Progress Rail PR30 Locomotive SJVR3003 3000-Hour Emissions ... · SwRI 03.19533 Progress Rail PR30 Locomotive SJVR3003 3000-Hour Emissions Test Report Prepared by Dustin T. Osborne

This report shall not be reproduced, except in full, without the written approval of Southwest Research Institute®.

Results and discussion given in this report relate only to the test items described in this report.

SwRI 03.19533

Progress Rail PR30 Locomotive

SJVR3003 3000-Hour Emissions Test Report

Prepared by

Dustin T. Osborne

FINAL REPORT

Public Release

Prepared For

Progress Rail Services Corporation

March 2016

S O U T H W E S T R E S E A R C H I N S T I T U T E SAN ANTONIO, TX ● ANN ARBOR, MI ● WASHINGTON, DC

SOUTHWEST RESEARCH INSTITUTE P.O. Drawer 28510 ∙ 6220 Culebra Road

San Antonio, Texas 78228-0510

Progress Rail PR30 Locomotive

SJVR3003 3000-Hour Emissions Test Report

Prepared by

Dustin T. Osborne

FINAL REPORT

Public Release

Prepared For


March 2016

Prepared by:

Dustin T. Osborne

Sr. Research Engineer

Reviewed by: Approved by:

Steven G. Fritz Marc Megel

Manager, Medium Speed Diesel Engines Director, Design & Development Department

DESIGN & DEVELOPMENT DEPARTMENT

ENGINE, EMISSIONS, AND VEHICLE RESEARCH DIVISION

SwRI Final Report 03.19533 Public Release ii

ACKNOWLEDGMENTS

The work reported in this document was performed for Progress Rail Services

Corporation, as outlined in SwRI proposal No. 03-68997, dated July 3, 2013. This project was

performed by the Design and Development Department within the Engine, Emissions, and

Vehicle Research Division under the supervision of Marc Megel. The Project Manager for SwRI

was Steven G. Fritz, manager of Medium Speed Diesel Engines in the Design and Development

Department. The Caterpillar technical contact for this project was Douglas Biagini.

SwRI Final Report 03.19533 Public Release iii

TABLE OF CONTENTS

Page

ACKNOWLEDGMENTS .............................................................................................................. ii LIST OF FIGURES ....................................................................................................................... iv LIST OF TABLES .......................................................................................................................... v LIST OF ABBREVIATIONS ........................................................................................................ vi EXECUTIVE SUMMARY .......................................................................................................... vii

1.0 INTRODUCTION .............................................................................................................. 1 2.0 TECHNICAL APPROACH................................................................................................ 2

2.1 Test Locomotive ............................................................................................................. 2 2.2 Description of Exhaust Aftertreatment ........................................................................... 3

2.3 Fuel Properties ................................................................................................................ 4 2.4 Fuel Consumption Measurements................................................................................... 5

2.5 Diesel Exhaust Fluid ....................................................................................................... 6 2.6 Power Measurements ...................................................................................................... 7

2.7 Gaseous Emissions Measurements ................................................................................. 8 2.8 Particulate Matter (PM) Emissions Measurements ......................................................... 9 2.9 Smoke Opacity Measurements ....................................................................................... 9

2.10 Locomotive Test Cycle ................................................................................................. 10 3.0 SJVR3003 0-HOUR AND 3000-HOUR TEST RESULTS ............................................. 12

SwRI Final Report 03.19533 Public Release iv

LIST OF FIGURES

Figure Page

Figure 1. SJVR3003 Test Locomotive............................................................................................ 2 Figure 2. Location of Aftertreatment System Components ............................................................ 4 Figure 3. Aftertreatment Converter Diagram.................................................................................. 4 Figure 4. Schematic of SwRI Fuel Flow Measurement System ..................................................... 6 Figure 5. SJVR3003 setup for emissions testing ............................................................................ 8

Figure 6. Average Duty Cycle Composite Emissions at 0-hour and 3,000-hour Test Intervals.

Error bars show one standard deviation of data set. .................................................. 13 Figure 7. Average engine power through the notches at 0-hour and 3,000-hour test intervals .... 15

SwRI Final Report 03.19533 Public Release v

LIST OF TABLES

Page

Table ES-1. Summary of SJVR3003 Emission Test Results ........................................................ ix Table 1. Locomotive and Engine Specifications ............................................................................ 3 Table 2. Test Fuel Properties .......................................................................................................... 5 Table 3. ISO 22241 Specifications for Diesel Exhaust Fluid ........................................................ 7 Table 4. Discrete-Mode Steady-State Locomotive Test Cycle ..................................................... 11

Table 5. Standard Duty Cycle Weighting Factors ........................................................................ 11 Table 6. SJVR3003 Locomotive Duty Cycle Composite Emissions at 0-hour and 3,000-hour

Test Intervals ............................................................................................................. 12 Table 7. Smoke Test Summary at 0-hour and 3,000 Test Intervals ............................................. 14

SwRI Final Report 03.19533 Public Release vi

LIST OF ABBREVIATIONS

ASTM

BSFC

CARB

CEM

CFR

CH4

CO

CO2

DEF

DOC

ECU

EPA

FTIR

HC

HCLD

HFID

HP

LFE

LTC

NDIR

NH3

NO

NOx

NO2

N2O

O2

PHS

PM

PPM

PRS

SCR

SOF

SwRI®

TxLED

ULSD

American Society for Testing and Materials

Brake Specific Fuel Consumption

California Air Resources Board

Clean Emissions Module

Code of Federal Regulations

Methane

Carbon Monoxide

Carbon Dioxide

Diesel exhaust fluid

Diesel Oxidation Catalyst

Engine Control Unit

Environmental Protection Agency

Fourier Transform Infrared Spectrometer

Hydrocarbons

Heated chemiluminescent detector

Heated Flame Ionization Detector

Horsepower

Laminar flow element

Locomotive Technology Center

Non-dispersive infrared

Ammonia

Nitrogen Oxide

Oxides of Nitrogen

Nitrogen Dioxide

Nitrous Oxide

Oxygen

Public Health Service

Particulate Matter

Parts per million


Selective Catalytic Reduction

Soluble Organic Fraction

Southwest Research Institute®

Texas Low Emission Diesel

Ultra Low Sulfur Diesel

SwRI Final Report 03.19533 Public Release vii

EXECUTIVE SUMMARY

The PR30 is a Progress Rail manufactured road locomotive equipped with a Caterpillar

3516C-HD engine and a Clean Emissions Module (CEM) – a Caterpillar developed advanced

exhaust aftertreatment system that includes urea based selective catalytic reduction (SCR) and

diesel oxidation catalyst (DOC) technology. In 2009 and 2010, California Air Resources Board

(CARB) partially funded emissions testing and field trial of a PR30C locomotive equipped with

the first generation CEM.1 More recently, a 2011-2012 program funded by a U.S. EPA Emerging

Technology Grant included emissions testing and field demonstration of a PR30C locomotive

equipped with the second generation CEM.2 That effort resulted in CARB issuance of

locomotive verification with the condition that the verification process be completed once more.

To this end, Progress Rail selected locomotive SJVR3003 to complete verification, and

Southwest Research Institute® (SwRI

®) was contracted by Progress Rail to complete triplicate

locomotive emission tests before and after the 3,000-hour field trial. This report documents

testing of SJVR3003 before the start of the field trial, i.e. 0-hour testing, and after the field trial,

i.e. 3,000-hour testing.

SJVR3003 arrived at SwRI for 0-hour testing in November 2013. Locomotive exhaust

emission tests were performed in December using the discrete-mode steady-state emission test of

locomotives and locomotive engines, as detailed in Subpart F of 40CFR1033, and 40CFR1065.

The SJVR3003 0-hour emission test results presented in Table ES-1 show that emissions were

below U.S. EPA Tier 4 Line-Haul locomotive standards for HC, CO and NOx, and PM was

below the Tier 3 standard. Average line-haul cycle composite results were as follows: 0.01 g/hp-

hr HC, 0.1 g/hp-hr CO, 1.0 g/hp-hr NOX, and 0.04 g/hp-hr PM. Average switch cycle composite

results were as follows: 0.01 g/hp-hr HC, 0.1 g/hp-hr CO, 2.6 g/hp-hr NOX, and 0.05 g/hp-hr

PM. Average results for the three smoke tests were: 5 percent opacity maximum steady-state, 7

percent opacity maximum 30 second average, and 21 percent opacity maximum three second

average.

SJVR3003 was released from SwRI in January 2014 after 0-hour testing to complete the

3,000 hour field trial while operating within the San Joaquin Valley Railroad in California. The

locomotive returned to SwRI November 2015 for post field-trial emissions testing. According to

ECU engine-hours, the locomotive accumulated a total of 4,015 hours of engine operation during

the field trial. Although this is notably greater than the 3,000 hour field trial target, the test

condition is still referred to in this report as the 3,000-hour test interval in reference to the

verification milestone. SJVR3003 3,000-hour testing was completed at SwRI in January 2016,

and emission test results are summarized in Table ES-1. In general, each of the three 3,000-hour

runs yielded results below Tier 4 Line-Haul limits for all applicable emissions. Compared to 0-

hour emissions, Line-haul PM was 24 percent lower, and Line-haul NOx was 30 percent higher.

Idle and N8 modes were the largest contributors to the increase in Line-haul NOx. Line-haul

1 Osborne, D.T. and S.G. Fritz, “Progress Rail PR30C-LoNOx Locomotive with DOC and Urea based SCR: 12-

Month Field Demonstration and Emissions Testing at 0, 1500 and 3000 Hours of Operation,” SwRI Project

03.14368 Final Report (May 2011).

2 Osborne, D.T. and S.G. Fritz, “Progress Rail PR30-LE Locomotive with Second Generation CEM,” SwRI Project

03.16701 Final Report (December 2012).

SwRI Final Report 03.19533 Public Release viii

composite results at 3,000-hour testing were as follows: 0.01 g/hp-hr HC, 0.1 g/hp-hr CO, 1.3

g/hp-hr NOX, and 0.03 g/hp-hr PM. Average switch cycle composite results were as follows:

0.01 g/hp-hr HC, 0.2 g/hp-hr CO, 3.1 g/hp-hr NOX, and 0.05 g/hp-hr PM. Average results for

the three smoke tests were: 3 percent opacity maximum steady-state, 5 percent opacity

maximum 30 second average, and 18 percent opacity maximum three second average.

SwRI Final Report 03.19533 Public Release ix

Table ES-1. Summary of SJVR3003 Emission Test Results

Locomotive Line-haul Cycle

Composite Emissions

Locomotive Switch Cycle Composite

Emissions Smoke Opacity

HC CO Corr.

NOx PM HC CO

Corr.

NOx PM

Max

SS 30 Sec 3 Sec

Test

Description g/hp-hr g/hp-hr g/hp-hr g/hp-hr g/hp-hr g/hp-hr g/hp-hr g/hp-hr

percent

opacity

percent

opacity

percent

opacity Tier 3 Line-Haul

Limits a

0.30 1.5 5.5 0.10 0.60 2.4 8.1 0.24 20 40 50

Tier 4 Line-Haul

Limits 0.14 1.5 1.3 0.03 NA NA NA NA 20 40 50

0hr Run 1 0.01 0.1 1.0 0.043 0.01 0.1 2.7 0.051 4% 6% 18%

0hr Run 2 0.01 0.1 1.0 0.043 0.01 0.1 2.5 0.053 6% 8% 23%

0hr Run 3 0.01 0.1 1.0 0.039 0.01 0.1 2.6 0.053 5% 7% 22%

0hr Average 0.01 0.1 0.97 0.042 0.01 0.1 2.60 0.052 5% 7% 21%

3000hr Run 1 0.01 0.1 1.2 0.030 0.01 0.2 3.2 0.045 3% 5% 19%

3000hr Run 2 0.01 0.1 1.2 0.033 0.01 0.2 2.7 0.047 3% 5% 17%

3000hr Run 3 0.01 0.1 1.3 0.031 0.01 0.2 3.3 0.044 3% 5% 18%

3000hr Average 0.01 0.1 1.26 0.032 0.01 0.2 3.06 0.045 3% 5% 18%

Rel. Change from

0-hour b

23% 36% 30% -24% 0% 26% 18% -13% -2% -2% -3%

a Tier 3 Line-Haul locomotives must also meet Tier 2 Switch standards. b Relative change percentages calculated before rounding of values for the table.

SwRI Final Report 03.19533 Public Release 1

1.0 INTRODUCTION

Progress Rail Services, a Caterpillar subsidiary, is the manufacturer of the PR30

locomotive. The PR30 is a four axle (PR30B) or six axle (PR30C) locomotive designed to

achieve EPA Tier 4 Line-haul locomotive NOX levels required for new line-haul locomotives in

the United States since 2015. The locomotive is built off of GP-38/40 and SD40-2 locomotive

chassis, repowered with a Caterpillar 3516C-HD Tier 2 or Tier 1+ certified diesel engine, and

equipped with a Caterpillar Clean Emissions Module (CEM) aftertreatment system. The

Caterpillar developed advanced exhaust aftertreatment includes urea based selective catalytic

reduction (SCR) and diesel oxidation catalyst (DOC) technology.

Previous PR30 test programs involved a 3,005 horsepower, six axle, PR30C locomotive

equipped with first and second generation CEM aftertreatment systems.1,2

Testing described in

this report was completed for a 2,995 horsepower, four axle, PR30B locomotive, with road

number SJVR3003. Southwest Research Institute® (SwRI

®) was contracted by Progress Rail

Services (PRS) to complete triplicate locomotive emission tests before and after a 3,000-hour

revenue service field trial. Included in this report is a description of the test locomotive, the

exhaust emission test procedures, and exhaust emission test results before and after the field trial.

1 Osborne, D.T. and S.G. Fritz, “Progress Rail PR30C-LoNOx Locomotive with DOC and Urea based SCR: 12-

Month Field Demonstration and Emissions Testing at 0, 1500 and 3000 Hours of Operation,” SwRI Project

03.14368 Final Report (May 2011).

2 Osborne, D.T. and S.G. Fritz, “Progress Rail PR30-LE Locomotive with Second Generation CEM,” SwRI Project

03.16701 Final Report (December 2012).


2.0 TECHNICAL APPROACH

Locomotive exhaust emissions were measured by SwRI using the discrete-mode steady-

state emission test of locomotives and locomotive engines, as detailed in Subpart F of

40CFR1033, and 40CFR1065. Triplicate tests were completed for SJVR3003 in December 2013

at SwRI for the 0-hour test interval, which was prior to the start of the 3,000 hour verification

field trial in California. The field trial concluded in late 2015 and triplicate tests were again

completed at SwRI for the 3,000-hour test interval in January 2016. Details of the test

locomotive, the test setup and procedures are given below.

2.1 Test Locomotive

The locomotive used for this program was a Progress Rail model PR30B with road

number SJVR3003. Progress Rail provided the locomotive, shown in Figure 1. This is a 2,995

horsepower, four-axle, intermediate line-haul locomotive manufactured by Progress Rail

Services Corporation. The locomotive is a GP-type locomotive chassis repowered with a

Caterpillar 3516C-HD engine. Engine details are listed in Table 1. The repower also includes a

new main alternator, cooling system, and fuel tank. The locomotive was delivered to SwRI for 0-

hour testing November 2013, at which time engine lifetime operating hours was at 1,941, and the

reported total fuel burn for the engine was 24,126 gallons. When SJVR3003 was delivered to

SwRI in November 2015 following completion of the field trial, total engine hours was 5,956,

and the reported total lifetime fuel burn was 76,520 gallons. Although 4,015 engine hours were

accumulated between test intervals, the post field-trial test interval is referred to in this report as

the 3,000-hour test interval in reference to the verification requirement milestone.

Figure 1. SJVR3003 Test Locomotive


Table 1. Locomotive and Engine Specifications

Locomotive Number SJVR3003

Locomotive Model PR30B

Engine Model Caterpillar 3516C-HD

Engine Serial No. SDX00107

Rated Brake Power 2,995 hp

Cylinder arrangement 60° V-16

Bore 170 mm

Stroke 215 mm

Displacement/Cylinder 4.88 L

Rated engine speed 1,800 rpm

2.2 Description of Exhaust Aftertreatment

The locomotive was equipped with a Caterpillar Clean Emissions Module (CEM). The

CEM consists of three major components: the diesel exhaust fluid (DEF) tank, the DEF dosing

control cabinet, and the aftertreatment converter. Figure 2 shows the location of these

components on a PR30 locomotive.

A diagram of the aftertreatment converter is shown in Figure 3. This aftertreatment fits

on the locomotive such that the two engine exhaust outlets enter the reactor as separate exhaust

streams and are directed through separate pairs of DOC elements. The two exhaust gas streams

are then redirected to the center of the reactor where they are combined into one stream. Swirl

and turbulence are then added to the exhaust stream with mixer vanes just before DEF is injected

into the center of the flow from an air assisted nozzle. DEF is an aqueous solution of 32.5

percent urea by weight, and is the NOX reducing agent used by the aftertreatment system. The

mixture of exhaust gas and DEF travels through a mixing tube before the stream is divided in

two and sent through separate SCR catalyst banks. The outlet of each SCR bank serves as the

final exhaust outlet to atmosphere.

A combination of feed forward and feedback algorithms control DEF injection to

maintain target NOX reductions while minimizing ammonia slip. The SCR control system uses a

total of three NOX sensors: one positioned just upstream of the DEF injector to measure SCR

inlet NOX, and two that measure SCR outlet NOX and are positioned at each of the two SCR

bank outlets. These NOX sensors are cross-sensitive to ammonia (NH3); i.e. the sensor output is a

combination of measured NOX and NH3. An ammonia slip mitigation strategy exists in software

utilizing this sensor feature. If this algorithm detects excessive ammonia slip from DEF

overdosing and the DEF injection algorithms cannot achieve target NOX reduction, DEF dosing

is temporarily reduced until the excess ammonia is cleared and the control can once again

achieve target NOX reduction.

The dosing cabinet contains the SCR controller, the DEF dosing pump, and the DEF

dosing manifold. These components supply and control flow of DEF and compressed air to the

DEF injector. Supply and return lines are routed from the dosing cabinet to the DEF tank, and

DEF and compressed air supply lines are routed from the dosing cabinet to the injector.


Upon arrival at SwRI for 0-hour testing, the total operation time accumulated on the

CEM was 1,242 hours, as reported using the Cat-ET diagnostic tool.

Figure 2. Location of Aftertreatment System Components

Figure 3. Aftertreatment Converter Diagram

2.3 Fuel Properties

Emission tests were completed using commercially available non-road Ultra Low Sulfur

Diesel (ULSD) meeting the requirements of Texas Low Emission Diesel (TxLED) regulations.

The same batch of fuel was used for 0-hour and 3,000-hour testing. After 0-hour testing,

remaining test fuel was stored in an air-tight 550 gallon stainless steel tote. Property

determinations of the fuel used for testing are listed in Table 2.


Table 2. Test Fuel Properties

Determinations ASTM

Test Method SJVR Test Fuel

API Gravity @ 15°C

Specific gravity

Density (gram/L)

D4052

39.6

0.827

826.5

Viscosity @ 40°C (cSt) D445 2.558

Sulfur (ppm) D5453 7.1

Cetane Number D613 53.2

Nitrogen Content (ppm) D4629 2.6

Lubricity by HFRR

Major Axis

Minor Axis

Wear Scar Diameter

Description of the Scar

Test Temperature

D6079

mm

mm

mm

--

°C

0.467

0.395

0.431

Evenly abraded oval

60

Flashpoint, °C D93 67

Heat of Combustion

Gross (MJ/kg)

Net (MJ/kg)

D240

46.041

43.125

Carbon-Hydrogen Ratio

% Carbon

% Hydrogen

Hydrogen/Carbon Ratio

D5291

86.20

13.74

1.899

SFC Aromatics

Total Mass %

Total Volume %*

PNA Mass %

D5186

20.4

20.0

3.1

Hydrocarbon by FIA

(volume %)

Aromatics

Olefins

Saturates

D1319

21.4

1.3

77.3

Distillation, °C

(Pressure Corrected)

D86

IBP

10%

50%

90%

FBP

171

206

266

320

341

Notes: * – D5186 aromatic hydrocarbons expressed in percent volume = 0.916 x

(aromatic hydrocarbons expressed in percent by weight) + 1.33, per California

Code of Regulations, Title 13, section 2282(c)(1).

2.4 Fuel Consumption Measurements

Diesel fuel consumption was measured on a mass flow basis, using a Micro Motion®

mass flow meter. The fuel measurement system was equipped with heat exchangers and a chilled

water system to regulate the fuel supply temperature to the locomotive at a target 32°C (± 5°C).

A schematic of the fuel system is displayed in Figure 4.


Figure 4. Schematic of SwRI Fuel Flow Measurement System

2.5 Diesel Exhaust Fluid

The DEF urea concentration was verified to be within the ISO 22241 specification limits,

listed in Table 3, before emissions testing at the 0-hour and 3,000-hour intervals. This

verification was completed using a Misco handheld refractometer calibrated for urea

concentration in water.

Diesel exhaust fluid (DEF) consumption rate was measured on a mass flow basis during

testing using a Micro-Motion mass flow meter in line with the SCR DEF injector supply.


Table 3. ISO 22241 Specifications for Diesel Exhaust Fluid

Characteristic Unit Limits

Min. Max.

Urea content % (m/m) 31.8 33.2

Density at 20°C kg/m3 1087.0 1093.0

Refractive index at 20°C -- 1381.4 1384.3

Alkalinity as NH3 % (m/m) -- 0.2

Biuret % (m/m) -- 0.3

Aldehydes mg/kg -- 5

Insoluble matter mg/kg -- 20

Phosphate (PO4) mg/kg -- 0.5

Calcium mg/kg -- 0.5

Iron mg/kg -- 0.5

Copper mg/kg -- 0.2

Zinc mg/kg -- 0.2

Chromium mg/kg -- 0.2

Nickel mg/kg -- 0.2

Aluminum mg/kg -- 0.5

Magnesium mg/kg -- 0.5

Sodium mg/kg -- 0.5

Potassium mg/kg -- 0.5

2.6 Power Measurements

Although SJVR3003 is equipped with an on-board grid and self load feature, it is not

capable of dissipating full power at N8. For this reason the locomotive DC traction link was

connected to an external resistive load grid to load the stationary locomotive. The "net traction

power" at the DC link of the locomotive was measured using a Voltech PM3000A Universal

Power Analyzer. The traction voltage measurement taken at the DC bus bars was measured by

the Voltech PM3000A. Traction current was determined by using a LEM ITZ 5000-140 current

transducer and LEM ITZ Ultrastab amplifier. The Voltech power analyzer was programmed to

calculate net traction power and output a proportional analog signal, which was recorded by the

SwRI data acquisition (DAQ) system. Progress Rail supplied alternator efficiency values for

each operating point, which were used to calculate the mechanical power into the traction

alternator, or "gross traction power".

The auxiliary alternator produces three-phase AC power for auxiliary loads such as

radiator cooling fans, traction motor blower, and inertial filter blower. Auxiliary alternator output

was measured using a pair of current transformers, direct measurement of line-to-line voltage

differential between phases, and the Voltech PM3000A Universal Power Analyzer. The Voltech

power analyzer was programmed to calculate the three-phase AC power output of the auxiliary

alternator and output a proportional analog signal that was recorded by the SwRI DAQ system.

Progress Rail supplied the alternator efficiency values used to calculate the mechanical power

into the auxiliary alternator, or "gross auxiliary power". During testing the air compressor was

disabled and compressed air was supplied to the locomotive from an external source.


Within this report the terms "engine power", "brake horsepower" (bhp) and "gross

power" all refer to the observed (i.e. uncorrected) power at the flywheel. Engine power was

calculated by summing the gross traction power and gross auxiliary power.

2.7 Gaseous Emissions Measurements

The SJVR3003 locomotive has dual exhaust outlets. During emissions testing, the two

outlets needed to be combined so that emissions could be sampled from a single exhaust stream.

For this, a stainless steel exhaust collector was fabricated, as shown installed in Figure 5.

Gaseous emissions were sampled continuously from within the exhaust collector. A heated line

was used to transfer the raw exhaust sample to the emission instruments for analysis. Measured

gaseous emission concentrations included hydrocarbons (HC), carbon monoxide (CO), carbon

dioxide (CO2), oxygen (O2), oxides of nitrogen (NOX), methane (CH4), ammonia (NH3), and

nitrous oxide (N2O).

Figure 5. SJVR3003 setup for emissions testing

Total hydrocarbon concentration in the raw exhaust was determined using a Horiba

heated flame ionization detector (HFID), calibrated on propane. NOX concentration in the raw

exhaust was measured with a heated chemiluminescent detector (HCLD). NOX correction factors

for ambient air humidity were applied as specified by EPA in 40CFR1065.670. Concentrations


of CO and CO2 in the raw exhaust were determined by non-dispersive infrared (NDIR)

instruments, and O2 concentrations were measured using a magneto-pneumatic analyzer. Raw

exhaust CH4 concentration was measured using a non-methane cutter (NMC) and a dedicated

heated flame ionization detector (NMC-HFID) as outlined in 40CFR1065.365(d).

Post-SCR ammonia (NH3) and nitrous oxide (N2O) concentration in the raw exhaust were

measured using Fourier Transform Infrared (FTIR) spectroscopy. Exhaust was sampled from a

multi-hole gaseous emissions probe and drawn through a heated sample line to a Thermo Fisher

Nicolet 6700 FTIR at a target flow rate of 10 liters per minute.

Gaseous mass emission rates were computed via chemical balance of fuel, intake air, and

exhaust gas using the procedures specified in 40CFR1065.655.

2.8 Particulate Matter (PM) Emissions Measurements

Particulate matter (PM) emissions were measured with a Sierra Instruments BG-3

Particulate Partial-Flow Sampling System. This device employs a partial flow dilution technique

that can be characterized as the “split then dilute” technique, in which a portion of the raw

locomotive exhaust is “split” from the total flow and mixed with filtered air in a dilution tunnel.

The Sierra BG-3 sampling system used a single ended probe facing upstream in the

locomotive exhaust stack extension to extract a fraction of the raw exhaust. Approximately 7.5

cm after the probe termination, the raw exhaust sample was diluted with metered and filtered air

in a Sierra radial inflow dilution tunnel. The temperature of the dilution air entering the dilution

tunnel was controlled to 25 ± 5 °C. The total diluted exhaust sample was then transferred from

the locomotive exhaust stack proximity to near ground level through a 12.7 mm diameter,

stainless steel transfer tube heated to 47°C. The diluted exhaust was then transported through a

heated stainless steel cyclonic separator and a one liter residence-time chamber before being

routed through a single 47 mm diameter TX40 sample filter. The BG-3 measured the dilution air

flow using a laminar flow element (LFE), and the total dilute sample was measured by a positive

displacement roots meter. The difference between the two measurements is defined as the raw

exhaust sample volume, which was used along with the filter mass increase and the calculated

engine exhaust flow rate to determine the PM mass emission rate of the locomotive.

For this testing a separate PM filter was used at each test mode. Each PM sample was

collected onto the filter using a constant dilution ratio set point. To maintain proportional

sampling as required by 40CFR1033 and 40CFR1065, the PM dilution ratio set point was

changed between each test mode according to predicted exhaust flows.

The soluble organic fraction (SOF) of PM was determined for one of the three tests at

both 0-hour and 3,000-hour intervals. The soluble portion of the particulate-laden filters was

extracted using a toluene/ethanol solvent in a soxhlet apparatus. Resulting SOF levels were

determined using a filter weight loss method.

2.9 Smoke Opacity Measurements

Smoke opacity was measured using a modified Public Health Service (PHS) full-flow

opacity meter (smokemeter) mounted above the locomotive exhaust stack. This smokemeter


uses standard PHS smokemeter optics and electronics, but was modified to a one meter diameter

to accommodate larger exhaust plume diameters. The construction, calibration, and operation of

the smokemeter adhere to 40CFR1033.525 and 40CFR92.111.

The smokemeter through-exhaust path length was approximately one meter (as

determined by the dimensions of the exhaust stack extension). The center of the light beam was

positioned 125±25 mm away from the outlet of the exhaust collector. Smokemeter response was

continuously recorded in percent opacity over the entire test cycle, and the following results were

computed using data analysis procedures specified in 40CFR92.131:

1. "3-sec" – Maximum three-second average smoke opacity reading

2. "30-sec" – Maximum 30-second average smoke opacity reading

3. "Max SS" – Maximum steady-state smoke opacity: note that steady-state smoke opacity

is defined by 40CFR92.131 as the average smoke opacity reading between 120 seconds

and 180 seconds after the notch change.

2.10 Locomotive Test Cycle

The test cycle used for this work was the locomotive discrete-mode steady-state emission

test cycle, as described in 40CFR1033.515. This test cycle is given in Table 4. For locomotives

with a single idle speed there are ten test modes within this cycle. For each mode, the engine is

controlled to a manufacturer specified target engine speed and power. The test modes consist of

idle, a simulated dynamic brake condition, and eight throttle notch power settings that range

from low to rated power. During emissions testing, notch setting was selected by the test

operator via the locomotive multiple-unit train control (MU) cable.

Prior to the start of the test cycle, the locomotive was warmed up at Notch 8 for ten

minutes. After the warm-up, the engine was allowed to stabilize at the lowest idle setting for 10

minutes before the official start of test. Testing then progressed through each test mode in the

order shown in Table 4.

The locomotive discrete-mode steady-state emission test cycle is considered to be steady-

state with respect to operator notch demand, rather than engine speed and load. Therefore it

should be noted that test results for a given test mode do not necessarily reflect steady-state

engine operation at that mode. Instead, the transition from the previous test mode is included in

the average emissions, power, and fuel consumption for a given test mode. The only exception is

for the Low Idle test mode because it is preceded by a pre-test stabilization period. The time

interval over which gaseous emission mass rates are integrated – and PM is sampled – begins

when the operator notch selection is changed to start a test mode, and ends after 300 seconds,

except for Notch 8 which ends after 600 seconds.


Table 4. Discrete-Mode Steady-State Locomotive Test Cycle

Test mode Notch setting Time in mode

(minutes) Sample averaging

period for emissions

Pre-test idle

Lowest idle setting

10 to 15 Not applicable

A Idle 5 to 10 300 seconds

C Dynamic brake 5 to 10 300 seconds

1 Notch 1 5 to 10 300 seconds








The duty cycle weighting factors used to calculate cycle-weighted average emission rates

for the EPA line-haul cycle and the EPA switch cycle are given by 40CFR1033.530, and are

listed in Table 5. To calculate cycle-weighted brake-specific emissions, expressed in grams per

brake horsepower-hour (g/bhp-hr), the cycle weighted average of an emission mass rate (g/hr)

was divided by the cycle-weighted average gross power. The cycle-weighted brake-specific fuel

consumption (BSFC), expressed in pounds of fuel per brake horsepower-hour (lb/bhp-hr), was

calculated for each duty cycle using the same method.

Table 5. Standard Duty Cycle Weighting Factors

Throttle Notch Setting

EPA Line-haul Cycle

Weighting, Percent

EPA Switch Cycle

Weighting, Percent

Idle 38.0 59.8

Dynamic Brake 12.5 0.0

Notch 1 6.5 12.4

Notch 2 6.5 12.3

Notch 3 5.2 5.8

Notch 4 4.4 3.6

Notch 5 3.8 3.6

Notch 6 3.9 1.5

Notch 7 3.0 0.2

Notch 8 16.2 0.8

TOTAL 100.0 100.0


3.0 SJVR3003 0-HOUR AND 3000-HOUR TEST RESULTS

The EPA weighted composite emission results are displayed in Table 6 for each

SJVR3003 0-hour and 3,000-hour emissions test runs. Also included in the table are the average

composite emission values for each test interval as well as the relative change in measured

emissions between 0-hour and 3,000-hour testing. Average duty cycle emissions at 0-hour and

3,000-hour test intervals are shown graphically in Figure 6, along with one standard deviation

error bars. A detailed summary for each test is given in Appendix A of this report.

Table 6. SJVR3003 Locomotive Duty Cycle Composite Emissions at 0-hour and 3,000-

hour Test Intervals

Test Description

EPA Line-haul Cycle Emissions,

g/hp-hr

EPA Switcher Cycle Emissions,

g/hp-hr

HC CO NOx PM HC CO NOx PM

Tier 3 Line-haul Locomotive

Limits a

0.30 1.5 5.5 0.10 0.60 2.4 5.0 0.10

Tier 4

Line-haul Locomotive Limits 0.14 1.5 1.3 0.03 NA NA NA NA

0-hour Run 1 0.01 0.1 1.0 0.043 0.01 0.1 2.7 0.051

0-hour Run 2 0.01 0.1 1.0 0.043 0.01 0.1 2.5 0.053

0-hour Run 3 0.01 0.1 1.0 0.039 0.01 0.1 2.6 0.053

0-hour Average 0.01 0.1 0.97 0.042 0.01 0.1 2.60 0.052

0-hour Std. Dev. 0.002 0.0004 0.014 0.002 0.003 0.004 0.072 0.001

3,000-hour Run 1 0.01 0.1 1.2 0.030 0.01 0.2 3.2 0.045

3,000-hour Run 2 0.01 0.1 1.2 0.033 0.01 0.2 2.7 0.047

3,000-hour Run 3 0.01 0.1 1.3 0.031 0.01 0.2 3.3 0.044

3,000-hour Average 0.01 0.1 1.26 0.032 0.01 0.2 3.06 0.045

3,000-hour Std. Dev. 0.001 0.0051 0.052 0.001 0.001 0.012 0.286 0.002

Rel. Change from 0-hour b 23% 36% 30% -24% 0% 26% 18% -13%

a Tier 3 Line-haul locomotives must also meet Tier 2 switcher standards.

b Relative change percentages calculated before rounding of values for the table.


Figure 6. Average Duty Cycle Composite Emissions at 0-hour and 3,000-hour Test

Intervals. Error bars show one standard deviation of data set.

Each of the three 0-hour runs yielded emissions of NOX, HC and CO below the EPA Tier

4 line-haul locomotive limits, and PM below the Tier 3 standard. Average line-haul NOX was

0.97 g/hp-hr, which is 74 percent of the 1.3 g/hp-hr Tier 4 line-haul standard. Average line-haul

composite values of HC and CO were 0.01 and 0.1 g/hp-hr, far below the Tier 4 standard.

Average line-haul composite PM was 0.042 g/hp-hr; above the Tier 4 limit but less than half the

Tier 3 standard.

All three of the 3,000-hour test runs passed Tier 4 emissions criteria. Line-haul HC and

CO were 23 and 36 percent higher at the 3,000-hour test interval as compared to the 0-hour;

however they were still far below Tier 4 limits and are the same values when rounded to the

same number of significant digits to match EPA standards. To put into perspective, the absolute

increase in line-haul emissions make up just one percent of the Tier 4 standard for HC, and two

percent for CO. Average line-haul PM for the 3,000-hour test interval was 0.032 g/hp-hr, which

is 24 percent lower than at the 0-hour test interval. Average line-haul NOx at 3,000-hour testing

was 1.26 g/hp-hr. This is still below the Tier 4 standard, but 30 percent higher than 0-hour test

results.

Smoke test results are listed in Table 7, along with the EPA maximum values. Smoke

opacity was well below EPA limits for all of the testing of SJVR3003, and was slightly lower at

the 3,000-hour testing interval. The average maximum steady-state, 30-second peak, and 3-

second peak smoke opacity was 5, 7, and 21 percent for 0-hour testing, and 3, 5, and 18 percent

for 3000-hour testing.


Table 7. Smoke Test Summary at 0-hour and 3,000 Test Intervals

Test Description

Maximum Steady-

State Smoke,

Percent Opacity

30-Second Peak,

Percent Opacity

3-Sec. Peak,

Percent Opacity

EPA Tier 2,3,4 Max. 20% 40% 50%

0-hour Run 1 4% 6% 18%

0-hour Run 2 6% 8% 23%

0-hour Run 3 5% 7% 22%

0-hour Average 5% 7% 21%

3,000-hour Run 1 3% 5% 19%

3,000-hour Run 2 3% 5% 17%

3,000-hour Run 3 3% 5% 18%

3,000-hour Average 3% 5% 18%

Change from 0-hour -2% -2% -3%

Average engine power at each notch is shown in Figure 7 for 0-hour and 3,000-hour

testing, and error bars show one standard deviation. Compared to 0-hour, power was

approximately two percent higher through the notches at 3,000-hour testing. The external load-

grid arrangement of SJVR3003 required the installation of a set of current transducers onto the

load-grid cables to provide current feedback to locomotive controls. In general, these are

industrial grade current transducers considered to be interchangeable without affecting the

locomotive's ability to meet performance specifications, albeit with some variation between

transducers. A different set of grid current feedback transducers was used between test intervals,

and it is possible the relatively small increase in power observed for 3,000-hour testing was the

result of transducer variation.


Figure 7. Average engine power through the notches at 0-hour and 3,000-hour test

intervals

Documents

Progress Rail PR30 Locomotive SJVR3003 3000-Hour Emissions ... · SwRI 03.19533 Progress Rail PR30 Locomotive SJVR3003 3000-Hour Emissions Test Report Prepared by Dustin T. Osborne