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Burning Journal -> Engine Pit -> Does this spell the end for EMD's two-stroke?
Post Info TOPIC: Does this spell the end for EMD's two-stroke?
Uke


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Does this spell the end for EMD's two-stroke?
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GE Transportation Endorses New Tier 3 and 4 Emission Regulations

PHOTO

ERIE, Pa.--GE Transportation, a global technology innovator and supplier to the railroad, marine, mining and wind industries, welcomed the new Tier 3 and 4 emission regulations issued by the United States Environmental Protection Agency (EPA) today. The new rules govern the emissions of particulate matter (PM) and nitrogen oxides (NOx) generated by new diesel engines in rail and marine applications starting in 2012.

Tier 3 emission standards will take effect in 2012 followed by Tier 4 in 2015. Tier 4 locomotive emission standards will start two years earlier than outlined in previous proposals and thereby lead to significant environmental benefits sooner.

GE - Transportation welcomes the new and well-conceived Tier 3 and 4 emissions standards, said John M. Dineen, President and CEO of GE- Transportation, a leading manufacturer of diesel locomotives and marine engines. The EPA set ambitious targets to lower emissions of particulate matter and nitrogen oxides. We value the EPAs comprehensive and balanced approach which represents wins for all stakeholders involved.

Added Dineen: The EPAs new and tough emission standards will drive technological innovation in our industry to significantly lower emissions.

GEs transportation business joined an inclusive stakeholder group consisting of government and industry, as well as environmental and community organizations to assist in the development of the new Tier 3 and 4 emission standards.

GE Transportation expects that the EPAs new emission standards will spawn innovation and benefit its railroad customers and communities worldwide as much as past regulatory efforts have. In response to the EPAs Tier 0 through Tier 2 regulations, GEs transportation business invested approximately $400 million to develop the Evolution® Series locomotive over an eight-year period. Entering the market in 2005, the Evolution® Series locomotive is now the most technologically advanced, fuel-efficient and eco-friendly diesel-electric locomotive in history. It delivers up to 5% higher fuel efficiency and a 40% reduction in emissions over its predecessor. If every freight locomotive in North America were as clean as GEs Evolution®, the annual reduction of emissions would compare to removing 48 million cars from the road each year.

Today, the Evolution® Series locomotive is one of GE - Transportations best-selling products in markets worldwide. More than 2,400 Evolution® Series locomotives are in use today proving that fuel efficient, low emissions, eco-friendly transportation solutions and global business growth go hand in hand. The Evolution® Series locomotive serves as one of GEs first products to be certified as part of its Ecomagination initiative. Ecomagination is a company wide commitment to developing technology designed to help customers satisfy environmental challenges, to maximize performance and reduce cost.

GE Transportations commitment to green technologies did not end with the Evolution® Series locomotive. The company developed a diesel-electric hybrid prototype. Bearing road number 2010, the 4,400 horsepower Evolution® Hybrid locomotive will feature a series of innovative batteries which will capture and store energy dissipated during dynamic braking. The energy generated by braking a 207-ton locomotive during the course of one year is enough to power 160 households for that year. Battery technology will reduce fuel consumption upwards of 30,000 gallons per year per locomotive and emissions by up to 10 percent when compared to the existing Evolution® Series locomotive.



-- Edited by Uke at 14:34, 2008-06-19

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Uke


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Probably not!
 
FOR RELEASE: June 4, 2008
 

New Electro-Motive 710ECO Repower Locomotive Enters Service
repower

- Fifty-four years after its first delivery to the Canadian Pacific Railway as a new EMD GP9, the locomotive returns to service as a newly repowered EMD GP22ECO with significantly improved tractive effort, reduced fuel consumption and certified emissions better than EPA Tier 2 -

June 4, 2008, LaGrange, IL - Electro-Motive Diesel, Inc. today announced the delivery of one of its 710ECO Repower locomotives to a Class I railroad for long term product testing and evaluation in daily revenue service.  This new solution allows railroads to leverage their fleet investment by updating older yard and road switchers with the latest microprocessor-controlled locomotive engine technology, for lower emissions, increased fuel economy, greater reliability, easier serviceability, and predictable maintenance costs.

EMD Product Manager Kevin Bahnline said, The 710ECO Repower locomotives minimize fuel consumption while maintaining emissions compliance.  25% fuel savings and 50% lube oil reductions are especially important for railroads facing rapidly escalating costs.  And up to 70% reduction in greenhouse gas emissions makes them eligible for both state and federal funding as clean air projectsmeeting all relevant criteria with the most cost effective solution.

710ECO Repower solutions include 8 cylinder, 2000thp and 12-cylinder, 3000thp EMD diesel engine options for both low and medium horsepower applications.  This allows railroads to tailor performance to their specific requirementsincreasing availability, reliability and utilization.  The EM2000 microprocessor control system compiles complete engine diagnostic information and significantly increases all weather adhesion with tractive effort up to 87,500lbs.  And unlike genset solutions, the 710ECO Repower locomotives can operate continuously at maximum rated horsepower.

 

710ECO Repower Highlights
Reduced Emissions with Fuel Efficiency - The 710ECO Repower engine is certified to EPA Tier 2 locomotive standards and performs to even better levels.  This environmentally friendly performance is achieved with up to 25% savings in fuel consumption and over 50% lube oil savingsaugmented by a fully-integrated Automatic Engine Start Stop (AESS) system.

Locomotive Reliability - The proven EMD 710 diesel engine has a 20 year record of reliability and serviceability in rugged locomotive applications.  Its 15,000MWh overhaul cycle outlasts multiple-engine, genset solutions.  And 90% parts commonality with existing fleets reduces spares inventory and makes service simple, with familiar tools and procedures.

Microprocessor Control EMD has installed its microprocessor-based control system in over 5000 locomotives.  The 710ECO Repower version operates all engine diagnostics and protects against excessive wheel slippage, to maximize tractive effort in all conditions.  And the flexible software platform allows engines to be tuned for future emission compliance.


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Freddie Krueger


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How much does something like that cost?

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Calvin


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In the US, I believe the FRA mandates new or substantially rebuilt Locomotives to have certain required safety equipment amoung which anti-climbers on both ends comes to mind. This Locomotive has no such anti-climbers. (IE...In a wreck another locomotive can climb up the pilot and then clean everything off the deck of an ajoining Loco.)
Seems funny to be able to use the same water cooling radiators on a more efficient (hotter running) engine....   

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Snippy


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The safety chain up front is not tight, either.

Big pet peeve. Rule violation.

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Uke


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Damn critics... Sheesh! Not ta mention the unit pictured [and reported on] is on CP Rail.

Those Canadians/Canadiens have different safety rules.

The duty cycle of the 'new' 710ECO repowered units rely on longer, unitized radiators, and higher output cooling fans. Eight cylinders put out far less heat than sixteen. Same goes for twelves...

The original engines [567s] spun DC generators. Now the units run ACs with rectification ta DC for the motors. And I don't see any Class-Is here following suit with CP.

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Buckethead


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Hey Uke, is the lease up on the FURX -2's?

I'm seeing some big lite power moves lately.

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Cy Valley


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Snippy wrote:

The safety chain up front is not tight, either.

Big pet peeve. Rule violation.


Does LAMCO's safety rulebook actually state that somewhere?  Can you tell me without me having to look it up?  Later today, when I'm able to review the book as part of a job briefing, yeah, that's it, I'll research it a little more.  All of a sudden, one day, we were expected to do this and take up some of the slack between the units, too, but somehow, those hard working joes on the pit didn't seem to get the same message and would ask us why we would do that.  That seems to happen a lot.


-- Edited by Cy Valley at 02:04, 2008-06-23

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Snippy


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NS1-L217. Used to say tight or snug or something like that. I see now it's "closed".

I've always feared a guy riding up ther getting "chop-blocked" at the shins by a loose chain and doing an 'endo' into the gauge if something were to happen.

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Cy Valley


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Snippy wrote:

NS1-L217. Used to say tight or snug or something like that. I see now it's "closed".

I've always feared a guy riding up ther getting "chop-blocked" at the shins by a loose chain and doing an 'endo' into the gauge if something were to happen.




OK, if you say so but I don't know how long ago that was.  The April 1, 2004, NS-1 says essentially the same thing as the October 1, 2007, issue.  I don't ever remember it saying "tight".  Page 58, L-217, April 1, 2004. 


Never known of anyone getting chopped by a chain, every story I know of regarding a chain had to do with someone failing to disconnect it at a critical time.



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Brizy


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Snippy wrote:

NS1-L217. Used to say tight or snug or something like that. I see now it's "closed".

I've always feared a guy riding up ther getting "chop-blocked" at the shins by a loose chain and doing an 'endo' into the gauge if something were to happen.


Isnt it an FRA thang as well...? Part of the 49 CFR's...? Im pretty sure it is....

And Bucket, all those old FURX engines can go to the bottom of the sea for all I care....Nothin sez, "Honey, Im commin home to beat the shit out of you tonight!" than having a FURX engine on the point in the middle of summertime......

I would still love to inflict mass amounts of pain to the asshole that thought it would be "cool" to paint the top of a locomotive cab black and not install an air condition....



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Buckethead


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I get 'em on the M trains, and sometimes Grain trains too. I'm not sure if I have ever seen A/C in a SD-40 that wasn't Sante Fe...plenty of black-tops though!

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Uke


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We've seen a whole bunch of -2s come back ta Interbay last month [June] and first week of July
as 'lease-backs,' but they're all BNSF stuff... Mixture of former SF and BN units.

All were LUGO in Barstow. Some of 'em since 2004! And only the blue/yellows have A/C in 'em.

BN didn't see the need ta buy air-conditioners. Remember when we were still two separate carriers? BN's 'Northern Lines' ran where ya really didn't need cool cabs...but the heaters better work, or somebody's ass was grass! And the Div. sup would visit whoever didn't fix the bad ones.

Nowadays...ALL new power comes with air, good heaters, fridges...

And next you guys running these beasts will have onboard microwaves, working toilets, fresh-water sinks, and hot water and soap! And really cushy, heated seats!

Just kidding! Quit whinin' and take that call! You have 90 minutes ta clock in!

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Freddie Krueger


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Cushy heated seats! Yoo hoo!

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BlackDog


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You BNSF guys are going to be seeing some of our CN stuff, and they do have hot plates and micro-waves. Just be grateful we are sending you our SD75's and keeping those POS SD50W's and SD60W's to ourselves. No air conditioning though...

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