Nissan Titan Cummins

[jinman]

That's an interesting point and one I cannot challenge, but I would have said commercial aircraft use the most fuel.

It seems that this chart in the link agrees with my thinking somewhat. While highway uses of all types of fuel (gas, diesel, ethanol, etc) are easily the highest, rail use of diesel compared to aviation is less than half.

 

[deerefan]

Technically, you are correct, but as I illuded to in an earlier post the practicle application no locomotove built befroe 2008 has ANY emissions standard to meet - until it is "remanufactured" and I don't see anyone lining up to do that.

Additionally, the link you provide states in part:

"EPA finalized new requirements for nonroad diesel fuel that will decrease the allowable levels of sulfur in fuel used in locomotives by 99 percent. These fuel improvements will create immediate and significant environmental and public health benefits by reducing PM from existing engines."

That's not an emissions REGULATION but a FUEL regulation they feel will reduce emissions. One on-road operators have been living with since 1994!

Aren't most locomotives electric now or some variation of electric? I am always amazed at the power of those things. Talk about tow capacity...

 

[jonyyuma]

Believe the Locomotives are 600 dc volts and generated by diesel power...Dc for speed control and dead load starts..the ones I have ridden, anyway, @ 2 cents.

 

[Diamondpilot]

That's an interesting point and one I cannot challenge, but I would have said commercial aircraft use the most fuel. It ain't diesel, but it ain't much different. I would like to see an accurate comparison, but when you add military aircraft to that mix, I'd bet aviation is up there in use. Shipping, of course, has made many improvements and even the big tankers sit low and go slow to conserve fuel.

Actually aircraft fuels only account for 3% of the total fuels used in North America. I would have guessed it higher also being a pilot.

Chris

 

[TractorRob]

It seems that this chart in the link agrees with my thinking somewhat. While highway uses of all types of fuel (gas, diesel, ethanol, etc) are easily the highest, rail use of diesel compared to aviation is less than half.

If I am reading it correctly according to that chart, in 2008 Class I railroads used 3,886 million gallons of diesel and Amtrak used 63 million gallons, for a total of 3,949 million gallons(this does not include the smaller rail lines, which would not account for much in this discussion). Compare that to 26,814 million gallons of fuel used by combination trucks(tractor trailers) and 9,889 million gallons used by 6 tire or more trucks for a total of 36,703 million gallons of fuel(all types but by far mostly diesel) and I can see why the EPA is more concerned with truck emissions than locomotive emissions.

 

[AGGIE00]

Aren't most locomotives electric now or some variation of electric? I am always amazed at the power of those things. Talk about tow capacity...

Enormous diesel generators, ie. diesel electric. I believe they range in horsepower from 3000 to 6000.

 

[jinman]

If I am reading it correctly . . . .

I think you are correct. Those numbers reveal a lot.

 

[mjncad]

Locomotives and most (except CAT) large mine haul trucks use diesel-electric propulsion.

The diesel powers an alternator supplying current to traction motors on each axle of a locomotive, or each driven wheel of a haul truck. When braking is required, the traction motors turn into generators for dynamic braking. Mechanical (air) braking is also on these vehicles. The waste heat from the current generated by the traction motors during braking is dissipated via large radiators.

One of the advantages to a diesel-electric system is a mechanical driveline with its parasitic losses due to gears, etc is eliminated. Another is the dual braking systems.

However; CAT uses mechanical drivelines in their haul trucks and they seem to successful selling them.

 

[EE_Bota]

Locomotives and most (except CAT) large mine haul trucks use diesel-electric propulsion.

The diesel powers an alternator supplying current to traction motors on each axle of a locomotive, or each driven wheel of a haul truck. When braking is required, the traction motors turn into generators for dynamic braking. Mechanical (air) braking is also on these vehicles. The waste heat from the current generated by the traction motors during braking is dissipated via large radiators.

One of the advantages to a diesel-electric system is a mechanical driveline with its parasitic losses due to gears, etc is eliminated. Another is the dual braking systems.

However; CAT uses mechanical drivelines in their haul trucks and they seem to successful selling them.

We have a locomotive generator in service in our factory as a 2000HP motor. We used to have a submarine propusion motor on a different line.

I was taught in school, though it may no longer be true, that one important reason for a locomotive to have the wheel directly coupled is fear of a transmission failure which could unload a series DC motor. That is a very bad thing, since it can run away if unloaded, and destroy itself, and other things.

 

[AGGIE00]

We have a locomotive generator in service in our factory as a 2000HP motor. We used to have a submarine propusion motor on a different line.

I was taught in school, though it may no longer be true, that one important reason for a locomotive to have the wheel directly coupled is fear of a transmission failure which could unload a series DC motor. That is a very bad thing, since it can run away if unloaded, and destroy itself, and other things.

It also makes it very easy to synchronize multiple locomotives. For a very short stint I worked for Mustang Cat in the power division. Our primary sales were oilfield generators with the 3516 gas and diesel engines. The diesel is 2200 hp and the gas 1500 I think. It was quite impressive when we fired them up for testing. Didn't know turbos could get that loud.