compressor control speed (ACSS) contactor allowing the magnet valve (CMV on Electro- motor to come up to speed before Motive Diesels (EMD) or MV-CC on the compressor is placed under load. General Electrics (GE) (M.I. 1144 / The two speed motor capability is S00049EP), compressor governor controlled through the use of two switch (CGS) (GEMS 6), compressor additional contactors (S00049EP). load request relay (CRL) (S00049EP), General Electric AC Evolution 148 Diesel Mechanical Maintenance Committee Series locomotive also uses an AC (DOT) Federal Railroad electric motor to drive the air com Administration (FRA) Code of pressor. Motor speed and compres Federal Regulations (CFR) Railroad sor loading are controlled through a Locomotive Safety Standards - Part computer system called Smart 229 do not apply. Captive locomo Display Panels (SDIS). The SDIS con tives do not leave private property. trols the compressor drive contactor Regardless of a locomotive's regula energization through an air reservoir tory status, FRA or non-FRA gov pressure sensor (ARPS)to start he erned, a consensus of necessary pre AC motor. The SDIS then de-ener ventative maintenance practices can gizes the compressor magnet valve be divided into two categories: basic (CMV), which allows the compres maintenance and storage. sor to load. The SDIS also monitors and regulates motor speed (GEJ- Maintenance Supplies 6845). Basic air compressor maintenance can be performed on a calendar day Suggested Preventative (FRA governed) or a per hour usage Maintenance Practices (non-FRA governed) plan. Assuming Preventative maintenance prac a locomotive is used daily, a calen tices vary from Class I, IA, II, III, dar day plan is easiest to implement. Regional and Short Line railroads Calendar day scheduled inspections and by regulatory status. For suc include: daily, monthly, 92 day, semi cessful locomotive operation, the annual, annual, biannual and trienni locomotive owner must: al. Maintenance differs at each inter val. 1. Provide knowledgeable, super Before performing basic air com vised work force. pressor maintenance, a general 2. Provide adequate maintenance guideline should be followed: facilities, specialty tools, repair supplies and appropriate renew 1. Never mix crankcase oil or lubri al parts. cants of different grades or 3. Provide air compressor consum brands (M.I. 1752). able supplies: filter elements, oil 2. NEVER OVERFILL - too much and coolant treatment (if water lubricant can be as harmful as cooled). too little. 4. Perform inspection and mainte 3. Clean grease fittings before nance according to an appropri adding grease. ate schedule, while retaining 4. Clean equipment covers if records of maintenance per removed during servicing. formed (GEK-76716). 5. Always use clean containers to transport bulk oil and lubricants Captive locomotives fall into a cat (GEK-76716). egory of their own since United 6. Always service the air compres States Department of Transportation sor with the locomotive SHUT Diesel Mechanical Maintenance Committee 149 Triangle Water Humps. Exceeding Expectations. Triangle Engineered Products Company New, high capacity water pumps are available specializes in the manufacture of new and every pump, new or remanufactured, is and the remanufacture of locomotive subjected to a operating test which monitors water pumps. both water pressure and output. All water pumps meet or exceed OEM specifications. All remanufactured pumps receive new gaskets, shaft nuts, seals, stationary bushings, For component parts, rebuild kits, or shaft bearings, springs and hardware. complete water pumps, Triangle Engineered All pumps feature computer balanced shaft Products Company meets all your needs! assemblies. Brand new impellers, pump housings, gears, impeller housings, and shafts are available from stock to replace 7 Triangle Engineered Products Co. non remanufacturable components. 701 Maple Lane Bensenville, Illinois 60106 (630)860-5511 150 Diesel Mechanical Maintenance Committee DOWN, reverser centered, II. Every month (30 days) or unless otherwise specified. 15,000 miles: Apply the locomotive hand The air filter dryer system should brake. Cut off all power to the have the following main tenance per compressor. Apply wheel formed monthly: chocks to the locomotive to 1. Check humidity indicator condi prevent potential movement. tion. Apply "WARNING" placards 2. Cycle towers. about the locomotive indicat 3. Test function of precoalescer ing that work is to be performed drain and sump purge valves (M.I. 1300). (S00049EP). Basic Maintenance III. Every 92 days or 45,000 miles: For peak air compressor efficien 1. Sample compressor crankcase cy, a maintenance program such as oil and send for analysis (M.I. detailed below should be imple 1144). mented: 2. Verify that mechanical gauges function properly I. Daily: (49CFR229.25). 1. Check the oil level. Compressor oil level can be deter 3. Visually inspect lines, connec mined at any time with the compres tions and equipment for leaks: sor running or stopped. If the com oil, water and air (M.I. 1777A). pressor has a float gauge, the needle 4. Visually inspect direct drive must be kept within the green components including coupling "RUN" range (M.I. 1100). If checked grommets, fasteners, Fast or while running, center the reverser, Falk members. If the direct drive apply the brakes and set the throttle system is equipped with an air at IDLE (RAILS-302). Verify the fill compressor clutch, routine is mark (air compressor crankcase dip limited to periodic inspections stick, sight glass or gauge). If the and functional tests of the level is low, add appropriate oil until clutch and its air control system within the "SAFE" range on the dip during normal shutdown peri stick. Ensure the dipstick has been ods for service (M.I. 1145). wiped clean and is fully seated when Note any unusual noises during taking readings (GEK-76313). Do not operation. Record the friction overfill. wear plate measurement (M.I. 2. Drain condensate. 1777A). Under normal locomo Drain the compressed air system tive and air compressor operat daily. The manual main reservoir fil ing conditions, the friction plate ter drain valves should be opened gap change rate is 0.003 to daily to ensure proper operation 0.005 inches or less per month (S00049EP/GP38-2). (2L-95). Visually inspect mechanical drive couplings for Diesel Mechanical Maintenance Committee 151 ROCKER ASSEMBLIES & VALVE BRIDGES t 8085260 8085260 HEAVY VALVE BRIDGE THIN VALVE BRIDGE *M-J:. •:;:-x»v ROCKER ASSEMBLIES AND BRIDGES REBUILT TO THE QUALITY YOU DEMAND. CONTACT YOUR "REA" REPRESENTATIVE TODAY RAILWAY EQUIPMENT ASSOCIATES WWW.SCTCO.COM A Division of Standard Locomotive Group 8000 South Madison Street Burr Ridge, IL 60521 Phone: 630-654-0501 Fax: 630-654-3929 E-mail: [email protected] 152 Diesel Mechanical Maintenance Committee wear. If grease type, inspect for Close and latch the housing to pre leaks. If leak is evident, clean vent unfiltered air from entering the grease fitting and reapply compressor. Unfiltered air will wear appropriate long term grease the compressor out more quickly (LTG)(Falk 438-110). (GEMS 7). If equipped with early 5. Visually inspect and manually model air intake screens instead of test the MV-CC (S00049EP). air intake filters, clean screens and 6. AC motor driven - inspect elec reapply oil (M.I. 1724). trical connections, verify con 2. Inspect operation of unloaders. tact tips are clean. Inspect intercooler exterior and 7. Test air compressor operating clean. If so equipped, inspect parameters (see normal operat and clean aftercooler exterior ing conditions below). (M.1.1300). 8. Test safety valves (see intercool- 3. If the direct drive compressor er safety valve section below). turns additional accessories (traction motor blowers and IV. Every six months (184 days) cooling fans in EMD switching or 90,000 miles: locomotives) through sheaves 1. Change air compressor oil, and v-belts, visually inspect v- oil filter and air filter. belts. Tighten if loose. Replace if Air compressor oil filter/s worn. (M.I. 1203/M.I. 1724). should be changed out at least once every six months and every time the V. Annually (365 days) or oil is changed. Aircompressor air fil 180,000 miles: ter element/s should be changed 1. Clean main reservoir filtering every 180 days. Air compressor devices of dirt collectors. Repair and crankcase oil should be changed at replace as required least once every six months or as oil (49CFR229.27a1). analysis trending dictates (GEMS 7). 2. Clean and test safety valves The six month inspection should (49CFR229.27a2). include visually inspecting the air 3. Perform compressor orifice test compressor for unusual damage or ing as a means to measure its condi operation (GEK-76313). The tion, as outlined in the DOT rulings crankcase interior should be thor (Ml 1144/49CFR230.71). oughly cleaned by flushing the 4. Change air dryer system filter crankcase with a petroleum solvent (S4000EP). then wiping the interior clean with 5. Open water cooled compressor lint free, bound edge towels before liner access covers and flush sedi adding new oil (M.I. 1100). ment. When installing a new air filter, be Flush sediment from cylinder liner sure to completely remove the old water passages on WLN, formerly filter. Clean the housing of any and WBO, and WLG, formerly WBG, air all dirt, oil and debris. Properly seat compressors. If not equipped with the new filter within the housing. low sludge cylinders or deflector Diesel Mechanical Maintenance Committee 153 Stops Leaks. Stops Leaks. NO DROPS. NO DRIPS. NO DRIBBLES. Aleak-free enginel All the wayl New gasketing and sealing materials make leak-free engines possible, practical and already rolling. Our exclusive Swellex™ gaskets and Durogard seals will stop all oil leaks i from diesel locomotives. No drops. No drips. No dribbles. The cost is minor. The savings i are major. The proof is convincing. And part ofour world is cleaner. No wonderrailroaders callthem their mean (or Railroads. "diesel diapers." We don't mind. DURO\ COMM/Vr 12312 ALAMEDAOBIVi • sTOONOSVIlit OHIO44186 • 44MHMH0• 1-M0-OMM0• MX440-MM77S 154 Diesel Mechanical Maintenance Committee kits, water should be directed into head, socket head bolts are also the lower liner area through the grade eight) bolt torque values range water inlet passages and inspection between 685 to 735 Lb.-Ft. (LSM- ports to flush the accumulated mate 1987). When a torque wrench is rials. WLN and WLG compressors unavailable, a service technician can are equipped with gear driven style exert a pull of around 125 Lb.-Ft. on oil pumps and low sludge cylinders a wrench handle which, when multi (M.I. 1805-1). Ifthe WBO or WBG is plied by the wrench length in feet, not equipped with a sediment results in the approximate torque removal water jacket system, conver produced in Lb.-Ft. (SMI-00013D). sion kits can be ordered. Use part For compressors installed in EMD number 8498379 for WBO com locomotives, the compressor mount pressors and 9083385 for WBG ing bolt torque range is between 300 compressors (14L74). to 330 Lb.-Ft. for 7/8" - 9 mounting 6. Clean oil pump strainer, and if bolts (7/8" - 9 x 3-1/4" grade five necessary replace (M.I. 1300). bolts) (No. 90). If equipped with 7. Check the operation of the 3/4" -10 mounting bolts, the torque purge valve heater, if so equipped value is 165 Lb.-Ft. (LSM-1987). (M.I. 1300). For compressors installed in GE 8. Clean magnet valves and locomotives, the compressor mount replace the "O" ring and seats (M.I. ing bolt torque range is between 400 1740). It is not necessary to com to 500 Lb.-Ft. for standard mounting pletely disassemble the solenoid bolts (1" - 8 x 4-1/2" grade five bolts) valve and replace the coil. Test for (LSM-1987). proper operation (M.I. 4707). Direct drive compressors are con 9. Inspect and clean all air com nected to the locomotives diesel pressor switch gear contact tips. engine by a shaft and coupling Replace as required (M.I. 1738/M.I. arrangement. Couplings have no 5511). radial flexibility but some angular 10. Replace ACmotor brushes (M.I. flexibility. Although a coupling can 1739). withstand some misalignment, the 11. Verify air compressor alignment shafts must still be aligned as accu and torque mounting bolts. rately as possible. Precise alignment For general reference, bolt torque reduces coupling and shaft stress, values for 1" - 8 threads per inch thereby minimizing vibration. medium carbon Society of Although rotating system alignment Automotive Engineers (SAE) (grade is usually performed on coupling sur five noted by three radial lines faces, the real concern is shaft align embossed on the bolt head) bolts ment. It is often more convenient to range between 440 to 490 foot attach dial indicators to coupling pounds (Lb.-Ft.). 1" - 12 threads per faces than to the machine shaft (M.I. inch alloy steel (SAE grade eight 1753). Alignment of the compressor noted by an embossed "X" or six to the diesel engine is accomplished radial lines embossed on the bolt by ensuring the diesel engine is first Diesel Mechanical Maintenance Committee 155 properly torqued down to the loco Verify measurements by taking a motive frame (M.I. 1776). second set of readings. If readings Verify that the air compressor still exceed 0.020 inches, refer to the drive shaft couplings are installed appropriate OEM instructions for (Falk, Fast or rubber grommet type) removal and reinstallation of air com with coupling bolts torqued to 100 pressors. Alignment of the compres Lb.-Ft. Verify alignment of air com sor will be required as if installing a pressor and diesel engine couplings replacement compressor. In EMD twice. The first verification should switching locomotives, any mainte measure length and distance nance requiring the movement of between the coupling and shaft. The the air compressor will also require second should check radial and an alignment verification of the cool angular misalignment. The radial ing fan and pedestal assembly (M.I. dimension is measured outward 1753). from the center of the shaft in a After alignment verification, plane perpendicular to the shaft's torque the compressor mounting main axis. Radial misalignment bolts to the locomotive frame by the means a difference in the position of following torque values: the rotating axis of one shaft from a For EMD switching locomotives reference point. The angular dimen equipped with front end cooling sion is measured from a reference fans, the air compressor has a drive axial centerline (Axial is measured sheave that connects to the cooling back and forth along the rotating fan through a series of v-belts. The axis of the shaft). Axial misalignment three sheaves from the air compres means the position of the whole sor, fan drive and idler must be shaft must be shifted in the direction aligned so that the finished faces of of its length.) to the actual shaft or the three sheaves are in the same coupling rotational axis.Angularmis plane within 0.060 inches (M.I. alignment refers to the angle one 1203). The air compressor drive shaft makes with another shaft at sheave retaining nut should be their coupling interface (M.I. 1753). torqued to 500 Lb.-Ft. (M.I. 1753). To verify air compressor coupling The cooling fan driveshaft angular angular alignment, two dial indica alignment must not exceed 0.020" tors (EMD#8255423) will be neces (M.I. 1765). sary. Attach a dial indicator on each Mechanical drive couplings should coupling flange against the face of be visually inspected for alignment the mating flange within the same and wear. If equipped with Falk or plane. Mount the indicators on Fast couplings, LTG should be reap brackets and set the dial to zero at plied. Disassemble coupling. Check the 12 o'clock position. During shaft for wear. Replace worn parts. Clean rotation, record indicator readings grease from coupling and repack every 90°. All readings must be with with new LTG. Install new gasket. in 0.020 inches. This measurement Tighten all fasteners to proper torque must not be exceeded (M.I. 1753). values (Falk 438-110). 156 Diesel Mechanical Maintenance Committee 12. Note air system cleaning and lubricated and the parts that can testing on the Blue Card Form FRA deteriorate with age must be F6180-49A (49CFR229.27a3). replaced (49CFR238.309). 2. Overhaul entire air dryer system VI. Biennial (736 days) including: or 360,000 miles: A.Replace all seals, gaskets and 1. Brake valve change out: seats. For locomotives equipped with B. Renew desiccant canisters. 24RL, 6BL and 14EL or equivalent C. Renew tower purge valves. brake systems, all of the locomo D.Renew precoalescer drain valve. tive's brake system pneumatic com E. Renew inlet and outlet check ponents that contain moving parts valves. and are sealed against air leaks must F. Renew solenoid valve. be removed from the locomotive, G.Replace regenerating orifice. disassembled, cleaned, lubricated H.Renew desiccant compactor. and the parts that can deteriorate I. Perform control circuit opera with age must be replaced tion. Replace the circuit board if (49CFR238.309). a malfunction occurs. 2. Test the main reservoirs per J. Renew filters (S00049EP). 49CFR229.31. 3. Clean and inspect the unloader 3. Inspect inlet and discharge mechanism (M.I. 1300). valves (GEK-76313). 4. Verifyintercooler pressure relief WABCO recommends replace valve functions. Replace if valve ment or overhaul of all discharge malfunctions (M.I. 177A). valves on its compressors biannually 5. Renew all air compressor valves (M.I. 1300). (M.1.1300/M.1.1144). 4. Clean and inspect the unloader 6. Note brake valve change out on mechanism (M.I. 1300). the Blue Card Form FRA F6180-49A 5. Replace the crankcase breather (49CFR238). valve (M.I. 1300). 6. Note brake valve change out on VIII. Every six years or the Blue Card Form FRA F6180-49A 1,080,000 miles: (49CFR238). EMD suggest to overhaul air com pressors, as well as all direct drive VII. Triennial (1,104 days) coupling components every six years or 540,000 miles add: or 1,080,000 miles (M.I. 1724/M.I. 1. Brake valve change out: 1776). For locomotives equipped with GE suggest to overhaul air com 26L or equivalent brake systems, all pressors every eight years. The inter of the locomotive's brake system cooler should be replaced every pneumatic components that contain 26,000 motoring watt hours moving parts and are sealed against (MWHrs) of operation. It is suggest air leaks must be removed from the ed by the OEM to overhaul the air locomotive, disassembled, cleaned, compressor AC motor on an eight Diesel Mechanical Maintenance Committee 157 year schedule. Air compressor con Remove the air compressor inlet tactors should be rebuilt every 12 valves. Spray the pistons and cylin years (GEK-76716). der walls with a petroleum based *Notation: Actual time periods anti-rust solution. Reinstall the inlet between overhauls must be estab valves. Tape over the air filter inlet lished by the user based on user con openings with a pressure sensitive ditions and experience (M.I. 1300) tape (GEK-61240E). Apply a "DO NOT START" tag to the crankcase Storage dipstick. Locomotive storage preparation Apply a light coat of petroleum procedures for air compressors is jelly on contact tips. Wrap compres determined by the length of time the sor control contactors, relays and locomotive will be stored and loco magnet valves with MIL-B-131 barri motive storage location related to er material and seal with a pressure inclement weather (GEK-61240E). sensitive tape. Cover compressor Short term storage will be defined related switch boxes and electrical as storing a locomotive for six receptacles with MIL-B-121 barrier months or less. To prepare the air material and seal with a pressure compressor, spray compressor lubri sensitive tape (M.I. 1726). cating oil into each intake pipe for a If the compressor is directly driven period of three minutes while the with v-belts, remove the v-belts and compressor is rotating and loading. store in a flat position. Coat all DO NOT rotate or restart the air sheaves with a corrosion preventive compressor after applying lubricat compound. Coat metal portions of ing oil into the intake pipes. Drain all all compressor couplings with a cor air lines of water. If the air compres rosion preventive compound, wrap sor is a water cooled compressor, with VPI-B and seal with a pressure also drain the coolant system. It is sensitive tape (M.I. 1726). strongly recommended that each Inspect long term storage prepara locomotive in storage is inspected tion methods after three months. monthly during the early portion of Inspect compressor and related storage to evaluate preparation, components for corrosion; corrosion determine the lasting qualitiesof the should not be found. If found, reap preparations and make corrections ply long term storage methods where necessary (GEK-61240E). implemented previously. Replace all Long term storage will be defined disturbed sealing materials and as storing a locomotive for more repeat inspection every six months than six months. To prepare the air thereafter (M.I. 1726). For storage compressor for long term storage, periods beyond one year, each loco drain the crankcase oil. Spray the motive should be reactivated and crankcase interior, including any the short term or long term storage exposed machined surfaces (cylin process repeated (GEK-61240E). der walls, pistons and rods) with a When removing a locomotive petroleum based anti-rust solution. from storage, air compressors should 158 Diesel Mechanical Maintenance Committee be removed of all protective wrap Regulated locomotives, notate on pings, seals and covers applied for the Blue Card (Form FRA F6189- storage. Reinstall any and all external 49A) the number of out-of-use days. air hoses that may have been A carrier supervisory employee removed. Verify filters are in place. responsible for the locomotive must DO NOT change the oil filters at this attest to the notation and sign the time. Fill the air compressor Blue Card (49CFR229.33). crankcase with the appropriate oil. After installation of new parts, gen Visually inspect drives. Add appro eral overhaul or compressor replace priate lubricant if required. Remove ment, the following steps should be the "DO NOT START" tag from the taken: air compressor dipstick (GEK- 1. Inspect the air compressor for 61241G). visible damage during transport, If reactivating a water cooled air repair or remanufacture. compressor, fill the cooling system 2. Renew filters. with an alkaline based cleaning solu 3. Fill crankcase oil with appropri tion (1 oz. of cleaner per gallon of ate oil to within the "SAFE" water). A cleaner, such as one used mark on the dipstick. for washing the exterior of the loco 4. Turn the compressor over by motive carbody, is recommended. hand to ensure everything is When the locomotive is operable, free and in working condition. warm up and run the locomotive for 5. Install and align the air com one hour ensuring the water travels pressor driveshaft per the prop through the entire coolant system. er OEM installation and align Store the engine and drain the cool ment publication. ing system. Further flushing is NOT 6. Connect the unloader air sup required. Refill the cooling system ply, inlet filter and discharge air with treated water (GEK-61241G). piping (GEK-76313). Before returning the locomotive to service, further air compressor main When storing remanufactured tenance is required. Replace all air fil compressors in inventory in highly ter elements. For air cooled air com damp or coastal climates, it is rec pressors, run the compressor for ommended that each compressor approximately one hour to cycle the be test run under load for one hour crankcase oil removing storage for each 20 to 90 days of storage to preservatives. It is not necessary to prevent minute rust areas from form cycle the crankcase oil for water ing in cylinders and on valves. For cooled compressors, as crankcase indefinite storage, compressors oil was cycled during coolant system should be protected against rust A preparation. Drain cycled air com petroleum based anti-rust solution pressor crankcase oil. Change oil fil should be applied internally. The ters. Refill the air compressor breather cap, all safety valves and crankcase with new appropriate oil connection openings should be (GEK-61241G). For Federally sealed with a pressure sensitive tape Diesel Mechanical Maintenance Committee 159 (M.I. 1100). WBO. WXO. WXE. WBG. WXG. In conclusion, a clean dry reliable ABO. API and ADX. Revision A, source of compressed air is essential (November 1961): 1 and 4. to a healthy locomotive. Air allows EMD M.I. 1144, Air Compressor each locomotive's electrical control, Models WBO and WBG. Revision A, auxiliary equipment and braking sys (June 1976): 5, 7, 8 and 13. tem to function. Without air, the EMD M.I. 1145, Air Compressor locomotive's ability to operate and £!uldUUndated):1. stop is hindered. With the integra EMD M.I. 1203, Fan Shaft tion of computerized technology, Barings, (February 1979): 2 and 5. trending towards AC motor drive ver EMD M.I. 1300, 3CD Type Air sus direct drive compressor applica Compressors. (January 2002): 20-22. tion and increasing duty cycles while EMD M.I. 1724, Scheduled reducing maintenance, a consistent, Maintenance Program SW1000 - documented, easy to follow mainte SW1001 - SW1500 - SW1504 - nance and storage plan must be out MP15(Da. Revision C, (August lined for all facets of the railroad 1980): 2, 6-8, 10 and 12. industry's maintenance personnel to EMD M.I. 1726, Locomotive follow in order to help ensure reli Storage Procedures. Revision B, able motive power. (February 1979): 2, 4, 5-8. EMD M.I. 1738, Scheduled Resources Maintenance Program Blower-Tvpe United States, Code of Federal GP & SD Model Locomotives - 645 Regulations: Title 49. Railroad Engines. Revision E, (December Locomotive Safety Standards, Part 1980): 7, 8, 11 -13. 229 (49CFR229), (September 18, EMD M.I. 1739, Scheduled 2006). Maintenance Program MP15AC. United States, Code of Federal (January 1976): 6, 7, 10 and 11. Regulations: Title 49. Steam EMD M.I. 1740, Scheduled Locomotive Inspection and Maintenance ProgramTurbocharged Maintenance Standards F. GP. &SD Model Locomotives - (49CFR23P), (October 1, 2003). 645E3 Thru 645E3C Engines. United States, Code of Federal Revision J, (Undated): 8, 9, 12 -14. Regulations: Title 49. Passenger EMD M.I. 1752, Lubricating Oil for Equipment Safety Standards Domestic Locomotive Engines, (49CFR238). (October 1, 2003). Revision L, (Undated): 3. Electro-Motive Division (EMD), EMD M.I. 1753, Alignment of Maintenance Instruction (Ml) M.I. Locomotive Rotating Equipment. 1100, Air Compressor-Exhauster Revision F, (June 1983): 1 - 7, 9 and Models WXOV. ABOV. ADIV-8100 18. Series ADIV-840Q Series, Revision E, EMD M.I. 1765, Alignment of (September 1983): 6, 9, 13, 14, 20, Rotating Equipment. Revision C, 26 and 28. (July 1979): 7 and 8. EMD M.I. 1110, Air Compressors EMD M.I. 1776, Scheduled 160 Diesel Mechanical Maintenance Committee Maintenance Program Turbocharged EMDSD70MAC Locomotive GP & SD Model Locomotives Service Manual, S00049EP, (645F3. F3A & F3B Engines). "Electrical Equipment," Section 8, (January 1983): 8, 11, 12, 14. 3rd Edition, (August2000): 14, 74 - EMD M.I. 1777A, Scheduled 76. Maintenance Program 60-Series GP EMD SW1 & NW2 Operating and SD Rail Freight Locomotive Manual, 600HP& 1000HP Models - Equipped with 710 Series Switching Locomotive. "Section 1 - Engines and DC Traction General," No. 2303, 5th Edition, Components. (March 1997): 5, 6, (January 1950): 125. 11, 13 and 14. EMD SW1 &NW2 Operation EMD M.I. 1805-1, Cold Weather Manual, 600HP &1000HP Check List for EMD Locomotives. Switching Locomotive. "Section 2 - (Undated): 3, 4, 8. Instruments and Controls," No. EMD M.I. 4707, Solenoid 2303, 5th Edition, (January 1950): (Magnet) Valves. Revision B, 203. (October 1975): 1-3. EMD SWI & NW2 Opeation EMD M.I. 5511, Temperature Manual, 600HP &1000HP Sensitive Switches. Revision B, Switching Locomotive. "Section 3 - (October 1983): 2. Operation," No. 2303, 5th Edition, EMD Pointers 14L-74, "Air (January 1950): 309. Compressor Water Jacket Sediment EMD Replacement Part Catalog Removal," (November 19, 1974):3. No. 90, Freight. Passenger and EMD Locomotive Pointers 2L-95, Switching Locomotives. Volume 2, "Air Compressor Clutch Inspection Plate D1205, Item 68, (February Procedure," (October 1995): 15. 1965): 12. EMDGP15-1, Locomotive Service Engineering Tool Box, Types of Air Manual, "Compressed Air System, " Compressors. (May 19, 2008): 1. Section 5, 2nd Edition, (December Locomotives from Storage, Ml- 00145G, (January 1992): 1 and 2. GE GEK76313, Ingersoll-Rand Model YHF Air-Cooled Air Compressor. MI-25104-003, (1992): 1-3,14,15 and 17. GE GEK-76716, Component Overhaul Schedule. MI-00131, (November 2003): 1 - 4. GE LSM-1987 Section D, Locomotive Data Dash 8. SMI- 00002B, (July 1988):2, 3, 5 and 6. GE SMI00013D, Locomotive Data DasL2.(1999):2-4and6. GE RAILS-302, Guide to Scheduled Mechanical Insoepctions, (September 1977): 1. General Electric Maintenance Service (GEMS), "Troubleshooting The Compressor-lntercooler Pressures Indicate Valve Performance and Faults," Volume III, Issue 6, (August 13, 1982): 1 - 4. GEMS, "Correct Assembly, Orginal Engineering Manufacturer (OEM) Parts Important in Air Compressor Valve Installation." Volume III, Issue 7, (August 20, 1982): 1 and 6. Triangle Engineered Products, "Motor/Contactor Connection Review," (September 17,2007): 1-6. 162 Diesel Mechanical Maintenance Committee 6/10/08 Reciprocating Two Stage Air Compressors Compressor # Source Model Type Make Cylinders GEK-76313 Ingersoll-Rand (IR) YHE air cooled 2 SMI- Westinghouse 3CMDCB8L air cooled 3 00002B/LSM- (WABqb) 1987 SMI-00013D WABCQ 3CDCLA air cooled 3 M.I. 1300 and WABCO 3CD air cooled 3 M.1.1756 GEJ-6693 and Gardner Denver WLN/WBO water 3 M.1.1756 (GD) cooled M.1.1144 and GD WLG /WBG water 6 M.1.1756 cooled M.1.1110 and GD WLO/WXO air cooled 3 M.I. 1756 M.1.1110 and GD WLE/WXE air cooled 3 M.1.1756 (upgraded to WXO) M.I. 1110 and GD WHL/WXG air cooled 6 M.1.1756 M.I. 1110 and GD WLP/ABO water 2 M.I. 1756 cooled Diesel Mechanical Maintenance Committee 163 Compressor # Source Model Type Make Cylinders M.I. 1110 and GD WLQ/ADJ air cooled 2 M.1.1756 M.1.1110 and GD ADX (upgraded to air cooled 2 M.1.1756 ADJ) S00049EP GD WLA a|r cooled 4 OEM Suggested Compressor Overhaul Schedule Source Model Compressor Overhaul Every M.1.1300 3CD - direct drive models Fouryegrs M.1.1300 3CM-motor driven Six year? models M.I. 1724/GEJ-6693 All EMD applied Six year* GEK-76716 All GE applied Eight ye£rs 164 Diesel Electrical Maintenance Committee REPORT OF THE COMMITTEE ON DIESEL ELECTRICAL MAINTENANCE TUESDAY, SEPTEMBER 23, 2008 9:00 A.M. as lw Chairman STUART OLSON Regional Sales Manager Wabtec Corporation Alpharetta, GA Vice Chairman MIKE DRYLIE Electrical Systems Engineer CSX Transportation Jacksonville, FL COMMITTEE MEMBERS D. Becker Design Engineer Electro Motive Diesels LaGrange, IL J. Boggess Sr. Mgr.-Motive Pwr. Alaska RR Anchorage, AK D. Bruss Engr. New Cap. Equip. Amtrak Philadelphia, PA M. Fitzpatrick Sales Manager Cattron Lyndhurst, OH F. Fraga CSX Transportation Jacksonville, FL B. Hathaway Consultant Port Orange, FL B. Kirdeikis Sr. Rel. Specialist-Elec. CNRR Edmonton, Alberta G. Lozowksi Tech. Mgr-RR Prod. Morgan AMT/National Greenville, SC B. McCaffrey Consultant Transupply, Inc. Wilmington, DE D. Maryott Mgr.-Locos. BNSF Railway Fort Worth, TX K. Mellin Tech. Sales Engr. Peaker Services Brighton, Ml S. Mueting Field Service Engineer Siemens Transp. North Platte, NE T. Nudds Cust. Service Manager ZTR Control Syst. London, Ontario D. Perkins Consultant Union Pacific RR Omaha, NE R. Slomski Acct. Exec. RailPower Hybrid Erie, PA R. Stege Sr. Genl. Foreman Norfolk Southern Chattanooga, TN C. Taylor Appl. Specialist Bach-Simpson London, Ontario V. Trout Mgr.-Mech. Engrg. Union Pacific RR Omaha, NE L White Tech. Sales Rep. Bach-Simpson St. Hubert, Quebec Note: Brian Hathaway and Les White are Past Presidents of LMOA. Also, Ron Bartels, Regional Executive is also a very active member of this committee Diesel Electrical Maintenance Committee 165 PERSONAL HISTORY 7. Stuart Olson Stuart was born in The railroad industry was Jacksonville, FL and received a changing at a fast pace. Railroad Bachelor of Science degree from supply companies were merging the University of Central Florida. In and in acquisition mode. Q-Tron 1974, following a six-year tour of was purchased by Motive Power duty as a US Navy nuclear sub Inc., where Stuart transitioned to mariner, he began his railroad the position of Regional Sales career with a relatively new com Manager. pany, Auto-Train in Sanford, FL. A short time later While at Auto-Train he advanced Westinghouse Air Brake Co. from locomotive junior machinist merged with Motive Power form to Draftsman, Project Engineer, ing Wabtec Corporation. He is the Director of Facility Maintenance, Regional Sales Manager for and finally Director of Operations. Wabtec servicing Class 1, Short In 1979 he began serving the Line and regional railroads in the industry from the other side of the Southeastern US. track as Field Representative for Stuart is a long time member New York Air Brake. In 1983 he of the LMOA Diesel Electrical took the position of Sales Engineer Maintenance Committee serving for Aeroquip Corporation in as committee member and vice Chicago, IL, where he advanced to chair, as well as presenting techni Account Executive. In 1987 he was cal papers. He is a past recipient of promoted and transferred to the Committee MVP. Wytheville, VA as Aeroquip Currently living in Atlanta, GA Railroad Products Manager. with his wife Winky, they have two After a brief stint with children and five grandchildren. Republic Locomotive Works as Director of Sales, and Bach- Simpson as Regional Sales Manager he continued to broaden his knowledge by accepting a posi tion at Q-Tron as Manager of Business Development. 166 Diesel Electrical Maintenance Committee THE DIESEL ELECTRICAL MAINTENANCE COMMITTEE WOULD LIKE TO EXPRESS THEIR SINCERE APPRECIATION TO TTCI FOR HOSTING THEIR WINTER MEETING IN PUEBLO, COLORADO ON FEBRUARY 4 AND 5,2008 THE COMMITTEE WOULD ALSO LIKE TO THANK PEAKER SERVICES, INC. FOR HOSTING THEIR SUMMER MEETING IN BRIGHTON, MICHIGAN ON JULY 21 AND 22,2008 Diesel Electrical Maintenance Committee 167 168 Diesel Electrical Maintenance Committee I. CHALLENGES WITH rebuild, refurbishment or overhaul of RETROFITTING NEW SYSTEMS TO the car or cab, shall meet the flam OLD LOCOMOTIVES mability and smoke emission charac Preparedby teristics as specified. This requires Charles Taylor, the use of compliant material in the Bach-Simpson Corporation new cabling and equipment design, e.g. Exane®-cross linked polyolefin Introduction insulation (Figure 3). 49 CFR229.135 With the average life expectancy (b) (5) states that "a locomotive of equipment on a locomotive being equipped with an event recorder approximately 20 years; this has that is remanufactured, as defined in caused the need to retrofit existing this part, on or after October 1, systems which have become either 2007, shall be equipped with an beyond economic repair and/or event recorder with a certified crash- obsolete due to other regulations. worthy event recorder memory Bach-Simpson Corp. has been module that meets the requirements involved with a number of event of Appendix D to this part and is recorder/speed indicator retrofits on capable of recording, at a minimum, both passenger and freight applica the same data as the recorder that tions. The reasoning for the need to was on the locomotive before it was do a retrofit will be discussed as well remanufactured." (Figure 4) as challenges and actions involved in a typical equipment retrofit. Fleet Standardization With many large fleets, the poten Why the retrofit requirement? tial of having different generations of FRA Requirements equipment is quite common. Below 49 CFR 229.135 states that all are some advantages of retrofitting locomotives manufactured before to standardize a fleet's equipment. October 1, 2006, and equipped with an event recorder that uses magnet - Add features that may assist in ic tape as its recording medium shall monitoring "new" parameters have the recorder removed from that can reduce maintenance, service on or before October 1, monitor train handling, reduce 2009, and replaced with an event operating costs. recorder with a certified crashwor- - Reduce the number of spare thy event recorder memory module. parts being procured and (Figures 1 & 2). stocked. - Ease troubleshooting, routine Major Rebuilt maintenance and training due (Obsolete/Non-serviceable to the commonality of the sys Equipment) tems. 49 CFR 238.103 (a) (2) states that materials introduced in passenger car or a locomotive cab as part of a Diesel Electrical Maintenance Committee 169 Challenges to reduce the environmental impact Maintainability & Life Cycle Cost caused by contaminants in land fills. As part of the planning and review Examples of potential contaminants ing of a potential system retrofit, the are cadmium which is a plating used equipment should be assessed on on many existing cable connectors ease of maintainability and the asso as a protective plating and PVC ciated life cycle cost When assess which is an insulator used on many ing the equipment the following existing wire harnesses; also proper areas should be reviewed: disposal of internal batteries used with random access memory (RAM) - Tools required for routine main devices as these may contain envi tenance (e.g. test jigs, gauges). ronmentally harmful chemicals. E.g. - Labor required for mainte lithium mercury. nance, calibration (if applica ble). Actions - Typical Equipment - Ability to upgrade, add options Installation or consolidate features. When retrofitting old equipment - Requirements for preventative or installing new equipment the fol maintenance. lowing are general action areas which should be reviewed: EMI Functionality (Electromagnetic Interface) A functional review and compari Considerations son study of the equipment being Where equipment is being installed with previous equipment installed in a new application/envi being replaced should be per ronment, the affects of EMI should formed. This will ensure all preferred be reviewed. The equipment mount features and options are not exclud ing location and cable routing ed and that the functionality is cor should be analyzed for possible rect. This is also an area where sources of EMI. Areas to avoid when improvements can be incorporated routing cables are radio antenna into the new system's functionality coaxial cable and high current cable and design. One example is an event as these all emit unwanted EMI recorder system design with integral which could or may affect the equip or external pressure switches/trans ments functionality. To reduce EMI ducers.While integral switches/trans affects, shielded cables and proper ducers compared to external switch shield terminations should be used es/transducers may be a cost savings for low level and noise sensitive sig during initial installation, a future fail nals. ure of an integral switch or transduc er would require the complete event Enviromental Considerations recorder to be removed and After the removal of the obsolete replaced. In addition to the labor to equipment, proper material disposal remove and install the replacement procedures should also be followed event recorder, a complete test of 170 Diesel Electrical Maintenance Committee the event recorder system is gration, and verification of software required. The replacement of a and hardware that controls or moni defective external pressure switch or tors equipment safety functions/' transducer is less labor intensive and would only require testing of the Labor & Downtime Analysis pressure transducer aspect of the A review of the labor and down system. This test could be done easi time required in performing the ly on the dispatch track which would installation/retrofit should be com reduce out of service time. Another pleted. This will ensure proper work advantage of external pressure force loading is achieved which in switches/transducers is in cold turn will avoid longer downtimes weather climates such as northern and unexpected delays. states and Canada as they are gener ally installed in the control stand Procuring Equipment which is a high point in the air sys Once the functionality of the new tem. This reduces the chances of equipment has been reviewed, the water migration and freezing com lead time to procure the equipment pared to the integral switches/trans should be also confirmed. Many cus ducers in the event recorder which tom parts are not generally a stock are normally mounted under cab item at the manufacturer or distribu floor. With installations under the tor; therefore these items may have cab floor and water accumulation longer lead time compared to order due to being a low point in the air ing standard items. system, pressure switches/transduc ers are more prone to freeze up Cable/Wiring Interface when exposed to cold weather con Interfacing with the existing cable ditions. This causes the pressure wiring and/or routing of new switches/transducers to become replacement cables should be done non-functional or inaccurate. It in compliance with 49 CFR 229.135 should also be noted that the cab is (b) (5). The use of CFR compliant heated in normal operation and with material in the new cabling and the pressure switches/transducers in equipment must be followed. An the control stand there is virtually no example of compliant cable material possibility of a freeze up issue in is Exane®-cross linked polyolefin cold climates. insulation; this material meets the The retrofit should be also flammability and smoke emission reviewed to determine if it affects or characteristics detailed in 49 CFR requires changes as per 49 CFR 229.135(b)(5). 238.105. E.g. modification to the When applicable, as part of the Train Control software or hardware. retrofit, the existing wires/cabling "The railroad shall develop and should be inspected for insulation maintain a written hardware and fatigue caused by vibration, chafing software safety program to guide the and rubbing. This extra effort will design, development, testing, inte help in avoiding future problems Diesel Electrical Maintenance Committee 171 which could cause intermittent con ment Where equipment is mounted nections and/or ground faults. When near doors or removable panels, possible, pending cabling condition, proper connector and cable clear the reuse of existing cables should ances should be achieved to avoid be encouraged as this is a major area possible wire chafing or pinching of for installation labor cost savings. cable insulation. When new equip ment is being installed and interfac Mating Connectors & Contacts ing to other systems (E.g. pneumatic If part of the system retrofit or system) is required, a central loca installation involves interfacing to tion should be determined. This will existing connectors, a detailed ease and reduce the amount of addi review of the connectors should be tional piping and cable wiring done to ensure connector compati required. The ease of accessibility bility and avoid possible problems, for maintenance and service should such as, galvanic reactions caused be also confirmed during this review. by dissimilar metals. The following are examples of connector details Tools which should be checked: Some equipment retrofits may require the use of specialty tools; - Manufacturer of connectors some will be one time use during (ensure proper part numbers installation (E.g. hole punches, fix are used) tures for mounting) and other will be - Correct contact plating required for maintenance repairs E.g.: gold 15u/30u, silver (E.g. crimping tools, connector pin and phosphorous bronze insertion tools). - Service rating of connector - Plug connector Workmanship/Safety E.g.: Cadmium, Black Zinc As with all work activities, the Cobalt, and Nickel proper guidance of shop safety pro cedures, manufacturer instructions, Mounting Location and tool safety procedures should During the review of the equip be followed. This will ensure work ment's mounting location the follow manship/good quality and personal ing areas should be checked. safety is not compromised. For retrofits, compare the new equipment's physical size to the old Equipment Testing equipment being replaced. Verify After the completion ofthe retrofit mounting configuration to deter installation, a full system test should mine if additional adapter plates, be performed. This will ensure the hardware or modifications are new system has been properly required. The mounting location installed and that all existing and space should be checked to ensure new features are functioning correct- adequate space to provide proper air flow and ventilation of the equip 172 Diesel Electrical Maintenance Committee Configuration Management With all equipment retrofits the updating of manuals, instructions and schematics are crucial to ensure proper testing and routine mainte nance is followed and performed. These documentation efforts will also ease in troubleshooting and downtime should a failure be detect ed. Proper training is also a keycom ponent to a smooth retrofit transi tion. The revision tracking of both the new hardware and software should also be updated and main tained in a master log. Where appli cable all PC/Lap Top computers which are needed to interface with the new equipment should have the interface software installed or updat ed. Summary With aging equipment and chang ing technology changing the need for upgrades, rebuilds and retrofits will continue. Proper planning, and the reviewing of the equipment being retrofitted from start to finish, will insure the replacement system will out perform in maintainability and reliability to the previoussystem being retrofitted. References 49 CFR 229.135 (b)(2) 49 CFR 229.135 (b)(5) 49 CFR 238.103 (a) (2) Diesel Electrical Maintenance Committee 173 174 Diesel Electrical Maintenance Committee Figure 1: Magnetic Tape & Certified Hardened Memory Module (CHMM) Figure 2: Magnetic Tape Event Recorder/Replacement Event Recorder with CHMM Diesel Electrical Maintenance Committee 175 Figure 3: Typical PVC Cable/Replacement Exane Cable Figure 4: Existing Event Recorder/New Event Recorder for Rebuild Application 176 Diesel Electrical Maintenance Committee II. LOCOMOTIVE MAINTENANCE, overhauled/upgraded over the years CONVENTIONAL VS GENSET to meet Tier 0 emissions compli Prepared by ance. Randall J. Slomski, In genset locomotives the engine Account Executive is again a diesel engine, however it is Railpower HybridTechnologies now smaller(700 HPtypically), high Corp. er speed (1,900 rpm typical), four stroke, Tier 3 emissions compliant Introduction and will typically be used in some New technology... multiple combination on a single Genset locomotive technology is locomotive to develop the required quickly becoming "the" answer for horsepower. railroads. Genset technology allows Generator - The generators on them to meet the latest emissions early conventional diesel electric requirements, maintenance reduc locomotives were large DC genera tions and fuel economy improve tors sized appropriately for the rated ments on their aging, diesel electric, traction HP of the diesel engine. In four and six axle switcher fleets. addition, many conventional loco For maintenance operations these motives utilized an additional auxil new technology locomotives pres iarygeneratorto drive auxiliary loads ent some new learning opportuni such as control electronics and ties. This paper will compare and smaller electric motors for fans and contrast some of the maintenance the air compressor. Later generators points of conventional diesel electric were switched to AC alternator that locomotives and new "Genset" loco were more efficient and required motives. less maintenance. These alternators First some definitions as will be could also be fitted with internal aux used in this paper: iliary windings for the auxiliary func Engine - This word has several tion. meanings. For this paper we will The genset locomotive typically define it as the component of a loco utilizes the AC alternator also. This motive that is the prime mover, the machine is sized to the smaller diesel diesel engine. engine and, because it has no brush In conventional locomotives, this es or slip rings, requires little mainte is typicallya single12 to 16 cylinder, nance. low speed (900 rpm), two stroke Genset - A genset, although a (EMD typical) or four stroke (GE typ common term to the mobile or sta ical) diesel engine capable of pro tionary power generation was not ducing 1,000 to 4,000 gross horse common to the rail industry until the power. When these engines were commercial introduction of the first originally designed and built (40 to hybrid yard switcher the "Green 50 years ago), there were no emis Goat®" by Railpower in 2000. A sions regulations, so they are called genset is the combination of an "unregulated." Some may have been engine and generator "set" on a sin- Diesel Electrical Maintenance Committee 177 THE RAILPOWERADVANTAGE HIGHESTPOWER DENSITY • Able to put1400hpon SWplatforms, 2100hpon GP9s and2800hponSOs • Highest density ofenergyperlength allows for highperformance inshorter locomotives and reduced track wear IMPROVED TRACTIVE EFFORT ' Patented common DCbus with individual axlecontroland advancedwheel-slip systemallow foradhesion control reaching AC levels EXTENDED MAINTENANCE CYCLES P -* • Oil changeintervals at 270 days+ MODULAR DESIGN • Ability to provide kits to leverage in-house andthirdparty shops resulting inreduced . assembly timeand delivery cycles EXTENDED DYNAMICBRAKING • Ability to get downto nearzerospeed • Advanced remotediagnostics REDUCEDNOISE • Quietest locomotives available Zzco-Motive 2021 Peninsula Drive I Erie, Pennsylvania I USA 1651)6-2980 I 814.835.ZZ12(ch<] Redefiningthe clean energy revolution. 178 Diesel Electrical Maintenance Committee gle skid, thus a "genset." configurations are: Conventional diesel electric loco 1) A hybrid yard switcher such as motives have the engine/generator, the Green Goat® as men cooling system, air filter system and tioned above. This is a battery oil filter system all mounted to the dominant hybrid that has a sin deck in separate locations due to gle genset and a large storage their large sizes and need for main battery. tenance access. On older models 2) An engine dominant hybrid some of these systems, such as radi switcher such as the Railpower ator fans and air compressors, were RP20BH which utilizes two mechanically linked to the engine 700 HP gensets and a smaller through drive shafts. This created storage battery. many maintenance points. 3) Straight diesel genset locomo The relatively small size of the tives utilize one to four genset in a genset locomotive allows genset modules based on the all of the components related to that size and HP requirements of genset to be conveniently mounted the locomotive. on a single skid. This would typically • Older EMD "SW" type plat include the diesel engine, the alter forms can be converted to nator, the oil filter system, the air fil utilize one or two gensets to ter system and the cooling system. provide up to 1,400 HP. The skid mounted genset is typically These would be Railpower modular in design and can be lifted Model RP7BD or RP14BD off and onto the locomotive with the genset locomotives. use of a small mobile crane should • Four axle EMD "GP" and GE major repairs be necessary. Another "B" type platforms can be genset module can be immediately converted with up to three replaced and the locomotive can be genset modules to provide back in service in one shift. The up to 2,000 HP.These would defective genset module can then be Railpower Model be repaired or overhauled off-line. RP14BD to RP20BD genset Genset Locomotive -A genset locomotives. locomotive is any locomotive that • Six axle EMD "SD" and GE utilizes at least one genset module "C" type platforms can be as the prime mover. A genset loco converted with up to four motive is typically a conversion of an genset modules to provide existing locomotive. The main plat up to 2,700 HP. These would form and running gear below deck be Railpower Model are retained, while the above deck RP20CD to RP27CD genset components such as the engine, locomotives. generator, control system and air compressor are replaced with new Maintenance Differences modules. Disclaimer...This paper is intended as Examples of genset locomotive an overview of some of the mainte- Diesel Electrical Maintenance Committee 179 nance differences between conven shut down. This is a critical dif tional locomotives and multi-genset ference that maintenance per and is not intended to replace any sonnel need to be made aware maintenance manual defined prac of. Overfilling the oil reservoir tices. Please, always follow the can cause engine damage. instructions in the maintenance man • Conventional two stroke ual for yourspecific model. engines can consume as much as a gallon per cylinder per day Engine - Conventional locomotive and need to be sweetened reg diesel engines employ a host of ularly during fueling. The new mechanical items that require main four stroke genset engine will tenance. Some items such as power consume only about a quart a assemblies, governors and mechani day per locomotive in typical cal fuel injectors can be adjusted, road switcher service. rebuilt or replaced on board the • If sweetening does not correct locomotive. If kept on a mainte oil quality conventional nance schedule, the engines should engines need to have the oil be rebuiltapproximatelyevery seven changed on a 92 day basis. years. This is an additional approxi Genset locomotives utilize new mately 400 gallons of oil. The four stroke engines and electronic genset engine oil change cycle fuel injection. Adjustments related to is 184 days for heavy usage mechanical governors and mechani and can be as much as 457 cal fuel injectors are eliminated. The days for lighter duty cycles. overhaul cycle for these engines is at Additionally an engine oil about 29,000 hours of engine time. change requires only 37 gal With multiple gensets and automatic lons of oil per genset. engine shutdown functionality inher • The last difference is that the ent in the design, this 29,000 hours genset engine requires a syn equates to about ten years between thetic oil, so standard locomo overhauls with a typical road switch tive engine oil will not work in er duty cycle. these engines. Engine Oil - Both conventional and Engine Oil Filters - Conventional genset engines employ dipsticks to locomotive engines typically utilize check the level and sample ports to an externally mounted oil filter that check for quality, but there are some hold about 27 paper filter elements major differences that need to be inside a large filter housing. The new noted here. genset oil filters are individual canis • With conventional engines, the ter filters located in a service loca oil level is checked while the tion and over a drip pan on the engine is running. With the genset skid. There are two primary new genset the oil level is filter canisters and four bypass filters checked when the engine is per genset. 180 Diesel Electrical Maintenance Committee Engine Oil Drains - Conventional valves and drain piping are routed to locomotive engines have large oil the side of the locomotive for easy drain ports to accommodate the draining, when necessary. large volumes of oil that need to be Genset Air Filter - Conventional pumped out every 92 days. The locomotives utilize spin, baggie or genset engines have the same type "furnace" type filters for the engine of drain lines, but they are much inlet air. The genset locomotive uti smaller and there are typically two lizes a large dual stage paper car per genset (engine sump and auxil tridge filter that is genset mounted. iary tank drains). Further, they may This filter uses quick snap closures have an additional shut off cock in and is easily accessible from the line to prevent accidental drainage. walkway. Fuel Filter - Conventional locomo Genset Start Station tives typically employ canister type Conventional locomotives need to fuel filters. This is the same for the be started from an engine start sta genset locomotive however it has tion. However, for normal operation two levels of canister filters, primary the genset never needs to be started and secondary, located on the inlets manually. The locomotive control to each individual engine. In addition system will complete all the start-up the genset locomotives employ a and shut downs necessary for prop main fuel filter that is located on the er and efficient operation. The main fuel loop that supplies all the genset module is equipped with an gensets on the locomotive. This filter engine start station that is to be used has paper elements contained in a only when locomotive control sys larger tank mounted between the tem is not operational and trou genset skids. The filter module is also bleshooting or diagnostics is equipped with a drip pan piped to required on an individual genset. The the ecology tank to prevent unwant particular genset in question is ed spills. switched from "Locomotive Control" Genset Cooling System - A major to "Local Operation" mode and is maintenance difference with genset then started locally. A diagnostic dis locomotives is the fact that the play provides details on the engine genset utilizes a closed-loop, performance with displays such as antifreeze based coolant rather than RPM,voltages, various pressures and the water type systems used in con other diagnostics for that genset. The ventional locomotives. This display can be accessed in either antifreeze based system allows the local or locomotive control modes. genset engines to be shutdown even Alternator - The conventional gen in freezing weather. There is no con erator is typically a DC generator ventional dump valve or water filling that requires regular maintenance on "carrot." The system uses 50/50 gly the brushes. The genset utilizes an col based antifreeze solution and is AC alternator that has no brushes filled using an integrated fill pump nor slip rings that need to be main mounted on the genset skid. Drain tained. Periodic greasing may be Diesel Electrical Maintenance Committee 181 required. to an actual failure. Air Compressor - Conventional Some of the power switching locomotives utilize either shaft driv devices in the genset locomotives en or electric motor driven piston are the same as in a conventional compressors. The genset locomotive locomotive. The power contactors utilizesa rotary screw type compres and reversers are similar to those sor that is skid mounted with its own found in conventional locomotives. AC motor, compressor, cooling radi Where the genset locomotive is dif ator, air filter, oil filter, oil separator ferent is that it utilizes a common filter and compressor oil heater. The DC buss architecture that allows intake filter is a cartridge filter locat multiple power sources on the com ed on the top of the intake. The oil mon buss. The genset architecture and oil separator filters are canister utilizes chopper controls to individu type filters and are located on the ally regulate the current flowing to side of the compressor skid for easy each traction motor. Combined with access. The compressor oil level is an advanced wheel slip control algo easily viewed though a site gauge on rithm, the genset locomotive is able the side of the compressor. to obtain adhesion levels nearing Control System - Conventional that of AC traction motors. From a locomotives utilize a number of low maintenance standpoint, this also tech electronic controls that typical allows individual traction motors to ly require little to no maintenance be cut out should a failure occur on other than replacing fuses and/or one traction motor. In theory, a failed devices. However, these sys multi-genset locomotive could have tems offer limited feedback and con both a failed engine and a failed trac trol capabilities. The genset locomo tion motor and it could still complete tive utilizes a state of the art, hard its mission, though with reduced ened microcompressor that moni capability. tors voltages, currents, temperatures Another aspect of the common and pressures. These added monitor DC buss architecture is that all auxil ing points provide a wealth of data iary loads are run off of the common for optimizing control of the engines DC buss through the use of invert and traction system and also provide ers. This eliminates the need and data for monitoring the locomotive maintenance of an auxiliary genera performance. The data can even be tor. transmitted for remote monitoring Both the choppers and the invert and diagnostic needs. Railpowerpro ers are water cooled. This is a new vides RemoDi (pronounced like maintenance item on the genset "remedy"), a remote monitoring locomotive, but the benefits are sig function, on its locomotives. This nificantly increased pulling capacity allows engineers and technicians to especially at low speeds. The system remotely monitor the health of the is filled with a premixed ethylene gly locomotive and provide mainte col solution for optimum system per nance suggestions sometimes prior formance. 182 Diesel Electrical Maintenance Committee The genset locomotive employs a battery knife switch that is similarto the conventional locomotive knife switch. The difference is that opera tors should not open this knife switch when they leave the locomo tive for short periods of time. The control system design includes an automatic engine stop and start function that controls all of the gensets as needed. For servicing the locomotive the knife switch can be opened though. An additional safety feature built into the genset locomo tive is a separate Lock-Out Tag-Out (LOTO) feature located directly on each genset module. This allows one genset to be locked out of operation separately from the others. Lighting - The genset design incor porates LED lighting in many of the traditional incandescent lighting locations with the exception of the head and ditch lights. The LED bulbs feature a long life, estimated at ten years before they start to fade, thus eliminating the need for routine light bulb change-outs. Summary Although there are many new items on genset locomotives, the basics are not that different from conventional, single engine locomo tives. With a handy mainte nance/service manual to reference and a little reading, any technician can be up to speed on most or all mechanical items. However, the new electronic control system may require that the technician attend some specific training on servicing this system. Diesel Electrical Maintenance Committee 183 184 Diesel Electrical Maintenance Committee III. USING TEST uring both phase to phase and phase INSTRUMENTATION SAFELY to ground if applicable. The three Prepared by point test method is: Keith Mellin, • Test a known circuit Technical Sales Engineer • Measure target circuit Peaker Services • Then retest the known circuit Introduction One hazard that has been The goal ofthis paper is to provide addressed with newer meters is Arc an awareness of electrical safety haz Flash. ards and to minimize these hazards. It is not intended to replace any What is an arc flash? existing safety procedures in place at An arc flash is a phase to phase, or your organization; it is an overview. phase to ground short circuit It can Many improvements have been be through the air. Ionized air (plas made in test instruments, some of ma) is a good conductor generally which will be covered in this paper. lasting a very short duration, less Higher horsepower and AC traction than a second. Arc fault current is ini locomotives, as well as the newer tially limited by the resistance (ohms) Genset locomotives are coming into in the upstream wiring and trans our shops. These all incorporate formers, less than an ohm on a 480 higher levels of electrical energy and VAC circuit An arc flash can cause higher voltage supply systems. This severe burns in many cases resulting can lead to increased hazard and in personal injury, sometimes fatal. In risk for those who maintain these almost all cases it will damage equip systems. Safe practices need to be ment An industry estimate is that foremost in our minds. five to ten arch flash incidents occur every day in the United States. Safety First Safe practices include (but are not MISUSE: limited to): when possible, work on Misuse of measurement tools can de-energized circuits.Verify all possi also cause an arc flash: ble sources of powered circuits. • Measuring across phases with Follow approved protection proce the meter set to read as an dures. If possible, visually verify dis inline amp meter. Amps mode connected devices. Use well-main on a meter is almost a short cir tained tools and appropriate safety cuit While the voltage termi gear, (safety glasses, insulated tools, nals have a high impedance, the insulated gloves, flash suits, insulat amp terminals have a very low ing mats etc.). It is best not to work impedance. This is why a alone. Practice safe measurement meter's amp circuit must be techniques. Always connect the protected with fuses. Using grounded lead first, hot second. Use meters that come with high the three point test method - meas energy fuses can further protect Diesel Electrical Maintenance Committee 185 against damage. connectors and finger guards. • Recessed input jacks. • Measuring continuity on a live • Test equipment meets the latest circuit with a meter that cannot safety standards (refer to your withstand full voltage. Some local/company safety stan older meters cannot handle the dards) and are independently full AC or DC voltage on the certified by the manufacturer or ohms setting. These measure a local certification company. ments should be made only on METER SAFETY OPERATION: circuits that are not energized. To perform accurately and safely, Using a meter that is equipped test tools must be regularly inspect with "overload protection" ed and maintained. functions, are self protected to • Does the case have cracks or is the meters rated voltage. it oily? • Shock from accidental contact • Are the input jacks broken or with live components. Use test damaged? leads that are double insulated, • Test instruments and all associ recessed and shrouded, with ated test leads, cables, power finger guards as an effective cords, probes and connectors precaution. See Figure 1. Verify should be inspected for external that the test leads are rated defects and damage before use. higher than the voltage being • Visual inspection alone may not tested. Always replace these detect all possible problems. leads when damaged. When it One procedure for testing leads comes to your personal protec is to use the meter's ohm func tion don't let the test leads be tion. Short the leads and move the weak link. the wire around the input con • The wrong fuse could damage nectors and lead grips. If the the meter and its user. Only use meter reads <0.3 ohms leads the fuse specified by the manu should be OK, if >0.5 ohms the facturer of the test equipment leads may need to be replaced. • Using a meter or meter leads These specifications are based above their rated voltage. This on using a calibrated meter. will also damage the meter and Some technicians are now its user. using a fused lead. You may DESIRABLE METER SAFETY FEA only need to change a fuse. TURES: • Hang or rest the meter if possi Verify that your meter has these ble. Try to avoid holding it in features: your hands to minimize person • Fused current inputs (high ener al exposure to the effects of gy fuses). transients or misuse. • Overload protection on the • Use the old electrician's trick of ohms function. keeping one hand in your pock • Test leads that have shrouded et. This lessens the chance of a 186 Diesel Electrical Maintenance Committee closed circuit across your chest have safety presentations available and through your heart But for your companies' use in promot common sense must rule. ing safety awareness. Conditions at the test location may make it impractical to use this technique. • After taking a measurement, remove the leads from the meter and then store in a pro tective case. This provides added protection for the leads. By not removing the leads, the technician may take a measure ment with the leads in the wrong jacks. Also by installing the leads when taking the next measurement, the technician will know that he is putting the leads into the correct jacks for the measurement he is taking. • Putting the meter in its protec tive case backwards will protect the display when carrying it in your tool box or bag. See Figure 2 Conclusion The more you follow safe practices the better your chances are for avoiding test Instrument damage or Injury. Knowledge Is the key-know what you are working with and read the instructions provided with your test equipment. Acknowledgements The Fluke Corporation "Electrical Measurement Safety'' Electrical Safety Education Program. Ideal Industries "Meter Safety" Safety presentation. Many Instrumentation companies Diesel Electrical Maintenance Committee 187 I Style Test Leads Style ^Figure 1 Figure 2 188 Diesel Electrical Maintenance Committee ELECTRIC MOTOR brush and commutator conditions PREVENTATIVE MAINTENANCE can often determine other motor, Prepared by control, mechanical or environmen Gary E. Lozowski, tal problems. Technical Manager-Railroad Commutation is not the amount Products of sparking under the brush. Brush National Electrical Carbon Products sparking may be caused from "poor Division of Morgan AM&T commutation" but it may also have many other mechanical causes. Successful long term operation of Commutation is simply the reversal DC motors and generators, like any of current in the armature coils as piece of industrial equipment, need they pass between the main field maintenance. Scheduled periodic poles. Another way to understand inspections to replace brushes also commutation is to visualize the cur need a visual inspection of the com rent in each armature coil reversing mutator, brush holder and brush every time it approaches and goes springs along with the brushes being past a brush. In a 4 pole machine replaced. It is really a team effort of there are four commutation process all these parts for the motor to deliv es occurring at the same time. This er it's expected performance. It current must stop, then go in the takes proper mechanical adjustment opposite direction. A typical 4 pole of these parts to ensure good electri motor running at 2000 RPM has cal operation. Proper and uniform only .0004 seconds to complete this brush holder settings are very impor commutation cycle. See Figure 1. tant. Electrical settings like neutral This is no small accomplishment, and interpole strength also need to especially to reverse full load or over be correct for good operation of DC load currents without sparking. motors & generators. Before we get Sparking is current going through too far into discussions of settings or air and if intense enough will cause adjustments, let's understand just brushes and commutators to wear what brushes do, what is commuta much faster. During this commuta tion, what are acceptable commuta tion process, when the current flow tor conditions and then what is prop is stopped, the collapsing magnetic er maintenance for brushes and field induces a high voltage across commutators, Most times if we those armature coils that are short understand how something works, circuited by the brush. This causes a we can maintain it better. circulating current to flow between Brushes carry load current from the adjacent commutator bars that the stationary parts of the machine are ultimately connected to the to the rotating section of the armature coils. Ifthis circulating cur machine. Brushes assist in the com rent is not minimized, sparking will mutation process for DC motors and result. The resistivity of the carbon generators, and they act as a win and the voltage contact drop on the dow to the motor since analyzing commutator film are factors in Diesel Electrical Maintenance Committee 189 ATIONAL A technology brand of: MorgaBAM&T THE RIGHT BRUSH EVERY TIME No matter what your locomotive application, National has the right brush for It. > Traction Motor > Alternators > Generators > Blowers > Cab Heaters > Fuel Pumps Original OEM brushes for all locomotives Training for results Commutator Profiler Brush holders Morgan AM&T 800-87S-S322 / 864-458-7777 www.morsanamt.eom 190 Diesel Electrical Maintenance Committee reducing the circulating current. commutator surface, better than a There is always some uncompen clip construction. Brush holder sated reactance voltage VR in the style can be either RADIAL or armature coils. Figure 2 shows how REACTION. Radial brushes (Fig. 5 & higher resistivity of the brush RB , 6) are perpendicular to the commu being in the denominator, will tator. Radial brush can rock back and forth as the direction of rotating reduce the circulating current ic . changesand the brush moves within The brush resistance cannot be too the normal .002 to .010" clearance high though since load current also between the brush and brush holder. passes through the brush which may Reaction brushes (Fig. 7 & 8) are at cause brush temperatures to exceed an angle to the comm. Reaction their limits. Figure 4 shows another style brush holders, when designed way to limit circulating current in the properly, have the advantage of bet brush face without raising the resis ter brush stability in reversing appli tivity of the carbon, which is to use a cations. The long side of the brush multi-wafer brush construction. The always stays in contact with the added resistance of the extra wafers brush holder no matter what direc Rw, further reduces the circulating tion the commutator is turning. current. The multiple wafer brush Long brush life requires a good will also ride irregular commutator commutator film. Rapid comm-uta- surfaces better. The number of tor wear is certainly undesirable and brush wafers in a brush assembly is proper film formation is also neces limited by the ability to attach a sary to protect the copper commu shunt wire to a thin wafer that will tator bars. One must keep in mind survive traction service. This is that the film on the commutator approximately .200" thick. Two forms through an electro-chemical wafer brushes add sufficient resist reaction.(Fig 9) The electro portion ance for most applications, but means there must be current flow. three are also common. The film will not form if the machine Figure 4 should also show the is running at no load, light load or a importance of having the brush stay load that is below the range where in intimate contact with each com film can begin and continue to form. mutator segment that passes under The chemical portion of this process it so current can be conducted with is a function of the copper comm. out arcing. The commutator needs bars, the carbon brush, the treat to be reasonably round for this to ments in the brush and the environ happen. In general,once the comm. ment it operates in.The environment exceeds .004" TIR, it starts to includes things like; humidity, tem become an impossible task. Brush perature, friction between the brush construction has many options too, and comm., amount of force push but brushes with rubber hard tops ing the brush toward the comm., oil or pads seem to dampen brush or chemical vapor considerations movement in the case of a rough and/or abrasive dirt in the cooling Diesel Electrical Maintenance Committee 191 air. This film takes a few hours to a contaminants can negatively affect few days to fully develop. It also film formation and brush life. requires the commutator to be warm Blowers in unfiltered dusty environ or even hot with a maximum of ments need to be considered "mini- approx. 125Q C. Special treatments sandblasters" when you take into in the brush can help the commuta account the large air volume and the tor film form in the absence of high velocity of this cooling air. DC humidity or in lower temperature motors and generators generally per environments. The chemical portion form best ifthey are in the same kind of this film forming is a significant of environment that a person could part of the whole process. work in, 24 hrs per day. Typical film Temperature, humidity and treat on an EMD commutator is shown in ments Impreg-nated into the carbon Fig.10 and typical film on a GE brush play a big role in total brush commutator with spiral grooves is performance which includes brush shown in Fig. 11. life. Chemical or oil vapors usually Spiral grooves or helical grooves affect the copper oxide portion of can be machined in commutators or the commutator film in a negative slip rings. These grooves some-times manner. Chemical contaminants appear straight but there is a defi can sometimes create a voltage con nite lead to them. They help prevent tact drop between brush and com selectivity of the brush path by forc mutator that is too high, it may even ing the current to be conducted in develop a non-conductive film which different places across the brush as will cause excessive sparking. The the groove wipes or travels across concentration of some chemical the face of the brush. These grooves vapors may only be a few PPM to also help cool the brush. Figure 12 cause problems with obtaining a shows a bronze EMD slip ring visually desirable commutator film. assembly. Figure 13 shows a steel Silicone vapors from sealants or GE slip ring. Notice that both have greases typicallyproduce a very light spiral grooves machined in them. film along with extremely fast brush wear. Some oils and greases have Commutator Conditions "copper corrosion inhibitors" or A properly designed and adjusted "anti-oxidizing additives" which motor operating within its name- interfere with the normal film forma plate rating in a good environment tion on commutators. will have good commutation and a The overall quality of the of the good looking commutator film as cooling air that is forced thru the depicted in Fig. 14. This is very good motor needs to be considered. A looking film and could be a little blower rated at 10,000 CFM pushes lighter or darker but what is excep over 14 million cubic feet of air thru tional is its uniformity. Some comm the ventilating system each day. It is films that are not quite as pleasing because of this large volume of air are streaking, mottled film or slot bar that even small concentrations of pattern, however, they are still con- 192 Diesel Electrical Maintenance Committee sidered normal. Figure 15 shows a be locomotive control problems. commutator with a very streaky film You can see the edges of the copper which is not damaging as long as the bars are eroded away and sparking streaks are only in the film and are can be evident on the brush edge. not into the copper. This can be Copper Drag also has sparking proved by taking a pencil eraser or occurring that destroys the comm large Pink Pearl eraser and actually film and melts copper and deposits it erasing the film on the comm. Ifthe into the brush face, which then drags copper underneath that film is also more into the slots between the in good condition, then your good commutator bars, see figure 20. An operation will continue. oily environment or grease on the Figure 16 shows a mottled film comm. can also produce this. This is which is also only in the film - not in sometimes combined with small sil the copper. This may be the more ver or blue colored spots on the common film as small contaminants comm. Copper drag this bad needs get on the comm. and get smeared immediate attention as it normally around as it rotates. The Slot Bar leads to a flashover. Figure 21 Pattern in Figure 17 occurs naturally depicts Stall Burns which are caused in some motors because of the num by keeping the locomotive under ber of armature coils per slot in the power but not moving. Bars under armature core. Again no reason for the brushes get hot because of local concern as long as the pattern is lim ized current flow. This intense heat ited to the commutator film. can weaken the bars and cause The following commutator condi them to lift from centrifugal force. tions are destructive and measures Sometimes even resurfacing is not should be taken to eliminate the the long term answer as the weak cause. The treading condition ened bar will raise again. Grooving is shown in Figure 18 is somewhat like sometimes called ridging and is streaking except that concentric shown in Figure 22. It is simplywear grooves are etched or machined into on the commutator in the brush the copper. The most common paths and is expected on high cause is long term operation at very mileage motors. Rapid grooving is light loads. Brush current density caused by airborne abrasive materi lower than 35 amps per square inch al, poor air filtration, an abrasive produces threading. Normal current brush material or very light brush density is in the 70 to 100 APSI pressure. High TIR ( Total Indicator range. Bar Burning ( Fig 19 ) is Runout) indicates the commutator is caused by sparking under or more no longer round. A typical new typically at the edge of the brush. It motor spec calls for .001" or no can have many causes like an more than .0015" TIR. A comm with improper brush ( 2 wafer vs 3 wafer more than .003" TIR needs to be ), the neutral or interpole adjustment resurfaced since high brush wear will could cause the motor to be out of result from the increased vibration electrical adjustment or there could and brush distress. High TIR can be Diesel Electrical Maintenance Committee 193 noticed on the commutator by the proper way to calculate brush pres wavy appear-ance of the brush path, sure. see Figure 23. High TIR on the It is very important to properly set brushes ( Figure 24) shows as exces the height of reaction style brush sive side polish, frayed shunts, pads holders above the commutator to with grooves from the spring fingers, ensure equal brush spacing around chipping or chunks of brush missing. the commutator. Since the brush is at an angle to the commutator, a Maintenance Practices higher than specified brush holder Correct maintenance practices setting will move the footprint of the sometimes need a keen eye to brush further out or away from the ensure even the simplest jobs are commutating zone. This is sure to completed properly. In the case of work against sparkless commutation EMD style brush holders, the spring as it will also change the electrical fingers need to be pulled forward neutral setting. This gap between then released so the flat part of the brush holder and commutator or slip finger seats on the peak of the pad ring is usually between .060" and and not on the side of the pad. .187" for most traction motors, gen Figures 25 & 26 show detail of the erators and alternators. See Figure correct placement of EMD style 32. Readjusting this gap should only spring fingers. Figures 27 & 28 be necessary after replacing brush show the difference with the holders or turning or stoning a sub Incorrect finger placement. stantial amount off the commutator Spring force and brush pressure or slip ring diameter. Too large of a need to be correct to ensure maxi brush holder gap setting will cause mum brush and commutator life. an unstable brush and can promote Consult the Motor maintenance a friction chatter condition in both manuals for the correct spring force. radial and reaction style brush hold There are two components of brush ers. See OEM manuals for the prop wear: electrical and mechanical. er gap. Electrical wear is dominant with light brush pressure, whereas mechanical Important Visual Checks wear is dominant with very high Examine commutator wear or film brush pressure. Figure 29 which also and bring questionable conditions to show the best range of brush pres the proper people sure for auxiliary motors. Since trac tion motors are axle mounted they Ensure the correct brush is used in are subjected to very high G forces the application, probably an OEM and need much more brush pressure recommendation to keep the brush in intimate contact the commutator surface, see Figure Always make sure brush shunt con 30 for the best range of pressure. It's nections are secure to the brush better to be a little higher than on holder and properly routed so brush the low side. Figure 31 shows the movement is not restricted or shunts 194 Diesel Electrical Maintenance Committee do not rub on spring fingers. Be sure spring fingers are properly seated on the brush pad top. Be alert for any unusual conditions, like flashover damage Diesel Electrical Maintenance Committee 195 Commutation Direction of Commutator Rotation Brush • Commutating Zone Direction of Load Current Figure 1 Circulating Currents within Brush IA Load Amps Brush 2VCD 4fe Becomes less asF^ Increases • Use higher resistivity brush grade for difficultto commutate machines Armature Coil Figure 2 196 Diesel Electrical Maintenance Committee Equation Terms IA » Load current or Amps in the armature £q == Circulating current in the brush face VR f ReactanceVolts RA f Resistance oftheArmature coils RB = Resistance ofthe Brush Rw = Resistance ofthe Brush Wafers VCD = Contact drop volts Figure 3 Reducing Circulating Currents IA Load Amps VRB*cxRA + VCD + *cxRB +VCD 2 wafer Brush * X + Rb + Rw 4g Becomes less asRB increases •Use a 2 or3 wafer brush construction for difficultto commutate machines. Figure4 Diesel Electrical Maintenance Committee 197 A Locomotive's Best Friend Whether it's a mainline,short haul, switcher or passenger locomotive—if it'sa diesel-electric drive, we've probably repaired it, rebuilt it or remanufactured it At Rail Products International, Inc. we offera full range of repair, rebuild and remanufacturing services for DC traction motors, armatures, field coils, alternators, generators and other parts. Oursingular dedication tothe railroad industry offers personalized customerservice and quality inmanufacturing that meets ISO 9001-2000 and AAR M-1003 registrations. Whetheryou'rea major, regional or passenger railroad,stay on track with Rail Products International, Inc. RAIL PRODUCTS INTERNATIONAL INC. 800 KingAvenue Ron Sulewski, Columbus, OH43212 National Sales Phone 614.488.1151 Manager FAX614.488.3075 Phone 314.872.9175 198 Diesel Electrical Maintenance Committee Spring Force Radial Note: Clearance Brush between brush and BH Is shown exaggerated. Holder .010" is typical maximum about the thickness of a business card. <5 T ccw yj^ Figure 5 Radial Brush Holder Figure 6 Diesel Electrical Maintenance Committee 199 *$>%\ nteLevel Mi ZTR CONTROL SYSTEMS JnteLevel accurately measures Ik, fuel and other liquid levels for the railroad industry InteLevel takes theguesswork out offuel and other liquid measurement. This high performance measurement technology includes solid stateelectronics and guided microwaves that can make precise measurements accurate upto +/-1%. ZTR's InteLevel is designed for the rigors ofthe railroad industry and all thatthe environmental extremes can offer. The system maintains accuracy throughout its operating temperature range of-40° F (-40°C) to 176° F(80° C) InteLevel can be applied to virtually anytypeoftank. How InteLevel Works This patented leading-edge measurement technology operates on the principal of sending guided microwave pulses along a tank mounted, stainless steel waveguide. The pulse is reflected from the surface of the liquid, measured and converted to a displayed value ofgallons or liters. Unaffected by mounting angle, foam, rust,scale or other commonly found tank conditions, the tank levelcan also be transmitted to another site when InteLevel is combined with remote communications capability. Tell us your maximum tank capacity, define the tank style/shape, follow our installation instructions and enjoy thebenefits ofanaccurate, maintenance free, fuel level measurement system. Contact us for further details *Tfc*!JJ3>"~" —**" ZTR Control Systems [email protected] www.ztr.com [8050 Cty. Road 101 East 955 Green Valley Road Shakopee, MN 55379 London, ON N6N1E4 952-885-8122 519-452-1233 200 Diesel Electrical Maintenance Committee Reaction Brush Holder Trailing Rotation Figure 7 Reaction ^^eg Holder Stubbing or Leading Rotation Figure 8 Diesel Electrical Maintenance Committee 201 The Next Generation In Complete Locomotive Electrical Control Systems Plus!...It Provides Significant Built-in Capacity To Help Meet Your Future Requirements. The Benefits Prove It: Higher reliability • reduction/elimination of high maintenance components • significant and consistent improvement in tractive effort under all weather conditions • superior wheel slip detection andcontrol capabilities • effective main generator/traction alternator and traction motor voltage limiting • main generator/traction alternator current overload protection • traction motor short term overload protection and annunciation • smoother control of excitation ramp rate• reliable transition control • KWH trip recording • extensive datacollection and systems diagnostics • remote communications interface capability Nexsys II is Expandable and Mounting is Versatile: We cantailor the system to be specific to your application. Itmounts directly into a Dash 2 cabinet and occupies only four module slots.Other options provide for mounting in non-Dash 2 applications. Contact us for further details ZTR Control Systems [email protected] www.ztr.com 8050 Cty. Road101 East 955 GreenValley Road Shakopee, MN 55379 London, ON N6N1E4 952-885-8122 519-452-1233 202 Diesel Electrical Maintenance Committee Airborne Contaminants Grains of 5% Moisture Carbon Carbon Graphite Brush Copper from the brush Oxide 15-20% ^ 75% Copper Commutator Commutator Film Makeup ( Electro - Chemical Reaction ) IFigure 91 Typical film on an EMD commutator Diesel Electrical Maintenance Committee 203 Helping you Turn oHigher Profit By Reducing Your Fuel Consumption SmartStart, byZTR Control Systems, will improve your profitability. It will do this witha microprocessor controlled automatic locomotive shutdown/restart system. The Benefits ProveIt: reduction offuel consumption • less lubeoil consumption • reduction inemissions • extended component life • active 365days a year 24 hours a day•automatic management oflocomotive shutdown •continuous monitoring of parameters before allowing shutdown • monitoring andrestart oflocomotive as required • maintains locomotive in a ready to usestate•significant reduction in heavy exhaust smoking on restart • provides information ongeneral locomotive conditions • provides documentation and verification offuel savings • offers year-round fuel savingseven incolderclimates. SmartStart is Expandable and Mounting is Versatile: You can addadditional options suchas Extended Fuel Savings which includes load shedding (lighting circuitry) and the Road option, which is specifically designed forlocomotives operating in main line service. Thesystem can be mounted directly into a Dash 2 Module Rackand occupiestwo moduleslots. Contact us for further details ZTR Control Systems [email protected] www.ztr.com 8050 Cty. Highway 101 East 955 Green Valley Road Shakopee, MN 55379 London, ON N6N1E4 952-885-8122 519-452-1233 204 Diesel Electrical Maintenance Committee Typical film on a spiral grooved GE commutator IMMMMmi S.flK kl'J &i&' MA • , rWH& i^H BHVJ • •*« ".IHSBBBi ..stt^ww1.w W:i«i*i !"?r . [Spiral Breaks Current 1 lib ^LvmLi' a i j#2 Negative 1 1#1Positive [J B Ring | B Ring M Figure 12 EMD slip ring assembly Diesel Electrical Maintenance Committee 205 Retrofit your older locomotives with a BOA Excitation/Wheel Slip Control System. It provides significant improvements in operating performance and does not require any operator interface to prevent wheel over speed. The Benefits Prove It: Increased Adhesion • Increases Drawbar Pull • Smoother Excitation Control • Main Generator and Traction Motor Overload Protection • More Efficient Train Handling Solid State Replacement of Load Regulator • Easy Installation • Self Diagnostics BOA is Easy to Install: Easy to install and does not require probes or axle generators. ZTR Control Systems www.ztr.com 8050 Cty. Highway 101 East 955 Green Valley Road Shakopee, MN 55379 London, ON N6N1E4 952-885-8122 519-452-1233 206 Diesel Electrical Maintenance Committee Figure 13 GE steel slip ring with R318 grade brush Figure 14 great looking commutator film Diesel Electrical Maintenance Committee 207 jFZPace ZTR ControlSystems race accurate slow speed locomotive control EZPace from ZTR Control Systems provides precise very low speed control inloading applications. The system utilizes microprocessor technology toenhance reliability. EZPace isdesigned with railroad environment inmind andhasbeen tested towithstand therigors oflocomotive applications. Specifications • Accurate tocomofne speed control between 0-10 MPH in 0.1MPH increments Vat can beeasily switched toutilize metric equivalent Speed control achieved by varying the DC excitation reference signal Simple push-button operation •, : >Standalone, seiicontained product available in aportable design (externa' active axle generator required) » Physical size: 10.25X4.25X12 inches >True anatywtput from appmxirnately2VDC tobWDC, 72VDC orcustom DC voltage output (maximum 3Aat72VDCJ toInsure compatibility with wide range oflocomotive axc/OSon systems. • Integrated HMI displays target speed, actual speed and setup menu. 8050Coortty Road101East Shatopee, MN 55379 952/885-8122 208 Diesel Electrical Maintenance Committee Figure 15- Streaky film Figure 16 of a common Mottled film Diesel Electrical Maintenance Committee 209 Figure 17 - Slot Bar Pattern Figure 18 - Threading commutator condition 210 Diesel Electrical Maintenance Committee Figure 19-Bar Burning Figure 20 - Copper Drag leads to flashovers Diesel Electrical Maintenance Committee 211 Figure 21 - Stall burns Figure 22 - Grooving 212 Diesel Electrical Maintenance Committee Figure 23 - Commutator with high TIR Figure24 - Brush damage from high commutatorTIR Diesel Electrical Maintenance Committee 213 214 Diesel Electrical Maintenance Committee Figure 27 - Improper spring finger placement on EMD brush holder Figure 28 - Improper spring finger placement on EMD brush holder Diesel Electrical Maintenance Committee 215 Total Brush Wear © 0123456789 10 11 Figure 291 Brush Pressure (PSI > Total Brush Wear I a: i 5 0123456789 10 11 Figure 301 Brush Pressure Calculating Brush Pressure bKUSH Measured Spring Force * PRESSURE Lbs per Sq. Inch Brush Brush (PSI) Thickness Width (inches ) (inches ) * Average of IN & OUT movement Figure 31 Brush Holder Spacing Figure 32 - Proper measuring of brush holder height Diesel Material Control Committee 217 REPORT OF THE COMMITTEE ON DIESEL MATERIAL CONTROL TUESDAY, SEPTEMBER 23, 2008 11:00 A.M. Chairman BOB HARVILLA Sales Manager Standard Car Locomotive Group Strongsville, OH Vice Chairman JOHN MINNIE Materials Manager BNSF Railway Burlington, IA COMMITTEE MEMBERS C. Aday Inventory Manager SCRRA/Metrolink Los Angeles, CA D. Behrens Managing Director ALSTOM Transport Naperville, IL R. Delevan Mgr.-Transp. Prod. Nat'l Electrical Carbon Wilkes Barre, PA P. Foster President Power Rail Dist. Inc. Wilkes Barre, PA J. Fronckoski Senior Procure. Mgr. CSX Transp. Jacksonville, FL M. Gast Sr. Materials Mgr. CSX Transp. Huntington, WV J. Hartwell VP - Locomotives Progress Rail Jacksonville, FL P. Johnson Supt.-Loco Matl. Norfolk Southern Corp. Atlanta, GA B. Lechner Sr. General Foreman Norfolk Southern Corp. Altoona, PA C. Mainz Dir.-New Bus. Dev. Coast Engine & Equip. Tacoma, WA F. Miller VP - Marketing JMA RR Supply Seymour, IN A. Pettigrew Purchasing Mgr. Rail America Jacksonville, FL K. Smith Sales Mgr. GE Rail Transp. Jacksonville, FL R. Sulewski Nat'l Sales Manager Rail Prod. Int'l Inc. St. Louis, MO B. Young Matls. Manager Montana Rail Link Livingston, MT M. Zerafa Purchasing Mgr. Nat'l Rwy. Equip. Chicago, IL Note: Bill Lechner is a Past President of LMOA 218 Diesel Material Control Committee PERSONAL HISTORY Bob Harvilla Regional Sales Manager Standard Car Truck Co., Standard Locomotive Group Bob Harvilla began his career Equipment Associates. He resides in 1973 at the General Electric Co. in Medina, Ohio, and works out of Cleveland Apparatus Service the Durox offices in Strongsville, Center, and had a total of 22 years Ohio. of service with GE. He is currently Bob and his wife Barb have responsible for sales of the been married 32 years and have Standard Locomotive Group two sons: Rob, 30 and Ryan, 25. Companies - Durox, Triangle Engineered Products and Railway Diesel Material Control Committee 219 ANYTOWN, USA— Graham-White's Remanufacturing Super Hero, REMAN, has been credited for saving thousands of dollars with his swift action. Railroads across North America can maximize car velocity and lower costs due to his tireless dedication to truth, justice and the Graham-White way. A satisfied customer exclaims, "after flashing the GW signal for REMAN's rapid response rescue, our tired and worn-out parts were made like new again! Now, with the remanufacturing Power of REMAN, we don't worry about overall performance. Thanks REMAN for saving today." To Signal REMAN: Virginia: 540.387.5620 Lousiana: 318.429.4797 GRAHAM-WHITE Nevada: 775.841.2700 PnominaReliable Transportation Solutions m E/A reman.grahamwhitc.com 220 Diesel Material Control Committee THE DIESEL MATERIAL CONTROL COMMITTEE WOULD LIKE TO EXPRESS THEIR SINCERE APPRECIATION TO THE FOLLOWING COMPANIES FOR HOSTING THEIR COMMITTEE MEETINGS THE PAST YEAR FLORIDA EAST COAST RAILWAY IN JANUARY 2008 IN JACKSONVILLE, FLORIDA NORFOLK SOUTHERN CORPORATION IN JUNE 2008 IN ALTOONA, PENNSYLVANIA Diesel Material Control Committee 221 LEAN MANUFACTURING fully implemented Lean Concepts AS IT APPLIES TO have typically seen the following MATERIAL HANDLING improvements: Prepared by Chris Mainz, In Manufacturing: Director of New Business • Cycle Times down by at least Developemnt 20% Coast Engine and Equipment Co. • 10-day standard Customer order lead time The term Lean Concepts evolved • Productivity gains of 62% from Lean Manufacturing, a term • 98% or better on-time deliv coined in the James P. Womack ery book, The Machine That Changed The World, based largely on his In Administration: observations of the Toyota • Order Entry from 2 days to 7 Production System. The Focus at minutes Toyota was absolute elimination • Engineering changes from 7 of waste, especially anything that months to 1 month prevents the most optimum flow • Accounts Payable from 2 days and assembly of material, from raw to 4 hours material to finished goods deliv • New Product Quote 35 days ered to the customer. Initially, most to 10 days people misinterpret the concept of Lean Manufacturing to apply only In Healthcare: to the manufacturing assembly • Same Day office visits line, but in practice, Lean • No-wait emergency room Manufacturing or Lean Concepts • Productivity gains of 62% (the absolute elimination of waste) • 20% increase in number of apply to the entire business model, surgical procedures by reduc- including suppliers and customers. i ng operati ng room In practice, the significant gains in changeover time from 42 to efficiency, profitability and cus 15 minutes tomer service are only achieved when Lean Concepts are applied Lean Manufacturing across the entire business model, Philosophy - Key Concpets: especially material handling, not The ultimate objective of Lean just at the point of production. Manufacturing is to eliminate all Unlike many other business non value orientated activity or "fads", Lean is effective and being waste involved in the delivery of a utilized by some of the most suc product or service to the customer. cessful companies in the world (i.e. This elimination of waste begins General Electric, Toyota, Wabtec, with the raw material and the trans Boeing, Caterpillar and CN). formation and handling of this raw Organizations who have success material until it arrives as a perfect, 222 Diesel Material Control Committee on-time finished product in the unrepairable or un-rework- customer's hands. able. The Three Pillars: The 5 Lean Principles: 1. The Problem - waste exists at Because Lean thinking is coun all levels and in all activities terintuitive and a bit difficult to 2. The Solution - the grasp on the first encounter, (but identification and elimination then blindingly obvious once "the of waste lightcomes on"), it's very useful to 3. The Who - all of the employ examine the five lean principles: ees and departments com prising the organization 1. Value - the critical starting point for lean thinking. Value Seven Types of Waste: can only be defined by the 1. Over-Production-producing ultimate customer; and it's more than is needed, faster only meaningful when than needed or before need espressed in terms of a specif ed. ic product (a good or service 2. Wait Time - idle time that and often both at once) occurs when co-dependent which meets the customer's events are not fully synchro needs at a specific price at a nized. specific time. 3. Transportation - any material 2. The Value Stream - is a set of movement that does not all the specific actions directly support immediate required to bring a specific production. product (whether a good, a 4. Processing - redundant effort service or, increasingly, a (production or communica combination of the two) tion) which adds no value to a through the three critical man product or service. agement tasks of any busi 5. Inventory - any supplies in ness: the problem-sovling excess of process require task running from concept ments necessary to produce through detailed design and goods or services in a Just-in- engineering to production time manner. launch, the information man 6. Motion - any movement of agement task running from people which does not con order-taking through detailed tribute added value to the scheduling to delivery, and product or service. the physical transformation 7. Defects - repair or rework of task proceeding from raw a product or service to fulfill materials to a finished product customer requirements as in the hands of the customer. well as scrap waste resulting 3. Flow - once real value has from materials deemed to be been indentified and the Diesel Material Control Committee 223 Wl WWW.^PowerRail.Com1TM Cooper Bearings PowerRail Mfg. PowerRail Independent Electric PowerRail Distribution Inc. offers a complete line of New and Re-Manufactured products to support both EMD & GE Locomotives. Our full service repair facilities provides a True Re-Manufactured product that meets any Quality Budget with On-Time Proven Performance. PowerRail Distribution Inc. 205 Clark Road Duryea, Pa. 18642 Phone: 570-883-7005 Fax: 570-883-7006 224 Diesel Material Control Committee process fully mapped to elimi top, was prone to overheating and nate wasteful steps, it is time vibrated at speeds of more than 60 to make the value creating miles per hour. By late 1960, steps flow. Flow, in Lean Toyota realized it had made a mis speak, requires a total arrage- take and pulled the Toyopet Crown ment of your mental furniture: off the market." the elimination of the batch Toyota's journey with Lean and queue philosophy (i.e. Concepts started back in 1934 the CN has moved over 50% when it moved from textiles to pro of it's grain business from duce the first car. Kiichiro Toyoda, dedicated unit trains to gener founder of Toyota, directed the al purpose trains), of depart engine casting work and discov mental boundaries and func ered many problems in their man tions; yes, that means - get rid ufacture. He decided he must stop of rules and policies that pro the repairing of poor quality by vide no "real" value. intense study of each stage of the 4. Pull- Making exactly what the process. In 1936, when Toyota customer wants and deliver won its first contract with the ing it exactly when the cus Japanese government, his process tomer wants it. Let "real" es hit new problems and he devel demand dictate the supply oped the Kaizen improvement chain and production sched teams. This was the beginning of ule vs. the traditional the development of the Toyota approach of letting the sup Production System or Lean ply chain and production Manufacturing. capabilities dictate what and In 2008 Toyota's dedication to when you will deliver your Lean Concepts, value and the elim product or service to the cus ination of waste not only has made tomer. it the most profitable car manufac 5. Perfection...is simple. Never turer in the world with one of the stop eliminating waste from best quality records, but, is fore the value stream. Continue to cast to become the world's largest evaluate the value stream to automaker in 2008. Additionally, eliminate waste at all levels; from its failed Toyopet Crown in this will create "real" efficien 1960, it is forecast to overtake CM cy or value. in US market share by the end of 2008 (Figure 1). Toyota Motor Company: "Two Tinny sedans left the port Canadian National (CN): of Yokohama in August 1957, Hunter Harrison's concept of bound for California - the first Precision (scheduled) railroading exports from Toyota. The four-door has brought CN to the lowest oper clunkers flopped. The car, which ating ratio of any Class 1 while giv looked like a brick with a roof on ing it one of the best on-time per- Diesel Material Control Committee 225 formance records in the industry. superior service and creating value CN's scheduled railroading is for the customer, while improving based upon seven principles that financial performance. utilize the basic tenant of Lean Concepts, "The absolute elimina Lean Techniques Applied tion of waste," especially anything To Locomotive Power that prevents the most optimum Assembly Availability flow and assembly of material, The goal of the cooperative from raw material to finished effort between a Class 1 customer goods delivered to the customer" and a power assembly provider is to Shorten Locomotive Repair CN Seven Principles of Scheduled Dwell time by increasing power Railroading: assembly availability. 1. Minimize car dwell time in yards Assumptions: 2. Minimize classification • Shortening Locomotive 3. Use multiple traffic outlets Repair Dwell Time is critical to between yards to keep traffic railroad operations in that it moving contributes directly to loco 4. Run general-purpose trains motive availability 5. Balance train movements by • Eliminating power assembly direction to reduce power shortages contributes directly and crew deadheading to decreasing Locomotive 6. Minimize power require Repair Dwell time ments • Having the proper power 7. Space trains to support a assembly available at the cor steady workload flow through rect location can be accom various yard processes plished using Lean techniques • Power assembly consumption The focus of the seven concepts can vary dramatically due to is eliminating waste in the system fleet age and operating condi to improve velocity and create tions consistency. These elements of • Typical safety stock or Min Lean have allowed the CN to Max strategies lead to excess become the first Class 1 to offer inventory and/or shortages customers guaranteed cars, with • The typical cycle times creat CN paying the penalty if the guar ed by normal purchasing antee is not met. schemes exaggerate the prob The latest proposed acquisition lem of the "J", is another counterintu itive example of an out-of-the-box Agreements: strategic move to improve flow by • Customer agrees to sole increasing velocity and eliminating source agreement with bottlenecks; ultimately providing supplier 226 Diesel Material Control Committee • Customer and Supplier agree 7,2007 to increase the premium con fi How Toyota Could become tent of power assembly to the US Sales Champ. U.S. improve power assembly per News and World Report, formance Monday, July28th, 2008 • Customer and Supplier agree to a 3 year warranty on power Contributions assemblies Cullen Burdette, V.P. HK Engine • Customer and Supplier agree Components to warehouse (consign) mini mum qty of power assemblies (645 and 710 model PA's) at customer's Shreveport ware house. • Customer agrees to refill (order) power assemblies as picked from consignment- • Supplier agrees to ship order within seven business days of receipt of order (Figure 2) Summary Clearly the original plan did not meet the requirements of the cus tomer. Upon analysis of the value stream, additional lean techniques were applied to improve the flow to increase the service levels while benefiting both the customer and the supplier financially. References: 1. U9n Thinking, James P. Womack and Daniel T. Jones, 2003 7. The Lean Manufacturing Pocket Handbook. Kenneth W. Dailey, 2003 3. The CN does it. Railway Age, May 2001 4. The CN again shows the wav. Railway Age, February 2008 5. America's Best Car Company. CNN Money.com, March Diesel Material Control Committee 227 I 1 M i i i • _____ BRGONOmC LIFTING SYSTEMS PRODUCTIVE SOLUTIONS PERSONNEL LIFTS & WORK PLATFORMS ' Provide a safer work environment • Improve positioning while reducing fatigue Increase capacity and save time SYSTEMS FOR: • BLASTING • PAINTING • WASHING •SANDING • MAINTENANCE • REPAIR & OVERHAUL 800-657-6956 Eau Claire, Wl [email protected] Total Product Access High Return on Investment View additional lifts & video clips at: OSHA/ANSI Compliant www.lpi-inc.com 228 Diesel Material Control Committee U.S. Market Share by Manufacturer May May 2007 2008 GM 23.8% 19.3% Toyota 17.2 18.4 Ford 16.5 15.4 Chrysler 12.8 10.7 Honda 9.3 12.0 Nissan 6.0 7.2 Hyundai 4.6 5.6 BMW(includes Mini) 2.0 2.3 Volkswagen (includes Audi) 2.0 22 Mercedes (includes Smart) 1.4 1.8 Figure 1 Results (Key Metrics): Original Process- Current (2003) Process Total Reorder Cycle Time (days) 30-45 days 10-15 days Inventory $'s employed $250,000 $250,000 Inventory Service Rate (%) 50% 95% Total Sales volume ($) $670,000.00 $1,500,000 Average Open order value $'s $150,000.00 I $50,000.00 Figure 2 Shop Equipment And Processes Committee 229 REPORT OF THE COMMITTEE ON SHOP EQUIPMENT AND PROCESSES TUESDAY, SEPTEMBER 23, 2008 1:45 P.M. Chairman BILL PETERMAN President Peterman Railway Technologies, Inc. Baie D'Urfe, Quebec Vice Chairman TOM STEFANSKI President Tom's Locomotives and Cars Plainfield, IL COMMITTEE MEMBERS R. Begier Consultant Portec Rail Products Inc. Broomfield, CO R. Collen VP-Sales Simmons Mach. Tool Corp. Albany, NY C. Fette President TESCO Erie, PA M. Hofmann Dir.-Labor Rel. BNSF Rwy. Co. Ft. Worth, TX D.Louder Product Manager Macton Corp. Mount Airy, MD J. Morin President NEU International Inc. Paoli, PA R. Quilley Reliability Spec. CNRR Winnipeg, MB 230 Shop Equipment And Processes Committee THE SHOP EQUIPMENT AND PROCESSES COMMITTEE WISHES TO EXPRESS THEIR SINCERE APPRECIATION TO THE FOLLOWING COMPANIES FOR HOSTING THEIR COMMITTEE MEETINGS THIS LASTYEAR. UNION PACIFIC, CHICAGO, IL - NOVEMBER, 2007 SPECIAL THANKS TO RICHARD JACOBS OF THE U.P. METROLINK, LOS ANGELES, CA - MARCH, 2008 SPECIAL THANKS TO CHICK ADAY OF METROLINK Shop Equipment And Processes Committee 231 PERSONAL HISTORY Bill Peterman Bill was born and raised in Presently Bill is President of Ontario Canada and has worked Peterman Railway Technologies a and lived in various parts of company specializing in assisting Canada during his railway career with Rail Maintenance Facility including major stints in Calgary designs, equipment and processes, and Montreal where he presently providing specialized rail mainte resides. His business career includ nance services and acting as a liai ed 25 years with Canadian Pacific son between railroads and non rail Railway and several years with road entities. Dominion Bridge Canada in He has been Chairman of the numerous industrial and facilities Shop Equipment & Processes engineering positions including Committee for several years. Bill various positions in the mainte lives in Montreal and is married nance facilities and head office. with 5 children and finally has one Gained a world of rail experience grandchild. working in all aspects of service facilities. His railway career began as a Time and Motion Analyst completing his time with the rail way as Manager Facilities Engineering. 232 Shop Equipment And Processes Committee VEHICLE PROGRESSION location as required. SYSTEMS - Drop table. Preparedby, - Shim table. Roger D. Collen - Complement transfer Vice President, Sales table. SimmonsMachine Tool Corp. • Other applications - Bulk material car load Presentation Overview ing/unloading. • What is a Progression System - Car movement through • Why use a Progression System paint shop. • System Applications - Support of spot systems • Types of Systems for truck/wheel set • System Performance change out Capabilities Progression System Types • Fixed Systems - equipment is What is a Vehicle Progression permanently mounted to System? structure. • Equipment for the • Open winch systems - use transfer/movement of rail rope or cable wound on a bound vehicles using a sepa powered drum to provide rate independent power pulling power. source • Capstan Systems - uses a Why use a Progression System? rope wrapped around a • Increased personnel and drum to provide pulling equipment safety - operating a power. Rope is not con locomotive engine generates tained on drum. air contamination and noise, • Loop Systems - uses wire movement of locomotive in rope wrapped around a congested shop requires visi series of pulleys and pow bility around locomotive. ered drum to provide • Improved environmental con pulling power. ditions - elimination of air con • In-Ground Systems - uses tamination and noise. a guide track and chain • Improved operating efficiency system to drive a shuttle - systems reduce manpower that pushes or is manually necessary to move vehicles. attached to the rail vehi • Reduced operating costs - car cle. progression systems apply • Mobile Systems - car progres power only when required. sions systems with independ System Applications ent power source that are not •Typical Service & permanently fixed in one loca Maintenance Shop Applications tion. - Wheel truing equipment - • Diesel Powered - Rail advance vehicle to truing Bound - lower horsepower Shop Equipment And Processes Committee 233 ^SIMMONS MOBtWJ/mi® ^^ MACHINE TOOL CORPORATION WHEEL TRUING SERVICES innovative Mobile Technology Simmons Machine Tool Corporation (SMTC)is excited to announce its latest technological development in the NorthAmerican market; "Mobiturn® Wheel Truing Services". The Mobiturn® isa CNC mobile wheel lathe that maintains a variety ofprofiles ranging from lightrailvehicles to locomotives. The Mobiturn provides customers withcost effectivewheel truingas an alternative to their present wheel maintenance processes. Services are easily implemented at customers' facility. There are NOspecial requirements needed to execute the services. Contact us to schedule your Mobitum8 Wheel Truing Service appointment: Simmons Machine Tool Corporation 1700 N. Broadway P: (518) 462-5431 Albany, NY12204 F: (518) 462-0371 www.smtqroup.com [email protected] 234 Shop Equipment And Processes Committee locomotives dedicated to - Ease of use with minimal movement of rail vehicles training over short distances - Requires one operator through yards or shops. - Single direction systems pro • Diesel Powered - Road & vide poor positioning accu Rail-low horsepower vehi racy cles capable of operating - Dual direction systems pro on rail or road with rubber vide better positioning accu tires and steering wheels. racy • Electric Powered - Rail • Capstan Systems Bound - battery powered - Ease of use with minimal locomotives dedicated to operations movement of rail vehicles. - Systems require routine safe • Electric Powered - Road & ty inspection Rail - battery powered - Safe operation requires two vehicle capable of operat operators ing on a rail or road with - Single direction systems pro rubber tires and steering vide very poor positioning wheels. accuracy • In-Ground Systems Performance Capabilities - Ease of use with minimal • Winch Systems operations training - Ease of use with minimal - Requires one operator operations training - Single detection systems - Systems require routine safe provide poor positioning ty inspection accuracy - Requires one operator - Dual direction systems pro - Single direction systems pro vide better positioning vide poor vehicle position - Use of programmable con ing accuracy trollers and software pro - Dual direction systems pro vides a platform for operator vide better positioning accu and equipment safety racy • Mobile - Diesel Rail Bound • Capstan Systems - Higher horsepower than - Ease of use with minimal fixed systems provides high operations training er capacity - Systems require routine safe - Requires one operator ty inspection - Car mover can be operated - Safe operation requires two with remote control operators - Provides good positioning - Single direction systems pro accuracy vide very poor positioning • Mobile - Diesel Rail & Road accuracy - Diesel power provides good • In-Ground Systems movement capacity ShopEquipment AndProcesses Committee 235 - Requires one operator - Car mover can be operated with remote control - Good positioning accuracy - Flexible • Mobile - Electric Rail Bound - Available in large range of moving capacity - Requires one operator - Car mover can be operated with remote control - Good position accuracy - Optional de-railing system for movement of unit off rails • Mobile - Electric Road & Rail - Good moving capacity - Requires one operator - Car mover can be operated with remote control - Good position accuracy - Flexible Thanks to support from shop equipment committee members associated with: Whiting Corporation Portec Corporation NITEQ Corporation Trackmobile Simmons Machine Tool Corp. Editor's Note This paper was presented at the 2007 convention at the Chicago Hilton & Towers. 236 Shop Equipment And Processes Committee Shop Equipment And Processes Committee 237 238 Shop Equipment And Processes Committee Shop Equipment And Processes Committee 239 240 Shop Equipment And Processes Committee Locomotive Maintenance Officers Association 241 CONSTITUTION AND BY-LAWS nection with the maintenance and LOCOMOTIVE MAINTENANCE repair of motive power, subject to OFFICERS ASSOCIATION approval of the General Executive Committee. RevisedSeptember 22, 2003 Associate members shall have equal rights with railroad members Article I - Title: in discussing all questions properly brought before the association at The name of this Association the Annual Meeting, and shall shall be the Locomotive have the privilege of voting or Maintenance Officers Association holding elective office. (LMOA). Section 3 - Life membership shall be conferred on all Past Article II - Purpose of the Presidents. Life membership may Association also be conferred on others for The purpose of the Association, meritorious service to the Associa a non-profit organization, shall be tion, subject to approval by the to improve the interests of its mem General Executive Committee. bers through education, to supply Section 4 - Membership dues locomotive maintenance infor for individual railroad and associ mation to their employers, to ate membership shall be set by the exchange knowledge and informa General Executive Committee and tion with members of the shall be payable on or before Association, to make constructive September 30th of each year. The recommendations on locomotive membership year will begin on maintenance procedures through October 1 and end September 30. the technical committee reports Members whose dues are not paid for the benefit of the railroad on or before the opening date of industry. the annual convention shall not be permitted to attend the annual Article III- Membership meeting, shall not be eligible to Section I- Railroad Member vote and/or shall not be entitled to ship shall be composed of persons receive a copy of the published currently or formerly employed by Pre-Convention Report or the a railroad company and interested Annual Proceedings of the annual in locomotive maintenance. Mem meeting. Failure to comply will bership is subject to approval by result in loss of membership at the the General Executive Committee. end of the current year. Life mem Section 2 - Associate bers will not be required to pay Membership shall be composed of dues, but will be entitled to receive persons currently or formerly a copy of the Pre-Convention employed by a manufacturer of Report and Annual Proceedings. equipment or devices used in con 242 Locomotive Maintenance Officers Association Article IV - Officers his or her services with appropri Section 1 - Elective Officers of ate compensation. the Association shall be President, Section 5 - All elective officers First Vice President, Second Vice and Regional Executives must be President and Third Vice President. LMOA members in good standing. Each officer will hold office for one (See Article III, Section 4.) year or until successors are elect ed. In the event an officer leaves Article V- Officer, Nomination active service, he may continue to and Election of serve until the end of his term, and, Section 1 - Elective officers shall if he chooses, continue to serve as be chosen from the active mem an executive officer and be bership. A Nominating Committee, allowed to elevate through the composed of current elective offi ranks as naturally occurs, to cers and the active Past Presidents, include the office of President. shall submit the slate of candidates Section 2 - There shall be one for each elective office at the Regional Executive officer annual convention. assigned to oversee each technical Section 2 - Election of officers committee. Regional Executives shall be determined by a voice shall be appointed from the mem vote, or if challenged, it shall bership by the General Executive require show of hands. Committee for an indefinite term, Section 3 - Vacancies in any with preference given to those hav elective office may be filled by ing served as a Technical presidential appointment, subject Committee Chairperson. A to approval of the General Regional Executive who leaves Executive Committee. active service may continue to Section 4 - The immediate Past serve as such, and shall be eligible President shall serve as Chairman for nomination and election to of the Nominating Committee. In higher office. his absence, this duty shall fall to Section 3 - There shall be a the current President General Executive Committee, composed of the President, Vice Article VI - Officers - Duties of Presidents, Regional Executives, Section 1 - The President shall Technical Committee Chairper exercise general direction and sons, and all Past Presidents approve expenditures of all affairs remaining active in the Associa of the Association. tion. Section 2 - The First Vice Section 4 - There shall be a President, shall in the absence of Secretary-Treasurer, appointed by, the President, assume the duties of and holding office at the pleasure the President. He shall additional of the General Executive ly be responsible for preparing and Committee, who will contract for submitting the program for the Locomotive Maintenance Officers Association 243 Annual Meeting. sented by the technical commit The Second Vice President shall tees to ensure reports are accurate be responsible for selecting adver and pertinent to the goals of the tising. He will coordinate with the Association. Secretary-Treasurer and contact C. Attend and represent LMOA advertisers required to underwrite at meetings of their assigned tech the cost of the Annual nical committees. Proceedings. D. Promote Association activi The Third Vice President will be ties and monitor membership lev responsible for maintaining a els within their assigned areas of strong membership in the responsibility. Association. He will ensure that E. Promote and solicit support membership applications are prop for LMOA by helping to obtain erly prepared and distributed, advertisers. monitoring membership levels and Section 5 - Duties of General reporting same at appropriate time Executive Committee: to the General Executive A. Assist and advise the Committee. President in long-range Association The Vice Presidents shall per planning. form such other duties as are B. Contract for the services and assigned them by the President. compensation of a Secretary- Section 3 - The Secretary- Treasurer. Treasurer shall: C. Serve as the Auditing and A. Keep all the records of the Finance Committee. Association. D. Determine the number and B. Be responsible for the name of the Technical finances and accounting thereof Committees. under the direction of the General E. Exercise general supervision Executive Committee. over all Association activities. C. Perform the duties of the F. Monitor technical papers for Secretary of the Nominating material considered unworthy or Committee, and General Executive inaccurate for publication. Committee, without vote. G. Approve topics for the D. Furnish surety bond in Annual Proceedings and Annual amount of $5000 on behalf of Meeting program. his/her assistants directly handling H. Approve the schedule for the Association funds. Association will Annual program. bear the expense of such bond. I. Handle all matters of Section 4 - The Regional Association business not specifical Executive officers shall: ly herein assigned. A. Participate in the General Section 6 - The General Executive Committee meetings. Executive Committee is entrusted B. Monitor material to be pre to handle all public relations deci- 244 Locomotive Maintenance Officers Association sions within LMOA and coordinat papers will be selected and ed associations with confidentiali approved by the General Executive ty. Committee. Article VII - Technical Article VIII - Proceedings Committees Section 1 - The Locomotive The technical committees will Maintenance Officers Association consist of: encourages the free interchange of Section 1 - A chairperson, ideas and discussion by all atten appointed by the President and dees for mutual benefits to the rail approved by the General Executive road industry. It is understood that Committee. the expression of opinion, or state Section 2 - A vice chairperson, ments by attendees in the meeting, selected by the chairperson and and the recording of papers con approved by the President. taining the same, shall not be con Section 3 - Committee mem strued as representations or state bers, selected as follows: ments ratified by the Association. A. Representatives of operating railroads and regional transit Section 2 - Those present at any authorities submitted by their meeting called on not less than Senior Mechanical and Materials thirty days advance written notice Officers and approved by the shall constitute a quorum. President of LMOA. B. Representatives of loco Article IX - Rules of Order motive builders designing and The proceedings and business manufacturing locomotives in transactions of this Association North America. shall be governed by Roberts Rules C. The Fuel and Lube of Order, except as otherwise Committee will include members herein provided. from major oil companies or their subsidiaries as approved by the Article X- Amendments General Executive Committee. The Constitution and By-Laws D. At the direction of the may be amended by a two-thirds General Executive Committee, vote of the active members pres non-railroad personnel may be ent at the Annual Meeting. allowed to participate in commit tee activities. Section 4 - All individuals who are on technical committees must be LMOA members in good stand ing. (See Article III, Section 4). Section 5 - Subjects for technical Locomotive Maintenance Officers Association 245 DIESEL MECHANICAL MAINTENANCE COMMITTEE TWENTY-SIX YEAR INDEX 2007 motive Engine Idling 1. Training a New Work Force 2. Emissions Standard Compliance 2. Locomotive Horn Testing for the GE Dash 8 Locomotives 3. Diagnostic Techniques for 3. Tier 0 Emissions Compliance for Predictive/Preventative the GE Dash 8 Locomotive Maintenance-Exploitation of New 4. Locomotive Inspection Training - Technology A Preview of CFR 229/238 4. Locomotive Particulate Matter 5. Computerized Record Keeping to Emssions Reduction through Improve Performance and Re Application of Exhaust duce Maintenance Expense for Aftertreatment Systems Shortline and Regional Railroads 2006 2001 1. LostOpportunities of Rebuilding 1. Troubleshooting Electronic Trucks Fuel Injection on GE Loco 2. GP/SD38-2S Locomotive-A New motives Class of Power 2. Troubleshooting Electronic 3. Heavy Diesel Engine Field Repair Fuel Injection-EMDEC Electro 4. Benefits of Mobile Maintenance Motive Division Two-Stroke 2005 Engine 1. Crankcase Overpressure Today - 3. How to Maintain ALCO Concentrating on EMD and GE Locomotives in the 21st Locomotives Century 2. Cold Weather Locomotive 4. Catastrophic Engine Failures: Operations Shortlines & Regionals (Best 3. Importance of Cooling System Practices) Health, EPA Compliance Impact 5. AreWe Ready for Reliability- 4. Overhaul Extension Centered Maintenance? 2004 2000 1. GE Evolution Series-Maintenance 1. 2000 Emissions Review - GE and Reliability Perspective 2. EMD 70ACe and SD70DC-Tier 2 2. 2000 Emissions Review - EMD Locomotive Models-Mechanical Perspective Maintenance Enhancements 3. EMD Diesel Engine Crankshaft 3. Best Practices Series-For Regional Main Bearings Edge-Load Condi and Shortline Railroads-Managing tion (Description, Detection and Locomotive Wheel Wear Resolution) 4. Maintenance Savings - 4. 2000 - LMOA Best Practice Mother/Daughter Units Series: Locomotive Truck Over 2003 haul Procedures 1. Training 60/30 Impact Now & 1999 Beyond 1. Vibration Analysis 2. Condition Based Maintenance, 2. EMD Power Assemblies Change Practical Approaches and Out Practices for Regional and Techniques Shortline Railroads 2002 3. Improved Access to GE7FDL 1. Detrimental Effects of Loco Engine Intake Manifold for 246 Locomotive Maintenance Officers Association Cylinder Inlet Port Cleaning 4. Amtrak Document Management 4, What's Ahead in Plastics for 1993 Locomotive Applications 1. EMD's Three-Axle Radial Steering 5. Cast Iron, Composition Brake Truck Shoe Arrangements vs. Type-J 2. The Natural Gas Locomotive at Relay BNRR 1998 3. Locomotive Waste Oil Reten-tion 1. LMOA Best Practices Series: GM 4. Fragmented Maintenance Engine Crankcase Pressure 1992 Troubleshooting 1. Mechanical Quality Progress 2. Union Pacific's New EMD Diesel Developing on Major Railroads. Engine Rebuild Line At 2. Coal Fuelled Diesel Locomotive Downing B. Jenks Locomotive Development Facility-No. Little Rock, Arkansas 3. 18:1 Upgrade for the 645E Engine 3. GE Turbo Rebuild Procedures 4. Automatic Stop and Start Control 4. Mechanical Impact of Locomotive System Emissions Regulations 5. Acquiring Locomotives for 5. Locomotive Engine Bearing Regionals and Shortlines Developments 1991 1997 1. Recommended Practices for 1. LMOA Best Practices - GE Water upgrading 567 to 645 Design. Leaks 2. Conversion of SD40 Loco 2. Locomotive Update - MK 1200G motives to SD 40-2 on CSX LNG Powered Switcher 3. Update: Diesel Engine Emission 3. Proper Use of Gaskets and Seals Controls 1996 4. Stationary and Dynamic Test 1. Air Brake Trouble Shooting- Procedure for Locomotive Fuel Where We Are Now Efficiency Measurement 2. Best Practices - Internal Water 5. Personnel training on New Leaks on EMD Locomotives Technology. 3. Best Practices - Oil Out Stack 1990 1995 1. Caterpillar Power in Reman-ufac- 1. General Electric New 7HDL 6000 tured Locomotives. HP Diesel Engine 2. The EMD 710G3A Engine 2. LMOA Best Practices Series - Low 3. Improving Performance of Oil Pressure Trouble-shooting Traction Motor Friction Suspen Procedures for EMD sion Bearings. Turbocharged Locomotives 4. Fluid Leaks on GE 7FDL Engine. 3. How Can a Regional or Shortline 5. Rebuild of the EMD F3B Fuel Justify a Wheel Truing Machine? Injector. 4. EMD SD60M Natural Gas 1989 Locomotive Development 1. Wheel Axle Gear Wear/Impact 1994 on Traction Motor Life 1. Electronic Fuel Injection. 2. 710 Engine - Operational and 2. ICAV - The Physical Affects on Overhaul Update Instantaneous Crank Shaft 3. GE Power Assembly Improve Angular Velocity Technology ments on Welded Head-to-Liner 3. Maintenance Practices Com-pari- 4. Assembly Rework Procedures. son Between Regionals and Class 5. EMD EngineOil Leaks.Secondary I Railroads Air Filtration - Barrier vs. Locomotive Maintenance Officers Association 247 Impingement 1982 1988 1. Fuel Conservation - Effects on 1. Low-idle Operating Costs vs. Fuel Maintenance Savings. 2. Fuel Conservation - What It Costs. 2. Rebuilding GE's EB Liner 3. Diesel Fuel Receipt and 3. The Extended Maintenance Truck Disbursement 4. Flange Lubricator Update 4. Turbochargers 5. Permaspray II - Cylinder Liner 1981 1987 1. Running Gear 1. EMD Water Pump Rebuilding 2. On Board Flange Lubricator 2. Filtration 3. Gear Case, Bull Gear and Pinion 3. FRA Rules Gear Longevity in the 1980's - 4. Follow-up on PreviousTopics Gear Cases - Canadian National Experience. 4. Maintenance of Locomotive Fueling Systems for a Spill Free Operation 1986 1. Rebuild of Valve Bridge Assemblies 2. Update of New Locomotive Service Problems, EMD and GE Effecting Quality Performance 3. Chromium Plating and Its Uses 4. Development of a New Diesel Engine for Heavy-Duty Loco motive Service 1985 1. Procedures for Storing Serviceable Locomotives for Quality Performance 2. New Locomotive Service Problems, EMD and GE 3. 92 Day Service Requirements: EMD, GE and Bombardier 1984 1. Mechanical Aspects of New Locomotive Designs 2. Maintenance of Locomotive Components 1983 1. Leaks: Cooling Water, Lube Oil, Fuel Oil and Air 2. Torquing Recommendations. 3. Update on Fuel Efficient Locomotives 4. Radiator Screens 5. Alternate Starter Systems 248 Locomotive Maintenance Officers Association DIESEL MATERIAL CONTROL COMMITTEE TWENTY-SIX YEAR INDEX 2007 Wave for Safety Items? 1. Insourcing vs. Outsourcing 'The 1997 Altoona Story" 1. Raising Our Standards for Safety 2. The Rail Industry's ElectronicParts 2006 Catalog Exchange Standard 1. PDAs for Inventory Control 2. Inventory Management System (EPCES)-A Better Way 2005 1996 1. Centralized Materials 1. Technology Transfer-The Hot Management Process of the 90's-Condition 2. Centralized Component Core Based Maintenance Management-Centralized 2. Warehouse Automation Warehouse-Locomotive 1995 Comonents - Part A: BNSF Rwy. 1. Warranty and Reliability Manage Centralized Component Core ment Management-Rotable Warehouse - Part B: Norfolk Southern Corp. 2. Railroad Industry Group (RIG) 2004 Exchange Standard for Parts 1. Milk Run: Norfolk Southern's Catalog Information Dedicated Locomotive Parts 1994 Shipping System 1. Material Consignment 2003 2. The Next Step in Electronic 1. Just in Time Delivery - The Juniata Information Management - Shop Material Control Program Interactive Technical Manuals. 3. Electronic Catalog Alternatives. 2. The Continuous Improvement 1993 Approach 1. Technology Transfer 2002 2. Electronic Cataloging from a 1. "Mentored Champion Process" - Material Perspective CSX Supply and Service Manage 3. Computerized Reordering from ment the Mechanical Employee's Point of View 2001 1. RAILMARKETPLACE.COM 4. Electronic Catalogues: OEM The Industry's Market Exchange /Supplier Point of View 1992 2000 1. GE Global eXchange Services 1. Warranty Overview and Issues 2. My.SAP.Com 2. Recycling-1992 3. Bar Coding 1999 1. Composite Floors and Doors for 4. Material Packaging 1991 Locomotives 2. Packaging Standards 1. The World of Recycling 2. Problems with Solution 1998 3. Problems with Opportunities 1. Tighter is Not Better 1990 2. Are Vending Machines the New 1. Waste Minimization. Locomotive Maintenance Officers Association 249 2. Hazardous Materials End Cost 2. Reconditioning Material: In- 3. The Role of the Suppliers House vs. Vendo 1989 3. Identification and Disposition of 1. Packaging and Containerization Surplus Material for Today's Railroad. 4. Cost of Carrying Surplus 2. Innovations in Material Distribution Resulting from Shop 5. Evolution and Future Directions Consolidations. of Material Handling Equipment 3. Outsourcing! Does Anyone Really in Railroad Use Understand the Difference 1984 Between UTEX and Repair and 1. BarCoding of Material Return and the Affect on the 2. Forecasting Material Require Budget? ments 4. "Stuff" Happens! - A Skit About 3. a. Fuel Security - Are You the Necessity of Feedback from Suppliers - Suppliers to the end Getting What You Pay For? User b. Fuel Oil Is Expensive 1988 Pros and Cons of Material 1. Communication -The Vital Link in Purchasing Contracts (Single Materials Acquisition Source - Just In Time Inventory) 2. Quality Assurance Through 1983 Communications and Feed-back Improved Locomotive Productivi 3. Paperless Requisitions ty Through Computerized Dat 4. A Practical Application of Bar 2. Inbound Material Inspection Coding in the Railroad Industry 3. Minimize Maintenance Cost 1987 Through Material Management 1. Suppliers Selection for Com Systems ponent Failure Analysis New Ideas In Material Storage 2. Vendor Performance or Service Containers Level 1982 3. Bar Codes 1. Use of kits in locomotive mainte 4. BarCoding - Railroads nance 5. Material Handling Innovations by 2. Cost effective methods of ship the Airline Industry ping material from vendors. 1986 3. Union Pacific's Component 1. The In-House Electronic Requisi Inventory Maintenance System tion System (CIMS). 2. Electronic Data Interchange. 4. Advantages of using shipping con 3. RAILING and Electronic Pur-chas tainers ing 1981 4. Quality Evaluation of Material 1* Disposal of Unserviceable Sourcing Decisions Component Parts: What is the 1985 Most Profitable Method? 1. Evaluating Locomotive Main 2. Innovations in Stores Material tenance Projects Handling, Via Computer 250 Locomotive Maintenance Officers Association Technology 3. Locomotive Held for Material: an Update for the 80's 4. The Best Approach to Procuring Material; New, UTEX, Repair and Return or Shop Repair Locomotive Maintenance Officers Association 251 SHOP EQUIPMENT AND PROCESSES COMMITTEE TWENTY-SIX YEAR INDEX 2007 3. Dry Ice Cleaning of GE Intake 1. Evolution and Improvements in Ports Locomomtive Rerailing Cranes 4. AAR-LFIS No Spill Fueling System 2006 1998 1. Wheel Gauge Technology 1. Smoke Opacity Testing-Emission 2. Train Washing Detection Equipment and its Use 3. EnvironmentalRailroad 2. Hydraulic Tensioning Tools and its Containment Products Use 2005 3. High Speed Portable Align Boring 1. Mobiturn Wheel Truing Services Series 2004 4. Locomotive Mobile Servicing 1. Under the Hook Lifting Devices 1997 2. Sanding in the Railroad Industry- 1. Wheel Truing as Preventive Part III -A Gentle Answer for an Maintenance Abrasive Situation 2. Conrail-Selkirk Diesel Terminal Wastewater Treatment Facility 2003 Recent Evnironmental Improve 1. Locomotive Shop Support ments Systems and Equipment 1996 2. Hand Tools - An Ergonomic 1. Locomotive Painting Update 2. Drop TableToolingfor New EMD 3. Locomotive Lifting Systems and GE Locomotives 2002 1995 1. NOTE: PAPER ON LIFTING SYS 1. Pre-Maintenance Inspection TEMS WAS PRESENTED BY RON 2. Railroad Turntable Modification BEGIER OF PORTEC AT THE 3. Mobile Locomotive Service 2002 CONVENTION; HOW Vehicle EVER IT DID NOT APPEAR IN 1994 PUBLICATION - WILL APPEAR 1. Electronic Fuel/Unit Injection IN THE 2003 PROCEEDINGS Tooling. PUBLICATION 2. Locomotive Roller Support 2001 Bearing Tooling. 1. Standing in Railroad Industries - 3. Fall Protection and Man Lifts. Part II - How to Specify Reliable 4. Locomotive Washing Systems. and Safe Sanding Systems 1993 2000 1. DynamicBalancing for GEDash 8 1. The Tandem Wheel Truing Model Locomotives Machine at Amtrak's Ivy Shop 2. Air Compressor Automated 2. Shop Talk 2000: Fall Protection Station Technology 3. Ergonomics in the Work Place 3. Sanding in the Railroad Industry 4. Hydraulic Traction Motor 1999 Shimming Table 1. Increasing Diesel Shop Capacity 1992 2. Conrail-Cold Asphalt Processing 1. Automated Test and Production of Environmental Waste Sand and Equipment Sludge 2. Safety Corrective Action Team 252 Locomotive Maintenance Officers Association Automated Locomotive Wheel Derail Protection Shop 1987 Cleaning and Surface Pre-paration 1. Modern Servicing Facility for with Sodium Bicar-bonate Based Improved Reliability and Abrasive Blasting Availability Trainline Continuity Tester 2. New Developments in GE Tools. BN - Railroad Power Assembly 3. Implementation of a Quality Shop of the 1990's Process 1991 4. A Quality Traction Motor Shop. Economic Separation of 5. Wheel Truing Machine Technolo Emulsified Oil from Waste Water gy Using Ultra Filtration Membranes 1986 EMD Cylinder Head Valve Seat 1. Robotics Update 1986 - Now Machining What? Automated Barring Over Machine 2. CNC Machine Tools for EMD Diesel Engines 3. A New GE Power Assembly Area New Equipment for Testing EMD 4. Locomotive Wash System -1986 Engine Protectors 1985 Compressed Air for Railroad 1. Computer-Assisted Preventative Facilities Issues and Solutions to Maintenance Achieve Clean, Dry, Oil Free Air 2. New Tools for Material Handling 1990 and Overview of Balancing 1. EMD Valve Bridge Machine Technology 2. GE Traction Motor Roller 3. Effect of Governmental Regula Suspension Bearing Replace-ment tions on Locomotive Finishing Equipment and Pro-cedure. 1984 3. Locomotive Component Re- 1. Shop Tools. placement ForkliftAttachment. A. New Tools 4. Locomotive Sanding, Fueling and B. Shop-Made Tools Drop Tables. 2. Traction Motor Shop Equipment 5. Hazardous Waste Disposal Up-Date 1989 3. Hazardous Waste Handling and 1. Automated Locomotive Wheel Disposal Shop 1983 2. Laser Guided Material Handling 1. Locomotive Maintenance Using a Vehicles Production Line Process 3. BulkRail Lubrication Storage & Fill 2. Shop Tools to Increase Systems Productivity and Improve Quality. 4. Pilot Plate Straightening Equip- 3. Dynamic On-Line Performance of ment Locomotives Without On-Board 1988 Tele-Metering 1. Fuel Management Control 4. Management in Action Systems 5. New GE Training Cente 2. Locomotive Mounted Rail 6. Welding Qualifications Lubrication Fill Systems. 1982 3. Comparison of Shop Air 1. Tools Compressors 2. Rebuild line for EMD turbocharg- 4. Locomotive Toilet Servicing ers Equipment 3. Air brake equipment line 5. Innovations in Blue Flag and 4. Industrial robots Locomotive Maintenance Officers Association 253 5. Automated machines 6. Safety related items and equip ment 1981 1. Training Aids. 2. Testing Devices Inspired by New FRA Laws 3. Tools and Training for Pro-ductivi- ty 4. Changes to Shop Facilities Required by Newly Adopted EPA & OSHA Regulations 5. Tour through Conrail Altoona Shop 6. Supply/Service Facilities 7. GEAssembly Shop 254 Locomotive Maintenance Officers Association DIESEL ELECTRICAL MAINTENANCE COMMITTEE TWENTY-SIX YEAR INDEX 2007 tives 1. Finding Open and Short Circuits 4. Traction Motor Protection Panel on AC Traction Motors 5. "Locomotive Auxiliary Power 2. Locomotive Cab Signal Failures Units" - Lessons Learned and Troubleshooting 2001 3. Maintaining Main Generators - 1. Diagnostic and Predictive Some Safer Methods Maintenance 4. Locomotive Software 2. Locomotive Replacement Control Management System 3. Automatic Shutdown Startup 2006 Controls - Fuel Savings through 1. Application of 2,000 HP Hybrid Technology Yard and Road Switcher 4. Locomotive Alternative Air Locomotives 2. Portable Troubleshooting Data Conditioners Logger 2000 3. Adapting a Freight Locomotive 1. Custom Electronics and their into a Passenger Locomotive Applications 2005 2. Locomotive Wire Update 1. Wireless Communication 3. Integrated Air Brake & Distributed Technology Overview Power Under EMD Fire System 2. Maintenance Benefits of the 4. Carbon Brushes -A Fresh Look Green Goat - Part A 5. RM&D - What It Is, What It Does Hybrid Switcher Update - Green 6. An Alternate Adhesion System Goat - Part B 2004 1999 1. Electrical Maintenance Benefits of 1. Transition Panels for Older Locomotives the SD70ACe 2. R.S. A.C. Crash Worthy Event 2. Remote Monitoring & Recorder Update Diagnostics: Development and 3. Traction Motor Suspension Integration with Maintenance Bearing Temperature Strategies Monitoring System 3. Carbon Brushes Revisited - an 4. EMD SD90MAC 6000 HP Update for 2004 Locomotive-An Update 2003 5. IGBT-What's New for GE AC6000 1. Diesel Driven Heating System Locomotives 2. Trainline - ES TIBS as Applied to 1998 1. Locomotive Troubleshooting CN/IC Locomotives Assistant 3. Head End Power (HEP) Safety 2. Locomotive Electronic Brake Issues Maintenance 4. Fuel Savings, Using Locomotive 3. SD70MAC Capacitor Discharge Consist Management Procedure 2002 4. Power Savings for Electrical 1. Commutator Profiling Locomotives 5. Auto Stop/Start and Layover 2. Basics of an Operations Center Systems 3. Diagnostics for Older Locomo 1997 Locomotive Maintenance Officers Association 255 1. Review of Battery Maintenance on EMD Locomotives and Available Options 5. Flange Lubricators 2. Battery Charger/Booster 1991 3. Locomotive System Integration 1. Locomotive Rebuilding 4. Electronic Governors Something Old - Something New. 1996 Standardization of Elec-trical 1. EMD SD80MAC High Voltage Equipment Safety 2. Locomotive Batteries 2. GE AC Locomotive Electrical a.Storage Handling Proced-ures Safety Features 3. Electromagnetic Interference b. Recommended Maintenance (EMI on AC Locomotives) Procedures 4. QTRAC 1000 Adhesion Control c. Recommended Repair Pro System cedures 5. Locomotive Health Monitoring- 3. Amtrak's AC Traction Loco The Key to Improved Main-ten- motives ance 4. Modern Tooling for Electricians 1995 Recorders 1. Canadian National Battery Water 3. Why Can't We Have One Central Usage Computer? 2. Remote Diagnostics-Radio 4. EPA and Regulation Driven Download 3. Programmed Preventive Main Cleaning 1990 tenance 4. Commutation Monitoring in 1. Modern Tooling of Electrical Locomotive DC Traction Motors Troubleshooting 5. The EMD Diesel Engine Control 2. Maintaining Solid State Event (EMDEC) System 1994 3. Why Can't We Have One Central 1. Safety First - Video on Electrical Computer? Safety 4. EPA and Regulation Driven 2. Locomotive Health Monitoring Cleaning Systems 1989 3. Event Recorder Update 1. Modern Tooling for the 4. SD60 Dynamic Brake Improve Troubleshooting Electrician: a) ments test meters available (single func 1993 tion); b) test meters available 1. Automatic Engine Shutdown and (multiple functional); c) analysis Restart System and diagnostic tools 2. Layover Systems/Standby Power 2. Sound Electrical Repairs and Systems Practices for: a) traction motors; 3. CN North America - Electronic b) grids and fans; c) wire and Temperature Control cable solderless termination 4. Speed Sensing Devices 3. Guidelines for Preparing 5. Adhesion Alternative Electricians for the 1990s 6. Modern Tooling Update 1988 1. Utilizing Magnetic Tape Event 1992 Recorders for Locomotive 1. Nickel-Cadmium Batteries as an Maintenance Alternative 2. Solid State Locomotive Data 2. Overview of Locomotive Recorder Microprocessor Based Controls 3. Improved Utilization of GE DASH 3. Locomotive Air Conditioning 8 Data Recording Systems 4. Testing Traction Alternator Fields 4. Locomotive Health Data and Its 256 Locomotive Maintenance Officers Association Uses To The Railroad 1. Evaluation of Improved Test 5. Improved Data Acquisition From Methods EMD's 60 Series Display 2. Teflon Bands Computer 3. New Generation Locomotives 1987 4. Electrical Troubleshooting 1. Proper Maintenance of Electrical 5. Batteries and Charging Systems Fuel Savings Options 6. Troubleshooting EMD AC 2. Preliminary Report on AAR AuxiliaryGenerator System Traction Motor Study 7. Selection of Locomotives for Major Locomotive Overhauls 1986 1. Cleaning, Handling & Storage of Electrical Equipment A. Solid State Components B. Rotating Equipment 2. Qualification of Locomotive Power plants through self load 1985 1. Locomotive Microprocessor Technology in Retrospect 2. Dynamic Brake Protective devices and Troubleshooting EMD-2 and GE-7 Locomotives 3. Indicators and Recorders for Locomotive Retrofit Application - Fuel, Speed, Power and Selected Events 1984 1. On-Board Diagnostics 2. GE's CATS (Computer Aided Troubleshooting System) 3. Fuel Conservation Through 4. Electrical Modifications 5. Performance of Locomotives After Storage 1983 1. Ground Relay Trouble Shooting 2. Specification for remanu-factured D87 Traction Motor Frames (Using D-77 Armature Coils) 3. Locomotive Storage (Electrical) 4. Water Cooling and Refrigerating Methods for Locomotive Cab Application 1982 1. Tests on Traction Motors 2. Transition Trouble-Shooting 3. Onboard Diagnostic Systems 4. Starting Systems 1981 Locomotive Maintenance Officers Association 257 NEW TECHNOLOGIES COMMITTEE TWENTY-FOUR YEAR INDEX 2007 Environmentally Friendly Coatings 1. Fuelcell Hybrid Switcher for Rolling Rail Equipment Locomotive: Engineering Design 2, Non-destructive Testing: Crack 2. Locomotive Digital Video Detection Technology - EMFaCIS Recorder 2000 3. CN Distributed BrakingCar 1. FIRE: EMD Turns up the Heat on Railroad Electronics Integration 2006 2. Put the Chill on Air Condition-ing 1. Variable Hybridity Fuelcell-Battery Costs Road Switcher 3. Do Not Get "Steamed" Over Fuel 2. GETransportation-Hybrid Freight Tank Repairs Locomotive 4. Industry Responses to Emission 3. Dynamic Brake Status Reporting Regulations 2005 5. Improved Adhesion Through the 1. PL42AC Locomotive-Overview Use of Individual Axle Inverters 2. Fuel Cell Locomotives 1999 3. Locomotive Electric Hand-brake 1. Locomotive Filteration-Where are Systems We Going? 2004 2. EMD Markets a New Line of 1. GE Evolution Locomotive - An Overview Switchers 2. EMD SD70Ace Locomotive- 1998 Reliability for 2005 and Beyond 1. Expert Systems 3. Get Them into Condition: 2. EMD SD90MAC 6000 HP Condition Based Traction Motor Locomotive - Where Are We Reliability Today? GE AC6000CW Making the Switch - An Update Locomotive - Where Are We on the EMD GP20D/GP15D Today? Switcher Locomotive 1997 5. "Fuel Proof Tank Repairs" - A Best 1. An Overview of the Electro-pneu Practice for your Locomotives 2003 matic Train Brake 1. New MPXPRESS Commuter 2. Locomotive 6724, Where Are Locomotive Models MP 36PH-3S You? GPS, Mobile Telemetry and & MP36PH-3C GIS Technologies in a Railroad 2. The Green Goat Hybrid Environment Locomotive 3. Runout Measurement Using Non- 3. Observation on Auto Engine Start/Stop Contact Sensor Tech-nology 2002 4. Common Rail Fuel Injection 1. On Board Rider -A Remote Loco 1996 motive Condition Monitoring 1. Activities Toward New Safety System Standards for Passenger 2. Cool Your Jets: A Low Cost High Equipment Performance Rooftop Air Condi tioner 2. SP-3 Thin Sensor Technology for 2001 Variable Force Measurement Performance and Economic 3. Top-Of-Rail Lubrication Aspects of Various 4. Traction Motor Vibration and its 258 Locomotive Maintenance Officers Association Effects Systems 1995 3. Effect of Technology on 1. Beltpack Locomotive Control Standardization of Cab Control System Equipment 2. The MK1200G Switching Loco 4. Locomotive Durability, Relia motive bility and Availability 3. Advanced Traction Motor Testing 1994 Understanding Your Abilities 1. Electronic Fuel Injection Sys-tems. 1989 2. Status of Distributed Power in 1. A Rational Approach to Testing Freight Trains. Locomotive Components 3. Advances in Distributed Power- 2. New Developments in Loco Iron Highway. motive Cab Design 1993 1988 1. New Technology to Solve Old 1. Amtrak F69 PH AC Passenger Problems 2. Developments in Off-Shore Locomotives Technology 2. New Component Develop-ments 3. Updates on AC Traction Retrofittable to Older Model Developments Locomotives 1992 3. Locomotive Applications of 1. Talkingto the "Smart' Locomotive Catepillar Engines 2. Cab Noise Abatement 4. Wheelslip Control for Individual 3. Electronic Management of Axles Locomotive Drawings 4. Update on High Productivity 1987 Integral trains 1. Electronic Fuel Injection Sys-tems 5. AC Traction -A New 2. Update on Electronic Gover-nors Development 3. Recent Advances in Steerable 1991 Locomotive Trucks - the E.M.D. 4 1. Locomotive Cab Integration and Axle, 4 Motor HT-BB Articulated Accessory Management Truck 2. Improvements in Locomotive 4. Converting an F40 Locomotive to Adhesion Performance 3. The Role of Duty cycles in A.C. Traction Locomotive Fuel Consumption. 1986 4. What's New in Gadgets and 1. Future Train Control Systems Black Boxes: What do our 2. Bringing Future Train Control Locomotives Really Need? Systems Back to Earth 5. Failure Analysis 3. Low Maintenance Locomotive 1990 Batteries 1. Motor Driven Air Compressors 4. Electronic Engine Control Systems for Diesel-Electric Locomotives 1985 2. Locomotive Cab (HVAC) Heating, Ventilation and Air Conditioning 1. The Sprague Clutch for E.M.D. Turbocharged Engines Locomotive Maintenance Officers Association 259 2. A.C. Traction Locomotives Update 3. Natural Gas Locomotive Update 4. Ceramic Coated Engine Com ponents 4. Locomotive Cab Develop-ments 1984 1. G.E. Dash 8 Locomotives 2. E.M.D. 50A Series Locomotives 3. Natural Gas Locomotives 4. Appraisal of the A.C. Traction Locomotive 1983 1. Microprocessors for Locomotive Control and Self Diagnosis. 2. Locomotive FuelTank Gauges 3. Locomotive Aerodynamics 4. Bombardier HR 616 Locomotive 5. Missouri Pacific - Phase III Locomotive Heavy Repair Facility, N. Little Rock, Arkansas 260 Locomotive Maintenance Officers Association FUEL, LUBRICANTS AND ENVIRONMENTAL COMMITTEE TWENTY-SIX YEAR INDEX 2007 Field Test Procedure 1. Automatic Self-Cleaning Lube Oil 3. Detecting Abnormal Wear of AC Filters and Centrifuges Traction Motor, Pinion End, 2. Diesel Fuel 2007 and Beyond - Armature Bearings Through What will be in Your Tanks? Lubricant Wear Debris Analysis 4. Further Development in Top-of- 2006 Rail Lubrication Testing 1. Fuel Additives-A Possible Method 1999 to Reduce Fuel Consumption in 1 Lube Oil Analysis-Achieving Railroad Diesel Locomotives (Duality Results 2005 Effects of Engine Lubricants on Oil 1. Engine Oil 202 - Refined Base Filtration Oils and their Importance in Recycling and Re-refining of Used Lubrication Lubricated Oils 2. Biodiesel -A Potential Fuel Source 1998 for Locomotives 1 Safety and Chemical Cleaners 2004 2. Development of a Low Emissions, 1. Discussion of the LMOA Fuels, Dual Fuel Locomotive Lubricants and Environmental 3. Fuel Oil Stability Update 4. Ten Questions on EPA's Committee Pentane Insolubles Locomotive Exhaust & Emission Procedures Revision 4 Regulations 2. Engine Oil 101 - Viscosity and 1997 Additives 1. Ferrography-Used Oil Analysis 3. Used Oil Analytical Results, What Program do they Mean, How to Interpret 2. 2000 -A New Millennium for the Results and How do you Locomotive Maintenance: EPA Respond? Exhaust Emissions Regulatory 2003 Impacts 1. Laboratory Results May Put Your 3. Standardized Test Procedures - Locomotive at Risk Current Developments 2. Top of Rail Friction Modification 4. Industry Updates and New Studies on the BNSF Developments 2002 1996 1. Improved Generation 5 Lubri 1. Standardized Test Procedures-The cant Provides Potential for Annual Subcommittee Update Extended Lube Oil Filter Life 2. Diesel Fuel Standards and their 2. Corrosion Protection of Applications to Railroad Fuel Locomotive Cooling Systems Quality Issues 2001 3. A Look at Generation 5 Oil 1. On-Board Oil Management Performance and Future Oil System Needs 2. Evaluation of Locomotive Engine 4. LNG as a Railroad Fuel Oil Analytical Laboratories 1995 3. Fuel Additives - Friend or Foe 1. MSDS'S - What do they tell us? 2000 2. Applying Satellite Communi 1. Biodegradability and its Relev cations Technology to On-Line ance to Railroad Lubricants and Oil Analysis of Crankcase Diesel Engine Lubricants Fluids 3. Standardized Test Procedures - 2. Engine Lubricating Oil Evalua-tion Locomotive Maintenance Officers Association 261 Past, Present & Future Fuel Quality Developments 3. Petroleum Storage Tank 4. Locomotive Exhaust Emissions Regulations - Guest Speaker - Regulations George Kitchen, International 1994 Lube & Fuel Consultants 1. TBN-A Review of Currently Accepted Methods. 2. GE Multigrade Lubricating Oil 1988 Testing and Specification. 1. Used Oil Analysis and 3. The Economic Impact of Low- Condemning Limits Sulfur Diesel Requirements. 2. Review of A.A.R. Procedure RP - 1993 503, "Locomotive Diesel Fuel 1. Used Oil Analysis of Multigrade Additive Evaluation Procedure" Oils and Condemning Limits. 3. Update on Improved Oils - 2. Insoluble Determination with the Multigrade Advent of Multigrade Diesel 4. Wheel Flange Lubrication Update Engine Oils - Lubricants Being Used 3. Bioremediation 5. Survey of Disposable Practices or 1992 Locomotive Engine Lube Oil and 1. Environmental Issues Relating to Lube Oil Filters Multigrade Railway Issues 6. Speaker on Overview of 2. Readily Biodegradable and Low Environmental Requirements for Toxicity Railroad Track Lubri-cants 3. Support Bearing Oils The Use of Petroleum Products in 4. Recycling and Re-refining Loco The Railroad Industry - Peter motive Oils Conlon - AAR 1991 1987 1. Infrared Spectroscopy as an 1. Common Fuel Additives and their Analytical Tool Effectiveness 2. Diesel Exhaust: Health Effects 2. History of LMOA Lubricating Oil Research and Regulations Classification System 3. Traction Motor Gear Case Seals 3. Performance Requirements and Lube Containment (Oil Needed by the Railroads for a Lubricant) New Generation Lube Oil 4. Partnership in Development 4. How do we Provide the 1990 Performance Needed for a New 1. The Responsibility of Railroads Generation Oil and Facility Managers in the Handling and Disposal of 1986 1. Extended Performance Lubri Hazardous Materials 2. Update on Diesel Fuel cants Through Better Chemistry Regulations 2. Fuels and Lubricants Handling 3. Diesel Exhaust and Worker Hygiene Exposure 3. Fuels Availability and Price 4. Field Experiences with Multi- Outlook grade Railroad Locomotive Oils. 4. Selection of Lubricants for Wheel 5. Conrail Wheel/Rail Lubrication Flange and Rail Lubricators Update 1985 1989 1. Disposal of Lube Oil Drainings 1. Field Test Data Follow-Up and 2. Non-ASTM No. 2 - D Fuel Description of "Generation 5" 3. Oxidation Analysis Locomotive Crankcase Oil 4. Wheel Flange and Rail 2. Diesel Emissions: Regulations and Lubrication 262 Locomotive Maintenance Officers Association 1984 1. Locomotive Filters 2. Traction Motor Gear Lube Field Test 1983 1. Field Test Update of Multigrade Oils 2. Update of Alternate Fuel Testing 3. A Review of Locomotive Fuels 1982 1. Energy Conserving Lube Oils 2. Alternative Fuels Update 3. Availability of Medium and High Viscosity Index Railroad Oils 4. Journal Box Oil and Aniline Point. 5. Traction Motor Gear Lubricant Update 6. Traction Motor Gear Case Seals 1981 1. Effects of Using Alternate Fuels on Existing Diesel Engines 2. Update on Cold Weather Procedures for Fuels 3. New Techniques in Lube Oil Analysis 4. Traction Motor Gear Lubri-cation. 5. Multi-Viscosity Oils as an Energy Conservation Technique Locomotive Maintenance Officers Association 263 COPIES OF TRANSCRIPTS FROM PREVIOUS TECHNICAL PAPERS ARE AVAILABLE UPON REQUEST. CONTACT OUR SECRETARY-TREASURER, RON PONDEL, AT (630) 860-5511 x217 264 Locomotive Maintenance Officers Association - NOTES PMC Setting the Standard in Locomotive Gears and Pinions Triple Alloy Steel Carburized and Hardened Cubic Boron Nitride Ground Lower Life Cycle Costs with PMC SUPER GEARS Five-Year Wear Warranty Reprofiling Services Over 85 Years of Gear Manufacturing AAR Certified Contact Us Today for Additional Information... Penn Locomotive Gear A Division of Penn Machine Company Johnstown, PA, U.S.A. [email protected] www.pennlocomotivegear.com Johnstown, PA 814-288-1547 ext. 211 Blairsville, PA 724-459-0302 ext. 322 :;••;.• u 11 M. AMarmon Group/Berkshire Hathaway Company psi rvi inc. • Engine Remanufacture • Custom Engine Repair • Power Assemblies • Engine Components Woodward Governor Company Factory Authorized Service • Training Business: 800-622-4224 Fax: 248-437-8280 peaker.com