Mercedes Mullins
Locomotives often spend a large portion of their service life idling, which leads to excess fuel consumption and GHG emissions. This is partly due to the risk of the water in the cooling system freezing if the ambient temperature drops below 32 degrees and the engine is shut down. To prevent this, locomotives are often left running, which can result in significant fuel usage while idling. Technologies such as Auto-Engine-Stop-Start Systems (AESS) and Auxiliary Power Units (APUs) have been developed to address this issue, but they may not always be effective or practical. For example, AESS systems have a limited number of start-ups in a 24-hour period before they begin to wear out, and APUs require additional maintenance. While these technologies can help reduce idling and fuel consumption, there is still a need for further improvement to optimize fuel efficiency and reduce environmental impact.
| Characteristics | Values |
|---|---|
| Average fuel burned per hour idling per locomotive | 3.5 gallons |
| Average fuel burned in a 24-hour period | 600 gallons |
| Average fuel burned in a 24-hour period (standing still) | 300 gallons |
| Average fuel savings per year by reducing idling by 4 hours per day | 20 million gallons |
| Associated issues with locomotive idling | Excess fuel consumption, GHG emissions, noise pollution |
| Technologies to reduce excess idle | AESS Systems, Auxiliary Power Units (APUs) |
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What You'll Learn
Locomotives idle to prevent freezing
Locomotives are left idling to prevent the water in their cooling systems from freezing when the ambient temperature falls below 32 degrees. If the water freezes, it will need to be drained and refilling it will be time-consuming. Idling locomotives in cold weather is costly and harmful to the environment.
To prevent locomotives from being left idling, Hotstart has developed Idle Reduction Heating Systems. These systems heat and circulate the engine water and lubrication oil, keeping the engine warm so that locomotives can start on demand. Electric-powered heating systems can be connected to shore power when the locomotive is in the yard, and diesel-driven heaters are available for locomotives that are remote from the rail yard.
The Indiana Railroad Company (INRD) tested one of Hotstart's Auxiliary Power Units (APUs) over the winter of 2011-2012 and found that it helped to reduce fuel costs and emissions. As a result, they purchased eight more units to install on their fleet.
Other alternatives to idling include Shore Connection Systems (SCS), which allow locomotives to "plug into" an electrical power source instead of using their diesel engines while in the rail yard, and Automatic Engine Shut Down/Start Up (AESS) systems, which control the engine by stopping or starting it without operator action.
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Fuel consumption and costs
Locomotive engines spend a significant amount of their service lives idling, which leads to excessive fuel consumption and greenhouse gas emissions. This is partly due to operational reasons, such as the time and effort required to restart a locomotive, as well as the risk of not being able to restart it if the batteries are weak or there is a problem with the starter.
The amount of fuel consumed by a locomotive while idling varies depending on the model and specifications. Some sources suggest that locomotives can burn up to 300 gallons of fuel in a 24-hour period while standing still. Others estimate that a locomotive burns around 3.5 gallons of fuel per hour of idling, which can add up to significant costs over time. For example, a railroad with 4,000 locomotives that idle for 4 hours per day could consume over 20 million gallons of fuel annually just from idling, resulting in a potential cost of $40 million at a fuel price of $2 per gallon.
To reduce fuel consumption and costs, some railroads have implemented technologies such as Auto-Engine-Stop-Start Systems (AESS) and Auxiliary Power Units (APUs). AESS systems automatically shut down and restart the engine to reduce idling, while APUs use a smaller diesel engine to perform the functions of the larger prime mover engine, consuming less fuel. However, these technologies have their limitations and may not always be effective, especially in cold weather conditions where there is a risk of the engine's water cooling system freezing.
Additionally, human factors can also impact fuel savings. For example, systems like APUs can be manually disabled by individuals for various reasons, reducing their overall efficiency. Furthermore, maintaining systems that are not considered critical, such as APUs, can lead to lower availability and reliability, impacting fuel savings.
Overall, the excessive idling of locomotives results in significant fuel consumption and costs for railroads. While there are technologies available to address this issue, a combination of operational, technical, and human factors must be considered to effectively reduce fuel consumption and optimize fuel efficiency.
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Excess idling and emissions
Locomotives spend a significant amount of their service life with their diesel engines idling, which leads to unnecessary fuel consumption and greenhouse gas emissions. This is a concern not only from a cost perspective but also due to the negative environmental impact and the disruption caused to those living near railyards.
To address this issue, technologies such as AESS (Auto-Engine-Stop-Start Systems) and Auxiliary Power Units (APUs) have been introduced. AESS systems automatically shut down and restart the engine when idling, reducing fuel consumption. However, there is a limit to the number of times a large diesel engine can be shut down and restarted within a 24-hour period without causing premature wear and tear on engine components. APUs, on the other hand, utilize a smaller diesel engine to perform the functions of the larger prime mover engine, such as water heating, battery charging, and air system priming, at a lower fuel cost. Yet, APUs introduce the additional burden of maintaining another diesel engine.
Despite these technological advancements, operational challenges persist. Locomotive operators often find it more convenient to keep the engine idling rather than deal with the time and potential risks associated with restarting it. Cold weather operations further complicate matters, as locomotives with water-cooled engine systems risk freezing if shut down in temperatures below 32 degrees Fahrenheit. This has led to the introduction of APU technology, which can mitigate the risk of freezing.
To illustrate the impact of excess idling, consider a railroad company with 4,000 locomotives that consume 500 million gallons of diesel fuel annually. If each locomotive idles for just 4 hours a day without operational consequences, the annual excess fuel consumption would exceed 20 million gallons, resulting in a potential savings of $40 million at a diesel price of $2.00 per gallon. This example highlights the significant financial and environmental benefits of reducing excess idling in locomotives.
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Human intervention and system efficiency
Locomotives spend a significant portion of their service life with their engines idling, which leads to unnecessary fuel consumption and greenhouse gas emissions. This also creates a negative perception among people living near railyards due to the associated noise and emissions. While there are technologies available to address this issue, such as Auto-Engine-Stop-Start Systems (AESS) and Auxiliary Power Units (APUs), human intervention can sometimes reduce the efficiency of these systems.
Human intervention can impact the efficiency of fuel-saving systems in several ways. One example is the manual disabling of these systems for various reasons, which may seem reasonable at the time but can collectively reduce fuel savings. Additionally, certain maintenance practices can impact system efficiency. For instance, maintaining non-critical systems like APUs may not always be a priority, leading to lower availability and reliability.
Cold weather operations further complicate the issue. Locomotives have water-cooled engine systems that can freeze during cold temperatures, which is why some locomotives are equipped with APUs that can restart the prime mover when water temperature drops to a dangerous level. However, this requires an additional diesel engine with its own maintenance requirements, which can be a burden.
To illustrate the impact of idling on fuel consumption, consider a railroad company with 4,000 locomotives that consume 500 million gallons of diesel fuel annually. If each locomotive idles for just 4 hours a day when it could have been shut down without affecting operations, using an average of 3.5 gallons of fuel burned per hour per locomotive, the annual excess fuel consumption would be over 20 million gallons, or over 4% of the total annual fuel consumption. At a fuel price of $2 per gallon, this translates to a potential savings of $40 million per year.
While technology can help reduce engine idling, human intervention remains a critical factor in optimizing fuel efficiency. It is important to strike a balance between operational needs and efficient fuel management to minimize unnecessary fuel consumption and emissions. This may involve exploring alternative solutions to address concerns about restarting locomotives, such as improving battery technology or implementing more efficient starting procedures. By addressing these challenges, railroads can improve system efficiency, reduce fuel consumption, and mitigate their environmental impact.
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Technologies to reduce idling
Locomotive engines are designed to remain operational even when stationary, to maintain functions critical to train operations, such as air brake pressure and battery charging. However, this results in excessive fuel consumption and the emission of harmful gases. To address this issue, various technologies have been developed to reduce idling in locomotives.
One such technology is the Shore Connection System (SCS), which allows locomotives to connect to an electrical power source instead of using their diesel engines while at the rail yard, thereby reducing emissions of nitrogen oxides, carbon monoxide, and particulate matter.
Another technology is the Automatic Engine Shut Down/Start Up (AESS) system, which automatically turns off the main engine when the locomotive is idling and restarts it when necessary, based on parameters such as time, engine temperature, and battery charge. AESS technology can reduce idling times by up to 40% and significantly decrease fuel consumption and emissions.
Some locomotives also use Fuel Operated Heaters or Direct Fired Heaters (FOH/DFH) to heat the coolant and oil, allowing the main engine to shut down in cold temperatures without the need for a generator to produce auxiliary power.
Additionally, auxiliary power units (APUs) serve as small engines that power the locomotive's cooling system and other vital systems, enabling the main engine to be shut down and reducing fuel consumption and emissions.
The implementation of these technologies, along with consistent idling policies and employee education, has helped railroads reduce diesel consumption and cut emissions significantly. These advancements not only benefit companies and consumers but also contribute to a healthier environment.
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Frequently asked questions
A locomotive burns approximately 300 gallons of fuel in a 24-hour period when idling.
Locomotives use a lot of fuel when idling because they have water-cooled engine systems that can freeze in cold weather, so they are often left running to prevent this. Additionally, they do not have anti-freeze, which contributes to the need for idling.
Locomotives consume similar amounts of fuel when idling and when moving at low speeds. However, they operate at peak efficiency at higher speeds and RPMs.
Yes, Auto-Engine-Stop-Start Systems (AESS) and Auxiliary Power Units (APUs) can help reduce idle fuel consumption. APUs, for example, perform the same functions as larger prime mover engines but use a fraction of the diesel consumption.
Reducing idle time can lead to significant cost savings. For example, a railroad that consumes 500 million gallons of diesel fuel per year with 4,000 locomotives idling for 4 hours a day could save over $40 million annually by reducing idle time.
