|special charge! special edition · 2019. 10. 9. · bbc/abb turbocharger development and...

rail |specialThe customer magazine

of ABB TurbochargingSpecial editioncharge!

Ensuring highest performance, reliability and flexibility 26Pierre Jacoby on turbocharger development for the locomotive industryOn track in China, Russia, India and the USA 4ABB Turbocharging targets growing marketsMaintenance: Value in the long run 31Customized service for turbochargers on diesel locomotive engines

In for the long haul

2 ABB charge! rail | special

From the editor

charge! rail | special

Christoph RofkaSenior General ManagerHead of New BusinessABB Turbocharging

Historically, diesel locomotives havealways provided a focal point forBBC/ABB turbocharger developmentand applications. In fact, it was in the1930s that a diesel locomotive and aBBC turbocharger were paired for thefirst time. In the intervening years ABBhas continued to supply turbochargersto the railway market, starting with theVTR series, then the VTC, and now, inkeeping with this proud tradition, our tailor-made locomotive turbochargingproduct, the TPR.

As of today more than 2,000 TPR turbo -chargers are in long-haul service in themain rail markets, for example in Indiaand China, while Russia has meanwhilealso seen the first TPR application on atraction engine. For shunting applica-tions and where smaller power outputsare required, our TPS and A100 turbo -chargers are also being successfullyintroduced to this market.

This special edition of charge! looks atthe broad range of conditions in whichrailway markets operate and the demands– highest performance combined withreliability and flexibility – made on all thelocomotive equipment. The articles pro-vide an insight into ABB’s state of the artturbocharging technology and how itsadvantages are being turned into solidbenefits for the railway operators. We willvisit the four big markets in which diesellocomotives are being built today, anddiscover the similarities as well as the differences which characterize them.And you can read why, based on theirindividual experience, rail operators placetheir trust in the unique technology anddependable long-term behavior offeredby ABB turbocharging products andsolutions.

China“Smart Loong” with TPR 56FV turbochargersand Variable Turbine Geometry (VTG).04 Russia

Ongoing cooperation between ABB Turbochargingand Russian diesel engine OEMs.11

ABB charge! rail | special 3

Contents

Country and market reports4 China: Diesel locomotive technology enters a new age

High standards set for new locomotives6 ABB Turbocharging in the Chinese railway market

TPR 56 turbochargers on two new locomotive types8 China’s railways on track for high performance

turbochargingInterview with Zhong Huaiqing, CSR QSY

10 A shared commitment to excellenceInterview with An Jun, CNR (Dalian) Diesel Engine Co., Ltd.

11 Russia: Gearing up for new standardsLocomotive fleet and rail network renewal is under way

14 ABB Turbocharging in the Russian railway marketTPS 48 turbochargers for shunting locomotives

15 Meeting the Russian railway challengeInterview with Valery Ryzhov, JSC Kolomna Plant

16 India: Reliability in focusHigher locomotive power – a priority for freight and passenger transportation

20 ABB Turbocharging in the Indian railway market2,700 ABB turbochargers at work in India

22 USA: Diesel or natural gas?The choice of fuel can be a major cost factor

25 ABB Turbocharging in the US railway marketGE-T’s Powerhaul operating on three continents

Interview26 Designed for heavy hauling

Pierre Jacoby on ABB Turbocharging’s product development program

Service31 Best practice – timely maintenance and its value in

the long runWorldwide turbocharger service for the locomotive industry

Technology34 VTG turbocharging – a valuable concept for traction

applicationsHigh performance with the TPR series and VTG

Recipe38 The sandwich’s track to success

Still the best culinary company for train journeys

IndiaABB Turbocharging has been powering up Indian railways since 1982.16 USA

GE-Transportation’s Powerhaul locomotivewith ABB turbochargers.22


Country and market report – China

One of the first HXN3B locomotives from CNR, DLOCO fitted with two TPR 56-F turbochargers.



China: Diesellocomotive technologyenters a new ageNew locomotives for China have to meethigh standards in fuel economy, emissionscontrol and power rating. Text Jason-Rui Liu, Photography DLOCO, QSY, Michael Reinhard

China’s railways entered a newphase of development in2004 with the adoption of the country’s Mid-to-Long-

Term Railway Development Plan, revisedin 2008 and updated in 2011 in accor-dance with China’s 12th Five Year Plan.The intention is for China to increase thetotal railway network from 91,000 km in2010 to 120,000 km by 2020. With theimplementation of this plan, China con-tinues with its railway fixed asset invest-ment, which sees an estimated averageof CNY 600 billion (USD 97 billion *) beinginvested annually during the 12th FiveYear Plan (2011 – 2015).

Development plans for the diesel trac-tion include some new line constructionin the west of China, while at the sametime some of the existing diesel lines inthe country’s eastern regions are beingelectrified. In total, it is expected thatdiesel locomotives will operate on around48,000 km of track up until 2020.

According to the Chinese RailwayCorporation (CRC) there are approxi-mately 10,000 diesel locomotives in oper-ation in China, of which about one third

are more than 25 years old. Normally, thelifetime of a diesel locomotive is around25 years, so if CRC wants to keep thenumber of diesel locomotives at about9,000 units in the future it will need morethan 300 new units per year to replacethe old ones, not to forget the 5,000 orso shunting locomotives in industrialoperation and running on branch lines.

As the market has developed, CRChas set up new requirements that must bemet by all new locomotives that are built.For example, emissions must complywith EPA Tier II limits and fuel consump-tion must be equal to or lower than thatof the latest locomotives built.

Railways in China

Track length (2010) 91,000 kmElectrification 54%Diesel locomotives 15,000ABB Turbocharging local set-up since 1978

* Exchange rate as of August 14, 2014.



ABB Turbocharging in the Chinese railway market

A new high point for long-termcooperation: two new locomotivetypes are to be equipped withTPR 56 turbochargers.

As a market and technology leader,ABB Turbocharging has a long historyof cooperation with Chinese diesellocomotive manufacturers. It wasaround 30 years ago that ABB deliv-ered the first turbocharger for a Chinese railway application; in recentdecades, ABB VTC series turbo -chargers have been widely appliedon Chinese designed and built diesellocomotives.

ABB turbochargers have helped China’s locomotives to reduce fuelconsumption and increase powerdensity, as well as ensure high effi-ciency and high reliability. The ABBVTC 254 turbocharger has been the standard turbocharging solutionfor Chinese DF series locomotives for thirty years. More than 3,000VTC 254 units are still running in thefield.

Recently, ABB Turbocharging re -ceived orders to equip some 100 unitsof the newly developed HXN3B loco-

motive as well as for a large batch offirst deliveries for HXN5B locomotives,both of which are powered by 4,400 hpdiesel engines.

Prior to the orders being placed, theturbocharger series had to pass stricttests and prove the benefits claimed forit, not only on the test engine but also in

locomotive field trials for more than oneyear. The TPR 56-F, as ABB’s tailor-madefixed geometry traction turbocharger, hasmeanwhile been certified on the HXN3Bdiesel locomotive, and the TPR 56FV,featuring Variable Turbine Geometry(VTG) technology, on the HXN5B shunt-ing locomotive, each with two units. Both

Final assembly of the TPR 56 turbocharger.

Shanghai

Tianjin

Dalian

Hong Kong

Qingdao

Chongqing

Guangzhou

Development trendsThe impacts of this ambitious devel-

opment plan are also being felt in thearea of procurement. The main additionsto the diesel locomotive fleet in the pastfew years have been new DF11G unitswith domestic technology, and HXN3 andHXN5 units with imported technology,being used both for cargo and passengertransportation services on mainline routes.In 2014 the expected first batch delivery ofnewly developed 4,400 hp diesel shuntinglocomotives will further increase trans-port capacity, and at the same timeimprove environmental protection andenergy saving.

ABB Turbocharging Service Stations in China.



the TPR 56FV with VTG and the fixedgeometry TPR 56-F turbocharger offercustomers a full range of key advan-tages: high performance, reliability anddurability. These and the extra flexibilitythat comes with VTG technology, allow-ing lower fuel consumption and emis-sions, plus a further reduction in the

engine’s thermal load and improvedlocomotive operational flexibility, have allbeen well demonstrated on the cus-tomers’ engine test beds and are provenin field operation.

Following up on this trend of imple-menting latest technology, ABB Turbo -charging is closely cooperating with

Chinese locomotive manufacturers inseveral ongoing development projectsinvolving ABB’s newest turbocharg-ing solutions and products, such as high-pressure single stage turbo -charging and Power2®, the company’stwo-stage turbo charging technology.

Last but not least, ABB Turbo -charging further provides full cus-tomer support to China’s railwayswith a package upgrade solution forthe existing diesel locomotive fleet.This helps locomotive operators toreduce their running and mainte-nance costs, to extend turbochargerservice intervals and improve reliability.

On its way of continuous improve-ment towards new diesel enginetechnology standards Chinese Rail-ways shall fully rely on ABB’s supportin conceptual and practical turbo -charging solutions.

HXN5B locomotive built by CSR, Qishuyan and equipped with two TPR 56FV turbochargers.

The new developed 4,400 hp HXNseries diesel locomotives, equipped withABB turbochargers of type TPR 56, meetperfectly the demands of the market bycombining all the development trends:excellent performance, good economicefficiency, environmental friendliness, highapplicability, easy maintainability and highreliability.

Within the frame of the new HXNstandards, China’s locomotive makersare also developing a smaller locomotivewith 3,300 hp that will be equipped witha TPR 61 turbocharger, aimed at smallershunting locomotives and some branchline units.

In the future, there will be three diesellocomotive platforms: – 6,000 hp HXN series locomotives with

imported technology; here, however,market demand seems to be coveredby existing units.

– 4,400 hp HXN series locomotives, justlaunched on the market and expectedto be the main diesel locomotive typein the future.

– 3,300 hp HXN series locomotives, de -signed to complement the 4,400 hpplatform and foreseen for operation onsecondary lines.

Jason-Rui Liu joined ABB JiangjinTurbo Systems Company Ltd. as asales engineer in 2007, becoming asupervisor in 2011. Since 2013 hehas held the position of Sales Managerof the company’s locomotive andhigh-speed segment. Jason-Rui Liugraduated from Yanshan University,China. After obtaining his degree hejoined the marketing department ofShanghai Diesel Engine Co. Ltd,where he worked for four years.



China’s railways on trackfor high performance turbochargingZhong Huaqing explains the key role of turbochargers in the complex engine working conditions in China.

Interview Jason-Rui Liu, Photography QSY

Zhong Huaiqing, how do you see theengine market for locomotives devel-oping in the near future?

In my view, market demand for diesellocomotives in the future will continue tobe stable. There are medium- and long-term development plans in the domesticrailway market to upgrade, step by step,a population of around 9,000 locomotives

by replacing them with new ones whichare, more economical, more reliable andmore environmentally friendly. With thelarge scale electrification of China’s mainrailway artery, we will also see greaterdemand for medium power locomotivesfor passenger and freight transportationon secondary lines. In addition, the gradual implementation of the national

western region’s development strategywill create some demand for high altitudelocomotives.

It is also likely that as the railwaytransportation system develops, demandfor shunting locomotives in the differentnetworks and regions will grow consider-ably. It is expected that in the next five toten years more than 1,000 shunting loco-

Zhong Huaiqing sees turbochargers with Variable Turbine Geometry (VTG) reducing fuel consumption for the HXN5B locomotive by 5 %.



motives will be needed for China RailwayCorporation (CRC). Moreover, we can ex-pect to see an additional annual demandof 100 shunting locomotives from indus-trial and local railways as well as forupgrades of their existing fleet of morethan 5,000 locomotives.

In your opinion, what role will CSRQSY Plant play in China’s railwaydevelopment?

In the future, locomotive developmentwork will focus mainly on energy conser-vation and environmental protection, cost-saving and reliability, and the AC driveand product platform.

The long-term development plan ofQSY is to focus on energy saving andenvironmentally friendly locomotives.Growing global environmental awarenesshas resulted in stricter emissions regula-tions in the developed countries ofEurope and America, while the largerdeveloping countries are also movingpositively to put related environment pro-tection rules in place. This puts the onuson us, as diesel locomotive enginebuilders, to develop more environmentallyfriendly and energy saving engines withlow emissions and low fuel consumption.

Viewing this from the end users’ per-spective, priority should be given to newlocomotives that ensure high reliabilityand high economic efficiency.

The users’ focus will always be on thelocomotives’ purchase and operatingcosts. So research and developmentwork will necessarily concentrate onimproving reliability and reducing lifecycle costs. We shall lower the overallcost through modularization, serializationand standardized design.

The way technology is developing, we can say that AC transmission willbecome the main drive pattern for loco-motives.

The need to optimize locomotives’haulage performance is leading to ACtransmission being used for all new typesof locomotive. Research and develop-ment is focusing on the AC transmissionsystem, sustainable excellence, stan-dardization and serialization for thetransmission parts and systems. And,like our customers, we want to see aproduct platform established for differentpowers and types.

This platform should offer a productseries with high universality and modu-larization through standardization, serial-ization and modularization. Exampleswould be AC transmission passengertrain locomotives capable of 160 km/h,AC transmission passenger and freighttrain locomotives traveling at 120 km/h,AC transmission highland diesel locomo-tives and DMUs (diesel multiple units).

Where do you see turbocharging play-ing a part in locomotive engine devel-opment, and what do you think are thebenefits of turbochargers with VTG?

Turbochargers play a key role in diesellocomotives by increasing the engine’spower and reducing its emissions. Animportant additional benefit is that ABBis applying its VTG technology to thenew turbocharger types.

VTG has major advantages for thenewly developed HXN5B locomotives interms of the operating costs and emis-sions reduction, and it also optimizes thepart-load and high altitude performance.With the help of VTG, fuel consumptionfor the HXN5B can be reduced by 5 %compared with other locomotives.

What is it, in your opinion, that theleading turbocharger manufacturersshould focus on in order to meet thefuture needs of Chinese engine manu-facturers, and CSR QSY Plant in par-ticular?

With regard to the HXN5B locomo-tives, CSR QSY will develop, as we men-tioned before, series products like ACtransmission passenger train locomo-tives that will travel at 160 km/h, ACtransmission passenger and freight trainlocomotives designed for 120 km/h, ACtransmission high altitude diesel locomo-tives and DMUs, etc. with the R12V280ZJengine, equipped with TPR 56FV turbo -chargers. Because of the different oper-ating requirements and application envi-ronments, the engines have to bematched and improved so that they meetthe overall requirements of the locomo-tives. And the turbochargers for thelocomotives operating at high altitudeswill need to be adapted to each particu-lar application. Also, the VTG controlsystem has to be optimized for the differ-ent working conditions involved in long-haul and shunting applications. Stricteremissions rules for diesel engines willrequire general application of the MillerCycle, and this will reinforce the trendtoward high performance turbocharging.

Due to the high load rates and com-plex working conditions that apply onChina’s railways, customers will focusmore on the reliability of the productsrather than advanced technology. So,the requirements for the turbochargersare clear: enhanced reliability, reducedmaintenance work and extended life-cycles.

The interviewee

Zhong Huaiqing is Director of theTechnical Design Department at CSR Qishuyan Locomotive Co., Ltd.(CSR QSY), an ABB Turbochargingcustomer. He has over twenty yearsof experience in diesel engine andlocomotive R&D, in which field he currently also teaches. ZhongHuaiqing has received from the Ministry of Railways and JiangsuProvince an Outstanding ContributionAward for his promotion of scientificand technological advancement.

Diesel locomotive builders are focusing on energy saving and environmental friendliness.



A shared commitment to excellenceTwo-stage turbocharging promises to become the key technology in engine development. Interview Jason-Rui Liu, Photography DLOCO

An Jun, in which direction do you seeChina’s locomotive engine marketmoving in the coming years?

Over the next few years developmenttrends for diesel-electric locomotives athome and abroad will, in my opinion,remain stable and reflect, especially, the increased demand for high-powerengines with low fuel consumption andlow emissions. The development of diesel-electric locomotives for China’s railwayswill focus primarily on the issues of ACtransmission, economy and emissions.

What role do you see CNR (Dalian)Diesel Engine Co., Ltd. playing in thisoverall picture?

Our company is committed to main-taining its leading position in the Chineselocomotive engine market and is invest-ing a great deal of effort in the develop-ment of new medium- and high-speed,high-power engines. We see this effortas our mission. These engines will pro-

vide the power and performance that isso much in demand by the locomotivemarket, both at home and abroad.

What part can turbocharging play,especially two-stage turbocharging,in this development?

Well, turbocharging is, of course, acore technology in engine development,

and the key to improving economy andreducing emissions. With two-stage turbo-charging you can achieve high compres-sion ratios, enabling strong Miller cyclesto be used for lower engine emissions.This improves operational economy andthe high altitude adaptability of the engine.

What do you think should be the mainfocus of the leading turbochargermanufacturers in order to meet theneeds of China’s engine builders inthe future, and especially of CNR(Dalian) Diesel Engine Plant?

Our company, like other Chineseengine builders, knows that ABB providesthe full range of products and servicesthat end users expect, and we have totaltrust in ABB’s commitment to continue tooffer and improve them. It is this commit-ment to excellence that makes us confi-dent that ABB will go on being a depend-able partner.

The interviewee

An Jun is Vice President at CNR(Dalian) Diesel Engine Co., Ltd., anABB Turbocharging TPR customer. Hehas been working at DLOCO for 27years, mainly in engine research anddevelopment. An Jun is CNR’s chiefexpert in the field of diesel engines. In2012 he was granted the OutstandingContribution Award by China’s Societyfor Internal Combustion Engines.

Commitment to excellence makes ABB Turbocharging a dependable partner, says An Jun.


Country and market report – Russia

Russia: Gearing up for new standardsCurrently, locomotive production in Russia stands at 600 unitsper year. This number is firmly set to go up. The Russian Federation is making a great effort to renew the locomotive fleetand its national rail network.

Text Oleg Zaichikov, Photography Corbis, OJSC RZD, JSC Kolomna Plant

Railways are the key mode of transportation in the world’s largest country.



Russia’s railway is characterizedby one of the largest tractionstock fleets in the world (withmore than 20,000 locomo-

tives), but also by the high level of itsdepreciation and an acute need for thestock’s modernization and renewal. Thismakes the market the largest and mostattractive in the world, and it has drawnnoticeable interest from engineering com-panies in the USA, Europe and Chinawith a view to related imports and thecreation of joint ventures. Billions of US dollars are to be invested in the Commonwealth of Independent States(CIS) countries, with their 1,520 mm broadgauge railway lines, for infrastructuredevelopment, replacement of existingrolling stock and the introduction of high-speed traffic.

Rail plays an integral part in freighttransportation in Russia, accounting forapproximately 43% of the country’s over-all freight turnover in 2013 (data from theFederal State Statistics Service, Rosstat).The high share of rail in the Russianfreight transportation market is driven bythe country’s geography, the economicimportance of commodity productionand heavy industry in Russia as well asby the limitations of other transportationnetworks.

Russia has a stock fleet of more than 20,000 locomotives, around half of them diesel.

The Russian Federation is the world’slargest country and there are very signifi-cant distances both between populationcenters and between suppliers of rawmaterials and their intermediate or endcustomers. Not surprisingly, the railwaysystem is therefore the country’s keymode of transportation, with an opera-tional length of over 85,000 kilometers atthe end of 2013 according to RussianRailways (RZD).

Russian Railways is implementing a massive spendingprogram aimed at modernizing and expanding the national network to meet future traffic needs.



In the years 2018 – 2020locomotive procurementshould increase to anaverage of 900 units peryear.

Novorossiysk

St. Petersburg

ABB Turbocharging Service Stations in Russia.

In 2011 – 2012 the shortage of loco-motives in Russia was seen to be one ofthe key reasons for the rail network’soperational figures worsening, the slow-ing of freight delivery and the decreasingreliability of rail transport. Despite thefact that in 2011 RZD implemented arecord breaking investment program,

allowing the purchase of 453 locomo-tives, less than 60% of the demand forfleet renewal has been met.

As has already been mentioned, thenational railway company RZD operates afleet of 20,000 locomotives (50% diesel,50% electric). 70% of the installed base ofboth diesel and electric units have reachedthe end of their operating life. The averageage of the locomotives is just over 27years, and RZD has set itself the target ofreducing it to about 20 years by 2030.Locomotive production volumes are in -creasing on a year to year basis, and 600units were produced last year; however,this is not enough for a full fledged renewalof the locomotive fleet. The government isencouraging private equity to further investin new rolling stock development and pro-duction facilities for rail equipment.

Constructing and upgrading linesRZD is implementing a massive

spending program aimed at modernizingand expanding the national network tomeet future traffic needs. Approved bythe government in 2008 and covering theperiod up to 2030, the “Strategy forDeveloping Rail Transport in the RussianFederation” foresees investments ininfrastructure and rolling stock that couldreach RUR 13.8 trillion (USD 385 billion*).

Under the program up to 20,700route km of new lines are to be con-structed at a cost of RUR 4.2 trillion(USD 117 billion*); 1,500 km are for high-speed passenger services. A furtherRUR 3.2 trillion (USD 89 billion*) will bespent on upgrading existing lines, includ-ing upgrading passenger routes for higherspeeds. To meet freight traffic forecasts,

Railways in Russia

Track length 85,000 kmElectrification 50%Diesel locomotives 10,000ABB Turbocharging local set-up since 1996


Oleg Zaichikov graduated as apropulsion engineer at the NavalAcademy in St. Petersburg in 1989and worked as chief engineer in adiesel submarine for several years. Hejoined ABB Turbocharging in Russiain 2005 as its New Business salesmanager. He gained an MBA in 2010.Today he is ABB Turbocharging LBUManager in Russia.

priority is being given to developing fasttransit corridors between Asia andEurope and to building new lines to moveRussia’s abundant natural resources.

Already under way is the wholesalemodernization of RZD’s locomotive androlling stock fleet, with investments ofmore than RUR 3.1 trillion (USD 87 bil-lion*) expected by 2030. Many projectsin this field are the result of strategicpartnerships between leading foreigncompanies and their Russian counter-parts, boosting business opportunities forinternational companies keen to serve thecountry’s rail market.

RZD plans in the long term toincrease the purchase of new locomo-tives by 22% by redirecting some of theinvestment from rail track electrificationand construction. Overall capital expen-diture will, however, increase due to ris-ing costs for upgrading and renovatingthe rolling stock fleet. It is expected thatin the years 2014 – 2020 RZD will pur-chase 6,158 new locomotives, 22% morethan originally planned. The total cost ofacquisition is estimated at 743 billionrubles (USD 21 billion*).

In the next three years RZD plans topurchase about 700 to 770 locomotivesper year. This means almost full produc-tion capability for the domestic relatedindustry. In the years 2018 – 2020 pro-curement should increase to an averageof 900 units per year.



ABB Turbocharging and Russiandiesel engine OEMs are activelyworking on a number of newengine platforms which will soonbe phased in as traction power-packs.

Capitalizing on several years of closecooperation with local OEMs, ABBTurbocharging now has turbochargersstarting commercial operation onshunting locomotives in Russia. Thelocomotive types foreseen are theTEM14 and TEM18W manufacturedby OJSC Sinara Transport Machinesand Transmashholding. These twolarge railway engineering and machine-building holdings include engine OEMsin their portfolios: Sinara works closelywith Ural Diesel Motor Works (UDMW),and Transmashholding with JSCKolomna Plant and Penzadieselmash.

The medium-speed 12 cylinderengine D500 designed by JSCKolomna Plant is currently under-going extensive testing with ABB

TPR axial turbochargers and there are further plans to install turbochargerswith ABB Turbocharging’s Variable Turbine Geometry (VTG) technology onit as well as to extend the platform

ABB Turbocharging in the Russian railway market

TEM14 shunting locomotive with TPS 48 turbochargers, now entering commercial operation.

First TPR 56 application in Russia: Kolomna D500 12 cylinder traction engine, rated 4412 kW at 1000 rpm.

with 16 and 20 cylinder versions for power generation. This high-power package aims at long-haulapplications, whereas medium pow-ers are required for shunting. TheD200 engine from Penzadieselmashequipped with ABB A130 or A135radial turbochargers will cover thatpower range.

ABB Turbocharging’s single-stageturbocharging system featuring VTGas well as its two-stage concept arecurrently being adapted to Russianengine platforms. These solutionsmeet both present day and future re -quirements in terms of performance,reliability, flexibility and maintenance– parameters on which Russian OEMsand railway operators place specialimportance as they strive to meet thecountry’s transportation needs and at the same time comply with stricteremissions standards.



Meeting the Russian railway challenge Valery Ryzhov sets out the challenges facing the turbocharging system on diesel locomotive engines.

Interview Oleg Zaichikov, Photography JSC Kolomna Plant

Valery Ryzhov, do you see any majorchanges in the locomotive enginemarket in the near future?

According to the forecasts of theInternational Council on CombustionEngines, CIMAC, diesel engines willremain in demand in the locomotiveindustry, in shipbuilding and on smallpower plants for a long time on accountof the many advantages they offer.

What part do you see JSC KolomnaPlant playing in the future develop-ment of Russia’s railways?

It is clear that locomotive and dieselengine development is an importantissue for countries which have extensive

railway systems with diesel traction car-rying large amounts of freight, like theUSA, Russia, China and Canada, espe-cially when climate and geographicalfeatures make special demands on thismode of transport. As a leader in Russiain the research, development and manu-facture of diesel locomotive engines,JSC Kolomna Plant is a key player in thisarea and we hope that we will retain ourposition at the forefront of Russian rail-way development.

What role can turbocharging play inthe ongoing development of the loco-motive engine?

Increased competition, new customerdemands and international standardsrequire engine builders to continuallyimprove their products. The main aim isan improved “workflow” for the dieselengine, and here a vital role is played bythe formation of the mixture. The twomain ingredients of this mixture are, ofcourse, the fuel supply and air supply,and the turbocharger plays a very impor-tant, even the primary role in this.

What should be the focus of the lead-ing turbocharger manufacturers if theyare to meet the future demands ofRussian engine manufacturers?

It is obvious that flexible control of thefuel injection parameters and air supply isnecessary to achieve the promising valuesbeing predicted, and which ultimately willlead to the creation of an adaptive engine.Ideally, the turbocharging system should

provide the optimal air-fuel ratio in thecylinder for every working mode. Thiscan be achieved, for example, throughuse of electrical rotor assistance andvariable turbine and compressor geome-try, with the simultaneous expansion ofits working area and increased efficiencyfor the compressor and turbine stages. Ithink these very complex challengesshould be thoroughly investigated.

Increased competition,new customer demandsand international stan-dards require enginebuilders to continuallyimprove their products.

Chief Designer Valery Ryzhov.

folg

t

The interviewee

Valery Ryzhov graduated fromMoscow State Engineering University,Kolomna Branch in 1974 and special-ized in Internal Combustion Engines.In 1984 he received his doctor’sdegree in technical sciences. Since1974 he has worked as a seniorengineer at the laboratory of automa-tion systems and power engines. Formore than 14 years he headed thedepartment of fuel control equipmentat JSC Kolomna Plant, becomingChief Designer there in 2001.


Country and market report – India

India: Reliability in focus

India: 115,000 km of track over a route of 65,000 km.



Increased passenger numbers and freight transport demandsfor higher locomotive power; separated freight corridors and passenger high-speed lines. Reliability is imperative fortrain operation in India.

Text Ashish Khanna, Photography Lalam Mandavkar, DMW, ABB Turbocharging in India, Michael Reinhard



Indian Railways (IR) is an Indian state-owned enterprise, operated by theGovernment of India through the Min-istry of Railways. It operates one of

the world’s largest railway networkscomprising 115,000 km (71,000 mi) oftrack over a route of 65,000 km (40,000mi) and 7,500 stations, according to IR.As of January 2014, it carried over 30million people daily, roughly half of whomwere suburban passengers, adding up toan annual total of over 10 billion passen-gers. In the 2012 – 2013 financial year IRhad revenues of some INR 1,120 billion(USD 18 billion *), roughly three quartersof it from freight and one quarter frompassenger tickets.

With over 1.4 million personnel, IR isthe world’s ninth largest commercial orutility employer by number of employees.It runs about 10,000 trains daily. Its rollingstock comprises some 240,000 freightwagons, 60,000 passenger coaches andmore than 9,500 locomotives, more thanhalf of them diesel powered. Nine pro-duction units and sixteen zonal railwaystake care of this extensive fleet.

Indian Railways runsabout 10,000 trains daily. Its rolling stockcomprises some240,000 freight wagons,60,000 passengercoaches and more than9,500 locomotives.

Freight transport near Pune, Maharashtra.




Key topics for further developmentIR operates with its nodal agency, the

Ministry of Railways, which issues policyframeworks and work guidelines, and con-trols its production units, e.g. the DieselLocomotive Works (DLW), Varanasi andDiesel Loco Modernization Works (DMW),Patiala, for diesel locomotives. TheResearch Development StandardizationOrganization (RDSO) and Ministry ofRailways cooperate in ensuring that allnew and upgraded noble parts of thelocomotives undergo stringent reliabilityand durability tests before being approvedfor serial production at the respective IRproduction units. IR is one of the veryfew locomotive manufacturers globallythat also exports locomotives to pricesensitive countries, mainly in Africa andSouthern Asia.

In order to ensure it can fulfill the missionof national transport in India in the longterm, IR is focusing on further develop-ment in the following areas: – Reliability of train operations; this is

one of the most important tasks and is given great attention. Basically, itinvolves minimizing unplanned down-time of trains and locomotives as wellas professional maintenance and over-hauling of rolling stock.

– Increased capacity of the rail network;this is a natural requirement for aneconomy which is growing steadily.Speed may be the key for passengertransport, and extended haulage forfreight transportation. These in turncall for higher locomotive power andlonger trains, but also for separatedfreight corridors and new passengerhigh-speed lines.

– Fuel economy; one challenge IR is facing is the increasing cost of fuel,which has resulted in diesel loco-motives posting the highest runningexpenses, namely up to USD 2.5 bil-lion per annum.

– Emissions; diesel locomotive emis-sions are a key topic in the global railindustry and IR is actively working onnew technologies to reduce them.

– Exports; the export of diesel locomo-tives has long been an extended busi-ness arm of IR and it is intended tointensify this business over the nextdecade on account of the improvedeconomies in African and South Asiancountries.

ABB Turbocharging inIndia started with its fuelefficient offerings wayback in 1994.

Ashish Khanna became LBU Managerof ABB Turbocharging in India Sep-tember 1, 2014. He holds an electricalengineering degree from the IndianInstitute of Technology, Roorkee, andan MBA with specialization in market-ing. He started his career in 1994 as amanagement trainee at ABB India.Since 1995 Ashish Khanna hasworked in various capacities at ABBTurbocharging in India: as end usersales manager, Service Station man-ager for Delhi, and area manager, following which he was responsiblefor OEM Sales and headed up theDelhi Turbocharging Service Station.

Railways in India

Track length 115,000 kmElectrification 35%Diesel locomotives 5,200ABB Turbocharging local set-up since 1982

Chennai

Mumbai

Delhi

Vadodara

Visakhapatnam

ABB Turbocharging Service Stations in India.



ABB Turbocharging in the Indian railway market

2,700 ABB turbochargers are reli-ably powering more than half of alldiesel locomotives operating inIndia. Indian Railways (IR) is nowgearing up for the next technologystep, with strong support providedby ABB Turbocharging.

ABB Turbocharging in India has beenassociated with IR for more than 25years, building a turbocharging rela-tionship which has graduated fromABB being a supplier to its currentstatus of business partner. Throughits “In The Country and For The Coun-try” approach, ABB Turbocharginghas not only ensured that operationsand service are close by but also ful-fills the request for local production in

ABB Turbocharging in India startedwith its fuel efficient offering way back in1994 when IR decided to adopt newtechnologies under a policy frameworkthat opened the door to new vendors.An immediate solution was found:VTC 304 turbochargers, which helped IRachieve a 5% improvement in fuel con-sumption compared with the traditionalALCO 720 turbochargers.

In a next step aimed at enhancing thepower output with the existing ALCOengine block, IR looked into the suitabil-ity of various new technologies, includ-ing high horsepower motors, alternators,a modified engine block, and micro-processor controlled traction controls.This also included a new opportunity in2002 for ABB Turbocharging in India to

A new WDM3D locomotive with TPR 61 turbocharger rolls out of the DMW production facility in Patiala.

India, with five Service Stations strategi-cally located near the respective zonalrailways and diesel sheds and with themanufacturing unit located at Vadodara,Gujarat. ABB Turbocharging in India is capable of meeting the current andfuture demands of IR with a strong foot-hold of more than 2,700 turbochargerson a fleet of approximately 5,200 diesellocomotives. ABB Turbocharging’s present scope of delivery includes thesupply of new turbochargers, remanu-facturing of damaged turbochargers,overhauling of turbochargers after ascheduled Time Between Overhaul(TBO) as well as the supply of spares for VTC 304, VTC 214 and VTR 250 turbochargers, technical support andtraining.



present its latest offering, the TPR 61-A10turbocharger, enabling higher poweroutputs of up to 3,600 hp and a further2.5% reduction in fuel consumption overthe previous VTC 304 configuration, there-by providing two benefits with a singleproduct. The TPR 61-A10, as IR’s currentworkhorse, has crossed the 2,000 unitmark in the 5,200 plus diesel locomotivefleet. First units have successfully reachedthe expected lifetime.

Looking into the future, IR has onceagain shown its faith in ABB Turbo -charging by testing the next generationTPR 61-F series turbocharger. As IR gearsup to establish new emission standardsalong with fuel economy targets, theTPR 61-F turbocharger promises both: afurther 2% reduction in fuel along with

an emissions level substantially belowthe current standard, plus improvedthermal engine loading. The TPR 61-Fturbocharger will allow higher horse-powers (up to 4,000 hp) in the future asIR prepares to replace the existing fabri-

cated engine block with a new castblock capable of withstanding higherpeak firing pressures. Interestingly,IR’s expectations do not stop at theabove objectives, and they have alsoshown interest in incorporating ABB’sVariable Turbine Geometry (VTG) tech-nology for enhanced engine perform-ance throughout the duty cycle ofALCO locomotives.

Besides the reliable supply of turbochargers to IR for new locomo-tives, ABB provides continuous sup-port for the maintenance of the grow-ing turbo charger fleet. Trusting in thelong-term partnership and based onprevious service experience, IR hasplaced the entire service portfolio formaintenance of ABB turbochargerswith ABB in India through frameagreements for the overhaul ofTPR 61 turbo chargers. In addition, all damaged turbochargers will beremanufactured under differentrebuild contracts, thus ensuring asteady fleet of ABB turbochargersrunning on IR locomotives.

As a unique customer of ABB inIndia, and one which is not only theOEM but also the turbocharger enduser, IR has the potential to diversifyand adopt the latest offering from theABB portfolio to meet new demandson fuel economy and emission regu-lations.

ABB Turbocharging and IndianRailways can look to a bright busi-ness partnership in the future. Bothhave decided to further develop theirbusiness activities and technologiesfor their mutual benefit, and to helpsecure Indian Railways’ mission tokeep the Indian nation on track, bymoving it reliably, effectively andfaster.

A robust, reliable platform

The 2,000th TPR 61-A10 turbochargerrolled out of ABB India’s facilities atVadodara in May 2014. The TPR 61-A10 is based on the TPR concept,designed to provide a robust, reliableplatform for locomotive diesel engines rated up to 3,100/3,300/3,600 hp per turbocharger. The

TPR 61 combines highest perform-ance and reliability with fuel economyand environmental compatibility.Diesel Locomotive Works (DLW) atVaranasi and Diesel Loco Moderniza-tion Works (DLMW) at Patiala havebeen the primary customers for theTPR 61.

Celebration of the 2,000th TPR 61-A10 turbocharger roll-out.

TPR 61-A10 turbocharger.


Country and market report – USA

GE-T Powerhaul.



USA: Diesel or natural gas? Dual-fuel diesel /natural gas traction engines are being widelytested, Positive Train Control (PTC) is in the midst of implementation, and introduction of the USA’s EnvironmentalProtection Agency’s (EPA) Tier IV emissions legislation is right around the corner. An update.

Text William Klein, Photography GE-Transportation, ABB Turbocharging in the USA, Michael Reinhard

In the USA, railroads are divided intosmaller regional railroads and the larger,Class I railroads (railroads with at leastUSD 430 million in operating revenue).

Of the 574 US owned railroads, only sevenClass Is exist.

The two largest railroads in Canada –Canadian National and Canadian Pacific– and in Mexico – Ferrocarril Mexicanoand Kansas City Southern de México –are also considered Class Is, even thoughthey are based outside of the US. Theseven US Class Is operate 25,000 loco-motives and 261,000 km (162,000 mi) of track, transporting 2.75 trillion tonkms for a mere 2.46 cents per ton km(revenue). These are long-haul, heavyfreight trains. In 2012 the average USClass I train weighed 3,458 tons and

traveled 1,566 km (at an approximatespeed of 35 km/h), yet the heaviesttrains can be over 15,000 tons and morethan 4 km long. The entirety of the NorthAmerican network (USA, Canada, andMexico) nearly doubles the km of roadoperations and increases the number oflocomotives in service to 31,800. (Asso-

ciation of American Railroads statistics2013.07.09).

There are three major topics that willinfluence the locomotive industry.

Topic 1: The fuel question. The twolargest locomotive manufacturers in theUnited States: GE Transportation (GE-T)and Electro-Motive Diesel, Inc. (EMD)have both released dual-fuel diesel /nat-ural gas powered locomotives for testingwith four Class I railroads: BNSF, CN, CSX,and UP. With LNG (liquefied natural gas)tenders, the locomotives could travel fromChicago to Los Angeles (over 3,000 km)without refueling. These engines havethe potential to significantly reduce oper-ating costs since LNG is selling forapproximately 20% per kilojoule com-pared to diesel fuel.

Railways in the USA(US Class I)Track length 261,000 kmElectrification < 1%Diesel locomotives 25,000ABB Turbocharging local set-up since 1992

According to an independent engineering consultancy, the UK version of thePowerhaul family provides an 18% fuel saving measured against Class 66 UKlocomotives in use today.



William Klein is responsible for salesand application engineering at ABBTurbocharging in the USA. In 2001 he received his master’s degree inmechanical engineering from BradleyUniversity, Illinois. Klein was programmanager with Honeywell Turbo Technology for six years prior to join-ing ABB Turbocharging in 2011.

Topic 2: Positive Train Control (PTC) isan advanced technology designed toautomatically stop or slow a train to pre-vent train to train collisions, derailmentscaused by excessive speed, or movementof trains onto sections of track underrepair. The US Rail Safety Improvementact of 2008 requires Class I railroads toinstall PTC on tracks that carry passen-gers by the end of 2015. So far, the Class Irailroads have spent approximately USD 4 billion (of the estimated 8 billionrequired) to start equipping 100,000 kmof track and 20,000 locomotives withthese controls.

Topic 3: At the same time, EPA Tier IVwill be required for all locomotives manu-factured after January 1, 2015. This newemissions standard requires a fourfoldreduction in NOx for line haul locomo-tives, as the following table shows:

Engine category Year PM* NOX* HC*

Tier 3 line haul 2012 0.10 5.50 0.30

Tier 3 switch haul 2011 0.10 5.00 0.60

Tier 4 line haul 2015 0.03 1.30 0.14

Tier 4 switch haul 2015 0.03 1.30 0.14

*(g /hph) Source: EPA

Both GE-T and EMD have spent mil-lions to develop and redevelop enginesto meet these standards without the useof selective catalytic reduction (SCR) andurea to minimize the impact to rail infra-structure. However, engine manufacturerCummins Inc. has taken the opportunityto introduce a new engine with the use ofSCR technology, touting the simplerdesign, and won a major contract withSiemens for passenger locomotives.

These three major legislative andoperational challenges will change theface of the US rail market as locomotivesbecome safer, cleaner and more costefficient to run.

Class breaking fuel economyIn 2007 UK rail freight company

Freightliner Group Ltd. ordered from GE-Ta modern powerful, freight locomotivefor the UK market. The GE-T Powerhaulwas delivered in November 2009. This129 ton 2,750 kW locomotive, equippedwith ABB Turbocharging’s A135 turbo -chargers, proceeded to set class break-ing fuel economy standards.

It was confirmed: In an independentstudy, engineering consultancy RicardoUK tested GE-T’s Powerhaul and foundthat it provided an 18% fuel savingmeasured against existing Class 66 UK

locomotives which are commonly used inthe UK today. According to GE-T the UKversion of the Powerhaul family gener-ates 13% more horsepower, 32% morestarting tractive effort, and 61% morecontinuous tractive effort than the EMDclass 66 fleets.

After watching the Powerhaul’s years ofreliable service in Freightliner’s fleet, Euro-pean rail infrastructure service companyColas Rail has signed up for delivery of tenunits. As reported in media like the Rail-way Gazette, Stephen Haynes, ManagingDirector of Colas Rail Services, stated thatColas would benefit from “a significantincrease in tractive effort”, enabling it tohaul heavier trains up steep gradients,which would allow “to serve an expand-ing portfolio of customers and contracts,delivering the highest levels of service”.

Miami

Chicago North Brunswick

Seattle

New Orleans

Los Angeles

Houston

ABB Turbocharging Service Stations in the USA.

Today, you can find the A100 turbochargers successfully operating on locomotives in the UK,Turkey, Korea and Australia.



The A135 turbocharger is one ofthe youngest members of the ABBTurbocharging railway portfolio. Itis responsible for boosting USAmanufacturer GE-T’s Powerhaullocomotive, which is now operat-ing on three continents.

The A135 radial type turbochargerfrom ABB – capable of providingboost pressures in excess of 5 bar –

has been integral in providing the Pow-erhaul’s engine with the response andboost pressure necessary to meet theneeds of customers around the world.The turbocharger’s life is a hard one.Tunnel operation, for example, can pushturbocharger air intake temperatures toabove 45 °C and turbine inlet tempera-tures up to about 700 °C, yet the turbo -charger has to run flawlessly for twodecades.

In order to ensure that the A135 survives such service, the turbo -charger mounting was designed andevaluated under extreme mechanicalloads to manage hard coupling shockloads. Compressor wheel cooling wasimplemented in order to provide reli-able service through the most rigorousduty life in heavy haul and switchingapplications. Today, you can findA100 turbochargers successfullyoperating on locomotives in the UK,Turkey, Korea and Australia, bringingstate of the art turbocharging tolocomotives everywhere.

South Korean national operatorKORAIL has taken delivery of thelocally manufactured Powerhaul afterthe usual testing phase. In Australia,manufacturing partner UGL Ltd. isalso beginning local testing.

The next decade will show whichfuel(s) will move the American trainsand what technologies will need to be developed to cope with marketdemand and legislation. ABB Turbo -charging is ready to assist any enginesolution with its latest turbochargingtechnology.

ABB Turbocharging in the US railway market

Assembly of an A135 turbocharger.

Korea Railroad Corporation KORAIL’s Powerhaul.


Interview

Designed forheavy hauling Pierre Jacoby is responsible for rail projects worldwide at ABB Turbocharging. Here, he explains the needs of the locomotive market and how they influence product development.

Interview Tiziana Ossola Auf der Maur, Photography Michael Reinhard

Pierre Jacoby, you’ve just returnedfrom China. What was the purpose ofyour visit?

ABB Turbocharging is qualifying a newturbocharger platform for commercial oper-ation. It is specified on new generations ofdiesel-electric locomotives from both CNR(Dalian) Diesel Engine Co., Ltd. and CSRQishuyan Locomotive Co., Ltd. It was anopportunity to review the situation.

Is everything going according to plan?Yes, we are about to get the product

qualified, which is a fine achievementknowing that the Chinese authorities

have strict regulations for the safe opera-tion of locomotive engines. Our next stepwill be to focus on producing the vol-umes requested; to ramp up productionof a newly developed product within ashort time is quite a challenge.

Which types of turbocharger are wetalking about?

Our TPR 56 turbochargers have beenspecified on two applications, one withour Variable Turbine Geometry (VTG)option. But more generally I refer to theTPR platform, ABB’s tailor-made productfor rail traction applications.

Locomotive engines are subject to constantvariations, such as loadmodulation, but evenmore specifically ambientconditions.


Interview

Pierre Jacoby, General Manager of the New Business department.


Interview

What are the features of the TPR plat-form? Any special options?

The TPR platform offers high perform-ance based on a reliable design withgreat flexibility. High performance meansthat all technical characteristics are at a high level: a robust, rigid design withcompact dimensions ideal for locomo-tives, complemented by high pressureratios, high efficiencies and long operat-ing life. Its reliable design has beenproven by the field experience we havegained in India over the last twelve years,with a population in commercial opera-tion that today totals more than 2,000units. The flexibility aspect is enhancedby the unique Variable Turbine Geometryfeature, or VTG for short. It allows pre-cise control of boost pressure to improvethe diesel combustion process. This is itsfirst use in China on heavy-duty diesel-electric locomotives.

As you say, VTG is new to China. ButABB Turbocharging has been presentfor decades in China.

Indeed. We launched our VTC seriesfor rail applications around thirty yearsago and it has proven to be a rock solidturbocharging system in the field. Today,there are thousands of them running inChina and India, where we have also setup a suitable service structure. So muchfor history – the VTC series has reachedits design limits. In the meantime wehave constantly pushed ahead withdevelopments to meet contemporarymarket needs. This has materialized in aradial turbocharger series for smaller,lower power engines and an axial modelfor engines of typically more than 4,000horsepower – V-engines with a twin turbocharger arrangement. And, of course,VTG, a development path we are pursu-ing vigorously.

TPR is the backbone ofour concept for single-stage turbocharging onheavy-duty rail tractionapplications, with VTGas a premium option tofurther enhance engineperformance.

TPR 56 turbocharger with Variable Turbine Geometry (VTG): High performance based on a reliabledesign with great flexibility.


Interview

TPR turbocharger: Benefits at a glance

– High performance, high reliabilityproduct, tailored to heavy-duty railtraction applications.

– Unique VTG feature that providesimproved engine response and afuel saving of up to 2%.

– Versatile turbocharging for fuelflexibility (diesel to gas and vice-versa).

– Proven turbocharger platform to cover both current and future market demands

– Modular design to facilitate ABB Turbocharging’s UnitExchange maintenance concept.

Were there special requirements inChina?

There are special demands on turbo -charging systems for rail applications asa whole and they are well illustrated bythe requirements in China. Locomotiveengines are subject to constant varia-tions, such as load modulation, but evenmore specifically ambient conditions.The range of variations comes from theobvious fact that locomotives travelaround, so they are much more prone tochanges in ambient air pressure andtemperature than, say, marine or station-ary engines. And in China, these can beextreme.

How extreme? Our turbochargers have to ensure

engines can operate at full power in tem-peratures as high as 50 °C in summerand as low as – 50 °C in winter. And thiscan be combined with altitude variationsfrom sea level up to 2,500 m with enginesat full power, or even 5,000 m high withthe engine de-rated. These are no easytasks, and then there are tunnels withtheir high temperatures and limited airsupply as well as new, stricter emissionsregulations. But whatever the circum-stances, TPR is the backbone of ourconcept for single-stage turbochargingon heavy-duty rail traction applications,with VTG as a premium option to furtherenhance engine performance – as itleads to a saving of up to 2% on fuelcosts in a typical heavy haul commercialrail application.

As with all our customers,the railways’ investmentshave to be worthwile.

You have given a technical overviewof the offerings in rail traction. What arethe economic needs that ABB Turbo -charging has to address?

As with all our customers, the rail-ways’ investments have to be worthwhile.Economic viability is a central aspect ofour offering. Quite rightly, locomotiveoperators want good, reliable productsat competitive prices that raise their pro-ductivity. Railway companies are focus-ing more and more on the Total Cost ofOwnership (TCO) as their yardstick. Thistranslates into challenges for both, loco-motive OEMs and, in turn, ABB Turbo -charging. For the turbocharger, it comesdown to the right balance between per-formance, reliability and flexibility – themajor features of the TPR platform wediscussed already – but also the proximityof a capable service network.


Interview

How does economic viability translatefor turbochargers in the field?

In measures to reduce costs. Weimproved the ease-of-service of our turbochargers but also significantlyreduced the scope of maintenance workthat needs to be carried out. Their TimeBetween Overhaul (TBO), that used to bebetween two and three years is now fourto six years, depending on the operatingprofile of the turbocharger. These aremajor benefits for operators who can thenachieve a better TCO. Another commonpractice is extending the service life of afleet of, say, 12 to 15 year old locomo-tives by refurbishing them to the latestperformance standards.

You just mentioned refurbishment – tokeep the existing fleets fit?

Exactly, “fit” is actually quite well suitedhere. Refurbishment provides the possi-bility of introducing more advanced, costsaving technology into an existing fleet,aiming once more at optimizing TCO. Itcan involve the use of gas instead ofdiesel fuel, reducing emissions by chang-ing components or simply the request forimproved reliability. Upgrades might alsobe motivated both by emission regula-tions and the fact that rail is in competi-tion with other modes of transport, whileits equipment has a longer effective life-time. It needs to take measures to stayattractive.

How does ABB Turbocharging goabout covering service and mainte-nance needs in such large countriesas Russia, China and India?

A characteristic of railways is thattrains usually operate locally – it isessentially a local business when com-pared to the marine markets in whichABB Turbocharging is also present. Withrailways we typically have a large popu-lation of similar turbochargers in a rela-tively limited region and have adaptedour service concept to that aspect. Forexample, our Unit Exchange concept ishighly appropriate to this situation.Exchanging a turbocharger rather thanservicing it on the engine guaranteesminimal disruption to operating sched-ules. We can then work on the turbo -chargers at our Service Stations, even in large countries like Russia. After all,ABB Turbocharging is known for itsworldwide customer proximity.

What is the potential of two-stage turbocharging in rail traction applica-tions?

Stricter emissions regulations, whetherEPA, EURO or GOST, and demands forhigher power density and broader loco-motive operating profiles imply higherturbocharger pressure ratios. They alsoresult in more complex charging sys-tems, especially when Exhaust GasRecirculation (EGR) is the chosen emis-sions reduction solution. When pressureratios are needed beyond the scope ofour single-stage turbochargers we havea full range of two-stage solutions at ourdisposal. Indeed, we are currently work-ing on two-stage turbocharging solu-tions for new engine platforms for railwayapplications. First tests are scheduledover the next few months before the startof a full qualification program. So, in short,ABB Turbocharging has been present inrail for some decades now, is very activeand busy preparing products for the nextdecade. We are definitely committed to it.

Pierre Jacoby

Pierre Jacoby has an M.Sc. in mechan-ical engineering from the von KarmanInstitute for Fluid Dynamics in Brussels,Belgium, and an MBA from the Univer-sity of Chicago. Starting his career in1994 at ABB Poland in steam turbinetesting, he moved in 1995 to gas tur-bine development at ABB KraftwerkeAG in Mannheim, Germany. In 1996,

he relocated to Baden, Switzerland,and worked in turbocharger applica-tion engineering. As head of applica-tion engineering in China from 2005 to 2010 he was responsible for alldomestic four-stroke engine projects.Since 2010 he has been General Man-ager of the New Business departmentleading the rail projects worldwide.

We improved the ease-of-service of our turbochargersbut also significantly reduced the scope of mainte-nance work.


Service

Best practice – timelymaintenance and its valuein the long runLocomotives, their engines and especially their turbochargers,have to cope with heavy loads on a day to day basis. ABB Turbocharging provides customized service worldwide in recognition of the fact that a correctly working turbocharger is vital in an efficient and well run railway.

Text Christof Schneider, Photography ABB Turbocharging in India, Michael Reinhard

ABB turbocharger manufacturing facility and Service Station at Vadodara, Gujarat, India. From left: Robert Dötl, Christoph Rofka (ABB Turbo Systems Ltd),Sundara Pandiyan, Hitendra Paghadar, Nishesh Shah (ABB Turbocharging in India).

Railways comprise complexmechanical and electrical sys-tems, with hundreds of thou-sands of moving parts. For a

railway service to be reliable, the equip-ment must be kept in good workingorder. Regular maintenance is essentialto achieving this. If equipment is allowedto deteriorate due to a lack of mainte-nance the operational viability of a rail-way will suffer accordingly. Maintenancedoes of course come at a certain cost,but the early replacement of failingequipment will be more costly if neces-sary maintenance is neglected. And theneglect of timely maintenance has anotherdownside: deteriorating equipment is lessenergy efficient, so energy costs arehigher.

A railway’s rolling stock is very main-tenance intensive, and will suffer quicklyif regular maintenance is neglected. Raildelays, often causing reduced timetableson lines with heavy traffic, are an

extremely unwelcome consequence of astalled train, both for passengers and therail operator.

If the dependability of the rolling stockis key for successful railway operations,the reliability of the turbochargers on theprime mover of a diesel locomotive clearlyplays a key role in ensuring it. If the turbochargers on a modern diesel enginefail, the engine will stall and the train will

come to a standstill on the track. Turbo -chargers fitted on today’s engines aresubjected to very heavy loads and regu-lar service, carried out by properly quali-fied personnel, is required to maintaintheir reliability and efficiency. And there isa knock on effect: high efficiency has theadditional benefit that operators keeptheir fuel bills to a minimum.

Unit Exchange involves the removal of the entire turbocharger from the engine after a specified timeand its replacement with a new or overhauled unit.


Service

Reconditioning of components in ABB Turbocharging Service Stations plays a key role in successful railway operation.

A service concept that meets requirements

ABB Turbocharging has devised aservice concept that has Unit Exchangeat its center. This involves the removal ofthe entire turbocharger from the engineafter a specified time and its replacementwith a new or overhauled unit.

Working together with the locomotiveand engine manufacturers, ABB Turbo -charging strives to customize and stream-line the service schedule in a way thatbest suits the needs of the engine as wellas the railway operators. The specifiedduty cycle of the locomotives is thereforealways taken into account. Data loggersare also fitted on newly introduced loco-motives or in new target markets with adifferent deployment or operation profileto determine or confirm the correct dutycycle for the turbocharger, following upwith the optimum maintenance intervals.

ABB Turbocharging offers overhaulschedules which are proven in the field

and specifically geared to the needs oflocomotive operators. These schedulesmaximize the lifetime of the turbochargersunder the operating conditions specificto railroad duty.

The overhaul process includes disas-sembling, cleaning and a strictly definedassessment of the parts. Depending onthe condition, the parts are recondi-tioned or exchanged with new ones.Bearings and rotating parts are replaced,based on predefined exchange intervals,or sooner if the condition requires it.Complete turbocharger units are re -assembled with new consumables.

Exchanged turbocharger units comewith the functionality, performance andwarranty of new units, ensuring renewedengine power, fuel economy, low emis-sions and reliable operation until the nextservice interval is due.

Reconditioning of individual compo-nents, including entire Variable TurbineGeometry (VTG) modules, is performed

in dedicated facilities within the globalservice network, using state of the artequipment and processes. The recondi-tioned parts or VTG modules are avail-able as exchange parts, all with the well-known ABB availability.

For larger railway fleets (upwards of about 100 turbocharger units) ABBTurbocharging can offer Unit Exchangeprograms with a fixed price per unit. UnitExchange programs can greatly improvethe availability of the locomotives byenabling railway depots to simply ex -change the complete units in their facili-ties in a small time frame and let theexperts from ABB Turbocharging do theoverhaul or repair job in the company’sdedicated workshops. Classic on-calland on-site services are offered as well.

ABB Turbocharging is committed tooffering comprehensive service and opti-mally supporting operators in order toensure continuous railway operation,thereby avoiding unplanned downtime.

ABB Turbochargingoffers overhaul scheduleswhich are proven in the field and specificallygeared to the needs oflocomotive operators.


Service

Christof Schneider has a mechanicaland process engineer’s degree fromHTWG Konstanz, Germany. He started at ABB Turbo Systems Ltd in Baden,Switzerland, in 1996 as a test engineer,was claims manager Technical Servicefor seven years, then head of TechnicalService at ABB Turbocharging inShanghai, China. Since 2010 ChristofSchneider is Regional Manager EndUser Sales and Rail Service Managerin Baden.


Technology

VTG turbocharging – a valuable concept fortraction applicationsWhy the TPR turbocharger series and Variable Turbine Geometry(VTG) perfectly meet the demands for railway engines.

Text Robert Dötl, Photography Michael Reinhard

Greater demands are beingplaced today on railwayengine applications. Theimpact of rising fuel prices

underscores the need for more efficientsolutions at the same time that railwayoperators are having to comply withstricter emissions legislation that is com-ing into force. While the focus is on these

two challenging aspects, existing andupcoming engine power-packs still needto be able to meet the known require-ments of traction applications: high relia-bility, long durability and operation overan extremely wide range of ambient andload conditions.

Today, ABB Turbocharging offers adedicated railway turbocharger platform,

the TPR series, with proven operationalreliability based on more than 2,000 unitsdelivered for commercial operation. Theseries is structured around two framesizes, TPR 56 and TPR 61, with typicaltraction engines equipped with two units of the TPR 56 or 61 for power-packratings of typically 4,500 or 6,000 hp,respectively.

Assembly of the Variable Turbine Geometry (VTG) module.

Fig. 1: TPR compressor pressure ratios vs. volume flow.

1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5

TPR 56-F66TPR 56-F67

TPR 56-F32TPR 56-F33

TPR 61-F32

TPR A10 limit

VTC limit

TPR 61-F33

TPR 61-F66 TPR 61-F67

Volume flow

Com

pre

ssor

pre

ssur

e ra

tio

�C [-]

6.0

5.5

5.0

4.5

4.0

3.5

3.0

V [m3/s]


Technology

Moreover, the increasing require-ments of engine builders have beenaddressed by the introduction of newfeatures, namely:– Enhanced compressor stage

capabilities– Variable Turbine Geometry (VTG)

module

TPR compressor stage capabilitiesIncreasingly, traction engine builders

are having to address the issues ofimproved power density and emissionscompliance in their development pro-grams. One element that can play its partin achieving this is high-pressure turbo -charging, as provided by ABB’s F com-pressor technology.

Fig. 1 depicts the capability of the F-stage as compared with previous com-pressor technologies. The result is asubstantial increase in the effective pres-sure ratio that can be reached in tractionapplications, namely up to 4.7 :1 (F-3xstages). In a next step, the limit will beextended even further to 5.8 :1 by intro-ducing the latest single stage compres-sor technology, resulting in TPR-F6x ver-sions and featuring compressor coolingas standard.

TPR VTG module for the turbine stageGenerally speaking, the VTG turbo-

charging system decouples the deliveredboost pressure from the engine load,allowing tighter control of the boostpressure. As a result, the air excess tothe engine can be modulated as a factor Fig. 2: Cross section of the Variable Turbine Geometry (VTG) module.

of the load points, ambient conditions orother operating parameters.

This flexibility is obtained by mountingeach nozzle vane on a rotating axis thatallows a synchronized rotation of all vanes– a slot ring facilitates vane pitch controland therefore also the turbine stage flowarea – see fig. 2. The turbine’s effectivearea can be changed by 50% – from aclosed VTG position, defined by the me -chanical integrity, to an open VTG positionthat could still be used on an engine fromthe turbocharging point of view.

Full interchangeability between a fixedand VTG turbocharger with regard to theconnecting flange dimensions is ensured.This is a critical aspect for upgrading anexisting fleet from fixed to VTG geome-try. The module is mounted between the

gas inlet and gas outlet casing. A wornout module is easily replaced by a new orremanufactured one, with limited down-time. This suits the Unit Exchange main-tenance model popular today in the railbusiness particularly well.

Besides the VTG module describedabove, ABB Turbocharging has alsodeveloped a control system that permitsoperation of VTG turbocharging moduleson two turbochargers in parallel – thetypical configuration for V-engines – andwhich prevents the boost pressure aswell as turbocharger speed exceedingpreset values. The scope of supply there-fore consists of turbochargers with speedsensors, VTG, control unit and boostpressure sensors.

Adjusting leverGas outlet casingVane shaftNozzle vaneGas inlet casingTurbine shaftSupport ringSlot ring

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Technology

VTG turbocharging potentialVTG suits the specifics of traction

load profiles particularly well since it actsuniformly over the power range thatlocomotives mainly operate in and itsflexibility delivers key benefits from idlingto full load.

As part of the evaluation of the VTGturbocharging system a “back to back”measurement was performed on a long-haul traction engine (4,500 hp at1,000 rpm) operating along a typicallocomotive operation line. “Back toback” in this case means that only theturbocharging system was modified fromfixed geometry to VTG. The VTG positionwas kept closed as long as the boostpressure did not exceed a preset level.As a result, the boost pressures and,subsequently, the efficiencies, increasedsignificantly in part-load duty. And at themaximum engine peak firing pressure,the VTG position is adjusted so that thedesign limit of the engine is not exceededand the turbocharger speed is kept belowa pre-set value. Four critical parameters(see fig. 3) depict the benefits well,namely:– Substantially lower fuel consumption– Tight control of boost pressure– Turbine inlet temperature reduction– Limitation of engine peak firing

pressure

VTG turbocharging:Benefits at a glance

– Fuel consumption reduced by 2%– Lower engine thermal load;

increases engine reliability /durability

– Extends locomotive operation fieldand flexibility

– Smooths out ambient temperatureand altitude effects on engineoperating conditions

– Increases locomotive load pick-upcapability

– Less smokeTPR 56 with VTG and actuating unit.

The substantial benefitof VTG is primarilyrecorded in an enginepower range over whichlong-haul locomotivesoperate most of thetime.

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variation from idling to 100 % engine load

Delta*:

Fig. 3: TPR 56 fixed geometry vs. Variable Turbine Geometry – engine test results.


Technology

Robert Dötl holds a master’s degreein mechanical engineering from GrazUniversity of Technology, Austria, anda postgraduate diploma in internationalmanagement from the Berner Fach-hochschule, Switzerland. He joinedABB Turbocharging in 1993 as a testengineer, later becoming developmentproject manager. The TPR series wasdeveloped under Dötl’s responsibilityand released in 2002. In 2008 hebecame license support manager forcooperations in China and India. In 2012 Dötl was appointed Senior Manager Rail Projects, based inBaden, Switzerland.

Moreover, it is worthwhile pointing outthat the substantial benefit is primarilyrecorded in an engine power range overwhich long-haul locomotives operatemost of the time. A detailed investigationover a typical long-haul load profile andoperating ambient conditions indicatesthat a fuel saving of about 2 % isachieved in commercial operation by justupgrading from a fixed geometry to aVTG turbocharger.

Behavior during changing ambientconditions was the other aspect evalu-ated. In traction applications the suctiontemperature can fluctuate over a widerange, typically varying by more than80 °C. Similarly, the altitude also changes;on some railway lines it can vary by morethan 2,500 m. The VTG turbochargingsystem features a control concept thatsmooths out these effects.

In load transient operation, power-packs equipped with the VTG turbo -charging system have the advantage thatthey will operate with higher boost pres-sures and subsequently higher air excessover a low-to-mid load range (see fig. 4).This translates into faster accelerationand reduced smoke emissions.

Further optimization potentialA combination of the latest single-

stage compressor technology with VTGwould allow for further optimization interms of even stronger Miller timings. Fora given engine design, the peak firingpressure is basically fixed and will benormally reached at the nominal ratingload point by trading off three mainparameters:– Boost pressure– Injection timing and engine combus-

tion parameters– Cylinder geometrical compression ratio

Assuming a given mechanical limit forthe engine, investigations show that thepreviously mentioned fuel saving of 2%could reach 4 to 5% when the full engineoptimization potential is realized, while allthe other above-mentioned advantagesremain unchanged.

ConclusionThe turbocharging module plays a

major role in every engine optimization,mainly on account of its effective thermo-dynamics potential at the nominal enginerating point and, of equal importance, itscapability to perform over the low-to-midload range along the specific engine oper-ating line. In respect of the latter, the VTGturbocharging system provides some newpossibilities, leading to an even earlierintake valve closure, shorter scavengingperiod and higher cylinder geometricalcompression ratio than a fixed geometryturbocharging module would allow.

The harsh environments and highlyvarying conditions in which tractionengines run call for extraordinary flexibility.ABB’s answer is available in the form of a very flexible system, combining turbo -charging technologies that enable theseengines to meet their requirements in full.

Information for this article has been taken fromCIMAC Paper No. 116, Shanghai 2013.

Full interchangeability between a fixed and VTGturbo charger with regard to the connecting flangedimensions is ensured.

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TPR 56-F fixed geometry

TPR 56FV variable geometry

Fig. 4: TPR 56 fixed geometry vs. Variable Turbine Geometry – engine operating line incompressor map.


Recipe

His devotion was total. JohnMontagu, Fourth Earl of Sand-wich (1718 – 1792) was pas-sionate about playing cards.

As well as being Britain’s PostmasterGeneral and First Lord of the Admiralty at various times, the aristocrat wouldspend days and nights at the card table.So much so that he had no time forproper meals.

A new form of eating was required.Something practical, so that he couldkeep one hand free and not get grease

stains on the card table. His club’s headcook found a solution: he served HisGrace two diagonally halved slices ofwhite bread with a piece of meatbetween them. The original sandwichwas born. It was taken up enthusiasti-cally by his fellow players. They ordered“the same as Sandwich” – and so thesnack got its name.

Due to the lack of contemporarysources, there is some doubt aboutwhether this story is true. What is certainis that the handy sandwich has remained

in fashion until this day as one of themost popular forms of eating when traveling.

An Orient Express exhibition in Paristhis year elevated the traveler’s sandwichto its rightful place. The French gastro-nomic journalist Evelyne Ramelet spokeof the origins of the sandwich’s success:“Previously, eating in station buffets wasexpensive and often rather risky. Themeal had to be paid for in advance, butwas often brought too late for the pas-senger to get his connecting train. Very

The sandwich’s track to successIt is handy and ideal for journeys by train: the sandwich. How could an aristocrat who was passionate about card games invent it?

Text Tiziana Ossola Auf der Maur, Photography Evelyne Ramelet

A refresher for your journey: Chicken breasts with soft cheese and mint.


Acknowledgments

Published byABB Turbo Systems Ltd

AddressP.O. BoxCH-5401 Baden/SwitzerlandPhone: +41 58 585 7777Fax: +41 58 585 5144www.abb.com/turbocharginge-mail: [email protected]

EditorTiziana Ossola Auf der Maur

PhotosDLOCOQSYMichael ReinhardCorbisOJSC RZDJSC Kolomna PlantLalam MandavkarDMWABB Turbocharging in IndiaGE-TransportationABB Turbocharging in the USAEvelyne Ramelet

Cover photo: Corbis

PrinterDietschi Print & Design AG, Olten /Switzerland

Layout, typography, electronic publishingDomino Style & Type AG, Gebenstorf /Switzerland

Reprints require the publisher’s written consent.

© 2014 ABB Turbo Systems Ltd, Baden /SwitzerlandAll rights reserved

Sandwich “Fraîcheur de voyage” for four people

Ingredients 2 tender chicken breasts1⁄2 cucumber, thinly sliced4 tbs. soft cheese (e.g.,

St Môret or Philadelphia)10 leaves mint, finely choppedA few lettuce leaves washed

and dried8 slices wholemeal breadSalt, pepper, ground hot paprika ord’Espelette pimentos, or groundchili, or a pinch or two of groundCayenne pepper.

Preparation1. Heat a little oil in a frying pan

and fry the chicken breasts untilthe meat is completely white.

2. Slice the chicken breasts intofine strips.

3. Mix the cheese with thechopped mint and the spices.

4. Spread the cheese mix onto halfthe bread slices.

5. Then place the chicken slicesand the lettuce leaves on thecheese.

6. Complete the sandwich with theremaining bread slices.

Recipe provided by Evelyne Ramelet.

tight connections forced passengers tocater for themselves. And in the earlydays, even short distances meant longjourneys, so taking a picnic along becamemore or less obligatory.”

Today, traveling by rail is better organ-ized and the trains are fast and reliable.But the sandwich has survived as a prac-tical snack on the move. As with JohnMontagu, one hand is free to read anewspaper, or play cards, and yourclothes stay clean – as long as youchoose a sandwich without too muchmayonnaise.

Here is Evelyne Ramelet’s recipe for a tasty, spicy traveler’s sandwich, “arefresher for your journey” that is quickand easy to prepare in the rush to ironyour clothes and pack.

Turbocharging Service. Secure your investment.

Assuring the availability of your application is a critical part of securing your business.The right service reduces downtimes and increases your application’s performanceand lifetime. You also save costs by preventing repeat maintenance and redundantspare part purchases. Getting your service plan from ABB Turbocharging guaranteesdependable delivery of results and lower total cost of ownership of your turbocharger.We are dedicated to providing our customers a comprehensive turbocharging serviceoffering 24 /7, 365 days a year across the globe. Get the right service.www.abb.com/turbocharging

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