vvEPA
Air and Radiation EPA420-R-04-003
March 2004
United Status
Environmental Protection
Agency
Case Study:
Chicago Locomotive
Idle Reduction Project
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EPA420-R-04-003
March 2004
Idle
Certification and Compliance Division
Office of Transportation and Air Quality
U.S. Environmental Protection Agency
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Summary
The installation and use of a combined "Diesel Driven Heating System" and a
"SmartStart System" on a locomotive switch yard engine reduced overall idling times by 80%.
This resulted in an annual reduction of 12,738 gallons of diesel fuel over 298 in-service days or
42.7 gallons per day. If a railroad's average locomotive availability per year is 92% or 335 days
(industry average), annual fuel savings would be 14,339 gallons. At $1.00 per gallon of diesel
fuel, the combined savings from the idle reduction technology has a reasonable payback of about
2.5 years. In addition to fuel savings, the technology reduces noise, oil consumption,
maintenance costs, and extends engine life. If these savings could be accurately calculated, the
payback would be less than 2.5 years.
Over the same 298 day in-service time, the oxides of nitrogen (NOX) emissions reduced
from this locomotive switch yard engine amounted to 2.1 tons, and the particulate matter
emissions reduced was 0.06 tons. If the locomotive had been in-service for the industry average,
the NOX emission reduction would have been 2.4 tons per year and the PM emissions would have
been 0.07 tons per year. At a capital cost of $35,500 for the idle reduction technology, with a
conservative life range of 10 years, the up-front cost to reduce one ton of NOX is $1,420. This
does not include the cost savings from reduced fuel consumption which accrue to the locomotive
owner.
Lessons Learned
1. Crew compliance to shut down idling locomotives is highly variable and conditioned
upon past training. In the past, crews were trained to never shut down a locomotive in
temperatures below 40° F to prevent freeze damage to the locomotive engine. With a
Diesel Driven Heating System, a locomotive can be shut down in freezing temperatures
as well as warm temperatures. However, some crews revert back to old habits. In this
case, combining the Diesel Driven Heating System with a SmartStart system takes the
shutdown decision out of the hands of the locomotive operator and provides the greatest
idle reduction.
2. In colder climates, select an idle reduction technology that provides the necessary heat
for the locomotive engine allowing for easy restarts. The Diesel Driven Heating System
allowed for easy restarts in the coldest temperatures encountered (0°F). Additional
testing also showed that the Diesel Driven Heating System could maintain the engine
temperature above 100°F at ambient temperatures much colder than 0°F. In warmer
climates, the use of SmartStart allows for idle control by shutting down the engine when
inactive.
3. Select an idle reduction technology that provides sufficient detail on engine performance
such as days/hours in service, shutdown time, idle time, and reasons for idling. This
allows for greater confidence in reporting actual fuel savings and emission reductions.
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Remote monitoring can also be done via Internet and satellite link to access reports any
time and to determine locomotive location. This information can be used to validate that
the emissions reductions were achieved in a non-attainment area.
Background
In May, 2001, the President's National Energy Policy directed the Environmental
Protection Agency (EPA) to develop ways to reduce demand for petroleum transportation fuels
by working with industry to establish a program to reduce emissions and fuel consumption from
idling vehicles. EPA began by talking to industry leaders about the reasons for idling, the
alternatives, the locations, and the obstacles. Based on these discussions, we came to the
following conclusions:
• When not utilized, locomotive engines idle primarily to protect the engine during cold
weather, normally at temperatures below 40° F. Other reasons for idling include
maintaining a comfortable temperature inside the cab, having a readily available engine
for service, concern that once shut down the engine may not restart, and the custom or
habit of not shutting down the engine.
Idle Reduction Technologies exist. They range from automatic shut-down/start up
systems to auxiliary engines to electrification. They cost from $4,000 to $40,000. Some
are new, while others have been around for a long time.
• Most idling takes place at rail yards. Line haul engines may stop for an overnight period,
and switch yard engines stay in the yard full time.
The obstacles for reducing idling include: (1) uncertainty about payback of idle reduction
technologies; (2) up-front capital costs for idle reduction technologies; (3) lack of
knowledge or testing of idle reduction technologies; and (4) ingrained habits or customs.
In general, the issue of long duration engine idling is not new. Railroad company owners
know the amount of fuel consumed by long duration idling. Decision making comes down to
economics: return on investment. To begin changing the norm, we must highlight the issue of
return on investment.
Project Development
Chicago, Illinois is widely known as a major hub of railroad activity. In fact, the largest
switch yard in the country is in this city (Belt Rail Yard). Considering the impact of locomotives
on this area, in terms of emissions, EPA decided to issue a grant to implement a locomotive idle
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reduction demonstration project in Chicago.1 At about the same time, the City of Chicago,
Department of Environment, contacted EPA about the possibility of a noise reduction
demonstration project with locomotives due to citizen complaints. EPA and the City of Chicago
contacted two railroad companies to participate in the demonstration project: Burlington
Northern and Santa Fe Railway Company (BNSF) and Wisconsin Southern Railroad Company
(WS). EPA contacted the Kim Hotstart Manufacturing Company to evaluate their Diesel Driven
Heating System as the idle reduction technology. Later, ZTR Control Systems included their
"SmartStart" system on one of the locomotives. Finally, EPA invited the Department of
Transportation, Federal Railroad Administration, to conduct noise testing.
In May, 2002, the principal partners (EPA, Chicago, BNSF, WS, and Kim Hotstart) met
and discussed project goals and funding. The project goals were to evaluate the idle reduction
technology for its ability to reduce emissions, conserve fuel, reduce noise, reduce oil
consumption, reduce maintenance, and satisfy the engine operators. All principal partners
contributed financially to the project. In addition, Kim Hotstart and ZTR provided installation
assistance and training.
The project officially began on September 23, 2002, with a press event at the BNSF rail
yard at 432 West 14th Street in Chicago.
Project Locomotives
Seven locomotives were selected for evaluation with the idle reduction technology, as follows:
#
1
2
3
4
5
6
7
Railroad
BNSF
BNSF
BNSF
WS
WS
WS
WS
Model
GPS 8
GPS 8
GPS 8
SD40-2
SD40-2
SD40-2
SD40-2
Engine
16-645E
16-645E
16-645E
16-645E3
16-645E3
16-645E3
16-645E3
Manuf
EMD
EMD
EMD
EMD
EMD
EMD
EMD
Loco #
2194
2195
2133
4002
4003
4005
4001
HP
2000
2000
2000
3000
3000
3000
3000
Yrof
Manuf.
1970
1970
1971
1973
1973
1973
1973
Idle
Location
Corwith
Corwith
Corwith
Belt
Belt
Belt
Belt
Illinois EPA's 1996 Periodic Inventory and Demonstration Plan submitted to EPA on May 12, 1999,
shows that emissions from rail in the Chicago nonattainment area are 5.77 tons/day of volatile organic mass; 23.19
tons/day of oxides of nitrogen; and 8.09 tons/day of carbon monoxide. These inventory figures do not reflect idling
emission from locomotive fleets because of a lack of available data needed to estimate such figures.
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Idle Reduction Technology
Kim Hotstart's Diesel Driven Heating System (DDKS) specifications are as follows:
Dimensions: 23" (w) x 47" (1) x 34.5" (h)
Alternator - 72-volt, 80 ampere
Powers electric immersion heater for main engine water
Charges locomotive batteries
Powers locomotive cab heaters
• Temperature controller regulates main engine coolant temperature above 100°F
Locomotive engine coolant and oil heating supplied through multiple heat
exchangers on the DDKS engine
12-volt DC signal is supplied for visible/audible/wireless alarm (supplied by
customer)
• Control box is a NEMA (National Electrical Manufacturers Association) 12
enclosure that contains electrical control and monitoring components. Controls
and indicators include a High Speed Hour Meter, Total Hours Meter, Amps Meter
and Engine Controls (Manual/Off/Auto). LED diagnostic indicators are also
provided
Install location: walkway of the switcher or inside the cab body
Upon locomotive shut-down, the DDKS is automatically started. Upon
locomotive start-up, the DDKS is automatically shut-down
Cost: $28,000
In addition to the DDKS, an automatic shut-down/start up system was installed on one of
the BNSF engines (#2133). This system, SmartStart, manufactured by ZTR Control Systems, is
a microprocessor technology that automatically manages the shutdown and restart of locomotive
engines while parked idling. It continually monitors existing conditions against a
preprogrammed set of values. This system monitors the following operating conditions: reverser
and throttle position, air brake cylinder pressure, engine coolant and ambient air temperature,
and battery voltage and charging amperage. This system was configured to start and stop the
DDKS as needed to keep the locomotive batteries charged and the engine above 100°F. Cost:
$7,500.
Idling Hours Reduced
To determine the amount of idling hours reduced, we examined the locomotive's engine
performance over one year. One of the lessons learned from this project is the amount of
information available to determine engine operating performance. The DDKS is able to report
total hours it operated from a non-resettable meter. This meter provides engine run time from
the moment of installation and first use. To track its use you need to take readings on a regular
basis. The DDKS hours of operation, however, revealed very little about the locomotive engine
performance. For two of the WS engines, the DDKS reported running an average of 1,200 hours
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for the year, thereby reducing this amount of idling in hours. For two of the BNSF engines, for
the same period, the DDKS reporting running an average of 350 hours for the year, thereby
reducing this amount of idling in hours. The wide discrepancy between the two sets of
locomotive engine performance is not explained. Further research into these engines revealed
that the engine operators were not shutting down the idling locomotives when required by
company policy.
Compare the DDKS reporting to the SmartStart and a different picture develops. Here
are some details from the SmartStart system:
From August 24, 2002 to September 7, 2003 (roughly one year), the BNSF locomotive
with the SmartStart (#2133) was in service for 298.4 days and out of service for 76.5
days. Therefore, for one year, the locomotive was only operational for 79% of the time
(vs. Industry average of 92%). The reduced locomotive availability was due to
locomotive maintenance and upgrades not related to the idle reduction technology. The
value of this information is knowing that the time available to reduce idling emission
reductions is not a full year or 92% of the year, but only 298.4 days.
• Of the 298.4 days in service (or 7,162 total hours), the engine was shut down for 3,978
hours (55% of total in-service hours). Of this block of time, the engine was manually
shut down for 1,477 hours (37%), and the idle reduction technology successfully shut
down the engine for 2,501 hours (63%).
• Of the remaining 3,184 hours the engine was operating, almost 85% of this time was still
spent idling (2,687 hours). One would question why the idle reduction technology did
not reduce this amount of idling. The SmartStart provides an answer. Of the 2,687 idling
hours, 62% of the time was spent in working idle (e.g., coasting down a hill or on a flat)
which could not be reduced, and 38% was spent in parked idle. The parked idling should
be reduced by the idle reduction technology, but the SmartStart details the reasons the
idle reduction technology could not reduce this amount. Some of this time is described
as "unavoidable" and some of it as "manageable." The "unaviodable" portion refers to
events beyond the control of the idle reduction technology. The "manageable" portion
describes some kind of action taken by the operator which prevented the idle reduction
technology from operating (e.g., not placing the reverser in center position).
Emission Reductions
The BNSF 2133 recorded 2,501 hours of reduced idling attributable to the idle reduction
technology. Part of the idle reduction technology, however, emits NOX and PM. The DDKS
uses a Lister Fetter engine which is certified by EPA under 40 CFR Part 89. The certified
emission levels of the Lister Fetter (manufacture year 2002) for NOX is 6.69 g/kw-hr and for PM
is 0.540 g/kw-hr. After converting from g/kw-hr to g/bhp-hr, and then to g/hr using an average
load factor of 8 hp, emissions from the DDKS are 71 g/hr for NOX emissions and 5.7 g/hr for PM
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emissions. Taking only the amount of time the DDKS operated (1,255 hours), we can subtract
the emissions associated from the DDKS from the total emissions reduced from the locomotive
engine.
To calculate the emission reductions we use the emission reduction methodology from
EPA's "Guidance for Quantifying and Using Long Duration Switch Yard Locomotive Idling
Emission Reductions in State Implementation Plans." For switch yard locomotives powered by
2-stroke engines, the average NOX emission factor at idle is 800 grams per hour, and the average
PM emission factor at idle is 26 grams per hour. Therefore, for the BNSF 2133, the annual NOX
emission reduction is 2.1 tons per year and the annual PM emissions is 0.06 tons per year.
The number of committed switch yard engines per rail yard varies throughout the country
and among the railroad companies, and depends greatly on that particular yard's needs. Typical
numbers range from one to twenty engines, with an average of about five switchers per rail yard.
If all five switchers at a typical rail yard are retrofitted with idle reduction technologies, the
potential NOX emission reductions could be 12.5 tons per year at a cost of $1,420 per ton of NOX
reduced.
Noise Reductions
On September 4, 2002, the Federal Railroad Administration (FRA) conducted stationary
locomotive noise tests for this demonstration project. The purpose of the tests was to compare
noise levels of idling locomotives equipped with the DDKS versus locomotives without the
DDKS.
The first set of tests was conducted at the Burlington Northen Santa Fe Railroad (BNSF)
Facility in Cicero, IL. The tests were conducted at 100 feet from the locomotive with the 100
foot clear zone parameters established. The locomotive, when using the DDKS, operated at
approximately 8-10 decibels quieter than when idling the engine. It was so quiet, in fact, that
from where the dosimeter was positioned, at 100 feet, the test technicians could not hear the
DDKS. At approximately 30 feet the test technicians were finally able to hear the DDKS
operating. The test was conducted with the DDKS muffler facing toward the dosimeter. The
muffler is mounted outside of the locomotive car body on the side frame.
The second set of tests was conducted at the Belt Railway of Chicago in Bedford Park, II.
The tests were conducted in the West Yard with no outside noise sources except for a few
airplanes flying in and out of Midway Airport. There were three tests conducted on the WSOR
Locomotive #4001. All tests were conducted in accordance with the stationary locomotive
criteria. The first test was with the locomotive at idle, the second with the DDKS operating, and
the third with the locomotive at throttle notch three (typical notch setting when ambient
temperature is < 10° F). The locomotive, when using the DDKS, operated at approximately 8-10
decibels quieter than when idling the engine. The difference between notch three and the DDKS
operating was approximately 15 decibels quieter.
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Note that the sound level scale in decibels is a logarithmic rather than linear scale. This
means that as the sound level goes down, the effective decrease is much more. For example, the
10 decibel reduction noted by the test technicians above means the sound is twice as low. It can
be concluded that the application of the DDKS reduced noise levels considerably when
compared to the main engine idling, almost to the point of not being able to hear any noise form
the locomotive at 100 feet.
For More Information
For more information on EPA's locomotive idle reduction projects, contact Paul Bubbosh
at Bubbosh.Paul@,epa. gov. or (202) 343-9322.
For more information on Kim Hotstart's DDKS, contact Terry Judge at
tjudge@,kimhotstart.com. or (509) 536-8672.
For more information on ZTR's SmartStart, contact Bill O'Neil at boneill@ztr.com. or
(952)233-4384.
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