Ameer Randolph
The use of ultra-low sulfur diesel (ULSD) fuel is a growing trend in the transportation industry, with most diesel fuel in Europe and North America being of the ULSD type since 2006. ULSD is a cleaner-burning fuel that contains substantially less sulfur than traditional diesel, leading to reduced harmful emissions from diesel combustion. The transition to ULSD is aligned with the EPA's standards for improving air quality and has been mandated for newer locomotives since 2014. While some railroads have faced challenges due to equipment compatibility issues, the adoption of ULSD is expected to reduce emissions and improve air quality. This implementation of ULSD in trains is part of a broader shift towards more environmentally friendly fuel sources in the transportation sector, including the use of diesel engines in locomotives for improved fuel efficiency and the emergence of fully electric trains.
| Characteristics | Values |
|---|---|
| Definition | Diesel fuel with substantially lowered sulfur content |
| Sulfur Content | 15 ppm or less |
| Use | Mandatory for diesel vehicles from 2007 onwards |
| Benefits | Cleaner-burning, reduced harmful emissions, improved fuel efficiency, lower operating costs |
| Issues | Advanced corrosion in old equipment due to lack of lubricity |
| Geography | Widely available in Europe and North America since 2006; available in some other countries |
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What You'll Learn
The Clean Air Act and the EPA
With the passage of the Clean Air Act, the EPA began to regulate sulfur levels in diesel fuel. From 2007 to 2014, the EPA phased in the use of low sulfur diesel fuel (500 ppm) for newer locomotives. By 2014, the EPA mandated that the newest locomotives use ultra-low sulfur diesel (ULSD) which contains 15 ppm of sulfur. The EPA's diesel standards target emissions from two sources: highway engines and nonroad engines and equipment. The use of ULSD has reduced harmful emissions from both on-road and non-road diesel sources by more than 90%.
The EPA enforces the motor vehicle fuels provisions of Title II of the Clean Air Act, which include certain requirements and prohibitions regarding the quality of motor vehicle fuels. These provisions are designed to reduce harmful emissions from all motor vehicles, including passenger cars, light trucks, and heavy-duty trucks. The Renewable Fuel Standard (RFS) program is one such provision, requiring transportation fuel sold in the U.S. to contain a minimum volume of renewable fuel to reduce greenhouse gas emissions and the use of petroleum fuels.
The transition to ULSD has been complicated for railroads, as the fuel is often harder on their locomotives, many of which have been in service for 40 years. Railroads have resisted the change to cleaner diesel fuel, and some that tried to use ULSD found that their old equipment experienced advanced corrosion due to the lack of lubricity with the ULSD fuel. As a result, some railroads switched back to the dirtier 500 ppm diesel fuel.
The EPA has also implemented diesel standards for ocean-going vessels and large ships, which traditionally used "bunker fuel" with sulfur levels as high as 5% or 50,000 ppm. Bunker fuel burned on these ships was a large source of harmful air pollution in the U.S. The EPA designated two Emission Control Areas (ECA) covering U.S. waters, with a sulfur limit of 1000 ppm for marine vessels operating within these areas.
The move towards ULSD has allowed for the application of advanced emissions control technologies, which have been shown to substantially reduce harmful emissions from diesel combustion. Testing has found that the use of emissions control devices in conjunction with ULSD can reduce the exhaust output of ozone precursors and particulate matter to near-zero levels.
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Locomotive corrosion and ULSD
The use of ultra-low sulfur diesel (ULSD) fuel in locomotives has been a topic of discussion and regulation since the early 2000s. The transition to ULSD fuel is driven by the goal of reducing harmful emissions from diesel combustion. While ULSD has been widely adopted for highway vehicles, its implementation in the railway industry has been more gradual due to the unique challenges posed by locomotive engines and existing infrastructure.
ULSD fuel has significantly lower sulfur content, typically containing less than 50 parts per million (ppm) of sulfur, with even lower limits in certain regions. This reduction in sulfur content enables the utilisation of advanced emissions control technologies, leading to a substantial decrease in harmful exhaust emissions. The use of ULSD fuel, along with the installation of oxidation catalysts, has been shown to significantly reduce particulate emissions, unburned hydrocarbons, and carbon monoxide in locomotive exhaust.
However, one of the challenges associated with the adoption of ULSD in locomotives is the issue of locomotive corrosion. It has been observed that older locomotive equipment experienced advanced corrosion when using ULSD fuel due to the lack of lubricity inherent in the lower sulfur content. This lack of lubrication caused by ULSD can lead to increased wear and tear on engine components, resulting in premature failure and costly repairs. As a result, some railroads were forced to switch back to higher sulfur diesel fuel to mitigate the corrosion issue, despite its negative environmental impact.
To address this challenge, locomotive manufacturers have introduced design improvements in newer Tier 4 locomotives, which are specifically engineered to burn cleaner ULSD fuel. These modern locomotives are equipped with high-efficiency catalytic after-treatment technology, similar to catalytic converters in automobiles, which significantly reduces harmful emissions. By addressing the corrosion issue and improving emissions control, these Tier 4 locomotives represent a step forward in the railway industry's efforts to enhance environmental sustainability while maintaining the longevity and reliability of their equipment.
In summary, the implementation of ULSD fuel in locomotives has been a complex process due to the corrosion issues experienced with older equipment. However, the development of Tier 4 locomotives designed to utilise ULSD fuel effectively addresses these challenges. As the railway industry continues to transition towards cleaner fuel sources, the adoption of ULSD, combined with advanced emissions control technologies, will play a crucial role in reducing environmental impact and improving air quality.
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Tier 4 locomotives
In 1998, the Environmental Protection Agency (EPA) adopted its first locomotive emissions standards. Between 2000 and 2005, emissions standards for Tier 0 to Tier 2 locomotives went into effect, and in 2008, the EPA defined Tier 3 and Tier 4 locomotive standards. Tier 4 locomotives, the latest of the Evolution Series locomotives, are designed to reduce criteria pollutant emissions by 70% over standard locomotives. They are the newest and cleanest-burning locomotives in North America and produce more than 90% less particulate matter and oxides of nitrogen (NOx) than older locomotive models.
The use of ULSD allows for the application of advanced emissions control technologies, which substantially lower the harmful emissions from diesel combustion. Tier 4 locomotives are equipped with high-efficiency catalytic after-treatment technology that can cut harmful emissions by up to 90% compared to older models. Instead of using after-treatment, Tier 4 locomotives use Exhaust Gas Recirculation (EGR), which dilutes the air and fuel mixture entering the combustion chambers, reducing the engine's peak combustion temperature.
The biggest difference between Tier 4 locomotives and previous models is the fuel system, which uses high-pressure common rail fuel system technology. This system maintains a continuous supply of fuel at a high constant pressure, resulting in better atomization and cleaner, more efficient combustion. Tier 4 locomotives also feature new turbochargers, a different power assembly, and a new engine control system.
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ULSD in Europe and North America
Since 2006, almost all petroleum-based diesel fuel available in Europe and North America has been of the ultra-low-sulfur diesel (ULSD) type. The transition to ULSD has not been without substantial costs. The US government estimated that pump prices for diesel fuel increased between 5 and 25 cents per US gallon as a result of the transition. According to the American Petroleum Institute, the domestic refining industry has invested over $8 billion to comply with the new regulations.
In 1993, the European Union began mandating the reduction of diesel sulfur content and implementing modern ULSD specifications in 1999. The United States started phasing in ULSD requirements for highway vehicles in 2006, with implementation for off-highway applications, such as locomotive and marine fuel, beginning in 2007. The EPA's diesel standards required the newest locomotives to use ULSD, which contains 15 ppm of sulfur, by 2014.
The National Environment Agency (NEA) defines ULSD as diesel fuel with less than 50 ppm of sulfur. By July 2017, the limit was reduced to 10 ppm. The "Euro IV" standard, which specifies a maximum of 50 ppm of sulfur in diesel fuel for most highway vehicles, has been applied in the European Union since 2005. Ultra-low-sulfur diesel with a maximum of 10 ppm of sulfur was widely available as of 2008. In 2009, the Euro V fuel standard came into effect, further reducing the maximum sulfur content to 10 ppm.
US-produced ULSD does not contain the lubricity needed to fully protect vehicles. However, by adding the correct fuel additive, lubricity can be restored. ASTM International has adopted a lubricity specification for all diesel fuels, defining two ULSD standards: Grade No. 2-D S15 (regular ULSD) and Grade No. 1-D S15 (a higher volatility fuel with a lower gelling temperature than regular ULSD).
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ULSD in India
Since 2006, almost all petroleum-based diesel fuel available in Europe and North America has been of the ultra-low-sulfur diesel (ULSD) type. ULSD is a variant of traditional or "normal" diesel fuel that is mostly stripped of its sulfur content. The move to lower sulfur content allows for the application of advanced emissions control technologies that substantially lower the harmful emissions from diesel combustion.
In India, the Bharat Stage IV (equivalent to Euro IV) specification, with a sulfur level below 50 parts per million (ppm), has been available across the country since 2010. The Bharat Stage VI, with an ultra-low sulfur content of less than 10 ppm, was introduced in New Delhi in April 2018 and was set to become the standard across the country from April 2020.
The use of ULSD in India is part of a broader effort to curb vehicular pollution in the country. In 2010, Delhi first introduced 50 ppm sulfur diesel, which was simultaneously implemented in 12 other cities. The sulfur content in the diesel being used prior to this change was 350 ppm.
While ULSD offers environmental benefits, it also presents some challenges. For instance, the process used to reduce sulfur also reduces the fuel's lubricating properties, which can cause issues for older engines. Additionally, ULSD has a higher affinity for water than traditional diesel, which can contribute to tank corrosion, especially when mixed with small amounts of biofuel.
To address the issue of lubricity, ASTM International adopted the lubricity specification defined in ASTM D975 for all diesel fuels, which went into effect on January 1, 2005. This standard includes two ULSD grades: Grade No. 2-D S15 (regular ULSD) and Grade No. 1-D S15 (a higher volatility fuel with a lower gelling temperature than regular ULSD).
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Frequently asked questions
Yes, trains do use ultra-low sulfur diesel fuel (ULSD). Since 2007, newer locomotives have been required to use ULSD, which contains a maximum of 15 parts per million (ppm) of sulfur.
ULSD is used to meet standards set by the U.S. Environmental Protection Agency (EPA) to improve air quality. It is a cleaner-burning fuel that allows for the use of improved pollution control devices, reducing harmful emissions from diesel combustion.
Ultra-low sulfur diesel fuel offers several advantages. Firstly, it significantly reduces harmful emissions, such as oxides of nitrogen, hydrocarbons, carbon monoxide, and particulate matter. Secondly, it improves fuel efficiency, resulting in lower operating costs. Diesel engines in trains have a fuel efficiency that is 20% greater than gas engines, making them more cost-effective for transporting freight or passengers.
