steam versus diesel class i perspecve - steam...
TRANSCRIPT
SteamVersusDieselClassIPerspec3ve
Overview
• Acoal‐burningsteamengine,89%fuelsavings• 2008$12.2Billiondieselfuelbill,USClassI’s• Instead$1.3Billioncoalbill• 10.9Billioncostsavingperyear
BTUComparison2008
Diesel
Type CN NS CSX UP CP BNSF KCS
Amount $1.00
$ / Gal. $3.04 $3.09 $3.12 $3.13 $3.14 $3.16 $3.32
Gal. / $ 0.33 0.32 0.32 0.32 0.32 0.32 0.30 BTU / Gal. 163,572
BTU / $ 53,729 52,989 52,499 52,329 52,115 51,812 49,322
BTUComparison2008
Coal Type
PRB UIB ILB NAP CAP Amount $1.00
$ / Ton $21.56 $60.40 $74.46 $117.90 $113.71
Lb. / $ 92.76 33.11 26.86 16.96 17.59
BTU / Lb. 8,800 11,700 11,800 13,000 12,500
BTU / $ 816,327 387,417 316,949 220,526 219,858
PresentaPonOutline
• MechanicalEngineersofModernSteam• TheModernSteamLocomoPve• ImportantTechnologiesOfModernSteam• AmericanClassIRailroad:Needs• Maintenance:ModernSteamvs.Diesel• Comparisons:ModernSteamvs.Diesel• InfrastructureandServicing:ModernSteam
TheMechanicalEngineersofModernSteam
Pioneers(deceased):• AndreChapelon• LivioDantePortaCurrent:• DavidWardale• PhilGirdlestone• ShaunMcMahon• NigelDay• RogerWaller
AndreChapelon
• FrenchMechanicalEngineer1892‐1978• SNCF,SteamLocomoPveDesignDivision
• GrandfatherOfModernSteam
• AppliedThermodynamicsAndFluidDynamicsToTheSteamLocomoPve
• Chapelon’sFormerBoss,GeorgeChan,FromTheSNCFDescribedHimAs“TheManWhoGaveNewLifeToTheSteamLocomoPve”
AndreChapeloncont.
• 1939 Rebuild: 4-Cylinder Compound SNCF 240P
AndreChapeloncont.• 1946 Design And Construction Of The 3-
Cylinder Compound: SNCF 242A.1
LivioDantePorta
• ArgenPneanMechanicalEngineer1922‐2003
• FatherOfModernSteam• Developed3VeryImportantPartsOfModernSteam
LivioDantePortaCont.
• 1949 “Argentina”
LivioDantePortaCont.• 1957RioTurbio2‐10‐2’s
DavidWardale• 1981SARClass26#3450RebuildOfClass25NC
PhilGirdlestone• AlfredCountyRailwayClassNGG16A141&155• Girdlestone&Associates
ShaunMcMahon• EmployedByTheRioTurbioRailway
– ConverPngRailwayToSteamFromDiesel
• ConsultantFerrocarrilAustralFueguinoRailway– ModernizedSteamFleetOfTouristHauler
NigelDay• ModernSteamTechnicalRailwayServices
RogerWaller• DampflokomoPv‐undMaschinenfabrikAG(DLM)
TheModernSteamLocomoPve
PortaClassifiedSteamLocomoPvesAsFollows:• Genera3on‘Zero,’• FirstGenera3on(FGS),
• SecondGenera3on(SGS),• ThirdGenera3on(TGS),
SecondGeneraPonSteam(SGS)Porta’sOutline:• 14%ThermalEfficiency,TwiceFGS• 290‐362PSI,840°FSteam• CompoundExpansion• AdvancedExhaustDesign• AdvancedSteamCircuitDesign• GasProducerCombusPonSystem(GPCS)• AdvancedFeedWaterTreatment• HighRotaPonalSpeed(504RPM,AAR1947)• EnvironmentallyResponsible• RollerBearingsThroughout
ThirdGeneraPonSteam(TGS)Porta’sOutline–AlladvancementsofSGSplus:• 21%ThermalEfficiency,TripleFGS• 870PSI,1020°FSteam• TripleExpansion• 3StageFeedWaterAndCombusPonAirHeaPng• OtherDetailImprovements,Etc.• 27%ThermalEfficiencyWithCondensing
ByComparisonAnEMDSD70ACe,AnACTracPonDiesel‐Electric,HasADrawbarThermalEfficiencyOf35.6%
BSSRailTrafficController
Thanks to: • Eric Wilson, Owner of Berkeley Simulation Software • Charles Banks, President R. L. Banks & Associates, Inc.
TheLocomoPvesCompared• Diesel:GeneralElectricC44‐9
– TypicallocomoPveusedbyUSClassIRailroads– 4,400HorsePoweratPrimeMover– 6poweredaxles– 180,000poundsTracPveEffort– DynamicBrakes
• Steam:ThirdGeneraPon2‐8‐8‐2– 5,900HorsePoweratDrawbar– 8poweredaxles– 180,000poundsTracPveEffort– CompressionBraking
LocomoPves
Modern2‐8‐8‐2DrawbarHorsePower
050010001500200025003000350040004500500055006000
0 20 40 60 80DBHP100% DBHP87.5% DBHP75% DBHP62.5%
DBHP50% DBHP37.5% DBHP25% DBHP12.5%
Modern2‐8‐8‐2DrawbarPull
0
20000
40000
60000
80000
100000
120000
140000
160000
180000
200000
0 20 40 60 80DBPull100% DBPull87.5% DBPull75% DBPull62.5%
DBPull50% DBPull37.5% DBPull25% DBPull12.5%
TheRailroadsModeled
• NorfolkSouthernPocahontasDistrict:– BetweenBluefieldandWilliamson,WestVirginia
• BNSFRailwayClovisSubdivision:– BetweenClovisandVaughn,NewMexico
Diesel – Loaded Coal Williamson to Bluefield, WV – Norfolk Southern
Steam – Loaded Coal Williamson to Bluefield, WV – Norfolk Southern
Diesel – Trailers Clovis to Vaughn, NM – BNSF Railway
Steam – Trailers Clovis to Vaughn, NM – BNSF Railway
SteamandDieselCostsCompared
• TheSteamLocomoPvehadfuelcosts89%lessthantheDieselLocomoPve
• ThesteamlocomoPvesaveraged2.44tonsofcoaland2,880gallonsofwaterperhour
• ThediesellocomoPvesaveraged252gallonsperhour
SteamandDieselPerformanceCompared
• Onheavytonnagetrains– NSPocahontasDistrict– 1steamlocomoPveusedforeachdiesel
• Onfasttrains– BNSFClovisSubdivision– Horsepowerwasequatedallowing2or3steamlocomoPvestomatch3or4diesels
$(5,000)
$-
$5,000
$10,000
$15,000
$20,000
$25,000
$30,000
$35,000
$40,000
$45,000
$50,000
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Cos
t Sav
ings
in M
illio
ns o
f Dol
lars
Year
Cumulative Cost Savings Steam 2008
ImportantTechnologies
• TheGasProducerCombusPonSystem(GPCS)
• TheLemporExhaust
• PortaWaterTreatment(PT)
ConvenPonalCombusPon
TheGasProducerCombusPonSystem(GPCS)
EnvironmentalBenefitsOfGPCS
• SmokeDisappears
• CO&HCEmissionsVirtuallyDisappear• NOXEmissionsAreVeryLow
• SulphurCanAlsoBeControlledByBlendingTheFuelWithACalcite‐DolomiteMixture
OtherBenefitsOfGPCS
• GPCSCanBurnEssenPallyAnyReasonableCombinaPonOfSolidFuels
TheLemporExhaust• TheMostEfficientExhaustEjector
• HeartOfTheSteamLocomoPve,SinceTrevithick,1804
• UnderDevelopmentByPortaSince1952
PortaWaterTreatment(PT)• OutgrowthOfAdvancedTreatmentsUsedOnTheRailwaysOfFrance(TIA)AndUK(Alfloc)
• DevelopedForFerrocarrilNacionalGeneralBelgranoRailway,ArgenPna
• TheChemistryOfTheBoilerWaterKeepsAnyScaleOrMud‐formingMaterialInSoluPonOrSuspension
• AnPfoamsAreUsedToPreventHeavyBoilerWaterCarryover
MaintenanceBenefitsOfPT+GPCS• PTEliminatesTheFormaPonOfScale
• BoilerWashouts:6MonthCycleNot30DayCycle
• BoilerBlowdowns:2MonthCycle,NotTwiceDaily
• BoilerTubes,FireboxPlatesandSuperheaterElementsCanLast30Years
• PTandGPCSusedtogether:– VirtualEliminaPonOfBoilerMaintenance
AmericanClassIRailroad:Needs
• AutomatedBoilerControls• MulPpleUnitCapability
• TracPonControl• DynamicBraking
• DistributedPowerAndRemoteControlCapability
• CrewComfort
AmericanClassIRailroad:Needscont.
• AutomatedBoilerControls– TwoPersonCrewsAreUnnecessary
• MulPpleUnitCapability– ASinglePersonCrewPerLocomoPve,Unnecessary
AmericanClassIRailroad:Needscont.
• TracPonControl– RestrictsSteamBeingExhaustedFromCylindersToKeepAWheelSlipFromOccurring
• DynamicBraking– CompressionBrakesInstalledOnManySteamLocomoPves
AmericanClassIRailroad:Needscont.
• DistributedPowerAndRemoteControlCapability– PossibleBecauseOfMUCapability
• CrewComfort– CabMustBeAsComfortableAsADiesel
MaintenanceComparisons• PrevailingView:SteamLocomoPvesMoreExpensiveToMaintainThanDiesels
• FGSLocomoPvesWithOne‐pieceCastFrames,Roller‐bearingsOnAllAxles&MoPonAndCompleteMechanical&PressureLubricaPonWereCheaperToMaintainThanDiesels
MaintenanceComparisonscont.
• H.F.Brown(InsPtuPonOfMechanicalEngineers):SteamLocomoPveWasSignificantlyCheaperThanDieselInPostwarUS
• 1963‐1986,SARClass25NCWas20%CheaperThanDiesel
• OverLifecycle,25NCCheaperThanSARDiesel
• WithGPCS&PortaTreatment,91%OfMaintenanceCostsSignificantlyReducedOrEliminated
LocomoPveComparisons
• IdleFuelCosts:(2008)– $6.08to$17.26perhourDieselsw/oAPU’s– $2.06to$2.25perhourDieselsw/APU’s– $0.27and$1.48perhourmodernsteam
• RunningTimeComparison:(fillups)• SGS:1.5Coal+1.5Water=1Diesel• TGS:1Coal+1Water=1Diesel• CondensingTGS:1Coal=1Diesel
InfrastructureAndServicing
• 3BasicTypesOfFaciliPes:– CoalingStaPon:Coal,Water&Sand– WateringStaPon:WaterOnly– ServicingFacility:FireCleaning&LubricaPng
• FireCleaning:1WeekOrLonger
• LubricaPng:30Days
• BoilerWashout:180Days
QuesPons