RACQ0409

New Online Look for Operation Lifesaver • Roney Selected as IHHA Chairman • Railways Seek Environmental Performance

Interchange Official Publication of the Railway Association of Canada Publication officielle de l’Association des chemins de fer du Canada

Fall 2009 Automne 2009

High-Speed Rail Getting Lots of Attention

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Interchange Fall 2009

Chairman: Sean Finn Vice-Chairman: Fred Green President and CEO: Cliff Mackay Vice-President, Operations and Regulatory Affairs: M. Lowenger Vice-President, Public and Corporate Affairs: B.R. Burrows Director, Finance and Administration, and Treasurer: D. Dickson Published for The Railway Association of Canada 99 Bank Street, Suite 901 Ottawa, ON K1P 6B9 Phone: 613.567.8591 Fax: 613.567.6726 www.railcan.ca Roger Cameron, Director, Public Affairs Alex Binkley, Contributing Writer Alex Binkley is a freelance journalist in the Parliamentary Press Gallery and serves as the Canadian/Ottawa correspondent for domestic and international transportation publications.

contents 7 President’s Message

8 High-Speed Rail Getting Lots of Attention

15 Opération Gareautrain se refait une beauté sur le Web

Interchange is published four times a year by Naylor (Canada), Inc. 100 Sutherland Avenue Winnipeg, MB R2W 3C7 Phone: 204.947.0222 / 800.665.2456 Fax: 204.947.2047 www.naylor.com Editor: Lyle Fitzsimmons Publisher: Robert Phillips Sales Manager: Bill McDougall Project Manager: Alana Place Marketing: Allie Hansen Publication Director: Blair Van Camp Account Executives: Bill Biber, Brenda Ezinicki, Tracy Goltsman, Ralph Herzberg, Gordon Jackson Layout & Design: Naylor (Canada), Inc. Advertising Art: Reanne Dawson ©2009 Naylor (Canada), Inc. All rights reserved.

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21 CP’s Mike Roney Selected as IHHA Chairman

24 Railways Seek Environmental Performance

Regular Features

32 Passenger Progress

37 Industry News and Developments Return undeliverable Canadian addresses to: Naylor (Canada), Inc., Distribution Dept.

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43 On the Move

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Fall 2009 5

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President’s Message

Le message du président

THE LAST FEW quarters have been

LES DERNIERS TRIMESTRES ont été

exceptionally challenging times for Canada’s

extrêmement difficiles pour les chemins de fer

railways.

canadiens.

Les volumes ont fortement chuté à la fi n de Volumes dropped dramatically late last year 2008 et les entreprises, petites et grandes, ont and companies large and small had to move aussitôt fait en sorte de maintenir leurs liquidités quickly to preserve cash and adjust capacity to et d’ajuster leur capacité à la conjoncture du meet a very difficult market situation.

Cliff Mackay marché.

Uncertainty and low volumes have continued Les trois premiers trimestres de 2009 ont aussi for the fi rst three quarters of this year. Now été caractérisés par l’incertitude et les faibles volumes. De many analysts are saying the worst is over. However, until l’avis de nombreux analystes, le pire est maintenant passé. we are sure there is substantial positive growth in volumes Toutefois, la plupart des entreprises demeureront prudentes over a number of sectors, most companies will continue to be tant qu’une croissance importante des volumes dans un cautious. certain nombre de domaines ne sera pas assurée.

Notwithstanding these very difficult times, the industry En dépit des grandes difficultés, le secteur n’a pas perdu has not taken its eye off strategic priorities. Companies have de vue ses priorités stratégiques. Les entreprises ont maintenu protected capital programs and are continuing to invest. We leurs immobilisations et continuent d’investir. Récemment, recently saw further help from the federal and provincial le fédéral et les gouvernements du Nouveau-Brunswick et governments in New Brunswick and Ontario for short line de l’Ontario ont annoncé une aide additionnelle pour la infrastructure upgrades. This leaves the short line sector with modernisation de l’infrastructure des chemins de fer d’intérêt government assistance in almost all provinces. local. Ces derniers bénéficient donc maintenant d’une aide Our industry is also continuing to invest in people. Even gouvernementale dans presque toutes les provinces. though difficult decisions have had to be made regarding Par ailleurs, notre secteur continue d’investir dans le layoffs, industry is continuing to work on training programs personnel. Même si des décisions difficiles ont dû être prises and new initiatives to attract employees. I hope we can en ce qui a trait aux mises à pied, le secteur poursuit ses announce some good news in this area in the near future. programmes de formation et ses initiatives pour attirer du Our industry deserves to be commended for its personnel, et nous espérons annoncer de bonnes nouvelles à management and commitment to serving customers and the cet égard très bientôt. broader economic interests of Canada in a very tough time.

Le secteur du rail mérite des éloges pour sa gestion et We are well-positioned for the recovery and I am sure pour son engagement à servir les clients ainsi que les intérêts we will play an increasingly important role in Canada’s économiques plus vastes du Canada en ces temps très economic future. difficiles.

Nous sommes en bonne position en vue de la reprise et J.C. (Cliff) Mackay je suis convaincu que nous jouerons un rôle sans cesse plus President and CEO grand dans l’avenir économique du pays.

J.C. (Cliff) Mackay Président-directeur général

Interchange

Fall 2009 7

High-Speed Rail

High-Speed Rail Getting Lots of Attention

SUPPORT FOR HIGH-SPEED passenger trains in Canada has gained a lot of momentum during the past 18 months.

After more than 20 years in and out of the news, interest began to pick up when the Ontario and Quebec governments convinced Ottawa to agree to participate in a $3 million technical review of all the studies done on high-speed rail in Canada.

President Obama shoved the idea forward in public and media consciousness when he unveiled an ambitious high-speed program for the United States that commits US$8 billion for projects plus another $5B over five years. Two of the proposed high-speed corridors could connect with Canadian centers.

Next, the Alberta government released a study it commissioned that

8 Interchange

Fall 2009

makes a strong case for a high-speed train between Calgary and Edmonton.

Adding to the political momentum, the House of Commons transport committee held what was expected to be a short series of public hearings on high speed trains, but the sessions stretched through the spring until the Parliamentary recess in June.

The committee could produce recommendations on the issue during the fall.

The Ontario government released a study on the potential for fast trains to solve transportation and pollution woes in the southern Ontario region.

Building on all these elements, the Railway Association of Canada will

hold a conference on high-speed rail in November, bringing domestic and international experts to Ottawa to talk about a wide range of related issues.

Bruce Burrows, vice president of public and corporate affairs for the RAC, said “this conference will examine all major corridors being considered for high-speed service in North America and will include issues of particular relevance to Canadians, such as the sharing of recent European experience in designing high speed for cold climate conditions.”

Current public attitudes and the latest rolling stock technologies being planned will be examined, he said. “It will also be an opportunity for policy-makers to be part of the discussion around the broader benefits of high speed in the context of making

our North American cities more competitive.”

For Paul Langan, who’s helped popularize the idea through his High Speed Rail Canada Web site – www. highspeedrail.ca – the issue “has moved more in the past year than in the last 20. When I started the site, all the high-speed train news came from Europe and Asia. Now there’s so much happening here, I don’t have room for anything else on the site. I had no idea the time was so right.”

The Web site was seen as a way to educate the public about the benefits of HSR but was never intended as a vehicle to lobby the politicians, he said. “Our mandate is to educate all Canadians, including politicians and the news media, on high-speed rail. Then the public, media, and politicians who want to lobby for high-speed rail will have the tools to do it. I have already seen this happen with various series on highspeed rail appearing in the national print and Internet media that obtained their information from our Web site.”

Interest in high-speed rail has grown to the point that “the biggest challenge to our group is funding and keeping up with the demand,” he said. “The Web site is relatively easy to keep inexpensive, but the request for public symposiums keeps growing. We would like to

remain objective in our opinion on high-speed rail manufacturers, technologies etc. so we continue to refuse to take corporate funding.

“We want to be neutral. We get no money from the industry and we don’t support political parties. We hope all the parties will support the idea.”

The proposals for a high-speed passenger service linking Montreal, Ottawa and Toronto and in Alberta have been mooted for years. More recently, the concept has attracted interest in the lower mainland of British Columbia, he said.

HSR Canada has held public forums across the country with the latest set for Oct. 14 in Red Deer, a likely stop on an Edmonton-Calgary train.

“What’s missing right now is a national vision to move it forward,” he said. “The rest of the world is doing it and we need a vision like Obama’s.”

Federal Transport Minister John Baird says the government is waiting for the technical review before deciding what course of action to follow. Baird’s been preoccupied with getting the government’s stimulus program into gear and HSR is further down the road.

The technical review is due next February from the Montreal-based EcoTrain Consortium, composed of the fi rms Dessau, MMM Group,

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Interchange

6/10/09 11:35:36 PM

Fall 2009 9

High-Speed Rail

Mackay States the RAC Case In a presentation to the Commons transport committee, Cliff Mackay, president and CEO of the Railway Association of Canada, said he couldn’t “recall a time when Canadian public support for high-speed rail has been higher.

Polling commissioned by the RAC demonstrates that high-speed rail is supported throughout Canada, even in regions of the country where it is unlikely high-speed rail service will be available in the foreseeable future.

“Support is also strong for public and private involvement in future high-speed rail projects.

Going forward, Canada needs Cliff Mackay both conventional and high-speed rail passenger services. A high-speed rail system must not operate in isolation. It must be a component of a multimodal transportation system. In terms of system efficiency, good linkages to public transit, airports, conventional intercity passenger rail, buses, and a range of other services is absolutely critical for high-speed rail to optimize its benefit to the country.

“First, on the public-private interface, there is clearly a role for both public and private sectors in developing a highspeed rail system. Quite frankly, both parties need to work together for high-speed rail to be realized. No major highspeed rail project in the world has been developed by only one of the parties. It takes two to get these jobs done.

“To begin, we are glad to see that governments are currently supporting the feasibility study of high-speed rail in Quebec and Ontario, and have supported past studies like the one that was recently completed in Alberta. The Quebec-Ontario study should be completed in a timely manner, looking at a range of economic issues, including industrial and environmental benefits to Canada as well as the potential for technological development and deployment.

“Further, this assessment must consider all aspect of the rail network. Entire system efficiency is critical to the future success of our industry. Governments should avoid trade-offs between one part of the system, such as freight, and another part of the system, such as high-speed rail.

Investments in passenger rail can improve the rail system for both freight and passenger rail if properly planned and implemented. The current $407 million program to upgrade VIA services on CN’s main line is a very good example of those sorts of synergies.

“Governments must undertake the banking, where necessary, of identified corridors. The RAC is aware that banking of land is currently taking place in Alberta. Getting the corridors identified and the dedicated high-speed rail rights-of-way in place is a critical step in developing any high-speed rail system. In order to ensure safety and

10 Interchange

Fall 2009

efficiency, the high-speed rail system cannot share track owned and operated by our freight railways. You cannot operate a train at 150 to 200 miles an hour, on the one hand, and a freight train at 40 to 60 miles an hour, on the other hand, on the same track. It just won’t work.

“We believe that it is incumbent on governments to explore all financing options, including public-private partnerships. Even during this current economic climate, there are large pools of capital available in Canada that would be attracted to investments in infrastructure projects that will provide long-term, reasonably predictable returns.

I believe there’s greater public support for a partnership arrangement than there is for governments trying to go it alone.

“Canada currently has the resources and the in-house know-how to develop high-speed rail systems. We have a mature railway supplier industry, including world-class expertise in engineering, track, signaling, locomotive and rail car design. Given the relatively small passenger rail service market in Canada, Canadian firms export their products and services globally and have been leaders in developing high-speed rail systems around the world.

“Constructing a high speed rail system would allow manufacturing that was once done in Canada to re-emerge.

An example I like to use is steel rail. We have the expertise and the capacity to produce rail in Canada, but the market is currently not large enough to justify domestic production.

The construction of high-speed rail systems in Canada would require approximately $4 billion in track over a 10-year period. That may be enough to turn the corner.

Overall, the development of high-speed rail is a tremendous opportunity for our suppliers and engineers to showcase their expertise and further develop advanced technologies for the Canadian and global markets.

“Going further, the demand for both passenger transportation services and freight will continue to grow.

The recent growth in passenger services, both intercity and commuter, reached almost 10 per cent in 2008. The RAC is pleased that governments are continuing to make significant investments in passenger rail services that will allow our railways to accommodate current and future demands.

“Finally, from an environmental standpoint, passenger rail must capture a greater share of future growth in passenger services. If you look at the growth of greenhouse gases over the last decade in Canada, it has occurred primarily in heavy industries and transportation.

“Measures taken in other areas of the economy to reduce GHGs will be overshadowed if we do not take meaningful action to curb the growth of GHG emissions in the transportation sector. Given the environmental advantages of rail, high-speed rail can significantly contribute to reducing GHG growth and act as a sustainable component to our national passenger multimodal system.” ●

continued from page 9

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Another reason to move ahead with the project is the rising price tag, www.aecom.com Langan said. “It was $10 billion in 1995 for Quebec City to Windsor and $20 billion in 2005. How long are we going to postpone this thing? After all,424303_AECOM.indd 1 5/27/09 7:07:03 PM it’s a 30-year-old idea.”

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Interchange

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Fall 2009 11

High-Speed Rail continued from page 11

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12 Interchange

6/11/09

Fall 2009

challenges around the world and in selected U.S. corridors,” he said.

“President Obama proposes to help address the nation’s transportation challenges by investing in an efficient, high-speed passenger rail network of 100-600 mile intercity corridors that connect communities across America.

This vision builds on the successful highway and aviation development models with a 21st century solution that focuses on a clean, energy-efficient option. Even today’s modest intercity passenger rail system consumes onethird less energy per passenger-mile than automobiles, for example.”

He noted that Congress has called for a National Rail Plan that included high-speed passenger trains.

The case for high-speed rail in Alberta was made in a report to the provincial government by Transportation Economics & Management Systems Inc. It didn’t put a price tag on constructing and operating the train but said faster train service between Edmonton and Calgary 9:35:57 AM would provide annual benefits of $4.6 billion to $33.4 billion depending on the technology used. The provincial government hasn’t officially committed to the project and is thought to be waiting to see how Ottawa responds to the findings of the technical review of past high-speed studies.

The Alberta report said it’s important to assess both the benefit of high-speed trains to travelers and the environment, but also the increased jobs and wealth it could generate for the province. It could create up to 280,000 construction jobs and bring industrial development to centers along the train’s route.

“In keeping with our government’s priority of building the infrastructure Alberta needs for the future, we will continue to investigate various transportation solutions,” said Luke Ouellette, provincial transport minister.

“We have not made a decision on a high-speed rail project, however, this report is a good first step.”

He’s sent the study to the Commons transport committee for consideration

5/19/08 6:33:03 PM

in its report. “We know the Calgary-Edmonton corridor is a key transportation hub and we are pleased to be able to provide this information for the committee’s review.” *(<;065 The study said, given the projected growth of the overall travel market in 65, 4,(5 )(;;,9@ the Calgary-Edmonton corridor, it’s estimated high-speed rail ridership would increase by about 35 per cent from 2021 to 2031, and by about No one keeps a train running smoothly like the conductor.

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T. 1.800.681.9914 E. sales@surrette.com www.surrette.com He said, “The merits of highspeed passenger rail have been clearly established. It’s time to make decisions, 445541_Surrette.indd 1 9/7/09 5:26:00 PM not conduct more studies.”

A report for Ontario Premier Dalton McGuinty recommended a multi-billion-dollar system linking cities in the Greater Golden Horseshoe. The trains would run north from Toronto to Orillia, east to Peterborough and west to Waterloo, Hamilton and Niagara Falls. The study was prepared by civil engineers at the University of Toronto and estimated a total cost of $27.5 billion. It said the project would reduce air pollution and create manufacturing jobs.

The report says Ontario’s population is expected to increase to about 15 million by 2021 – with half of the 2 million growth in the Toronto region. More needs to be done to improve transportation links.

The report emphasizes mobility Railcar Storage & Industrial Switching hubs built around high-speed rail Transloading & Warehousing Available stations that connect passengers to local buses, trains and subways. The 300 Kenny St. P.O. Box 411, Sarnia, Ontario N7T 7J2 government should zone land around these hubs to allow for a high-density Ph: (519) 383-7200 • Fax: (519) 383-7800 mix of residential and commercial Email: jon@viprail.com • Website: www.viprail.com buildings, it said. ●

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Interchange

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Fall 2009 13

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Fall 2009

5/22/09

396311_Summit.indd 1 11:31:17 AM

8/20/08 10:36:26 AM

Operation Lifesaver

New Online Look for Operation Lifesaver

Opération Gareautrain se refait une beauté sur le Web

OPERATION LIFESAVER HAS refreshed its online look

OPÉRATION GAREAUTRAIN (OG) a rafraîchi

and added features to drive home its message for motorists

l’image de son site Web et y a ajouté de nouveaux

and pedestrians to act safely around railway tracks and

éléments aidant à véhiculer ses messages exhortant les

facilities.

automobilistes et les piétons à être prudents à proximité

Dan Di Tota, national director of OL, said the change was needed “because our previous Web site had been around for a while. It was due for a makeover and the addition of innovative technology to help us keep our public presence and capture more public attention.”

des voies et des installations ferroviaires.

Dan Di Tota, directeur national d’OG, précise qu’un changement s’imposait « parce que notre site Web existait depuis un certain temps et nous avions besoin d’ajouter des fonctions qui nous aideront à mieux nous faire connaître du public. »

continued on page 16

suite à la page 17

Operation Lifesaver national director Dan Di Tota presents Tom Allen of Hamilton with the Roger Cyr Award for his work in crossing and trespass safety in Ontario. CP Police Cst. Ron Morrison, right, recommended Tom for the award.

Interchange

Fall 2009 15

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Operation Lifesaver continued from page 15 While the number of fatalities in train-vehicle collisions at level crossings and in trespassing incidents has declined over the years, they are preventable accidents and the railway industry and the federal government want to get the safety message out. In addition to the deaths and injuries that are recorded, there are many close calls that never get reported, he said.

The new look for the site – www.operationlifesaver.ca – includes the addition of images and features that “will help visitors fi nd what they’re looking for. Our previous site wasn’t as easy to navigate as this one is. We will keep incorporating new features and adjusting the content as we go,” Di Tota said.

One change is to keep statistics on accidents as current as possible because of requests from interested individuals as well as the news media, he said. That would include historical data as well. “Year to date and longer term statistics and graphs are easy to fi nd.”

Another new feature are opinion polls that will not only give OL a read on the views of the public, but insight into who’s actually looking at the site and which of its sections are attracting the most interest. It will also be able to tell how many Web site hits come from foreign visitors.

A perpetual challenge for OL and railway safety officials is getting the public to understand the risks of foolish actions at level crossings or in trespassing on railway property.

“People don’t think an accident can happen to them,” Di Tota said. “When you talk to them, they say, ‘Don’t bug me, it won’t happen to me.’ It’s amazing how many people think like that.”

A locomotive engineer and train conductor before becoming involved with OL, Di Tota says the industry faces a real struggle with how to change that kind of attitude.

“We’re trying to provide them with the information that will enable them to make the proper choices. They may think a train is going slower than it is or that it can stop. If you can see the train, then it can’t stop before it gets to you.”

OL goes into the schools to teach youngsters about the dangers of playing near train tracks.

“When you deal with young kids, they seem attentive and concerned. They seem to understand about the size and speed of trains. The message works until they become adolescents,” he said. “They’re older and start to see railway property as a place to get a bit of freedom. They feel they can get away with taking chances. They’re also influenced into risky activities by peer pressure.”

To combat this behaviour among 14- to 21-year-olds, OL launched a separate site – www.traintodrive.net. Di Toto is quite pleased about its potential to educate young adults, especially those who want to get their driver’s licenses, about the need to be careful at level crossings and near railway tracks.

“It’s organized in modules that show the dangers of trains and crossings,” he said. “At the end of the modules is a fi nal test. If the young person passes with an 80 per cent mark, we continued on page 18

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16 Interchange

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Operation Lifesaver suite de la page 15 Le nombre de dĂŠcès attribuables aux intrusions et aux collisions entre des vĂŠhicules et des trains aux passages Ă niveau a diminuĂŠ au fil des ans, mais tous ces accidents sont ĂŠvitables, et le secteur ferroviaire et le gouvernement fĂŠdĂŠral veulent que ça change. Le directeur national ajoute quâ&#x20AC;&#x2122;en plus des dĂŠcès et des blessures, qui sont consignĂŠs, il y a beaucoup de quasi-accidents dont on nâ&#x20AC;&#x2122;entend jamais parler.

Dans le nouveau site www.operationgareautrain.ca, de nouvelles images et de nouvelles fonctions ÂŤ aideront les visiteurs Ă trouver les renseignements quâ&#x20AC;&#x2122;ils recherchent. Il est beaucoup plus facile de naviguer dans le nouveau site que dans lâ&#x20AC;&#x2122;ancien, et nous continuerons Ă lâ&#x20AC;&#x2122;amĂŠliorer, Âť prĂŠcise M. Di Tota. ÂŤ Il faudra notamment garder les statistiques sur les accidents le plus Ă jour possible pour rĂŠpondre aux demandes des particuliers et des mĂŠdias. Nous ferons de mĂŞme pour les donnĂŠes historiques. Les donnĂŠes sur la situation actuelle ainsi que les statistiques et les graphiques plus anciens sont faciles Ă trouver. Âť Grâce aux nouveaux sondages, OG pourra connaĂŽtre lâ&#x20AC;&#x2122;opinion du public et il aura une meilleure idĂŠe des visiteurs du site et des sections qui suscitent le plus dâ&#x20AC;&#x2122;intĂŠrĂŞt. Il pourra ĂŠgalement savoir combien de visiteurs sont de lâ&#x20AC;&#x2122;ĂŠtranger.

OG et les responsables de la sĂŠcuritĂŠ ferroviaire doivent constamment tenter de faire comprendre au public les risques associĂŠs aux comportements stupides aux passages Ă niveau ou aux intrusions. ÂŤ Les gens pensent quâ&#x20AC;&#x2122;ils sont Ă lâ&#x20AC;&#x2122;abri du danger, affirme M. Di Tota. Beaucoup vous diront que ça ne leur arrivera pas Ă eux. Âť Dâ&#x20AC;&#x2122;après M. Di Tota, qui a ĂŠtĂŠ mĂŠcanicien de locomotive et chef de train avant de se joindre Ă OG, le secteur a beaucoup de mal Ă faire changer les mentalitĂŠs. ÂŤ Nous voulons donner de lâ&#x20AC;&#x2122;information qui aidera les gens Ă faire les bons choix. Ils peuvent sous-estimer la vitesse dâ&#x20AC;&#x2122;un train ou croire quâ&#x20AC;&#x2122;un train peut sâ&#x20AC;&#x2122;immobiliser rapidement.

Or, si vous pouvez voir le train, dites-vous quâ&#x20AC;&#x2122;il ne peut pas sâ&#x20AC;&#x2122;arrĂŞter avant dâ&#x20AC;&#x2122;arriver jusquâ&#x20AC;&#x2122;Ă vous. Âť OG se rend dans les ĂŠcoles pour renseigner les jeunes sur les dangers qui les guettent sâ&#x20AC;&#x2122;ils jouent près des voies ferrĂŠes. ÂŤ Les jeunes enfants semblent attentifs et rĂŠceptifs. Ils semblent comprendre le danger que reprĂŠsentent la taille et la vitesse des trains. Le message passe jusquâ&#x20AC;&#x2122;Ă lâ&#x20AC;&#x2122;adolescence, au moment oĂš les jeunes commencent Ă voir les installations ferroviaires comme des endroits de libertĂŠ. Ils estiment quâ&#x20AC;&#x2122;ils peuvent prendre des risques sans danger. Et lâ&#x20AC;&#x2122;influence des autres les pousse Ă se comporter de façon dangereuse. Âť Pour toucher les jeunes de 14 Ă 21 ans, OG a lancĂŠ le site Web www.entraindeconduire.net. M. Di Tota estime que ce site contribuera Ă sensibiliser les jeunes adultes, particulièrement ceux qui veulent obtenir leur permis de conduire, sur la nĂŠcessitĂŠ dâ&#x20AC;&#x2122;ĂŞtre prudent aux passages Ă niveau et près des voies ferrĂŠes. ÂŤ Il est constituĂŠ de

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Fall 2009 17

Operation Lifesaver continued from page 16

Operation Lifesaver suite de la page 17

send them a certification of completion. We’re working with driving schools to get them to recognize and promote the test to their students. As an incentive for them to participate, we have a monthly draw for a stainless steel water bottle and OL key chain.”

For youngsters, OL has www.olkids.ca. It’s set up in Flash format and features Rover the Rabbit guiding them through messages about the dangers along railway lines, what the signs and crossing guards mean. It’s the platform for delivering a safety message.

The message is the same as for adults. “Trains can show up at any time and they can’t stop quickly. But it isn’t just trains that are a hazard. There’s a risk of tripping over the rails or other equipment. The ballast around the tracks isn’t

modules qui expliquent les dangers que représentent les trains et les passages à niveau. Il y a aussi un examen final. Si un jeune adulte obtient une note de 80 pour cent ou plus, nous lui envoyons un certificat. Nous encourageons les écoles de conduite à parler de cet examen à leurs élèves. Pour les inciter à participer, nous procédons au tirage mensuel d’une bouteille d’hydratation en acier inoxydable et d’un porte-clés OG. » Pour les plus jeunes, OG a créé le site www.olkids.ca.

Ce site renferme des animations Flash et met en vedette Vagabon le lapin, qui donne aux enfants des messages sur les dangers qui les guettent le long des voies ferrées et qui leur explique le rôle de la signalisation et des brigadiers.

Le message est le même que pour les adultes. « Des trains peuvent surgir à tout moment et ils ne peuvent pas s’arrêter rapidement. Mais il y a d’autres dangers, comme le risque de trébucher sur les rails. Ce n’est pas très agréable de tomber sur le ballast. Ces accidents sont tous évitables parce que ce sont les gens qui se placent dans des situations dangereuses. Nous devons arriver à leur faire prendre conscience des risques. » M. Di Tota précise que des personnes meurent, mais qu’il y en a aussi beaucoup qui sont grièvement blessées. « Les dommages matériels résultant de collisions sont considérables. Les coûts directs et indirects de ces incidents s’élèvent à des millions de dollars chaque année. »

continued on page 19

suite à la page 19

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Operation Lifesaver continued from page 18

Operation Lifesaver suite de la page 18

the softest material to fall on. And they’re all preventable accidents because people put themselves in these dangerous situations. We need to get them to understand the hazards,” Di Tota said.

In addition to the deaths, many are seriously injured, he said. “Property damages from these collisions are extensive. It is no exaggeration to say that the direct and indirect costs of these incidents amount to millions of dollars annually.”

And so much of it could be avoided. A study by the Transportation Safety Board of Canada found almost twothirds of collisions at level crossings occurred “at crossings with warning devices such as lights and bells. In one-third of these cases, it was the motor vehicle that hit the side of the train.

“Investigation reports reveal that, in most circumstances, motorists are responsible for these collisions. They disregard the horn and bell warnings of approaching trains, they ignore light and bell warnings at crossings and sometimes they even drive around lowered gates.”

Trespassing incidents are equally alarming, he said.

“Studies have shown they occur when people take shortcuts by walking along, lying or sitting down or crossing the tracks. Incidents also occur when recreational vehicle users, cross-country skiers and hunters use the railway property as a recreational playground.”

Operation Lifesaver was founded in 1981 by Transport Canada and the Railway Association of Canada to make the public more aware of the need to respect crossing signals and stay off railway property. The number of crossing collisions has fallen by 74 per cent since then and the number of trespassing incidents by 58 per cent. ●

Ces coûts pourraient être grandement réduits. Une étude menée par le Bureau de la sécurité des transports du Canada a révélé que presque les deux tiers des collisions aux passages à niveau se produisent à des passages à niveau pourvus de dispositifs d’avertissement comme des feux et des sonneries. Dans le tiers de ces cas, c’est le véhicule automobile qui heurte le côté du train. « Les rapports d’enquête révèlent que dans la plupart des cas, les automobilistes sont responsables de ces collisions. Ils ne tiennent pas compte des avertissements sonores donnés par les trains ni des feux et des sonneries aux passages à niveau, et ils vont même parfois jusqu’à contourner les barrières abaissées. » Et les incidents résultant d’intrusions sont tout aussi inquiétants. « Des études ont démontré que ces incidents se produisent lorsque des personnes prennent des raccourcis en marchant le long des voies ferrées ou en les traversant, ou lorsqu’elles s’allongent ou s’assoient près des voies. Des incidents surviennent aussi lorsque des conducteurs de véhicules récréatifs, des skieurs et des chasseurs utilisent l’emprise ferroviaire comme terrain de jeu. » L’organisme Opération Gareautrain a été fondé en 1981 par Transports Canada et l’Association des chemins de fer du Canada dans le but de sensibiliser le public à la nécessité de respecter la signalisation des passages à niveau et de ne pas s’aventurer sur l’emprise des chemins de fer. Le nombre de collisions aux passages à niveau a chuté de 74 pour cent depuis 1981, et le nombre d’incidents résultant d’intrusions a diminué de 58 pour cent. ●

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Heavy Haul

CP’s Mike Roney Selected as IHHA Chairman MIKE RONEY SEES his recent election as chairman of the International Heavy Haul Association (IHHA) as recognition of Canada’s contribution to improving railway performance around the world.

Roney, CP’s general manager of technical standards based in Calgary, lists distributed locomotive power, AC locomotive traction, preventative rail grinding, aluminum rail cars and friction management technology among the innovations Canadian railways have helped develop.

They and other Canadian technologies and practices will be part of technical tours and presentations available to delegates to the 2011 IHHA conference in Calgary, he said.

“We’ll take them to see our mainline tunnel work in the mountains, slide control fences, track work, network

management center and our intermodal facilities. We will have quite a few things to wow them with,” Roney said.

The theme of the 2011 conference will be “Railroading in Extreme Conditions” and it will enable delegates to see fi rst-hand how CP and CN cope with moving long heavy trains through the Rockies. The conference will be in June so overseas attendees will have to imagine what operations are like in bitter winter weather.

The Railway Association of Canada is organizing the Calgary conference and CP will be the hometown host but continued on page 22

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Heavy Haul continued from page 21 CN, Transport Canada and the National Research Council will also be heavily involved, he said. The Quebec Cartier Railway will also attract attention from the delegates because of its reputation for “taking innovations and making them work.”

The conference will look at “a real vision of what a productive heavy haul railway looks like today,” Roney said.

“The picture looks much different today than what it used to. We’ll consider the world’s best practices for heavy haul.

We can all learn because no one has achieved all of them.”

CP has always been a leader in heavy haul rail operations because it faces “a very difficult alignment through three mountain ranges,” Roney said. “We had to get very good.”

Those huge obstacles pushed CP into early versions of distributed power, locating locomotives throughout a train to improve traction and reduce drawbar forces, rather than positioning them all at the front. The latter approach creates tremendous stress on the cars and couplers throughout the train as it snakes its way through twisting terrain that rises and falls.

In time, CP helped refi ne the distributed power technique by moving away from using special cars that operated the locomotives at the rear of the train in response to radio signals from the head end power, to placing locomotives throughout the train that were controlled by the engineer in the lead locomotive. This technique also allows the railways to increase productivity and run longer trains.

CP’s consulting arm helped railways in other countries adopt the practice. “Distributed power (DP) is coming on very strong around the world,” Roney said. BNSF and Union Pacific in the United States, as well as railways in Australia, China and South Africa, are among the other world leaders.

“We’re still getting great interest from other countries.”

For that reason, CP will showcase its distributed power techniques during the 2011 conference, he said. But that’s not the only innovative practice it will highlight. One is

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the work by Canadian railways to minimize the impact of weather and other factors that can delay daily operations as well as the steps required to recover rapidly from any disruptions caused by the weather or a derailment.

The message is to refi ne a railway’s organization and procedures to the level that it can operate on a consistent and predictable level year round, he said. “We have a great deal of track capacity when we have a good day but we don’t get a lot of them. We have to operate as if every day was July. With climate change and erratic weather, this could become more of a problem in the future.”

Among the other facets of its railway operations, CP wants to show off a ground hazard research program that allows it to closely monitor the condition of its track and roadbed and possible threats from the surrounding geography such as washouts and rock, snow and mud slides.

The system can show if rock along the right of way has shifted to the point that a slide is imminent.

Another area where CP has done a lot of work is in friction management, including rail grinding and lubrication devices, precision or scheduled railroading, electric brakes for locomotives and freight cars and preserving the integrity of its steel rails during cold weather, he said. CP is using three sets of coal cars equipped with electric, rather than air brakes.

CN will show off its “excellent network of wayside monitors which can assess the condition of freight cars as they pass.” That way they can fi nd the “bad actor” cars and take them out of service for repair before they can cause trouble.

All themes point to one of the overall messages of the conference, Roney said. “We have to move to a preventative world rather than a reactive one.” In other words, catch a problem while it’s still in the potential stage.

Sidelining freight cars with mechanical problems before they cause an accident or derailment is one example. Taking measures to avoid undue stress on track during extreme cold

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is another way. While slowing down trains during those periods is one measure, not moving cars whose wheels are less than perfect and could have a damaging impact on the track is another, he said. Trackside wheel impact load detector (WILD) devices help identify those cars.

The conference will also include a session on network operations that focuses on managing the entire operation when one part of it faces weather or other challenges.

So what constitutes a leading heavy haul railway? Roney cites a list of key ingredients, including 40 tonne trains at a standard train length running to a schedule, close coupled cars to reduce drag, electric rather than diesel locomotives operating on distributed power at four locations in the train, 40 tonne axle loadings, all electric brakes, one driver who would have a lot of computer assistance in operating the train, wheels and rails maintained and managed to minimize friction, locomotives equipped with instruments to monitor the condition of the train and instruments on some of the cars that would indicate drawbar and other stresses.

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All the information generated by the train in motion would be relayed to the network control center and maintenance facilities.

He said Australian railways are the leaders at the moment followed by South Africa, China and Canada.

“The Chinese are closing the gap quickly on what we’ve accomplished.” North America’s main shortcomings are in the electrification and electronic braking categories.

“We’ve done well on wayside monitoring and axle loads but we’re only up to 33 metric tonnes.” Heavier loaded axles actually help reduce friction. North America also has to improve its ability to isolate ‘bad actor’ cars. Anything we can do to reduce the impact on the rails is important.”

During its conference this past summer in Shanghai, the IHHA released in book and CD format its guidelines on best practices for heavy haul railway operations. It’s about infrastructure construction and maintenance for heavy haul railways. The IHHA hopes to produce a similar tome after the Calgary conference on railway operational issues. ●

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Fall 2009 23

Environment

Railways Seek Environmental Performance “TECHNOLOGICAL INNOVATION HAS reshaped railway operations and the industry is always on the lookout for more bright ideas it can employ,” said Bob Becker, senior director technical services and chief engineer at VIA Rail.

“If the ideas are there, the industry is ready to use them,” he said. One area where railways are looking for help is in improving their strong environmental performance record.

That’s because railways are under pressure to move more people and freight with fewer air emissions and environmental impact, he said. “As more cars and buses go hybrid, we will be expected to do the same thing.”

Becker and Erik Michaud, senior design engineer at Bombardier Transportation, were on a panel discussing the

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Fall 2009

future of rail transportation at this year’s Rail-Government Interface conference in Ottawa, sponsored by the Railway Association of Canada and the Canadian Association of Railway Suppliers.

Better environmental performance is a concern for Bombardier as well, Michaud said. The company wants to ramp up the sector’s environmental protection record by getting governments, suppliers, operators and other stakeholders to discuss a whole life cycle approach to handling railway equipment.

“Right now, I would call our idea a work in progress. We want to start a discussion with all the stakeholders,” he said.

“Our goal must be to do more to prevent pollution.” continued on page 26

Améliorer la performance environnementale des chemins de fer

« LES INNOVATIONS technologiques ont maintes fois modifié l’exploitation ferroviaire, et le secteur cherche toujours d’autres idées novatrices, » affirme Robert Becker, directeur principal des services techniques et ingénieur en chef à VIA Rail. « Le secteur est toujours à l’affût de nouvelles idées, » ditil. Ainsi, les chemins de fer cherchent des moyens d’améliorer leur performance environnementale, déjà solide.

Les chemins de fer doivent transporter plus de voyageurs et de marchandises, mais réduire leur impact environnemental, expliquetil. « Les voitures et les autobus hybrides sont sans cesse plus nombreux; nous devons suivre la tendance. »

Robert Becker et Erik Michaud, ingénieur concepteur principal chez Bombardier Transport, ont discuté de l’avenir du transport ferroviaire à la récente conférence Échanges rail-gouvernement à Ottawa, parrainée par l’Association des chemins de fer du Canada et l’Association canadienne des fournisseurs de chemins de fer.

Selon M. Michaud, l’amélioration de la performance environnementale préoccupe aussi Bombardier. L’entreprise veut aider le secteur à s’améliorer sur le plan de la protection de l’environnement en incitant tous les intervenants à tenir compte du cycle de vie complet du matériel ferroviaire. « À l’heure actuelle, notre idée est en gestation; nous voulons en discuter avec tous les intéressés, ditil. Notre objectif est de faire plus pour prévenir la pollution. » suite à la page 27

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Fall 2009 25

Environment continued from page 24

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North American railway suppliers have to get in line with international environmental standards and requirements, especially for locomotives and passenger cars, he said. “We’ll face increased competition from overseas builders that have adopted the new regulations, which could reduce our export capability if we don’t keep up.” Failure to adapt to international requirements is among the reasons that the North American manufacturing sector has become less competitive. “We need to close this gap.”

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The concept of product stewardship or design for the environment is more advanced in Europe and Bombardier thinks it’s crucial to the North American rail industry’s long-term benefit to work toward a common vision on sustainability. For example, it would ensure safe handling of chemicals in railway equipment during manufacturing, operation and end of service life disposal.

Becker said European railways have been faster to adopt new technology for passenger operations than their North American counterparts. “The technology was there and we didn’t 10:32:02 AM pick it up.” North American operators tend to keep rolling stock for many decades, which delays the introduction of new technology. “We usually can’t make the business case for getting new equipment sooner.”

One key step in improving the environment performance of passenger trains would be switching them to electrical from diesel power, he said.

“Passenger trains will have to move toward electrification, especially continued on page 28

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Environment suite de la page 25

Les fournisseurs nordamĂŠricains de chemins de fer doivent adopter les normes environnementales internationales, notamment pour les locomotives et les voitures voyageurs, prĂŠcisetil. ÂŤ Autrement, les constructeurs dâ&#x20AC;&#x2122;outremer qui suivent les nouvelles normes nous livreront une concurrence plus vive, rĂŠduisant ainsi notre capacitĂŠ dâ&#x20AC;&#x2122;exporter. Âť Le non respect des normes internationales explique en partie la baisse de compĂŠtitivitĂŠ du secteur manufacturier nord amĂŠricain, ajoute M. Michaud. ÂŤ Il faut remĂŠdier Ă cela. Âť Le concept de bonne gestion de produits ou dâ&#x20AC;&#x2122;ĂŠcoconception est plus avancĂŠ en Europe et, selon Bombardier, le secteur ferroviaire nordamĂŠricain 416457_InternlTrack.indd 1 3/10/09 8:09:30 AM doit se doter dâ&#x20AC;&#x2122;une vision commune en matière dâ&#x20AC;&#x2122;exploitation durable.

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Fall 2009 27

Environment continued from page 26 high-speed trains, because the public sees that as the correct thing to do. Passenger trains have a positive environmental image and we have to keep improving it.”

Electrification is regarded as a popular power option because “it removes the cost of using petroleum fuels and prevents any fuel spills,” Becker said. “From the perspective of the railway, electric locomotives are more reliable than diesels.” And electrification doesn’t have to include the use of overhead power lines as in the past. “In the future, we’ll have a system for running the power under the tracks meaning no overhead catenaries or third rails.”

Not all technological innovations are as noticeable as a switch to electrification. A Quebec company came up a system for opening and closing the doors on VIA’s LRC cars using a linear motor that moves a bar which shifts the door, Becker said. Originally the cars were equipped with a traditional screw type system. “All the moving parts were increasingly prone to jamming and wear.” VIA was so impressed with the new system that it’s installing it in the cars as they undergo a major overhaul during the next few years.

Another major innovation coming down the line is positive train control, Becker said. “It will bring about a big improvement in safety.”

Railways would also like to capture all the energy expended in braking as electricity.

He also suggests North America follow Europe’s lead in operating both passenger trains and transit on the same lines in urban areas. “In Europe, they now do allow both heavy rail and light rail vehicles on the same track in some areas. This maximizes the use of existing infrastructure and provides the most efficient services to users. They allow this by using the latest technology in train control to prevent collisions.”

Michaud said the European rail industry is developing a plan to reduce the life cycle impact of rail vehicles and will eventually have an Eco logo system for them. “That will show people the industry is doing something credible.”

The fi rst step is for governments, passenger train operators and transit authorities across North America to agree to common product stewardship rules so that rail suppliers know what’s expected of them. In turn, they can get their suppliers to eliminate harmful chemicals and follow the rules in the parts they manufacture for companies such as Bombardier, which purchases 70 per cent of the components used in a passenger vehicle. “We have to make sure the suppliers are fully aware of their responsibility,” he said.

Builders could work out material management systems with suppliers “to get them in compliance with design for the environment programs,” he said. “We can fi nd out how to change the way we and they do things and feed that information back into the organization. We want suppliers to do the same thing. We can see how it will impact the manufacturing process.” continued on page 30

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Environment suite de la page 27 locomotives électriques sont aussi plus fi ables, un avantage pour les chemins de fer. » « Et les lignes électriques aériennes ne sont plus nécessaires. Les systèmes d’alimentation électrique du futur seront installés sous les voies, donc plus de lignes aériennes ou de troisième rail. » Les innovations technologiques ne sont pas toutes aussi évidentes que le serait l’électrification. Une entreprise québécoise a mis au point un système à moteur linéaire pour activer les portes des voitures LRC de VIA, souligne M. Becker. À l’origine, les voitures étaient munies d’un dispositif traditionnel à vis. « Les pièces mobiles avaient de plus en plus tendance à se coincer et à s’user. » Le nouveau système est maintenant en voie d’être installé par VIA dans le cadre d’un important programme de révision des voitures.

Les systèmes de commande intégrale des trains sont une autre innovation à prévoir, dit M. Becker. « Ils amélioreront grandement la sécurité. » Les chemins de fer aimeraient aussi récupérer sous forme d’électricité toute l’énergie du freinage.

M. Becker suggère que l’Amérique du Nord imite l’Europe, où les trains voyageurs et de banlieue utilisent les mêmes corridors dans les zones urbaines. « En Europe, les véhicules lourds et les véhicules légers peuvent maintenant emprunter les mêmes voies dans certains secteurs. On utilise ainsi au maximum l’infrastructure et on améliore les services.

Pour éviter les collisions, on a recours à la plus récente technologie de commande des trains. »

Selon Erik Michaud, les entreprises européennes auront bientôt un plan pour réduire l’impact du cycle de vie des véhicules ferroviaires et se doteront d’un système d’ÉcoLogo. « Cela confi rmera la crédibilité du secteur auprès du public. » Il faut d’abord que tous les intervenants en Amérique du Nord adoptent des règles de bonne gestion de produits afi n que les fournisseurs de chemins de fer sachent ce que l’on attend d’eux, ditil. Ceuxci pourront ensuite exiger que leurs fournisseurs éliminent les produits chimiques nocifs et respectent les règles dans la fabrication de pièces pour des clients comme Bombardier, qui achète 70 % des pièces destinées aux voitures voyageurs. « Nous devons veiller à ce que les fournisseurs connaissent bien leurs responsabilités. » Avec l’aide des constructeurs, les fournisseurs pourraient se doter de systèmes de gestion du matériel « afi n de se conformer aux programmes d’écoconception, ditil. Nous pouvons trouver des moyens de changer nos façons de faire et en informer l’ensemble de l’entreprise. Nous voulons que les fournisseurs fassent de même. Nous verrons quels en seront les effets sur la fabrication. » Les entreprises qui s’approvisionnent partout dans le monde doivent recueillir de l’information sur tous leurs intrants, ajoutetil. En contrepartie, elles pourraient accroître leur capacité de production. Les fournisseurs et les constructeurs doivent évaluer ce qu’ils font afi n de pouvoir se comparer avec d’autres entreprises et établir une base de référence pour les projets futurs. suite à la page 30

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Environment continued from page 28

Environment suite de la page 29

Companies that have worldwide supply chains need to make sure they collect information on all their inputs. But the payoff can be an improved ability to produce rolling stock components. Suppliers and builders also have to benchmark what they do so they have measurable results that are comparable with other companies, but also serve as a baseline for future projects.

Transit, commuter and intercity passenger trains are seen as a way to reduce greenhouse gas emissions to help curb climate change. To encourage a modal shift, the industry has to be able to prove it has a much lower footprint than automobiles, he said.

He cited the Toronto Transit Commission as an operator that “has a clear list of what it needs and we know we have to satisfy that.”

The importance of knowing what all is used in the manufacture of railway equipment can be seen in a sweeping review of industrial chemicals launched by Health Canada, Michaud said. Its goal is to eliminate those that pose a serious threat to human health and the environment.

“There are about 4,000 chemicals on the priority review list because they could be persistent, bio-accumulative and toxic.”

The rail industry needs to fi nd alternatives to any of these products that need to be phased out. He cites the chrome plating used on some bolts as an example of the kind of product the industry needs to check.

Companies also need to be able to locate, contain and track the chemicals in equipment right through to retirement.

The pressure to improve chemical management isn’t as strong yet in North American as Europe, he said. The rail industry should aim to recover 95 per cent of the material used in making a piece of rolling stock when it is scrapped.

Passenger and freight railways are increasingly becoming the transportation mode of choice because they are considerably more efficient than road transport by a ratio of up to 3:1 under most scenarios.

“Through further innovation and by adopting the latest technologies, we will be positioned as an even healthier option for Canadian communities,” said Bruce Burrows, RAC’s vice president of public and corporate affairs. ●

Les trains voyageurs sont perçus comme un moyen de réduire les gaz à effet de serre et de contrer les changements climatiques. Pour promouvoir ce mode de transport, le secteur doit prouver qu’il est beaucoup plus écologique que l’automobile, précisetil.

Il cite en exemple la Toronto Transit Commission, qui « a dressé une liste de ses besoins, que nous devons satisfaire. » On doit savoir ce qui entre dans la fabrication de matériel ferroviaire, comme en témoigne une vaste étude de Santé Canada sur les produits chimiques industriels, affi rme M. Michaud. L’objectif est d’éliminer les produits qui menacent sérieusement la santé humaine et l’environnement. « Environ 4 000 produits chimiques seront étudiés en priorité parce qu’ils pourraient être persistants, biocumulatifs et toxiques. » Il faudra trouver d’autres produits pour remplacer ceux qui devront être éliminés progressivement. Il mentionne notamment le placage au chrome utilisé sur certains boulons.

Les entreprises doivent assurer le suivi des produits chimiques entrant dans leur matériel du début à la fi n de leur cycle de vie. L’Amérique du Nord ne valorise pas encore autant que l’Europe une meilleure gestion des produits chimiques, ditil.

Selon M. Michaud, au moment de la mise au rebut de matériel roulant, il faudrait en arriver à récupérer 95 % des matériaux entrant sa fabrication. ●

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Passenger Progress

Union Station Rejuvenation Boosted THE FEDERAL AND Ontario governments are supporting a $640 million rejuvenation of Toronto’s historic Union Station to reaffirm its role as centerpiece of public transportation in Canada’s largest city.

The City of Toronto, which owns Union Station, is taking the lead role in a project that will triple the number of concourses from the GO Transit train platforms to speed the flow of commuters in and out and add links to buildings around the downtown landmark. In addition, new VIA passenger lounges, retail zones and links to an underground walkway system to nearby buildings will be added.

The upper three floors of the west office tower will be renovated to become the head office of Metrolinx, the provincial agency responsible for public transportation in the Greater Toronto area and the Hamilton region.

Deputy Premier George Smitherman said the project is important for the city’s future well-being. “This historic landmark is the central access point for Ontario’s public traveling by rail, and, in the future, it will link to Pearson airport. Whether traveling for business or pleasure, residents and visitors will reap the benefits of this much-needed revitalization for many years to come.”

Toronto Mayor David Miller said the station’s revitalization will “make it a facility truly benefiting its status as Canada’s busiest transit hub.” It handles 65 million passengers annually and that figure is expected to soar as VIA Rail, GO and the Toronto Transit Commission expand their services.

The federal government is contributing $133 million and the province $172 million to the project while the city is fi nancing the rest of the work. In addition to the Union Station rejuvenation, the federal and provincial governments have committed about $4 billion to other GO and TTC expansion projects in the GTA this year.

Michael Wolczyk, GO Transit’s director of rail infrastructure, said the latest project will go a long way toward completing the rejuvenation of Union Station. “It will bring about major improvements to the station and the surrounding rail corridor,” he said, noting the building is 80 years old and “is continually evolving and required a massive rejuvenation. Eighty years from now, it will probably look quite different than it does now.”

GO has launched several major upgrades around Union Station in recent years, including replacement of switches that shift trains from one track to another, modernizing the train control signal system, fi xing the train shed roof and adding another track where trains can arrive and depart from

32 Interchange

Fall 2009

the station. These undertakings won’t be fully completed until 2014.

It’s also planning to restructure its Bathurst Street yard so it can handle 12-car trains instead of 10. The overall effect of this work will be to increase the number of trains Union Station can handle every day.

The addition of concourses from the GO platforms and a new entrance on Bay Street “will improve the flow of people in and out of the station,” Wolczyk said. The existing setup in the western half of the station extends the time needed to get on and off a train.

In the future, GO hopes to extend the length of its platforms to handle additional trains at the same time, which will enable even more commuters to use the service.

Still, for the next few years the station will be a construction zone, though it will be managed in a way that minimizes inconvenience for travelers, he said.

The upgrade of space for Metrolinx will bring it up to building standards for electrical and mechanical facilities, leaving offices to be established. The City of Toronto is planning to spend about $20 million to preserve the heritage features of the building.

At the same time, the TTC is adding a second platform to its stop at Union Station to make it easier for commuters to connect with GO and VIA trains, he said. The fiveyear project will also add wider stairwells and a seamless connection to the new Queens Quay streetcar loop. Work on the $137.5 million project is expected to begin in 2010 and be completed in 2014.

Adam Giambrone, chairman of the TTC, says subway stop improvements are crucial to the Union Station project.

“The problem here is that both the platform and the upper concourse level cannot safely and functionally accommodate the volumes today, fi rst of all, but more importantly the increased volumes from the Queens Quay East streetcar line and all the people who will be living in the waterfront and using Union Station as their primary subway station,” he said.

“When there’s a problem on the line or in some cases after a situation, we have to run trains slower into the stations.

There’s a real risk of people accidentally being pushed.”

First double-decker car unveiled It was at Bombardier Transportation’s plant in La Pocatière, QC, that the very fi rst multilevel-type doubledecker car was unveiled, resembling what will travel the Agence métropolitaine de transport’s commuter train system this fall. continued on page 34

Revitalisation de la gare Union LES GOUVERNEMENTS FÉDÉRAL et de l’Ontario participent au projet de revitalisation de 640 M$ de la gare Union de Toronto, immeuble patrimonial et principal carrefour de transport voyageurs dans la métropole du Canada.

La ville de Toronto, propriétaire de la gare Union, dirige ce projet qui triplera l’espace des halls menant aux quais de GO Transit, facilitera le déplacement des piétons et établira de nouveaux liens avec des immeubles voisins. De plus, de nouvelles salles d’attente de VIA Rail, des services de vente au détail et des liens vers les couloirs souterrains seront ajoutés. Les trois étages supérieurs de l’aile ouest seront rénovés pour accueillir le siège social de Metrolinx, l’autorité régionale responsable des transports pour les régions du Grand Toronto et de Hamilton.

Selon le vice-premier ministre de l’Ontario, George Smitherman, il s’agit d’un projet important pour l’avenir de la ville. « Ce lieu historique est le point d’accès central pour les citoyens de l’Ontario qui voyagent en train, et on prévoit le relier à l’Aéroport Pearson. Les résidents de la province et les visiteurs profiteront des retombées de la revitalisation pendant de nombreuses années encore. » David Miller, maire de Toronto, a affi rmé que grâce à la revitalisation, la gare « méritera pleinement son titre de principale plaque tournante du transport au Canada. » Chaque année, 65 millions de passagers transitent par cette gare, et la fréquentation augmentera de façon marquée par suite de l’expansion des services.

Le gouvernement fédéral investit 133 M$ dans le projet et la province 172 M$, tandis que la ville fi nance le reste des travaux. Les deux paliers de gouvernement ont aussi engagé quelque 4 G$ supplémentaires cette année pour d’autres projets d’expansion de GO Transit et de la Toronto Transit Commission (TTC) dans la région du Grand Toronto.

Michael Wolczyk, directeur de l’infrastructure ferroviaire à GO Transit, a affi rmé que ce projet complètera la revitalisation de la gare Union. « Des améliorations importantes seront apportées à la gare et au corridor ferroviaire environnant. » Selon M. Wolczyk, l’immeuble construit il y a 80 ans « a un sérieux besoin de rénovation.

Dans 80 ans, il aura encore beaucoup changé. » Ces dernières années, GO Transit a modernisé plusieurs de ses installations aux environs de la gare Union. La société a notamment remplacé des aiguillages, modernisé la signalisation, réparé le toit du hangar à trains et ajouté une nouvelle voie pour l’arrivée et le départ des trains, a ajouté M. Wolczyk. Ces travaux ne seront tout à fait terminés qu’en

2014. Le triage de la rue Bathurst sera aussi reconfiguré et pourra accueillir des trains de douze wagons, plutôt que de dix wagons, comme actuellement. On pourra ainsi augmenter le nombre de trains passant chaque jour par la gare Union.

Les nouveaux halls vers les quais de GO Transit et une nouvelle entrée rue Bay « faciliteront l’accès à la gare et le déplacement des gens, » selon M. Wolczyk. L’aménagement actuel du côté ouest de la gare ralentit l’embarquement et le débarquement des voyageurs.

GO Transit espère allonger ses quais plus tard afi n qu’ils puissent recevoir plus de trains en même temps, ce qui permettra d’accroître le nombre de navetteurs. Les travaux de construction dureront quelques années, mais ils seront gérés de manière à réduire au minimum les inconvénients pour les voyageurs, a précisé M. Wolczyk.

Les locaux destinés à Metrolinx seront entièrement rénovés conformément aux normes actuelles visant les installations électriques et mécaniques, puis les bureaux seront aménagés. La ville de Toronto prévoit aussi investir environ 20 M$ pour préserver les éléments patrimoniaux de l’immeuble.

Par ailleurs, selon M. Wolczyk, la TTC ajoutera un deuxième quai à son arrêt de la gare Union afi n de faciliter les correspondances avec les trains GO et VIA. La gare sera aussi dotée de cages d’escaliers plus larges, et une liaison commode sera établie avec la nouvelle ligne de tramway de Queens Quay. Le projet de 137,5 M$ doit débuter en 2010 et se terminer en 2014.

Selon Adam Giambrone, président de la TTC, des améliorations à la station de métro doivent faire partie de la revitalisation de la gare Union. « L’achalandage actuel compromet déjà la capacité et la sécurité du quai et du hall supérieur, et les volumes vont augmenter avec l’ajout de la ligne de tramway de Queens Quay East et l’afflux de la population riveraine qui utilisera la gare Union comme station de métro principale. En cas de problème sur le réseau, nous devons parfois ralentir l’entrée des trains dans les stations. Des gens pourraient alors être poussés accidentellement sur la voie. » ●

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Fall 2009 33

Passenger Progress continued from page 32

Never before have public transit users in this region been able to benefit from so much new rolling stock for rail transit. These acquisitions will make it possible to significantly improve service on the entire metropolitan area train system.

AMT can respond to demand with these new cars, which will eventually enable the agency to increase services by 70 per cent over the entire existing system. Each of the 160 cars will be fitted with 142 ergonomic seats, a spacious intermediate level fitted with benches between the two decks, bicycle stands and a two-way communication system between passengers and the train crew.

Every train will have a toilet in the cab car. As well, cars will be more accessible for people with reduced mobility. The multilevel double-decker cars made of stainless steel have a unique design enabling them to travel throughout the entire system, including

tunnel infrastructures such as the Mont-Royal tunnel.

The cars will be gradually commissioned at a rate of one train set per month on the five existing lines – Mont-Saint-Hilaire, Dorion-Rigaud, Blainville-Saint-Jérôme, DelsonCandiac and Deux-Montagnes – and the future Train de l’Est line. AMT’s renewal of its fleet of rolling stock will continue with the arrival of 20 new dual-mode locomotives starting in 2012.

Canada Line deemed worth the wait Tens of thousands waited more than two hours for a free ride on the new $2 billion Canada Line that started service Aug. 17 in Vancouver.

Five trains were added for evening rush hour – bringing the total to 19 – while 11 buses were brought in to reduce overflow crowds waiting for the 98 B-Line between Vancouver and Richmond, No. 41 and No. 99 B-Line along Broadway.

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Service started three-and-a-half months earlier than scheduled. When proposed four years ago, the 11mile, 16-station automated rail rapid transit line was expected to open at November’s end. The electrified line will serve visitors during the 2010 Winter Olympics.

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Industry News and Developments

Harrison Earns “Railroad Innovator” Award E. HUNTER HARRISON, president and chief executive officer of CN, is the winner of Progressive Railroading magazine’s “Railroad Innovator Award.” The award, which recognizes outstanding achievement in the industry, was presented to Harrison at the magazine’s RailTrends event in New York City on Oct. 6.

“Progressive Railroading magazine is honored to acknowledge the many contributions that Mr. Harrison has made and is still making – to CN, the railroad he leads, the North American railroad industry and the freight transportation sector,” said publisher Steve Bolte.

Harrison has been CN’s president and CEO since Jan. 1, 2003. He will retire from both positions at the end of 2009 and is universally acknowledged for his operating expertise, championing of the “Precision Railroading” model, ability to spot and nurture top talent and passion for challenging conventional wisdom.

His skills and accomplishments have generated real innovation and change within CN and the entire rail industry.

Change of RAC Ottawa offices The Railway Association of Canada has moved its offices at 99 Bank Street, Ottawa from the 14th to the ninth floor. Construction started in late July. The industry association represents some 50 freight and passenger railways in Canada who transport 75 per cent of surface freight and 66 million passengers.

The RAC offices will continue to provide space for Operation Lifesaver – a not-for-profit initiative that helps railways, their partners and government reduce deaths and injuries at highway-railway crossings and from trespassing on railway property in Canada – and for the Canadian Association of Railway Suppliers.

Province cracks wallet for rail line The Ontario government has helped the Huron Central Railway continue operations between Sault Ste. Marie and Sudbury for a year, and potentially longer. Sault MPP David Orazietti said Minister Michael Gravelle penned a letter to the Chief Administration Officer Joe Fratesi suggesting an application to the Northern Ontario Heritage Fund Corp. would be welcomed and supported.

The two key private-sector users, Essar Steel Algoma and Domtar, got involved in the initiative and a committee worked around the clock to develop a deal that would see the shortline rail operator continue running the route. Orazietti said, “We’re trying to put a plan into place that would keep Huron Central running the line.”

The money – which could be as much as “several million” dollars – would be used to complete much necessary immediate infrastructure improvements to continue operation in the short term. A second key issue for Huron Central is obtaining funding to complete infrastructure improvements that would see the rail line operational for the long term.

Orazietti said the Ontario government has also “slightly modified” its stimulus application package to allow for-profit short-line rail, like Huron Central, to apply for stimulus infrastructure funding. The move would mean that Huron Central would pick up 50 per cent of the improvement costs and the federal and

provincial governments should share equally the remaining 50 per cent.

Orazietti believes successful applicants will be announced in early fall.

Canadian Pacific sells Windsor Station to Cadillac Fairview Canadian Pacific Railway Limited has sold Windsor Station and significant other related real estate assets in Montreal to the Cadillac Fairview Corporation Limited for $86 million.

As part of the transaction, Canadian Pacific entered into a longterm lease with Cadillac Fairview and will remain the building’s principal tenant.

The transaction has received all necessary regulatory approvals.

Built in 1889, Windsor Station formerly housed CP’s headquarters, which were relocated to Calgary in 1996.

Viterra buys grain elevator in Foam Lake, SK Viterra has acquired a grain elevator from Richardson International in Foam Lake, SK, and will expand rail car capacity at its grain terminal in Carnduff, SK. Viterra said the upgrade at Carnduff will increase its railcar capacity to 112 cars from 56 and add 7,000 tonnes of storage capacity for a total of 33,000 metric tonnes.

The grain elevator in Foam Lake will increase Viterra’s storage capacity continued on page 38

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Fall 2009 37

Industry News and Developments continued from page 37

in the area to more than 14,000 tonnes and will allow the company to load up to 56 rail cars.

CN helps coordinate wind turbine blade move CN and CN Specialized Services (CNSS) recently completed the fi rst rail move of twin-pack wind turbine blades from German manufacturer Enercon GmbH and Canadian logistics fi rm Salco Energy Services Inc. The 51 sets of twin-pack blades are being installed at a wind park in Dawson Creek, British Columbia.

The park is on schedule to become the

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province’s fi rst fully operational wind farm by year’s end.

The 135-foot-long blades were transported by sea from the Port of Emden, Germany. The fi rst of three ships arrived at the Port of Thunder Bay, Ontario, in early May. CNSS, which arranged rail-car modifications for the move, coordinated the transloading of the blades from vessels to rail cars.

CN ran six trains to move the equipment from Thunder Bay to Dawson Creek, where CNSS provided services for unloading the blades for transportation to the wind farm.

The Class I serves main wind farm regions in Canada and the United States, from Nova Scotia to British Columbia and the U.S. Midwest, as well as nine ports suitable for the importation of wind turbine components.

Dan Bingeman, CN assistant vice president, said, “The logistics of moving the turbine components were a challenge, but that is what CN and CNSS do best. We are well-positioned to support this important, emerging market on account of our extensive network reach, port connections on three coasts, expertise and complete transportation solutions.”

Products On Board Computer (OBC) Wayside Interface Unit (WIU) Wheel Counter Unit (WCU) Network Operations Center (NOC) Virtual Train Emulation Software

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9/15/09

CN grows jet-fuel traffic at Pearson CN is developing a fast-growing business supplying jet fuel to airlines serving Toronto’s Lester B. Pearson International Airport. The effectiveness of CN’s rail pipeline for jet fuel to Pearson prompted the construction of a $65 million jet fuel rail offloading, storage and distribution facility near the airport, adjacent to CN’s Malport rail yard in northwest Toronto.

CN, airline and supplier representatives recently celebrated the official opening of the terminal.

James Foote, executive vice president, sales and marketing for CN, said, “The changing dynamics of jetfuel supply for airlines serving Pearson airport now require the carriers to strategically source fuel across the globe. This has opened the door to rail to play an increasingly important role in these longer supply chains. We’ve developed a substantial business at Pearson – one that didn’t exist a halfdecade ago – and we see potential for future jet-fuel traffic moves in Vancouver, Calgary and Winnipeg.”

New jet-fuel sourcing strategies in Canada follow the closing of some refi neries and the decision of some oil companies to shift production from aviation fuel to diesel and other distillates in greater demand.

While only 10 per cent of Canada’s aviation fuel was imported eight years ago, imports accounted for 33 per cent last year. Rail infrastructure at Pearson includes track sidings permitting the unloading of 26 tank cars at once on

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38 Interchange

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two tracks. The initial phase of the new facility is almost fully utilized and additional track is being constructed and expected to be in service by the third quarter of 2009 to add another 20 car spots for unloading.

CN transports jet fuel by rail to the Pearson terminal from a facility at the port in Quebec City, and from a CN WorldWide North America transload terminal in Flat Rock, Mich., supplied with product from Toledo, Ohio.

Rail on fast track Greg Mercer, director of government relations and corporate affairs for Consolidated Thompson Iron Mines, said the company received construction permits from the Newfoundland and Labrador provincial governments to build a 31-kilometre rail line from the Quebec border to the Route 500 junction between Labrador City and Wabush.

“We are fi nalizing our contract with a company called Rockcliffe Construction, so they’re going to be our general contractor and they’re starting a hiring process immediately,” he said.

The railway is being constructed to haul ore concentrate from the Bloom Lake Iron Mine Project about 13 kilometres northwest of Fermont to Sept-Îles, QC. A conveyor will transport the ore from the mine site – about 800 metres from the border – to

the train. He said the $100 million railway project should take about five months to complete with crews working around the clock.

Bloom Lake will start production in November 2009 with the fi rst product rolling down the tracks by December.

CP grade separation under way in Windsor The governments of Canada and Ontario launched construction on the Howard Avenue/CP grade separation project in Windsor, ON. Coco Paving began to demolish buildings, install water mains and set up road detours for the project, which is designed to reduce traffic congestion in the area. Construction of the bridge and roadway underpass is expected to be completed in 16 months. All other work will wrap up by July 2011.

This project is jointly funded by the federal and provincial governments under the “Let’s Get Windsor-Essex Moving” initiative, which commits $300 million for several transportation infrastructure projects. “When completed, the grade separation will allow traffic to move without being delayed by border-bound trains,” said Ontario Minister of International Trade and Investment Sandra Pupatello.

RAC congratulates feds, NB for investing in short line The Railway Association of Canada congratulated the governments of Canada and New Brunswick for partnering with New Brunswick Southern Railway to invest up to $18 million in rail infrastructure. New Brunswick Southern Railway will match the funding provided by the two levels of government.

The federal investment will come from the Infrastructure Stimulus Fund.

“The federal and New Brunswick governments clearly recognize the importance of short line railways to the provincial and national economies,” said Cliff Mackay, RAC president and CEO. “The RAC encourages other provinces to partner with the federal government and short line railways to invest in short line infrastructure.”

According to RAC, increasing the use of rail – the greenest and most efficient mode of surface transportation in Canada – is crucial to the country’s future prosperity.

Canada’s short line railways are vital enablers of economic activity and are an important component of our national railway system. They connect local communities to continental and international markets.

continued on page 40

Focused Strengths.

Since 1920.

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Fall 2009 39

Industry News and Developments

Optimizer fuel savings product.

Trip Optimizer, a product of Ecomagination, is an advanced energy management system that optimizes fuel consumption based on a specific train’s makeup and the route being traveled.

The system calculates a fuel optimal speed profi le for the trip and then automatically controls the throttle to maintain that planned speed. Trip Optimizer uses GPS, a digital track database and advanced algorithms that automatically learn the train’s characteristics throughout the trip to achieve the fuel savings.

The system evaluates train length, weight, grade, track conditions, weather and locomotive performance to calculate the most efficient way of running the train while maintaining

continued from page 39

However, short lines must also compete with trucks operating on the publicly funded road and highway system. As such, short lines benefit by partnering with governments to invest in upgrading basic rail infrastructure.

The rail industry is well-positioned to put shovels in the ground to create jobs immediately and assist the provinces to move in the right direction.

CP selects GE Transportation’s Trip Optimizer GE Transportation has been awarded a contract by CP to equip 200 locomotives with its Trip

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smooth train handling. Operation of Trip Optimizer is similar to the autopilot feature in today’s jetliners.

Train crews retain responsibility for safe operation of the train and can engage or disengage the system at any time.

Trip Optimizer was tested on 18 CP-owned GE Evolution Series locomotives.

Royal Canadian Mint launches collector coins The Royal Canadian Mint has launched several new products, including another $20 silver coin in the Great Canadian Locomotive Series. The mint’s tribute to the great locomotives of Canada’s golden age of rail travel steams ahead with a second installment celebrating the Jubilee, a new class of F2a Type 4-4-4 locomotive – four leading wheels, four driving wheels and four trailing wheels – christened in honour of CP’s 50th anniversary in 1936.

Five Jubilee engines ruled the rails for years after more than 500,000 Canadians welcomed these new engines during their exhibition tour of Canada.

This 99.99 per cent pure silver coin, crafted by Mint Engraver William Woodruff, again features edgelettering showing the locomotive’s name against a plain edge. Retailing at $74.95, this coin is limited to a worldwide mintage of 10,000. Images and product details are available at ftp://communications:RCM2007 @ftp.mint.ca. ●

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PRODUCTIONS,Montreal & Vancouver, Canada

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References and our demo reel upon request Call Brent Harlton 514.594.4855 Brent_harlton@yahoo.ca

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Fall 2009

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Fall 2009 41

Inca Gold: The toilet deodorant rail crews request most.

Inca Gold, the number one name in toilet chemicals for the transportation industry since 1971, provides unmatched odor control for railroad chemical retention and recirculating toilets.

Railroads like the BSNF rely on Inca Gold toilet deodorizers to improve rail crew morale by eliminating the odors associated with crew toilets.

Designed to support locomotive crews, railroad toilets collect and hold wastes for several weeks to a month – which can lead to odor build-up.

• Convenient: Crews can carry foil sealed packets – no more storing bulky gallon jugs.

• Effective: In survey after survey, our customers say, “Inca Gold works. Period.”

With Inca Gold toilet deodorizers, your crews’ locomotives remain fresh and clean smelling between each service.

It’s why we’re the toilet deodorant crews request most.

Call 800-789-9969 for your free sample of Inca Gold.

• Priced-right: Foil packets reduce waste, cost pennies per employee.

• Safe: Environmentally-friendly, nonformaldehyde formula.

Inca gold eliminates toilet odor for the long haul. www.incagoldonline.com/rail Inca Gold Products, LLC 1450 W 135th Street | Gardena, CA 90249 Toll free: 800-789-9969 | Tel: 310-808-9359

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Railway Operations Training for your employees: Qualification and re-qualification New hire or promotion If it has to do with train operations, track, freight cars, or locomotives the CHTR can help.

YOUR PRACTICAL TRAINING RESOURCE In residence at Stettler or on your site Call (403) 601-8731 for more information, or E-mail: joebracken@chtr.ca www.chtr.ca

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On the Move

Martin Lacombe – TSB Martin Lacombe has been appointed to the Transportation Safety Board of Canada. He has worked for more than 40 years in the sector both within Canada and abroad. Recently, Lacombe worked as a member of the committee revising the Railway Safety Act in order to develop a report, including recommendations, on the state of railway safety in Canada.

Previously, he held positions with CN, the Canadian Transportation Commission, the Railway Association of Canada and VIA Rail.

Gary Long – OmniTRAX The Broe Group has appointed Gary Long as president/CEO of OmniTRAX. He will be responsible for the operating and fi nancial performance of the managed companies under OmniTRAX, including short lines and intermodal, port and new venture developments.

Long most recently was senior VP of commercial and supply chain management for Wallenius Wilhelmsen Logistics. His experience in rail, marine, port/terminal and truck supply chains also included a stint as COO for Wallenius’ Distribution Auto Services subsidiary.

Long previously held various executive posts with AMPORTS, POD Technologies and Allied Holdings. He also served Norfolk Southern for 17 years in various capacities, including director-Metal Products Group.

Rob Ritchie – Canada Sports Hall of Fame Rob Ritchie, former president and CEO of CP, has been named interim CEO of the Canada Sports Hall of Fame. The Hall of Fame has been located in Toronto since opening in 1955, but is relocating to Calgary and a new facility being built at Canada Olympic Park.

Designs by Stantec are in the final stages of approval and CANA Construction will be the contractor on the site adjacent to where crews are building the Athletic and Ice Complex. CSHF Chief Operating Officer Sheryn Posen said she will spend a lot of time at the site as construction of the 40,000-squarefoot, two-story building gets under way.

Posen says $30 million is in place from three levels of government and the project will open on time in March 2011.

Paul Larson – Asper School of Business The Asper School of Business, in partnership with CN, announced Dr. Paul Larson as holder of the CN Professorship in the Department of Supply Chain Management.

The position will help strengthen excellence in transportation research and education at the University of Manitoba.

CN contributed $750,000 to establish the professorship through a previously announced donation.

Dr. Larson is one of Canada’s premier researchers in supply chain management. He heads up the SCM department at the Asper School and is director of the university’s Transport Institute, which focuses on transportation research, specifi cally economics and policy issues as well as the technical aspects of transportation. ●

EMERGENCY RESPONSE PLANNING & PREPAREDNESS Railway 101 Consulting Services Inc. (2009) 475 Underwood Ct, Oakville, ON L6L 5P1 Tel: (289) 259 5391 E-mail: info@railway101.com Website: www.railway101.com Railway 101 Consulting Services Inc. Provides: railway awareness programs, railway terminology, emergency response plan assistance, safety & compliance program development, community awareness programs & on-site assistance.

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Fall 2009 43

RailWorks Inc. PNR isPNR pleased to be part of this new phase ofFull construction Canada’s Only Service for Delta Port, Vancouver.

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RailWorksRail provides a comprehensive network Northern provides a comprehensive network of

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44 Interchange

Fall 2009

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8/21/08 2:36:08 PM

Index to Advertisers ACCESS EQUIPMENT Railroad Solutions Distributors Canada ............... 41 AIR CONDITIONERS MacBone Industries, Ltd. .................................... 18 AIR HORNS Nathan Airchime, Inc. .......................................... 29 ARCHITECTURE, ENGINEERING & CONSULTING HDR..................................................................... 20 BALLAST Montana Hydraulics, LLC .................................... 27 BATTERIES Surrette Battery Company Limited ...................... 13 BATTERY CHARGERS Transtronic Inc. ................................................... 28 BOGIES, AXLES, WHEELSETS & SUSPENSION COMPONENTS Amsted Canada Inc. ............................................ 28 CASTINGS Buck Company, Inc.............................................. 36

CRANES, RERAILING & LIFTING EQUIPMENT A & B Rail Services Ltd .......................................... 3 Railquip, Inc. ....................................................... 36 CUSTOMS BROKERS Summit Customs Brokers.................................... 14 DESIGN SERVICES VAE Nortrak Ltd..................................................... 6 EARTHWORKS STABILIZATION A & B Rail Services Ltd .......................................... 3 EMERGENCY EQUIPMENT Railquip, Inc. ....................................................... 36 EMERGENCY RESPONSE PLANNING & PREPAREDNESS Railway 101 Consulting Services Inc. (2009) ...... 43 ENVIRONMENTAL CONSULTANCY/CONTROL/ PROTECTION/TESTING Canadian Emergency Response Contractors Alliance (CERCA) .............................................. 14

CHEMICALS/TOILETS Inca Gold Products .............................................. 42

FASTENERS Nord-Lock Inc. .................................................... 35 Unit Rail Anchor Company, Inc. ........................... 17 VAE Nortrak Ltd..................................................... 6

CLEANING MATERIALS/SERVICES Hallcon Crew Transportation Inc. ........................ 20

GAUGING EQUIPMENT A & B Rail Services Ltd .......................................... 3

COMMUNICATIONS SYSTEMS & EQUIPMENT Kenwood Electronics Canada Inc. .....Inside Front Cover TESSCO .............................................................. 12

GPS TRACKING & MONITORING EQUIPMENT Lat-Lon, LLC ....................................................... 44

CONSTRUCTION/BUILDING SERVICES A & B Rail Services Ltd .......................................... 3 RTC Rail Solutions Ltd. ........................................ 46 CONSULTING SERVICES AECOM Canada Ltd. .............................................11 CANAC Inc........................................................... 26 MMM Group Ltd. ................................................. 40 RTC Rail Solutions Ltd. ........................................ 46 CONTRACTING SERVICES A & B Rail Services Ltd .......................................... 3 PNR Railworks Inc. .............................................. 44 RTC Rail Solutions Ltd. ........................................ 46 The Toronto Terminals Railway Company Limited ..............................................11 COOLING & HEATING UNITS MacBone Industries, Ltd. .................................... 18 CRANE REPAIR, REBUILDING & PARTS IPS Worldwide ..................................................... 42

HI-RAIL EQUIPMENT Falcon Shuttlewagon Railcar Movers Inc............. 20 Hi-Rail Leasing ............................ Inside Back Cover INDUSTRIAL FASTENERS Industrial Screws & Forge ................................... 41 INDUSTRIAL SWITCHING Vidal Street Industrial Park Inc. ........................... 13 INFRASTRUCTURE MAINTENANCE A & B Rail Services Ltd .......................................... 3 INFRASTRUCTURE SERVICES A & B Rail Services Ltd .......................................... 3 INSPECTION SERVICES A & B Rail Services Ltd .......................................... 3 RTC Rail Solutions Ltd. ........................................ 46 INSPECTION VEHICLES A & B Rail Services Ltd .......................................... 3 RTC Rail Solutions Ltd. ........................................ 46

LEVEL CROSSINGS A & B Rail Services Ltd .......................................... 3 LOCOMOTIVE IDLE REDUCTION SYSTEMS Kim Hotstart Manufacturing ................................ 31 LOCOMOTIVE REMANUFACTURING Global Railway Industries Ltd. ............................. 16 LOCOMOTIVE SALES & LEASING Mansour Group ............................................. 34, 44 LOCOMOTIVE SPARE PARTS/SERVICES/REPAIRS Services Techniques DHG ................................... 44 LOCOMOTIVES Brookville Equipment Corp. ................................. 14 H. Broer Equipment Sales & Service Inc. ............. 41 Trackmobile Inc. .................................................. 38 MAGNETIC MATERIAL HANDLING EQUIPMENT Sieb Sales & Engineering Inc ............................... 12 MAINTENANCE-OF-WAY EQUIPMENT Knox Kershaw Inc................................................ 20 Loram Maintenance of Way Inc. .......................... 30 Racine Railroad Products .................................... 23 MEASURING EQUIPMENT RTC Rail Solutions Ltd. ........................................ 46 METAL FABRICATION Diversified Metal Fabricators .............................. 41 MOBILE RAILCAR MOVERS Falcon Shuttlewagon Railcar Movers Inc............. 20 H. Broer Equipment Sales & Service Inc. ............. 41 Trackmobile Inc. .................................................. 38 NOISE & VIBRATION CONTROL Howe Gastmeier Chapnik Ltd. ............................. 26 PLANT HIRE A & B Rail Services Ltd .......................................... 3 POINTS/CROSSINGS & COMPONENTS A & B Rail Services Ltd .......................................... 3 VAE Nortrak Ltd..................................................... 6 PROJECT MANAGEMENT A & B Rail Services Ltd .......................................... 3 RTC Rail Solutions Ltd. ........................................ 46 PTC TECHNOLOGY Argenia Systems Inc. .......................................... 38 RAIL CONTRACTORS Cando Contracting ...............................................11

JACKING EQUIPMENT Whiting Equipment Canada Inc............................ 42

STRATEGIC PLANNING: • Commuter Rail Transitions • Regulatory Compliance Programs • Operations Auditing OPERATIONS TRAINING & CONSULTING: • Engineer Training & Certification • Interim Staffing: Operating and Mechanical Kansas City • (913) 661-2424 • www.tcsrailservices.com • Mechanical & Part 238 (QMP)

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Fall 2009 45

Index to Advertisers RAIL FASTENINGS A & B Rail Services Ltd .......................................... 3 Unit Rail Anchor Company, Inc. ........................... 17 VAE Nortrak Ltd..................................................... 6 RAIL LUBRICATORS A & B Rail Services Ltd .......................................... 3

RAILROAD TIE RESTORATION Gross & Janes Co. ............................................... 22

TOTAL RAIL SYSTEMS A & B Rail Services Ltd .......................................... 3

RAILS A & B Rail Services Ltd .......................................... 3 M.F. Wirth Rail Corporation ................................. 30 VAE Nortrak Ltd..................................................... 6

TRACK MAINTENANCE A & B Rail Services Ltd .......................................... 3 PNR Railworks Inc. .............................................. 44

RAIL PRODUCTS Penn Machine Company ........................................ 9 Portec Rail Products Ltd ...................................... 27 Sumitomo Canada Limited .................................. 26 Unit Rail Anchor Company, Inc. ........................... 17

RAILWAY COMPANIES VIA Rail Canada .........................Outside Back Cover

RAIL SEALS International Track Systems Inc. ......................... 27

RAILWAY TIES/COMPOSITE International Track Systems Inc. ......................... 27

RAIL SERVICES RailTerm .............................................................. 36

REPAIR FACILITIES OWS Railcar Inc. ................................................. 23

RAIL WELDING A & B Rail Services Ltd .......................................... 3

ROAD/RAIL VEHICLES A & B Rail Services Ltd .......................................... 3

RAIL, WHEEL & AXLE TESTING NDT Technologies, Inc. ........................................ 43

SAFETY EQUIPMENT/SERVICES A & B Rail Services Ltd .......................................... 3

RAILCAR STORAGE Vidal Street Industrial Park Inc. ........................... 13

SECURITY EQUIPMENT/SERVICES Abloy Canada ...................................................... 35

RAILWAY PARTS Davanac Inc. ....................................................... 40

SENSORS DEEM Controls Inc. ............................................. 46 SHOP MAINTENANCE EQUIPMENT Whiting Equipment Canada Inc............................ 42

3799 Forest Avenue, Prince George British Columbia V2N 3Y7, Canada Phone: (250) 614-9182 • Fax: (604) 357-1100 Email: info@rtcrailsolutions.com Web: www.rtcrailsolutions.net ➣ Track Inspection & Technical Consulting ➣ “GEO” Geometry Car Runs (High Rail Geometry Static Measurements) ➣ Track Inspector Training ➣ Project Management ➣ Infrastructure Design & Verification ➣ Safety Management System Documents (SMS) (T.C.) ➣ CROR Operating Rules & Rail Safety Programs ➣ Risk Assessments

SIGNALLING MAINTENANCE/RENEWAL A & B Rail Services Ltd .......................................... 3 PNR Railworks Inc. .............................................. 44

TRACK MAINTENANCE EQUIPMENT/SERVICES A & B Rail Services Ltd .......................................... 3 Montana Hydraulics, LLC .................................... 27 PNR Railworks Inc. .............................................. 44 Railwel Industries Inc. ......................................... 46 TRACK MATERIALS/ PERMANENT-WAY EQUIPMENT A & B Rail Services Ltd .......................................... 3 Global Railway Industries Ltd. ............................. 16 PNR Railworks Inc. .............................................. 44 Railquip, Inc. ....................................................... 36 Unit Rail Anchor Company, Inc. ........................... 17 VAE Nortrak Ltd..................................................... 6 TRACK RECORDING/MONITORING SYSTEMS A & B Rail Services Ltd .......................................... 3 Global Railway Industries Ltd. ............................. 16 TRAIN WASHING PLANTS/EQUIPMENT Railquip, Inc. ....................................................... 36 TRAINING & EDUCATION Canadian Heartland Training Railway .................. 42 TRAINING SERVICES Transportation Certification Services Inc. ........... 45

SIGNALLING/TRAIN CONTROL SYSTEMS VAE Nortrak Ltd..................................................... 6

TRUCKS & TRUCK EQUIPMENT Falcon Shuttlewagon Railcar Movers Inc............. 20

SLEEPERS VAE Nortrak Ltd..................................................... 6

VEHICLE LIFTING EQUIPMENT Railquip, Inc. ....................................................... 36

SNOW REMOVAL R.P.M. Tech, Inc. ................................................. 35

VIDEO PRODUCTIONS Brent Harlton ....................................................... 40

STAFFING SERVICES Transportation Certification Services Inc. ........... 45

WEIGHING SYSTEMS Railquip, Inc. ....................................................... 36

SWITCH – HEATING CONTROL/ MONITORING EQUIPMENT A & B Rail Services Ltd .......................................... 3 PNR Railworks Inc. .............................................. 44

WELDING PRODUCTS/SERVICES A & B Rail Services Ltd .......................................... 3 Railwel Industries Inc. ......................................... 46

SWITCHGEAR EQUIPMENT A & B Rail Services Ltd .......................................... 3 Brookville Equipment Corp. ................................. 14 VAE Nortrak Ltd..................................................... 6 TOOLS VAE Nortrak Ltd..................................................... 6

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TRACK MAINTENANCE EQUIPMENT Plasser American Corporation ............................... 4

WIRELESS COMMUNICATION PRODUCTS & SOLUTIONS TESSCO .............................................................. 12 WOOD RAILROAD TIES Gross & Janes Co. ............................................... 39

8/22/08 9:45:33 AM

German Rail Technology at its Best!

Lenord & Bauer speed and motion sensors • Traction control • Wheel slippage prevention • Vehicle speed and distance travelled • Automatic door control

DEEM Controls Inc. 800-411-9666 deem@deemencoders.com www.deemencoders.com

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11/10/08 2:22:55 PM

175, Boul. J.F. Kennedy, St-Jérôme (Québec) Canada J7Y 4B5 Tél.: (450) 565-9100 • Cell.: (514) 949-2273 1-800-667-4709 Fax: 1-800-442-9817 Site web: www.railwel.com

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Book online at viarail.ca, contact your travel agent or call VIA Rail Canada at 1 888 VIA-RAIL (1 888 842-7245) TTY 1 800 268-9503 (hearing impaired).

TM

Trademark owned by VIA Rail Canada Inc.