Locomotive Emissions Monitoring Program - Railway Association of ...

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Glossary of Terms Terminology Pertaining to Railway Operations Class I Railway: This is a class of railway within the legislative authority of the Parliament of Canada that realized gross revenues that exceed a threshold indexed to a base of $250 million annually in 1991 dollars for the provision of Canadian railway services. The three Canadian Class I railways are CN, CP and VIA Rail Canada. Intermodal Service: The movement of trailers on flat cars (TOFC) or containers on flat cars (COFC) by rail and at least one other mode of transportation. Import and export containers generally are shipped via marine and rail. Domestic intermodal services usually involve the truck and rail modes. Locomotive Active Fleet: This refers to the total number of all locomotives owned and on long-term lease, including units that are stored but available for use. Not counted in the active fleet are locomotives on short-term lease and those declared surplus or have been retired or scrapped. Locomotive Power Ranges: Locomotives are categorized as high horsepower (having engines greater than 3,000 HP), medium horsepower (2,000 to 3,000 HP) or low horsepower (less than 2,000 HP). Locomotive Prime Movers: The diesel engine is the prime mover of choice for locomotives in operation on Canadian railways. Combustion takes place in a diesel engine by compressing the fuel and air mixture until auto-ignition occurs. It has found its niche as a result of its fuel-efficiency, reliability, ruggedness and installation flexibility. Two diesel prime mover installation arrangements are currently in use: • Medium-speed diesel engine: With an operating speed of 800 to 1,100 RPM, this engine is installed in versions from 8 to 16 cylinders at up to 4,400 HP; • Multiple ‘GenSet’ diesel engines: With an operating speed up to 1,800 RPM, ‘stand alone’ generating sets (GenSet) each powered by a 700 HP industrial diesel engine driving separate alternators are linked electronically to produce up to 2,000 traction horsepower. For switching locomotive applications, the advantage of this arrangement is that individual GenSet engines can be started or stopped according to the power required. Locomotive Remanufacture: The ‘remanufacture’ of a locomotive as a process in which all of the power assemblies of a locomotive engine are replaced with freshly manufactured (containing no previously used parts) or refurbished power assemblies or those inspected and qualified. Inspecting and qualifying previously used parts can be done in several ways, including such things as cleaning, measuring physical dimensions for proper size and tolerance, and running performance tests to assure that the parts are functioning properly and according to specifications. Refurbished power assemblies could include some combination of freshly manufactured parts, reconditioned parts from other previously used power assemblies, and reconditioned parts from the power assemblies that were replaced. In cases where all of the power assemblies are not replaced at a single time, a locomotive will be considered to be ‘remanufactured’ (and therefore ‘new’) if all power assemblies from the previously new engine had been replaced within a five year period. (This definition for remanufactured locomotives is taken from the U.S. Federal Register Volume 63, No.73 April 16, 1998 / Rules and Regulations for the Environmental Protection Agency (EPA) 40 CFR Parts 85, 89 and 92 (Emission Standards for Locomotives and Locomotive Engines). vi LEM 2008
Locomotive Utilization Profile: This is the breakdown of locomotive activity within a 24-hour day (based on yearly averages). | 24-hour day | | Locomotive Available | Unavailable | | Engine Operating Time | Engine Shutdown | | Low-Idle, Idle | DB, N1 to N8 | | Duty Cycle | The elements in the above diagram constitute, respectively: Locomotive Available: This is the time, expressed in per cent of a 24-hour day that a locomotive could be used for operational service. Conversely, Unavailable is the percentage of the day that a locomotive is being serviced, repaired, remanufactured or in storage. Locomotive available time plus unavailable time equals 100 per cent; Engine Operating Time: This is the percentage of Locomotive Available time that the diesel engine is turned on. Conversely, Engine Shutdown is the percentage of Locomotive Available time that the diesel engine is turned off; Idle: This is the per cent of the operating time that the engine is operating at idle or low-idle setting. It can be further segregated into Manned Idle (when an operating crew is on-board the locomotive) and Isolate (when the locomotive is unmanned); Duty Cycle: This is the profile of the different locomotive power settings (Low-Idle, Idle, Dynamic Braking, or Notch levels 1 through 8) as percentages of Engine Operating Time. Railway Productivity Units: Gross Tonne-Kilometres (GTK): This term refers to the product of the total weight (in tonnes) of the trailing tonnage (both loaded and empty railcars) and the distance (in kilometres) the freight train travelled. It excludes the weight of locomotives pulling the trains. Units can also be expressed in gross ton-miles (GTM). Revenue Tonne-Kilometres (RTK): This term refers to the product of the weight (in tonnes) of revenue commodities handled and the distance (in kilometres) transported. It excludes the tonne-kilometres involved in the movement of railway materials or any other non-revenue movement. The units can also be expressed in revenue ton-miles (RTM). Passenger-Kilometres per Train-Kilometre: This term is a measure of intercity train efficiency, that is, the average of all revenue passenger kilometres travelled divided by the average of all train kilometres operated. Revenue Passenger-Kilometres (RPK): The total of the number of revenue passengers multiplied by the distance (in kilometres) the passengers were transported. The units can also be expressed in revenue passenger-miles (RPM). vii LEM 2008
Page 1 and 2: Locomotive Emissions Monitoring Pro
Page 3 and 4: Executive Summary The Locomotive Em
Page 5 and 6: Photo: Courtesy of CN Fuel Consumpt
Page 7: operation of longer trains in 2008.
Page 11 and 12: Terminology Related to Locomotive E
Page 13 and 14: Conversion Factors Related to Railw
Page 15 and 16: Abbreviations used in Railway Opera
Page 17 and 18: 27 7 Emissions Reduction Initiative
Page 19 and 20: 1 Introduction This report contains
Page 21 and 22: Subsequently, the definitions, for
Page 23 and 24: 2 Traffic and Fuel Consumption Data
Page 25 and 26: 2.2 Passenger Traffic Handled 2.2.1
Page 27 and 28: 2.3.1 Freight Operations Fuel consu
Page 29 and 30: 3 2008 Locomotive Inventory The act
Page 31 and 32: 4 Diesel Fuel Properties The RAC su
Page 33 and 34: Table 7 also shows that the EF used
Page 35 and 36: 5.3 Emissions Generated 5.3.1 Green
Page 37 and 38: Figure 10 Total Railway GHG Emissio
Page 39 and 40: Figure 15 Commuter Rail GHG Emissio
Page 41 and 42: 6 Fuel Consumption and Emissions in
Page 43 and 44: Table 15 TOMA No. 2 - Windsor - Que
Page 45 and 46: 7 Emissions Reductions Initiatives
Page 47 and 48: 7.2.6 Low and Ultra-Low Sulphur Die
Page 49 and 50: 7.3 Operations-related Initiatives
Page 51 and 52: 7.4.4 Co-production Co-production i
Page 53 and 54: 8 Summary and Conclusions The econo
Page 55 and 56: Notice of Clarification The metrics
Page 57 and 58: 3.2 CAC Commitments by the Major Ra
Page 59 and 60:
6.0 Management of the Memorandum 6.
Page 61 and 62:
Annex 1 RAC MEMBER COMPANIES Novemb
Page 63 and 64:
2) The emissions data for the TOMAs
Page 65 and 66:
Annex 4 Greenhouse Gases The greenh
Page 67 and 68:
Appendix B-1 Locomotive Fleet 2008
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Appendix B-2 Locomotive Fleet 2008
Page 71 and 72:
Appendix C Railway Lines Included i
Page 73 and 74:
Appendix E-1 Locomotive GHG Emissio
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Appendix F RAC Member Railways in 2
Page 77 and 78:
Appendix G Railway Association of C
Page 79:
OFI-04 Recommendation: RAC to inter
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