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7. Use of Top-of-Rail Friction Modifiers to Reduce Greenhouse Gas

Use of Top-of-Rail Friction Modifiers to Reduce Greenhouse Gas

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
Kelsan Technologies Corporation

Major Findings
Kelsan's Top of Rail Friction Modifier technology has the potential to reduce greenhouse gas emissions from 1.1 to 1.7 megatonnes annually, when on mountainous terrain with a lot of curves. This technology also improved the steering capability of rail cars in sharp reversing curves.

Project Timeline
May 2003 to April 2004

Please note that some figures such as cost savings on fuel are based on data from the period that this project took place.

Introduction

Friction control and top of rail (TOR) friction management has been used in the freight rail transportation industry to reduce fuel consumption since the mid 1990s. Engineered friction modifiers and improvements to wayside and onboard application systems have made friction control more achievable. Engineered TOR friction modifiers are dry composite solids suspended in a water-soluble mixture that reduce and maintain friction at an optimal level without reducing traction and braking performance.

The primary function of a TOR friction modifier is to reduce curving resistance, which allows a locomotive to maintain a specific speed with less effort. This lowers fuel consumption and greenhouse gas (GHG) emissions.

To enhance performance, optimal TOR friction levels must be maintained at both the point of application, which is typically behind the locomotives and at the train's last axle. When applying traditional lubricants, a sophisticated control system is required to adjust the application rate to varying operating conditions. Ideally, enough lubricant should be applied to the last wheel of the train - but not so much that it remains on the rail after the last wheel has passed. Not controlling the application rate can result in too low a friction level for the next train, and potential adhesion problems for the following locomotive. Unlike lubricants, friction modifiers reduce the coefficient of friction (COF) of dry rail, and maintain the desired intermediate level of friction over a given number of trains or wheel passes.

Since this intermediate level of friction can be maintained, reducing or removing the friction modifier by the last train wheel is not necessary or even desirable. Instead, residual friction modifier film at the end of the train can be used to reduce fuel usage on subsequent trains. Because of this fundamental difference between lubricants and friction modifiers, the control system is greatly simplified for a friction modifier application system.

Kelsan Technologies Corporation (Kelsan) undertook a TOR friction management project in May 2003, to lower fuel consumption and GHGs with financial assistance from Transport Canada's Freight Sustainability Development Program.

Project Description

The project involved installing TOR dispensing equipment and specialized data collection equipment onboard two British Columbia Railway Company (BC Rail) high horsepower road locomotives. In a locomotive-mounted TOR friction modifier system, a stream of friction modifier was applied as a fine atomizing spray on top of the rail, behind the trailing axle of the trailing locomotive to ensure rapid drying and production of a thin uniform film. The precise application of the friction modifier is necessary to enhance the performance of the train cars, without affecting locomotive adhesion.

In addition to measuring fuel consumption and related GHG emissions, performance was assessed for:

• train handling;
• the impact of TOR friction modifier technology on improving the steering capability of cars, especially in sharp reversing curves;
• lateral force reduction as a function of TOR application rate for full length trains (90+ cars);
• the reliability of the TOR dispensing equipment, including operation in winter months in temperatures below -25 ^°C; and,
• TOR product build-up, if any, on ties and ballasts.

Project Goals and Objectives

This demonstration project was undertaken to assess the impact of Kelsan Technologies Corporation's Top of Rail Friction Modifier Technology, keltrack®, on reducing fuel consumption and GHG emissions for a loaded forty-five sulphur car (trailing tonnage approx 6,000 tons) test train travelling on BC Rail between Chetwynd and Prince George, British Columbia.

Changes in diesel fuel consumption, as well as mechanical drawbar forces, were monitored to determine measurable savings.

Project Methodology

Specialized data collection equipment was installed to monitor:

• pertinent locomotive operating parameters;
• test train location via an onboard GPS unit; and,
• critical TOR system dispensing parameters.

The project consisted of two phases. Each phase consisted of five baseline runs and five TOR application runs, for a total of twenty test runs.

All data was reviewed and sorted by Kelsan Technologies Corp. and then passed on to the National Research Council's Centre for Surface Transportation Technology, which analyzed the data to measure fuel savings and GHG reductions.

BC Rail supplied the forty-five car unit sulphur trains, scheduled the test runs from the sulphur load-out site and/or nearby staging tracks and operated the test trains to Prince George. BC Rail, Kelsan Technologies and Triton Environmental Consultants collected and analyzed the environmental monitoring.

Rather than present a single value representing the complete savings from Chetwynd to Prince George, the test track was divided into nine distinct segments, based primarily on grade as well as curve density. Train performance was measured for each of these segments. Using Global Positioning System (GPS) technology, each segment was analyzed separately to determine the conditions for optimal fuel savings and GHG reduction.

Results

TOR friction modifier technology controls the coefficient of friction at the wheel rail interface, regardless of tonnage; making it effective for trains of all tonnage.

Data analysis demonstrated a strong correlation between calculated reduction in GHG emissions and curve density. Significant GHG reductions can be achieved on ascending grades with significant curvature. However, on a percentage basis, fuel savings will be lower due to the extra power required to overcome grade resistance. There are no fuel savings on descending grades when the train is in 100% dynamic braking. However, reductions in lateral forces are possible in the absence of air braking. Curve density, grade, and train handling affected the potential for fuel savings in the application of a TOR friction modifier.

A broad assessment of test data showed a savings of approximately 106 L/Million Ton-miles. GHG emission reduction calculations ranged from 0.3 metric tonnes per million ton-miles to 2 metric tonnes per million ton-miles. Based on 2002 freight traffic data, the potential reduction in GHG emissions ranges from 114.6 kilotonnes to 167.5 kilotonnes annually, or 2.1% to 3.0% of total freight railroad emissions.

This result is based on the premise that curve density for the entire Canadian freight track system lies somewhere in between 0 and 25%. The percentage savings is expected to increase only in mountainous terrain, where there is significant curving resistance. Further calculations are needed to predict an accurate reduction based on specific regional geography and traffic density.

Other observed benefits of using TOR friction modifiers were:

• Improved steering capability of rail cars in sharp reversing curves; and
• A significant reduction in lateral forces when the train was under dynamic braking on descending grades.

Conclusion

The demonstration project verified that GHG emission reductions could be achieved by applying a TOR friction modifier onboard a locomotive. However, its widespread use faces several barriers:

• Retrofitting the existing locomotive fleet with TOR friction modifier dispensing equipment presents a challenge because of the different types and series of locomotives currently in operation. Each locomotive type would require different engineering design modifications.
• Ensuring equipment reliability and maintenance despite the severe operating conditions onboard a locomotive. Although significant strides have been made to improve the equipment during this demonstration project, more work is needed to meet the stringent requirements of the freight railroad industry for fleet-wide implementation.
• Establishing fleet-wide logistical/operational requirements such as how the onboard reservoirs are going to be filled, where the infrastructure will be placed or how many units will be installed.

In summary, the researchers thought it was unlikely that the freight railroad industry will adopt this technology on a fleet-wide basis based on a limited trial using two TOR-equipped locomotives. They recommend further testing on 10 to 20 locomotives to solve problems and remove barriers.

Additional Information

• Kelsan Technologies Corporation

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Date modified:

2012-02-08

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