IR DLW

IMPROVING ENERGY EFFICIENCY AND
ENVIRONMENT FRIENDLINESS
OF DIESEL LOCOMOTIVES
OF INDIAN RAILWAYS
RDSO, Lucknow, INDIA
A.K.Rao
Director General

IR - Resources
1.4 Million employees
108,500 Track Km
63,000 Route Km
7,000 Stations
7,900 Locomotives
230,000 wagons
45,000 coaches

IR - Operations
5 Billion Passengers per annum
Moving Entire Swiss Population Twice in a day
8,000+ Passenger Trains per day
Computerised reservations – One million
transactions per day
Amongst the largest IT applications in the
world
670 Million tonnes Freight per annum
3,000 Freight trains on the system
Revenue – US $ 12 Billion per annum

IR Service Profile - Passenger
Diverse Customer Base
8 travel classes
Charge for 1000 Km range US $ 2 to 50
58% Suburban passengers
150 Km Monthly Fare US $ 8
Amongst the Lowest Passenger to
Freight rate ratios in the world = 0.3

IR Service Profile – Freight
Entire Spectrum
Bulk coal/ores – 63%
Bagged commodities – 23%
Iron & Steel – 4%
Petro Products – 6%
Containerised cargo – 4%

Growth in 2005-06
%
Improvement
No. of Passengers 7.4
Freight loading 10.7
Passenger Earnings 9.5
Freight Earnings 17.9
Total Earnings 15.1

Growth in 2006-07 (six-month period )
%
Improvement
No. of Passengers 7.9
Freight loading 9.9
Passenger Earnings 11.1
Freight Earnings 15.9
Total Earnings 15.3

Diesel vs. Electric Traction
Total Annual Consumption
Diesel Oil : 2 Billion Litres
Electric Energy : 10 Billion Kwh
% Traffic
Passenge
r
(Train Km)
Freight
(GTKM)
Diesel 52.5 37.4
Electri
c
47.5 62.6
Total locomotives
Diesel : 4801
Electric : 3065

Diesel Traction in India
Diesel Locomotive Works (DLW), the
manufacturing unit of Indian Railways
produces 130 diesel locomotives per annum.
Majority of Diesel Locomotives fleet includes
16-cylinder ALCO & EMD Engines;
12-cylinder ALCO Engines; and
6-cylinder ALCO Engines.
Fuel Bill of Indian Railways is US $1.3 Billion.
To reduce high-energy costs, RDSO has
worked to improve energy efficiency of their
Diesel engines.

Test bed facilities in RDSO have
four Test Cells housing four types of
DLW manufactured Engines.
16 cylinder GM-EMD,
16 cylinder ALCO,
12 cylinder ALCO,
6 cylinder ALCO
Each test cell has Test Commander
comprising of
microprocessor controlled Data
acquisition systems; and
Video Display Unit (VDU)
Test beds have been provided with
High Speed Data Acquisition
System to
acquire 100 MHz frequency data.
Engine Test Bed Facilities
Test Bed
Test Commander
HSDA System

Sustained efforts made to improve the diesel
locomotive technology of 1950s, entirely through in-
house research and development.
Improvement in Energy Efficiency
Stage-wise improvement in BSFC and increase in Horse-Power per cylinder
250
SFC
gm/bhp-hr.
HP/Cylinder
162.5
193.7
206.2
225
2600 HP
3100 HP
3300 HP
3600 HP
4000 HP
154
151.5
150
166
156
1960-90 1990-2000
Year
2000-2006 2006-2008

Energy Efficiency Improvements
First stage modifications in the 16-
cylinder ALCO engines resulted in:
 6% reduction of fuel consumption at full
load from 166 gm/bhp/hr to 156
gm/bhp/hr.
 15 % reduction in the % lube-fuel oil ratio
from 1.5% to 1.27%.

Modifications Stage-I
Efficient After –Cooler
Modification In Cooling Water Piping
Size of the core
increased.
Increase in cooling
effectiveness from
50% to 75%.
Water to after-cooler fed directly
from the radiator.

Modification of Fuel Injection Pump
Plunger diameter
of fuel injection
pump increased
from 15 mm to
17 mm.
The modification
resulted in
increase of peak
fuel line pressure
from 750 to 850
bars.

Development of Improved turbochargers
Global Efficiency
improved from
50% to 60%.
Increase in
booster air
pressure from
1.2 bars to 1.6
bars.

Development of 12.5 CR
Steel Cap Pistons
Aluminium Dish Top Steel Cap
Modification of Cam Shaft
Steel cap pistons
provided to withstand
higher firing pressures.
Change in Inlet and
Exhaust air cam lobes
profile as well as
Increased valve overlap
to improve scavenging.

In Second stage, power of the engine was
increased along with the reduction in fuel
consumption and lube-fuel oil ratio:
 Power from 2600 HP (FE) to 3100 HP by
increasing the engine rpm from 1000 to 1050
rpm
 2% reduction of fuel consumption at full load
from 156 gm/bhp-hr to 153 gm/bhp-hr at 8th
notch
 12 % reduction in the % lube-fuel oil ratio from
1.27% to 1.12%.

Multigrade Lube OilHigh Efficiency Turbo
FE Piston Rings
Modifications Stage-II
These oils
have Viscosity
Index Improver
additive.
Increase in the
Booster pressure
from 1.6 to 1.9 bar.
Speed of rotor
increased from
23,000 to 27,000
rpm.
Piston ring set
changed to
barrel, taper,
taper and
2 no. oil
conformable

In the third stage, the technological
improvements have been made to :
 uprate the engine to 3300 HP in the year
2001 and to 3600 HP in 2002.
 1% reduction of fuel consumption at full
load from 153 gm/bhp-hr to 151.5
gm/bhp-hr on top notch.
 11 % reduction in the % lube-fuel oil ratio
from 1.12% to 1%.

Stiffer Unit Cam Shaft
New Generation Turbochargers
Modifications Stage-III
Camshaft strengthened
to take increased stress.
Fuel cam lobe profile
modified for sharper fuel
injection.
These aircooled turbochargers
have higher global efficiency.
Rotor speed of these
turbochargers also increased
resulting in increased BAP.

Development of Plus cylinder head
Modifications Stage-III
Air intake valve
angle reduced to
take care of
increased heat load.
Location of cooling
passages changed
to give better heat
transfer.

Modifications in the fourth stage have
been tested on test Beds but yet to be
implemented. With these modifications :
 Fuel consumption has been reduced by
more than 2% over duty cycle.
 Lube oil consumption has been further
reduced by more than 6%.

Electronic Fuel
Injection System
Modifications Stage-IV
EFI pump sets the start and
end of injection for each
cylinder individually .
The system eliminates
many mechanical engine
components including the
Governor itself.

Double Helix Fuel Injection Pump
Double Helix PlungerSingle Helix Plunger
Modifications Stage-IV
Additional Helix provided on
top edge of plunger
so as to optimise the
opening of spill port
resulting in optimisation
of start of injection at
part load as well.

So far, no Standards have been
laid down in India for Emission
norms of Diesel Locomotives.
Indian Railways, being socially
conscious organisation, is making
efforts to
reduce Diesel engine pollutants
namely NOx
, SO2
, HC, CO, CO2
and
Particulates having serious effect on
health and environment.
Diesel Traction in India

NOx emissions measurements
made in Nov. 1996 on 6-cylinder
engine using Chemiluminescent
detector based equipment.
The measurements gave the NOx
value of 11.09 gm./kW-hr.
Emissions from ALCO Engines

Test Bed measurements
Measurements on 12 and 16 Cyl. Engine
made by using a portable emission measuring
equipment in November 2000.

Only gaseous emission measurements
could be made with the portable
equipment .
Emission measurements were made at
different engine configurations. It has
been seen that
Emissions are higher only for CO and NOx
.
Since HC values in the ALCO engines are
much lower than the limits, it will be
possible to recuce CO and NOx
.
Engines

Emissions Measurements
Since portable equipments do not meet International
standards, RDSO has procured the dedicated Mass
emission measuring equipment.
The same is presently under commissioning on the test beds of
RDSO. The equipment under commissioning includes

Trials with Bio-Diesel
 Use of environmental friendly Bio-diesel
as an alternate fuel has been tried out.
 Testing on engine test bed has been
conducted followed by field trials.
 Following observations have been made :
 No significant power loss observed.
 Specific fuel consumption is higher.
 Exhaust gas temperatures have reduced.
 Boost air pressures have got reduced.
 Gaseous hydrocarbons have reduced.

Use of Bio-Diesel
 Southern Railway and South
Eastern Railway have got trans-
esterification plant and are running
few trains with B10 diesel.
 All the Railways are growing
Jatropha plants on their surplus
land.
 Indian Railways have signed an
MOU with Indian Oil Corporation to
plant Jatropha saplings on the land
of Indian Railways.
Other action taken to promote use of Bio-
Diesel in Indian Railways is as under:

Use of CNG in DEMU
• 30% savings in operation and
maintenance cost.
• Savings of Rs.27 lakhs per
engine per year.
• Reduced engine wear.
• Reduced lubricating oil
consumption.
• Substantial reduction in
Exhaust emissions.
 Use of CNG as an alternate fuel has been investigated
on DEMU engines to see the environmental impact.
 One rake of CNG DEMU is presently running in Delhi
area. The special Features of CNG DEMU include:

Action Plan to reduce Emissions
 Base-line emissions measurement will
start immediately after commissioning of
Mass emission measurment equipment.
 A trans-esterification plant is being
planned at RDSO to optimize engine
parameters with Bio-diesels produced
from different plants.
Following future action plan has been
made to measure and reduce Emissions:

Action Plan to reduce Emissions
 A leading engine designer
Consultant is being contacted to
assist Railways in reducing
Emissions.
 Emission measurement Car for
measuring in-use emissions in
field is planned.

Results of Emissions and Particulates measurements
made for 16 cylinder EMD 4000 HP engine in 2001:
Emissions from New Engines
Parameters EPA standards
(Tier-2)
GM locomotive values
(As per EPA procedure)
NOx 5.5 5.83
HC 0.3 0.31
CO 1.5 0.42
Particulates 0.2 0.29
All values in gm/bhp-hr.
It is seen from above that
• HC, PM and NOx
Emissions are marginally higher than limits.
• Since CO values are lower than the limits in the standards, it
is possible to reduce HC, PM and NOx
Emissions.

Uncontrolled effluents of diesel sheds have
an impact on the environment. Following
work has been done to achieve the above:
 An Environmental Management System (EMS) has
been laid down
 the head of the maintenance unit is responsible to
establish environmental policy.
 A Waste Management System (WMS) has been laid
down as per which
 the main hazardous wastes generated in the
maintenance unit have been identified and
 the procedures for disposal of these waste
materials have been laid down.
Sheds

 Main equipments for disposal of hazardous
as well as non-hazardous wastes include:
 Effluent Treatment Plant (ETP)
 Incinerator
 Need for above Equipment, Design
parameters, Specifications and Agencies for
installation have been specified.
 The Landfill sites for disposal of above waste
have been included in the above system.
Sheds

Fuel Efficiency Indices
The following two fuel efficiency indices are popularly used on Indian Railways:
Fuel Consumption on 8th
Notch
Fuel consumption at this notch is one of the important fuel efficiency index since
Fuel consumption at 8th
notch is highest; and
Locomotives run at this notch for longer duration.
Fuel Consumption over Duty cycle
Notch-wise percentage running of locomotive over duty cycle for passenger and
freight operations of Indian Railways locomotives is as under:
Notch 8 7 6 5 4 3 2 1 Idle
Passenger 21 6 4 8 4 8 5 6 38Duty cycle
in % Freight 22 7 5 3.5 3.5 3.5 3 1.5 51
Fuel consumption (in kg/hr) over duty cycle is calculated by taking weighted
average of fuel consumption at every notch over duty cycle.

ALCO Locomotives Emissions
- All values are in gm/bhp-hr
- Measurements made with Portable equipment only
Parameter EPA Std.
(Tier-2)
UIC-624 3100 HP 2600 HP 2300 HP
NOx 5.5 6.7 10.44 12.94 16.28
HC 0.3 0.6 0.07 0.10 0.11
CO 1.5 2.2 4.60 4.55 2.12

Other equipments of Mass emission measuring equipment include:
Mass Emission measuring equipment

Environmental Management System
 Nature, scale and environmental impacts of
activities and products.
 Commitment to continual improvement and
prevention of pollution.
 Minimisation of the waste material generated
during activities.
 Commitment to comply with environmental
legislation / Regulation and other requirements.
 Provide a framework for setting and reviewing the
environmental objectives and targets.
The head of the maintenance unit has to
establish environmental policy keeping in
mind the following aspects :

Waste Management System
 Collection and disposal of the waste
generated in diesel loco sheds;
 Disposal of waste oil;
 Measures to control spillage of fuel &
lubricating oil;
 Leakage / spillage of fuel oil from fuel
installation or fire anywhere in the shed;
 Acid spillage.
The procedures for disposal of waste
materials includes:

Emissions limits as per International Standards
Parameter EPA
Std.
(Tier-2)
UIC-
624
NOx 5.5 6.7
HC 0.3 0.6
CO 1.5 2.2
Particulates 0.2 0.19
All values in gm/bhp-hr

IR DLW

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