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7. Testing the Use of a Hybrid Switcher Locomotive

Testing the Use of a Hybrid Switcher Locomotive

The analysis and conclusions contained in this case study are those of the authors alone and do not necessarily represent the point of view of the Government of Canada.

Organization
IDC Distribution Services Inc.

Major Finding
The trial use of a hybrid locomotive that uses a small diesel engine to charge a bank of batteries reduced emissions and fuel consumption 50% compared to a conventional switcher locomotive.

Project Timeline
September 2004 to August 2005

Please note that some figures such as diesel prices are based on data from the period that this project took place.

Introduction

Transport Canada's Freight Incentives Program (FIP) provided funding to enable the purchase and installation of technology and equipment that reduce greenhouse gas emissions cost-effectively, in the rail, air, trucking and marine freight transportation sectors. This case study presents the results of an IDC Distribution Services Ltd. (IDC) project undertaken in 2004, with FIP funding, to investigate the use of a hybrid locomotive switcher.

The testing of a Railpower Green Kid® hybrid switcher locomotive was highly successful as it reduced fuel consumption by 50% compared to a conventional switcher.

Project Description

IDC Distribution Services Ltd. (IDC) operates an intermodal rail facility adjacent to Fraser Surrey Docks in Surrey, British Columbia. IDC provides all intermodal rail service to the container customers of Fraser Surrey Docks, as well as switching and train building services, on behalf of the four major railways with access to this property. The intermodal facility was designed to employ new technologies, maximize productivity, and to be an industry leader and efficient service provider to its customers.

This project involved the purchase and testing of a Railpower Technologies Corp. prototype hybrid switcher locomotive, the Green Kid®. Featuring low-horsepower diesel generators, and long-life recyclable batteries (Figure 1), hybrid locomotives are designed to reduce NOx and other emissions by 50 to 80%, and fuel use by about 50%, compared to conventional switcher locomotives.

Figure 1 - Hybrid locomotive

Project Objectives

The objective of this project was to assess the performance of a prototype Green Kid® hybrid locomotive based on:

• Fuel consumption;
• Locomotive operating hours;
• Railcar footage switched; and
• Operational reliability.

Project Methodology

During the twelve-month period of September 2004 to August 2005, IDC assessed the performance, and fuel and emission reduction of the Green Kid® hybrid locomotive compared to a traditional locomotive, a General Motors EMD SW900 locomotive (900 hp) that is typically used for switcher duties. The data for the hybrid locomotive was based on operational measurement, and qualitative information from the operations manager on performance, reliability, and maintenance needs. The comparative data for the standard SW900 locomotive came from the manufacturer's specifications.

Results

The hybrid locomotive was used continually in IDC's day-to-day operations for switching rail cars. At the outset of the project, the locomotive batteries had to be replaced due to incorrect operating procedures - manual shutdown of the generator during work breaks resulted in incomplete charging and battery damage. As this was a test of a new technology, the manufacturer paid for 70% of the replacement cost. Operator training and improved operational procedures prevented any further problems.

During the course of the study, the operational hours, fuel usage, and footage of freight switched, were tracked. This data was used to determine the CO2, CH4, and N20 factors compared to that of a traditional locomotive. The final analysis of fuel savings and greenhouse gas reductions is summarized in Table 1. It shows there was a 53% reduction in GHG emissions from using the hybrid locomotive as opposed to a traditional locomotive. There was also a fuel cost savings of approximately $37,000.

 Table 1 - Fuel and greenhouse gas reductions

Measurable	standard SW900 locomotive(theoretical)	Green Kid®hybrid locomotive(actual)
Footage switched (feet)	3,564,194	3,564,194
Hours	2,347	2,347
Fuel reduction
Fuel use (litres)	84,523	39,549
Reduction %		53%
Emissions reduction
CO2 (kg)	230,747	107,968
CH4 (kg)	292	136
N2O (kg)	27,521	12,877
CO2equivalent (kg)	258,560	120,981
Reduction (tonnes/year)		137.6
Reduction %		53%

Secondary Benefits
In addition to fuel savings and emission reduction, the Green Kid® hybrid locomotive was very quiet to operate. Even when the engine was charging the batteries, the small size of the engine made it much quieter than a standard locomotive. The neighbouring community had been concerned about noise from the yard but the hybrid locomotive reduced the overall sound level. The reduced fuel consumption also improved air quality for the yard employees and for the surrounding community.

IDC was very satisfied with the hybrid switcher locomotive's performance. It was reliable and well supported by Railpower Technologies Corp. From implementation, the hybrid locomotive was very effective and economical for IDC. The hybrid proved especially suitable for switcher applications because these locomotives are not operated at high speeds or for long distances. IDC concluded that the hybrid locomotive was ideally suited for its intermodal rail facilities.

Costs

The hybrid locomotive acquired by IDC was one of four prototypes initially built by Railpower. Their hybrid locomotives are typically built on the chassis of locomotives in need of refurbishment. Because it has been several decades since new switcher locomotives were manufactured in North America, this is common practice.

Capital cost comparisons are difficult, however, because the extent of refurbishment varies from one locomotive to another. It is estimated that the capital cost of refurbishing a locomotive to a hybrid configuration is about the same or slightly more than refurbishing a locomotive to its original main engine configuration. Therefore, there does not appear to be a major capital cost hurdle to converting to hybrid.

Conclusion

Based on the one-year trial period with the hybrid switcher locomotive, IDC strongly believes in the value of the hybrid locomotive, and would include it in any future intermodal rail facilities. Compared to a regular SW900 switcher locomotive of the same horsepower, the hybrid locomotive saved IDC Distribution Services $37,000 in fuel for the year it was tested and reduced emissions to the environment by 53%.

Additional Information

• Railpower
• Fraser Surrey Docks Ltd.
• Other hybrid locomotive users
  • Union Pacific
  • Canadian Pacific

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Date modified:

2012-02-08

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