|EMD DUAL FUELED LOCOMOTIVES
In 1000 days, 24,000 gpd LNG at $1.50/gallon LNG, generates $36,000,000 paying for the gas, the, LNG plant, 6 days storage, and a refueling facility.
Average LNG plant profit US$6 million/year for six years.
One million US$ to convert each of 24, EMD SD70MAC
Break-even is 1000 days, at savings of $1.00/gallon:
Average EMD Fleet profit is US$4 million/year for six years.
11,000 Ton coal train
using LNG Diesel Locomotives
LNG Road Locomotives Here
Browse this site http://www.energyconversions.com/
Refueling station for Locomotives in California
5975 w 5901 w 9884 w 9624
Peru's Vice-President David Waisman visited Ferrocarril Central Andino,
to launch its first diesel loco converted to operate on compressed natural
gas. Unveiling two new 3900 hp GE locos at the same event, FCAPresident
Juan de Dios Olaechea said the railway's entire loco fleet would be converted
to CNG within six months.
Switching Locomotives (Shunters) 1200 to 2000 HP
Road Locomotives 2500 to 4000 HP CAT engines
Caterpillar EMD Progress
Caterpillar’s swift expansion in the range of engines available to any rail market has made the company a significant player in the sector. Through its subsidiary Progress Rail Services, based in Albertville, Ala., Caterpillar made its latest attempt to shunt aside the competition in the sector when it completed the purchase of Electro-Motive Diesel (EMD) for $820 million from Berkshire Partners LLC and Greenbriar Equity Group LLC in the waning days of summer.
Although reluctant to comment on the deal at the time of the announcement, Billy Ainsworth, Caterpillar vice president and president and chief executive officer of Progress Rail, said the acquisition of La Grange, Ill.- based EMD, one of the world’s largest manufacturers of diesel-electric locomotives, offers “tremendous opportunities” for Caterpillar’s rail group. ‘One of the greatest aspects of this move is that EMD can reach into the Caterpillar box of technologies and pull out all of the things that we (Progress Rail and EMD) need,” said Ainsworth. “I believe we now have the widest locomotive OEM in the world and significantly, EMD can leverage a lot of what Caterpillar has learned through its own Tier 4 interim journey in the U.S. as we move toward Tier 4 for locomotives in 2015. “Furthermore, we can also leverage what was spent on development by Caterpillar and bring it to EMD.”“Progress Rail was primarily an aftermarket service company with some new products, and the one area where we had substantial room to grow was in the locomotive side of the business,” said Ainsworth. ‘Before the EMD acquisition, we were developing our own locomotives using Cat engines. We were committed to getting into the locomotive business through our own internal development. However, when EMD became available and we purchased them, we went from 10 miles an hour to doing 100 miles per hour overnight, and we now own one of the leading diesel-electric locomotive manufacturers in the world. “But EMD has given up a lot of market share in the past, and our position is that we intend to win back our market share. “When you look internationally, there are a lot of attractive markets for us to consider such as Brazil, India and the Asia-Pacific region, especially Australia, which has good market potential — which we really like and there are also a lot of opportunities.”
Ainsworth, who worked for Progress Rail when it was bought by Caterpillar in June 2006, is confident that the wide range of engines from 500 to 6000 hp will be an attractive option to customers. “It allows us to meet the different customer needs and their varying engine requirements,” said Ainsworth.
Chuck Wills, Progress Rail’s vice president International Market Development, added, “A major thing that we are doing is expanding our focus beyond selling engines to also supply complete systems. “With the combination of Caterpillar, EMD and Progress Rail, that gives us the ability to package complete systems rather than just provide an
engine offering. ‘We also have a controls company we recently purchased in Brazil (Zeit ComercioeMontagemdeEquipamentos
Ltda) so we have many things in our portfolio to sell, and I think the systems approach is key for us going forward because customers want solutions. ‘We feel we have the entire gamut of products and we can offer a solution, not just a single engine, which would previously have forced the customers to find other parts of the solution themselves.”
Despite Caterpillar’s recent flurry of investments in the rail sector, Ainsworth has not ruled out further acquisitions. “You’re never at the end of the acquisitions trail,” he said. “We certainly keep our eyes and minds open to opportunities as we go forward. If you look at Progress Rail, which was Caterpillar’s first acquisition in the rail industry, Caterpillar has invested $2 billion in rail, acquiring it and EMD, and although Progress Rail is primarily a North American company we have really started expanding internationally. “We did the deal to buy the business in Brazil and bought GETransportation’s inspection products business (which designs, manufactures and sells hot wheel and hot box detectors, data acquisition systems, draggers and other related inspection products) and that purchase gave us an international foot-print especially in Italy and Germany.
|In 1000 days, 24,000 gpd
LNG at $1.50/gallon LNG, generates $36,000,000 paying for the gas, the LNG
plant, 6 days storage, and a refueling facility.
Average LNG plant profit is US$6 million per year for six years.
One million US$ each to convert 24, EMD SD70MAC: break-even is 1000 days, at savings of $1.00/gallon:
Average EMD Fleet profit is US$4 million per year for six years.
Natural gas value in locomotive use LNG plants can process two million cubic feet (2MMcfgpd) of pipeline gas near the BNSF refueling depot for their Wyoming coal trains to produce 24,000 gallons per day of 97 % methane fuel grade LNG.
LNGo can process 1Mcf and produce ~ =10 gallons: that's ~= $0.50/gallon LNG fuel: at 2 MMcfgpd ~=24,000 gpd ~$12,000 per day. In 1000 days (~=3 years) that's ~=$12,000,000. Pays for pipeline gas. Adding another $1.00 per gallon to repay the LNGo plant plant generates another~=$24,000,000.
In 1000 days, using 24,000 gpd LNG we are at $1.50/gallon LNG coming out of LNGo plant and generates $36,000,000 paying for the gas, the LNGo LNG plant, 6 days storage, and a refueling facility.
Comparing that to $3.50/gallon diesel give us $1.00/gallon savings, for 24,000 gallons per day, or $24,000,000 savings in 1000 days.
Allowing one million US$ each to convert 24, EMD SD70MAC means the break-even is 1000 days, at savings of $1.00/gallon: fleet savings is $24,000,000 in the next 3 years.
Twenty-four EMD-SD70MAC locomotives converted to LNG and diesel pilot fuel consume over 1000 gallons LNG per day each.
Fuel Tenders In Action Crawford Hill HelpersA major obstacle for trains heading east out of the Powder River Basin, via Donkey Creek Junction in Wyoming, is Pine Ridge in Nebraska (see Subdivision Map). Loaded coal trains need helper service for the tough climb up Crawford Hill, so helpers are added at Crawford, NE for the push to the summit at Belmont. While several helper sets are stationed at Crawford, Alliance, NE is home base for the Butte Subdivision helpers.
Although it is only a thirteen mile trek to the summit, the Crawford helpers are in almost continuous operation and consume a great deal of fuel. There is a constant cycle of assists up the hill; one set pushing, one returning downgrade to Crawford and one set coupling on to a loaded coal train in Crawford for the next push. This leaves little time for round trips to Alliance to refuel. Fuel tenders solve the refueling problem and help keep light engine moves on this busy stretch of track to a minimum.
No attempt to photograph the engines at night was taken, nor during the snow storms. The total of different engines was only 156 from August 30 to September 28. Of that, 123 were EMDs: some 4400 hp (the SD70ACe) and the rest of the EMDs 4000 hp (the SD70Mac).
During the month of August, 2009, 45 EMDs were photographed ranging from over 15 years old (14) to over 10 years old (31): 45 EMDs over 10 years old in August, 2009. After the month of September was over,73 EMDs had been photographed ranging from over 15 years old (28) to over 10 years old (50): 78 EMDs over 10 years old in September, 2009.
Approximately 160 different engines were photographed on the trains: some were heading south loaded with 115 to over 122 cars and some were headed back empty. Very few freight. Two engines on head end and two on rear. Almost always one was 4000 hp with the other 4400 on each end. Only occasionally were two 4400 hp on one end or the other -- so the total hp was at least 16,800.
Seldom did either a loaded coal train go non-stop south through Denver, nor did an empty headed back to Wyoming. They usually parked waiting for several hours, and occasionally all day. It was during this parked period some information was gathered regarding diesel fuel volumes on engines. Each engine on coal trains averaged almost 4000 gallons coming into Denver from Wyoming between, September 15 to 24. Empty's returning averaged less than 2500 gallons on each engine.
The first 8 pages are daily logs and some photos taken of the engines. The next page shows all the EMDs both in August and September by year built and summary of ages. Next 5 pages show the coal basin and a few logs of the gallons observed in the engines. Five pages after that are all the EMD's only, in columns of engine number and columns of date built.
Six more pages are 178 different EMD engines between 4000 and 4400 HP Aug. 20/Sept. 28, 2009
Will a dual fuel engine in railway service provide high performance, lower fuel and maintenance costs?
This question was put to Lee Wayne Tuskey by Northern States Power Company (NSP, Now EXCEL ENERGY) in 1974. Lee, a very likeable and competent man, was not only the Supervising Research Engineer for NSP but the steam locomotive trainer for steam locomotive trainers. He knew that NSP had over 15,000 hours operating EMD dual fueled 567-C engines, so he decided to begin designing a locomotive project around one of their 567s.
Woodward said they could not design a variable load, variable speed governor for his 567-C. Lee then designed it himself and BN agreed to build it into his engine and agreed to supply a locomotive for the test project. BN, NSP, and a gas company agreed to share costs in actual train service tests. The rest is history because it ran in service from Minneapolis to Duluth, and back, with several major locomotive companies master mechanics on board. The results were presented by Lee at the 46th Annual Conference of the Railway Fuel and Operating Officers Assn., Inc., in Chicago, Illinois August 29, 1983.
Between 1981 and 1983, Charlie Bartholomew, became involved because he could provide LNG for locomotive use of 97+% methane instead of the compressed 88% methane used in the previously mentioned 567-C. Project.
The next stage in Lee's project to answer the questions about the above mentioned performance and fuel costs, etc., was to convert line-haul locomotives providing NSP with coal for their plants. Two EMD 645s were successfully converted by Energy Conversions Inc. of Tacoma Washington (E.C.I.) and LNG was provided by a peak shaving plant from Minnegasco: all costs borne by BN. The 645s performed superbly in horsepower and maintenance costs but the project was put in the wrong place for lower fuel costs. Worse yet, the ethane content is dangerous -- it stratifies in peak shavers tanks and excess ethane has already caused an engine explosion.
We recommended to put the Dresser-Rand LNGo LNG locomotive fueling plant at the closest place to the least expensive gas for liquefaction in either eastern Wyoming or Western Nebraska. This is the least expensive gas in the U.S. The next place to also put a LNGo LNG plant would be near Temple Texas. BNSF has refueling depots in these places, and they are near high pressure high volume gas pipelines for use in liquefaction.
E.C.I. has the
capability to again convert the newer BNSF EMD higher horsepower
units for use in coal service:
It was with all the above in mind when we decided to see how much EMD horsepower was used in coal service in Denver, Colorado August to September, 2009. Enclosed are the results viewing only 156 different EMD locomotives during daylight hours only.
9793_13th Av No.
|Bridge 2 Empties 21st ave So
8962_9268_9234 13th Ave So. 8940_9136
5919 tail mt 6075w6105 head 13th Ave So
two coal trains one empty 21st Ave So. 9245-9173