Interchange Official Publication of the Railway Association of Canada Publication officielle de l’Association des chemins de fer du Canada
Fall 2010 Automne 2010
Being Green Won’t Be Easy Regulations, mandates prompt railways to quick action
One of a Kind: Port of Montreal Conference to Highlight Long Freight Trains More Needed to Leverage Short Lines
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Interchange Fall 2010
Automne 2010
Chairman: Fred Green Vice-Chairman: Claude Mongeau President and CEO: Cliff Mackay Vice-President, Public and Corporate Affairs: Bruce Burrows Vice-President, Operations and Regulatory Affairs: Mike Lowenger Director, Finance and Administration, and Treasurer: Don 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 Paul Goyette, Director Communications and 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 8 Being Green Won’t Be Easy Regulations, mandates prompt railways to quick action
15 One of a Kind Port of Montreal makes most of unique rail status
Interchange is published four times a year by
19 Going to Calgary… the Long Way 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: Meredith Birchall-Spencer Sales Manager: Bill McDougall Project Manager: Alana Place Marketing: Allie Hansen Publication Director: Blair Van Camp Account Executives: Bill Biber, Grandolf Cuvos, Brenda Ezinicki, Candace Dyck, Gordon Jackson, Lana Taylor, Ralph Herzberg, Tracy Goltsman, Trevor Perrault Layout & Design: Naylor LLC Advertising Art: Allan S. Lorde ©2010 Naylor (Canada), Inc. All rights reserved. The contents of this magazine may not be reproduced by any means, in whole or in part, without the prior written consent of the publisher.
Conference to highlight experiences with long freight trains
21 More Needed to Leverage Short Lines Significant investment vital to carry more freight in future
22 Commuter Rail Arrives Means of effective movement a must-have for urban centres
27 Better Links Vital in Biodiesel Chain Fuel supply needs sophistication for rail industry to count on it
29 Ask Canadian Pacific about Canada Company celebrates 125 years since last spike
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Regular Features 7 President’s Message
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Fall 2010 5
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President’s Message IN THIS ISSUE of Interchange we report on the key themes and exchanges that occupied centre stage at the Rail-Government Interface conference (RGI) the RAC organized in late-May where we examined the critical importance of railways in the environmentally sustainable movement of goods and people in 21st century Canada. The issue of climate change continues to be a topic of intense public discussion. Concerns about the effects of greenhouse gas (GHGs) emissions on our environment and international efforts to address the concerns on a global basis continue. The RAC was at the forefront of this important societal issue when it recommended a broad strategy three years ago that set out five areas to guide our industry’s environmental approach and improve related performance. Our progress in this fi le has focused on building public awareness, keeping our own house clean, continued capital investment to improve the fuel efficiency of our locomotive fleet and reduce air contaminants, increased innovation and R&D, and, fi nally, leveraging market forces such as carbon offset programs and exchanges. Our Memorandum of Understanding (MOU) with Environment Canada and Transport Canada lays out a set of aggressive GHG reduction targets for Class 1, regional and short line, intercity and commuter passenger railways. Ours was the fi rst industry in Canada to submit a GHG Reduction Action Plan to the federal government within six months of signing the MOU. The results of our industry’s initiatives have been nothing less than impressive: • Rail moves one tonne of freight 180 kilometres on just one litre of fuel. • Rail consumed only 11.9 per cent more fuel in 2008 than it did a decade earlier while freight workload grew 18.4 per cent, the number of intercity passengers kilometers increased 28 per cent and the number of rail commuters shot up 45.8 per cent. • Rail generated only 3 per cent of the transport sector’s GHG emissions while moving 75 per cent of surface freight on a ton-mile (tonne-kilometer) basis. • Our freight railways have reduced their GHG emissions on a 1,000 RTK basis 24.6 per cent since 1990. As you’ll read in these pages, there are still many challenges that remain in our ability to fully realize our vision of rail as the backbone of a sustainable freight and passenger transportation and logistics system. The good news is that proactive actions taken by rail over the last decade have resulted in true and perceived advantages of rail as a green solution that is well-positioned to improve Canada’s environment performance.
Le message du président
Cliff
DANS LE PRÉSENT numéro du magazine Interchange, nous résumons les principaux thèmes et discussions qui ont occupé l’avant-scène lors de la conférence Échanges Rail-Gouvernement organisée par l’ACFC à la fin de mai, et au cours de laquelle les participants se sont penchés sur l’importance vitale du chemin de fer dans le transport durable et écologique des marchandises et des voyageurs au XXIe siècle au Canada. L’enjeu du changement climatique reste au cœur Mackay du débat public. L’opinion publique continue d’être préoccupée par les effets sur l’environnement des émissions de gaz à effet de serre (GES) et la communauté internationale poursuit ses efforts en vue de trouver des solutions mondiales à ce problème. L’ACFC a fait office de précurseur lorsqu’elle a recommandé il y a trois ans l’adoption d’une vaste stratégie en cinq points pour guider l’approche environnementale du secteur ferroviaire et améliorer sa performance à cet égard. Pour progresser dans ce dossier, nous nous sommes concentrés sur les mesures suivantes : sensibiliser le public, veiller à ce que notre secteur donne l’exemple, continuer d’investir en vue d’améliorer l’efficacité énergétique de notre parc de locomotives et de réduire l’émission de contaminants dans l’air, accroître l’innovation et la R et D, et enfin, tirer parti des forces du marché comme les programmes d’échange de crédits compensatoires de carbone. Notre entente avec Environnement Canada et Transports Canada comporte une série de cibles audacieuses de réduction des GES pour les chemins de fer de classe 1, les chemins de fer régionaux, les CFIL ainsi que les services ferroviaires voyageurs intervilles et de banlieue. Notre industrie fut la première à présenter au gouvernement fédéral un plan d’action visant la réduction des GES dans les six mois suivant la signature d’un protocole d’entente. Les résultats ont été impressionnants. À titre d’exemple notons que : • Le rail permet de déplacer une tonne de marchandises sur environ 180 kilomètres en consommant un seul litre de carburant. • La consommation du secteur en 2008 n’avait augmenté que de 11,9 % par rapport à dix ans plus tôt, malgré une croissance du volume de travail des services marchandises 18,4 %, une progression de 28 % du nombre de kilomètres parcourus par les services voyageurs intervilles et une explosion du nombre d’utilisateurs de trains de banlieue, montant de 45,8 %. • Le rail ne produit que 3 % des émissions de GES du secteur des transports et il se charge de 75 % du transport marchandises de surface mesuré en tonne-mille (tonne-kilomètre). • Les chemins de fer marchandises ont réduit leurs émissions de GES de 24,6 % par millier de tonnes-kilomètres commerciales depuis 1990. Comme vous le constaterez en lisant les pages qui suivent, de nombreux défis restent à surmonter si nous voulons réaliser pleinement notre vision d’être l’assise d’un système de logistique et de transport voyageurs et marchandises durable. La bonne nouvelle, c’est que grâce aux mesures proactives qu’il a prises au cours de la dernière décennie, le rail est maintenant perçu comme une solution écologique et qu’il est bien placé pour améliorer la performance environnementale du Canada.
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Fall 2010 7
Being Green Won’t Be Easy Regulations, mandates prompt railways to quick action
PRESSURE FROM THE public and governments for environmentally friendly and sustainable transportation systems will only increase in the future, speakers told the annual RAC Rail-Government Interface Conference in Ottawa. Railways offer green solutions when it comes to reducing fuel consumption and greenhouse gas emissions while moving freight and passengers in a timely fashion, according to sustainable economy theorizer Dr. Michael Meyer, but they also have serious issues to contend with. “The United States is becoming increasingly concerned with adapting to climate change and dealing with greenhouse gas emissions,” said Meyer, professor at the School of Civil and Environmental Engineering at the Georgia Institute of Technology, who kicked off a discussion on greening the railway industry. “It’s only a matter of time before stringent rules are instituted. Sooner or later, Washington will adopt a climate change policy and it will affect the rail industry.”
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The transport sector creates about 27 per cent of the greenhouse gas emissions in the United States and railways generate about 8 per cent of that, he said. The United States is also paying more attention to international pollution standards, which leads to consideration of all sorts of technologies to reduce transportation emissions. The conference also heard the railways’ role celebrated in freight transportation. Robert Bryson, director of Eastern grain operations with Parrish & Heimbecker, said his company has stepped up its investment in rail infrastructure at its terminals because rail “is the sweet spot between the volume of ships and the flexibility of trucks.” The grain industry relies on ships, trains and trucks to get its product from the farm to the customer.
“Ships win hands down on energy efficiency but you need port infrastructure,” Bryson said. “Trucks are really easy to use but generate the most greenhouse gas emissions. Not only does the railway have a good environmental record, it’s also very efficient if the customer has rail access and the railways provide regular service.” Parrish & Heimbecker has set up large terminals in southwestern and eastern Ontario that can handle both freight cars and trucks. Paying attention to environmental concerns has led many shippers to push for greening of supply chains. “We’re looking for ways to drive out costs,” he said. “(Freight costs have) become more critical over the years. Not only do we manage prices, risk, supply and delivery but also the environmental impact of our choices. So we design the supply chains with the environment in mind. The environment has become that much more important.” Getting the most out of supply chain management and logistics has been hindered by a siloed approach by governments, academics and industry, Bryson said, claiming those entities are limited in their understanding of customers. Normand Pellerin, CN’s assistant vice president of environment, said railways have made major strides in reducing environmental impact of operations. Among their measures are acquiring new locomotives equipped with devices to reduce emissions and other pollutants. New locomotives use 10 per cent to 15 per cent less fuel than older models. Freight yards have been equipped with track lubrication gear and computers that can reduce the amount of shifting of freight cars, which reduces fuel consumption. Railways are also training employees how to work in more fuel-efficient ways, such as shutting down locomotives when not required and matching horsepower to the tonnage of a train, Pellerin said. CN and CP have adopted
co-production agreements and routing protocols to shorten the distance freight cars travel to get to the customer. “We want them on the shortest routes possible,” he said. Rail is more energy efficient than trucks and can move a tonne of freight 197 kilometres on one litre of fuel. Fewer trucks on the highways reduce congestion and emissions. Among the challenges facing railways as they green operations is adhering to different government policies between Canada and the United States, and within Canada itself. Only British Columbia, Alberta and Quebec have adopted measures to recognize the environmental advantage of railways. Pellerin said the RAC has an agreement with the federal government on voluntary measures to reduce greenhouse gas emissions. Renewable fuels offer the potential of lower emissions as well. Rail shipments of more than 1,000 kilometres are clearly superior. However, short haul freight poses other challenges. “We can do more on improving operational efficiencies and costs,” he said. The RAC and CN have calculators on their home pages that shippers can use to calculate the carbon footprint of shipments by different modes. Industry Canada has prepared supply chain management models to help carriers and shippers to green distribution systems. Philippe Richer, deputy director of the service industries and consumer products branch at Industry Canada, said the goal was to develop systems that include “best practices, competition and costs.” National organizations such as Supply Chain Logistics, Canadian Manufacturers and Exporters and Retail Council of Canada worked with the department on the project. It has produced three green supply chain management reports, one of which is focused on transportation. “The shift to green transport is driven by freight costs, higher fuel prices and gaining a competitive advantage,” Richer said. “Rail and logistics companies really want to continued on page 10
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Fall 2010 9
Being Green continued from page 9 talk to us. Retailers aren’t as interested. Some companies are already doing the green supply chain with their suppliers.” Logistics and transportation companies are driven by the need to achieve distribution efficiency because that enables them to differentiate their service from others and lower costs, Richer said. “It will also improve access to the United States market.” Among the conclusions reached during the development of the models is the importance of training employees at
all levels. Companies also have to be ready to respond to growing public interest in environmental matters. There’s also strong support for more rail service and improved multimodal transportation. Available on Industry Canada’s website (www.ic.gc.ca), background material says that while green supply chains are valuable, little has been recorded in terms of “tangible evidence regarding performance and business benefits.” continued on page 12
Money Changes Everything Investment required for full environmental benefits Governments may be forced to invest in railways to reap maximum advantages the sector offers in curbing climate change, two environmentalists told the RAC’s annual RailGovernment Interface Conference. Bob Oliver, executive director of Pollution Probe, said governments have invested in railways in the past to help them become more efficient. Now it’s time to consider “that certain developments in the rail sector would be big wins for the environment.” Society should regard railways as a public good and consider the kinds of public investments that would make private companies play a greater role in improving the environment, he said. “But we don’t want governments running the rail system.” John Bennett, executive director of the Sierra Club, said governments “will have to regulate the economy to get effective action on reversing climate change.” Railways should seize the initiative by telling governments what kinds of regulatory change “would create a modal shift in freight movements and increase the use of passenger trains.” He also advocated that railways be treated as a public good, but need “to do things differently. Government subsidies for railways would be OK if they added “infrastructure and equipment” that reduced greenhouse gas emissions. “The question we have to resolve is whether we want government ownership of railways and management of the
10 Interchange
Fall 2010
infrastructure,” Bennett said. “Or is there a mutual benefit of thinking about the relationship in a broader context? The experience in other countries of separate ownership of the rail bed hasn’t been very successful.” A 10-year voluntary locomotive emission reduction agreement his organization has with the federal government could transition into a mandatory regime. “That still leaves the need to ensure we’re emphasizing the changes that will provide the most benefit,” he said. Rick Whittacker, vice president of investments and chief technology officer of Sustainable Development Technology Canada, said keeping Canada’s economy internationally competitive is paramount to the country’s prosperity. “That’s been highly linked to our transportation system. Now we have to look at the sustainability of the transport sector,” he said. “(Government needs to take a) balanced, whole system approach to the transportation sector that spells out priorities for government and industry. We should minimize any confl icts over cost issues.” Oliver suggested the introduction of intelligent transportation communications and roll-on, roll-off freight cars would be good uses for public funds. So would double tracking and electrification of rail lines in congested areas. “We need to use public policy to accomplish what society expects,” he said.
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Still, the companies adopting green supply chains to cope with high energy costs “have successfully improved their business and environmental performance on many levels.” Among the benefits businesses cite for green supply chains are: • Better distribution efficiency and service differentiation while reducing distribution cost • Increased use of multi-modal transportation (e.g., decreasing air and truck transportation and increasing rail and marine transportation) to maximize environmental and business benefits • Improvements in energy reduction, waste reduction and reduced packaging in distribution activities. To get the most from a green supply chain, “logistics and transportation service providers are using many highly advanced processes and technologies – both at the corporate level and within their distribution centres (DCs) and transportation operations,” the site said. Meyer said railways are familiar with demands to deal with proximity issues such as reducing the impact of operating noise and vibration on surrounding communities. American railroads also face a new phenomenon called “environmental justice,” where groups will push for sectors of the economy to respect their right to clean air and water. “For example there are more and more rules in the U.S. that limit rail-yard operations,” Meyer said. They come from local governments responding to complaints from citizens living in the vicinity of the yards who are tired of around the clock noise. 8:51:26 PM “The impacts of transportation systems on communities will become more important. We will have to pay more attention to the impacts on minority populations who tend to live in older parts of cities which they share with transportation companies.” In areas like the U.S. Northeast, he predicts trains may be rerouted or forced to operate in tunnels to reduce impact on the communities they pass through. The impact of climate change and dwindling oil supplies will drive the
5/18/10 8:16:10 AM
shift to the use of rail transport. The sector will have to play a bigger role in solving urban transportation woes. “One major issue society faces is how to encourage sustainable transport choices,� he said. Meyer said technological innovation will help railways meet sustainable challenges. Among the issues that need to be addressed are train speeds, reducing idling time and time-of-day operations. Many strategies are under examination as ways to deal with climate change. The push for reduced greenhouse gas emissions and air pollution is another key issue for railways. It will impact yard operations, he said, and likely bring calls “for the railways to user cleaner fuels and maybe more electrification.� Coal is a major commodity for American railroads and any move to limit its burning in electricity production is going to be felt deeply by carriers. While cap and trade proposals have been touted as a way to curb air Today every North American Class 1 Railroad specifies UNIT RAIL anchors emissions, Meyer doesn’t see any that for system production and maintenance of way. Safer, easier application on will help the rail sector. In addition every rail size makes UNIT 5 drive-on anchors the choice for most regional, to dealing with demand for reduced short line, and industry railroads. UNIT 5 is preferred by track contractors emissions, “it is also burdened with because it meets or exceeds all engineering specifications for the costly implementation of positive performance. Consistent high quality and prompt delivery keep train control. them all coming back to UNIT 5 every time. “The bottom line is that environmental laws and regulations Railroaders trust UNIT Rail Anchors. You deserve the original— ask for UNIT 5 ! will continue to affect rail infrastructure investments. The UNIT RAIL is an ISO 9001 companies will face ongoing and AAR M1003 Certified Supplier. challenges on engine design, fuel Division of Amsted Rail Co., Inc. use, emissions, climate change th UNIT RAIL, 8500 W. 110 Street, Ste. 220 Overland Park, KS 66210 adaptation and environmental 5FM t 'BY t XXX VOJUSBJM DPN justice over and over again during the next few decades. Green policies will dominate political discussions. 465629_UnitRail.indd 1 10/4/10 (Still, realistic U.S. environment regulations) will give the railways a 6HUYLQJ WKH UDLOURDG LQGXVWU\ VLQFH strong competitive advantage.� Several railway environmental initiatives were presented as good models for others to emulate, including Anacostia & Pacific’s Clean Locomotive Program, BNSF’s fuel and wastewater treatment programs, %DOODVW &DU DQG 7UDFN 0DLQWHQDQFH ‡ &DU &RQYHUVLRQV ‡ 02: (TXLSPHQW +\GUDXOLF &RPSRQHQWV ‡ 0DFKLQLQJ DQG )DEULFDWLRQ 6HUYLFHV CSX’s recycling program, Iowa Interstate’s biodiesel locomotives and )ORUHQFH 6WUHHW ˚ +HOHQD 07 ˚ Norfolk Southern’s “Lighting the UDQGULROR#PWK\G FRP ˚ 9LVLW XV DW ZZZ PRQWDQDK\GUDXOLFV FRP Way� campaign. �
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NORTH AMERICA’S RAILROAD
1/22/10 4:12:20 PM
One of a Kind Port of Montreal makes most of unique rail status
MONTRÉAL EST LE seul port canadien à exploiter son propre chemin de fer, ce qui procure un avantage aux expéditeurs ainsi qu’au CN et au CP, déclare Sylvie Vachon, présidente-directrice générale de l’Administration portuaire de Montréal (APM). MONTREAL IS THE only harbour in Canada that operates its own railway, which provides a benefit for shippers as well as CN and CP, says Sylvie Vachon, president and CEO of the Montreal Port Authority. The railway is located dockside and provides a decisive competitive advantage for the port, she said. “Our intermodal system, which makes it possible for put together trains loaded with containers right beside ships, is the envy of our competitors. In fact, they’ve named it the Montreal model.” Spokesman Jean-Paul Lejeune adds that the port concentrates on positioning the loaded cars for the railways to pick up. Operators know their schedules and get trains ready for them so CN and CP can concentrate on the long haul of containers and other commodities while the port railway organizes the trains. “We operate 24/7 and are the link between the terminal operators and the carriers,” Lejeune said. “We handle the freight for the fi rst mile or the last mile of its railway trip.”
Ce chemin de fer longe le quai et il procure au port un avantage concurrentiel déterminant, ajoute-t-elle. « Notre système intermodal – qui nous permet de former des trains de conteneurs le long des navires – fait l’envie de nos concurrents, qui l’ont d’ailleurs baptisé le “modèle de Montréal”. » Porte-parole du port, Jean-Paul Lejeune ajoute : « Nous nous occupons du positionnement des wagons chargés que les chemins de fer viennent ramasser. Nous connaissons leur horaire et nous préparons les trains pour eux. » Ainsi, le CN et le CP peuvent se concentrer sur le transport de longue distance des produits conteneurisés et des autres marchandises et laisser le chemin de fer portuaire s’occuper de la préparation des trains. « Nous exerçons nos activités en tout temps et nous sommes le lien entre les exploitants des terminaux et les transporteurs, précise-t-il. Nous manutentionnons les marchandises pour le premier mille et pour le dernier mille du parcours ferroviaire. » L’année dernière, en pleine récession, le port a manutentionné plus de 24,5 millions de tonnes de fret, y compris plus de 1,3 million de TEU (unité correspondant à un conteneur de 20 pieds). suite à la page 17
continued on page 16
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Kind continued from page 15 Last year, the port handled more than 24.5 million tonnes of cargo in the midst of the recession. That included more than 1.3 million TEUs (twenty-foot equivalent units) of container business. In the fi rst quarter of 2010, shipments rose by 7.6 per cent compared to the same period of 2009 thanks to increased container and iron ore traffic. Container shipments rose 11.1 per cent while dry bulk was up 37 per cent and grain 10.8 per cent. About 90 per cent of traffic in and out of the port is containers destined for or coming from central or western Canada and the United States. Grain is major seasonal bulk commodity. The port railway has been in business since in 1871 to link terminals to freight yards where trains are staged. It operates 100 kilometers of track with six locomotives and three slugs, units that draw electrical power from an attached locomotive to increase its ability to pull long cuts of freight cars. Earlier this year, the Port Authority announced it would purchase an environmentally friendly locomotive known as a Genset from R.J. Corman Railpower for $1.6 million. The port has the option of buying four more of the 2,000-horsepower units with multiple generators that enable the engineer to select sufficient power for the amount of cars being moved. The railway employs 50 locomotive engineers and 20 maintenance and technical support personnel. It handles approximately 160,000 rail cars per month and is expanding its capacity, Lejeune said. The port has four container terminals with large dockside cranes and smaller gantry cranes. It has four to eight tracks at the terminal that can hold up to 150 cars for loading or unloading. There’s also a liquid bulk terminal that handles gasoline, fuel oil, diesel fuel, naphtha, jet fuel and other petroleum products. It has 11 ship berths and a storage capacity of 15 million barrels.
The dry bulk terminal handles iron ore, road salt, fertilizer, raw sugar, copper ore, gypsum, industrial sand and the grain terminal receives shipments of wheat, corn, barley and soy. It has a capacity of capacity of 262,000 tonnes. To keep product flowing requires close coordination among the terminals, the port railway and CN and CP. “The terminal operators know when the trains are scheduled to leave the port and they have to synchronize their activities to get it on the right train,” Lejeune said. “We know from the railways what traffic is incoming and where it’s supposed to be headed.” Some information is communicated through data exchange, but twice-daily conference calls with all players involved coordinate the operation of the various networks. The port takes into account delays that are caused by derailments and other hold-ups in both inbound and outbound shipments. “There’s only so many cars we can store,” Lejeune said. “We work closely with CN and CP to haul away trains on time to keep our operations fluid.” The Genset locomotive, developed in Canada by Railpower, allows for reduced fuel use and air emissions, Vachon said. It can deliver power required when it is idle and the on-board computer puts the locomotive into standby mode, shutting off all generators so no emissions are produced. The system helps reduce fuel consumption by 30 per cent and cuts greenhouse gas emissions by more than 50 per cent. The Port Authority sees replacement of its conventional locomotive fleet as an opportunity to work towards substantial reductions of diesel consumption and greenhouse gas emissions. Montreal is among the largest inland ports in the world. It owns the grain terminal and a marine passenger terminal. All other terminals are operated by private stevedoring fi rms. Port activity supports 18,000 direct and indirect jobs and generates $2 billion in economic spin-offs per year. ●
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Au premier trimestre de 2010, le nombre d’envois a augmenté de 7,6 % par rapport à la même période en 2009, à la faveur de la hausse du trafic des conteneurs et du minerai de fer. Les envois de conteneurs ont augmenté de 11,1 % tandis, ceux de marchandises en vrac, de 37 % et ceux de céréales, de 10,8 %. Une proportion d’environ 90 % du trafic entrant et sortant au port est constituée de conteneurs à destination ou en provenance du centre ou de l’ouest du Canada et des ÉtatsUnis. Les céréales représentent aussi une importante partie des mouvements saisonniers de marchandises. Le chemin de fer du port est en service depuis 1871 et il relie les terminaux aux triages où les trains sont placés en attente. Il exploite 100 km de voie, six locomotives et trois engins de traction auxiliaire, des unités dont l’alimentation électrique est assurée par une locomotive attelée afi n d’accroître leur capacité à tirer de longues rames de wagons. Plus tôt cette année, l’APM a annoncé l’acquisition d’une locomotive plus écologique, qu’on appelle le « Genset » de R.J. Corman Railpower, au coût de 1,6 M$. Le port a une option pour l’acquisition de quatre autres de ces locomotives multi-génératrices de 2 000 HP, qui permettent au mécanicien de locomotive d’assortir la puissance au nombre de wagons à tracter. L’entente inclut une option visant quatre locomotives additionnelles. Le chemin de fer fournit du travail à 50 mécaniciens de locomotive et à 20 employés d’entretien et de soutien technique et il manutentionne quelque 160 000 wagons par mois. On en accroît actuellement la capacité, précise M. Lejeune. Le port compte quatre terminaux à conteneurs dotés chacun de portiques de quai et d’autres engins de levage plus petits. Les terminaux sont munis de quatre à huit voies pouvant recevoir jusqu’à 150 wagons pour chargement ou déchargement. Par ailleurs, le port comporte un terminal pour les liquides en vrac, pouvant manutentionner de l’essence, du mazout, du carburant diesel, du naphte, du carburant aviation et d’autres produits pétroliers. Il compte 11 postes à quai et a une capacité de stockage de 15 millions de barils Le terminal pour le vrac sec sert à la manutention de minerai de fer, de sel de voirie, d’engrais, de sucre brut, de minerai de cuivre, de gypse et de sable à usage industriel,
et le terminal céréalier reçoit des chargements de blé, de maïs, d’orge et de soja. Il a une capacité de 262 000 tonnes. Pour que l’acheminement des marchandises demeure fluide, il faut assurer une coordination suivie entre les terminaux, le chemin de fer portuaire, le CN et le CP, souligne M. Lejeune. « Les exploitants des terminaux connaissent l’heure prévue de départ des trains et ils synchronisent leurs activités pour que les produits soient placés dans les bons convois. En effet, les chemins de fer nous informent du trafic entrant et de la destination prévue des marchandises. » Certains renseignements sont communiqués par échange de données, mais « deux fois par jour, une conférence téléphonique a lieu avec tous les intéressés afin de coordonner les activités des différents réseaux. Nous partageons beaucoup d’information. » Le port doit tenir compte des retards attribuables aux déraillements et aux autres causes d’embouteillages dans le trafic entrant et sortant. « Le nombre de wagons que nos voies peuvent recevoir est limité, explique-t-il. Nous collaborons donc étroitement avec le CN et le CP pour qu’ils quittent le port avec les trains au moment opportun afi n que nos activités demeurent fluides. » Mise au point au Canada par Railpower, la locomotive Genset nous permet de réduire la consommation de carburant et les émissions atmosphériques, explique Mme Vachon. « Cette locomotive peut générer la puissance nécessaire aux besoins et, au ralenti, l’ordinateur embarqué la place en mode d’attente et arrête les génératrices de sorte qu’aucune émission n’est produite. Ce système contribue à la réduction de 30 % de la consommation de carburant et de plus de 50 % de la production de gaz à effet de serre. » Pour l’APM, le remplacement du parc de locomotives classiques est un des moyens permettant au port d’obtenir une réduction substantielle de la consommation de carburant diesel et des émissions de gaz à effet de serre, ajoute Mme Vachon. Montréal est l’un des plus grands ports intérieurs du monde. L’APM est propriétaire du terminal céréalier et du terminal maritime voyageurs. Tous les autres terminaux du port sont exploités par des entreprises privées de manutention. Les activités du port sont à l’origine de 18 000 emplois directs et indirects et génèrent deux milliards de dollars en retombées économiques annuellement. ●
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Going to Calgary… the Long Way Conference to highlight experiences with long freight trains
Canadian railways look forward to sharing what they’ve learned about the operation of long freight trains at a conference next June in Calgary, says Michael Roney, general manager/technical standards & chief engineer, Engineering Services of Canadian Pacific. There’s growing interest around the world in following the lead of railways such as CP and CN that have mastered techniques for running freight trains two miles or more in length. One of the first lessons is that it’s not just a matter of placing more and more locomotives at the front of the train. The best arrangement is locomotives at the front and rear of the train, as well as in the middle, said Roney, who’s chairman of the International Heavy Haul Association and co-chairman of its 2011 conference in Calgary that will look at railroading in extreme climates. Distributing locomotives through the train stabilizes and equalizes the forces exerted on the freight cars. That reduces pushing and pulling on the cars and produces less wear and tear on both them and the rails. The result is a safer operation compared to conventional trains where all locomotives are at the head end. Even with locomotives at the front and back, there’s more push and pull on the cars than a distributed power (DP) train as the train slows or speeds up. The difference between a DP and a conventional train shows up through monitoring lateral forces in the train. DP trains generate 20 per cent less lateral force tracks than conventionals. In a recent report, the Transportation Safety Board noted that, since 1995, “freight trains have increased 25 per cent in terms of size and weight, making it all the more important that freight cars in those trains are positioned to reduce the stress on them. If you liken a long train to an accordion, pulling forces tend to separate cars and pushing forces will compress them.” Transport Canada said a research project expected to release findings this summer is examining the influence of grades, curves, distribution of power and handling practices on long trains. The industry has brought improved software online to better control factors affecting longer, heavier trains with respect to the terrain over which they operate, the department said. Mike Lowenger, vice president of operations and regulatory affairs with the Railway Association of Canada, said as trains grow beyond the traditional mile long, “the marshalling of the freight cars becomes more important. There’s a lot of science at work.” Canadian railways have invested time and money into perfecting the operation of long trains as part of efforts to improve efficiency of operation. “We’ve got mountain grades, long curves, adverse weather and differing conditions just going through the Rocky
Mountains,” Lowenger said. “We will share our experiences with officials from railroads all over the world.” The Quebec North Shore and Labrador Railway has run 240 car trains for years with distributed power, but only has to contend with two or three grade crossings, he said. CN and CP have to pay attention to crossings in the urban areas they traverse with long trains. Roney says CP uses software to guide marshalling of DP trains to make sure light and empty cars are located where they won’t encounter a lot of pressure from heavier, loaded cars. “It takes longer to marshal a DP train,” he said, “but the crews who put them together learn how to do it.” In theory, there’s no limit on how long a DP train can be. Except that any train it encounters has to be able take a siding to let the longer train pass. The Canadian railways have been lengthening sidings to 12,000 feet to accommodate longer trains. The Calgary conference will look at how DP trains are handled in North America, Australia, Brazil, China, Norway, Russia and South Africa, where differing climatic and operating conditions affect operations. Railways will discuss the planning and preparation involved in operating in less-than-perfect conditions. By sharing experiences, they can learn to reduce the impact of challenging environments and adverse weather, Roney said. The bottom line is for the railways to be able operate yearround as though it is a perfect summer day. ● Interchange
Fall 2010 19
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More Needed to Leverage Short Lines Significant investment vital to carry more freight in future SHORT LINE AND regional railways sprang up across Canada in the years following passage of the Canada Transportation Act in 1996, but they face tough challenges staying in business because of high costs and underappreciated benefits to the communities they serve. “The railway industry is highly capital intensive and one of the main challenges facing the short lines today is the ability to meet their long-term capital requirements,” says a recent study prepared by Robert McKinstry, Railway Association of Canada manager of policy and economic research. The number of short lines and the tonnage they carried “reached a plateau around 2002 and traffic has even declined in the last few years,” the study said. “Whether this reversal is a temporary blip or will continue into the future is yet to be determined.” The short lines need significant investment in their rail lines and equipment to be able to carry more freight in the future. While short lines have lower operating costs, they have to make do with traffic densities that are about onefi fth of the Class 1 railways. The short lines have operating ratios of more than 90 per cent, compared to less than 75 per cent for major railways, which means they have to spend a lot more of every dollar in revenue just to keep operating. The result is insufficient funds to fi nance infrastructure maintenance and investment, meaning the state of their tracks and equipment will ultimately deteriorate. A number of provinces have taken steps to support short lines. However, more needs to be done. Manitoba, Saskatchewan and Quebec have recognized the social benefits the carriers provide to an effective and integrated transportation ecosystem beyond high traffic/volume urban centres. “Through our investigation it was determined that short line railways derive social benefits worth $673.3 million dollars annually,” the study said. “Clearly, society benefits from the existence of short line railways as they provide significant cost saving associated with air pollution, greenhouse gas emissions, accidents, noise and road maintenance.” The study based its calculation of the benefits of short lines on a project Transport Canada began in 2004 to measure the cost costs of various transport modes. In terms of air pollution, the cost “of carrying one million tonnekilometers by rail is only $1,635, or approximately one third of other modes of ground transportation. Knowing that short lines carried just over 21.46 billion revenue tonne-kilometers (RTKs) in 2008, this results in a savings of pollution costs of around $93.68 million per year.” The study also estimates a 10 to one cost-savings for greenhouse gas emissions. This means that the existence of
short lines lead to savings of more than $107 million per year in greenhouse has greenhouse gas emissions costs. Encouraging rail traffic also means fewer accidents and lower health-care costs, according to the study. “Rail transportation can lead to significant accident cost savings, being approximately seven times less costly on a tonnekilometer basis than road transportation. Accident costs for transportation on the public roadway are estimated as $7,296 per million RTK compared with only $1,097 per million RTKs for rail transportation. This implies total savings of over $133 million per year owing to the use of short lines.” Given the number of areas where the short lines provide a defi nite public good not the least of which is a more environmental sustainable and less intrusive mode of transportation, a strong argument could be made that a long-term fi nancial support mechanism could be put in place to allow short lines to invest in updated or new locomotives with a asset depreciation schedule that is more in line with other sectors of industrial activity. As well, short lines connect shippers in remote areas to national, North American and international markets, the study said. The cost-efficiency of rail over other modes of ground transportation also allows short lines to provide service at a lower cost to shippers. Their higher fuel efficiency also reduces the volatility of their prices as their rates are not as influenced by fuel prices. “Understanding the social benefits of short line railways can assist governments in furthering their understanding of the importance of short line railways within Canada’s transportation system,” it said. ●
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Commuter Rail Arrives Means of effective movement a must-have for urban centres COMMUTER RAIL HAS become an essential feature of life in large urban centres as they cope with the need to move growing populations about, says Gary McNeil, executive vice president of Metrolinx and managing director of GO Transit.
“Commuter rail is here to stay. It’s too important to the well-being of cities,” he told the annual Rail-Government Interface Conference. “Toronto wouldn’t be able to be as densely developed as it is without public transport.” The popularity of it can be seen in GO’s new service to Barrie, which, he said, is “packed to the rafters” four times in the morning and four times at night. As the country continues to urbanize, the ability to effectively move people by train, subway and bus will become increasingly critical. Metrolinx, the Ontario body that oversees public transport in the Greater Toronto Area (GTA), is pushing ahead with a plan dubbed The Big Move. It is intended to improve links in the Hamilton-Toronto region. “Our idea is to get people out of the car so they can walk, cycle or take public transport,” McNeil said. “GO Transit carries about 55 million passengers annually in an area which covers more than 10,000 square kilometres. During rush hour, the average Toronto-area car carries only 1.15 people. A 10-car GO Train carries about the same number of people as 1,400 cars and one 12-car train takes about 1,670 cars off the road. Also, one GO Bus can replace around 50 cars.” In time, Big Move will be expanded into the Niagara, Kitchener-Waterloo and Peterborough regions. Not only do commuters miss the stress and delays of driving, they can be more productive on the train reading or making phone calls. Still the car isn’t Public Enemy No. 1 of GO. “Our suburbs were designed for the automobile so we have to look at cars as a complementary service to what we offer,” he said. “We want to attract automobiles to our stations, which is why we’ve been expanding our parking lots. We have over 58,000 parking spaces in our system.”
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Fall 2010
GO is also working with the municipalities in the GTA to make the stations easier for buses to access and for pedestrians to walk to. It’s installed walking paths, stations have been equipped with LED lighting to reduce energy use, green roofs have been installed to lower heat and air conditioning needs and the Lisgar station has its own wind turbine to produce electricity. GO modernized its locomotive fleet with more powerful units that emit less air pollution. By 2017, it plans to upgrade them to Tier 4 standards, which will amount to an 80 per cent to 90 per cent reduction in emissions from today. “We have one of the cleanest commuter fleets,” he said. The future could bring the introduction of electric locomotives which would make for quieter and cleaner operations. Such an investment in locomotives and a power supply system will require government backing and a change in the perception that diesel locomotives are bad for the environment. Both the federal and provincial governments have supported GO’s ambitious expansion plan in recent years, including a rebuilding of Union Station into a multi-modal transport hub, an upgrade of the switches on the tracks serving the station, the purchase of several rail corridors and station upgrades and expansions. An agency dedicated to commuter transport is essential, he said, and due to our shared rail corridors, it also means working closely with the freight railways. Plans for an airport to downtown commuter rail link have come under a lot of criticism from residents of a west end Toronto neighborhood. Metrolinx has taken the lead in trying to appease some concerns. McNeil said the situation shows the need for a commuter operation to get out and talk with the public and explain that the regional benefits of commuter rail are very important. Since the conference, Metrolinx has announced it is taking over the task of building, owning and operating the Air Rail Link (ARL) from Union Station to Pearson Airport. In a statement, Metrolinx said it will assume responsibility for the project including design and construction of ARL, and will incorporate the work that has already been done by the Union Pearson Air-Link Group, a subsidiary of SNC-Lavalin. It noted that GO Transit has a 40-year track record of running a successful passenger rail service. ARL will offer a premium express rail shuttle service between Union Station and Pearson Airport. The ARL will be an important link for business people and travelers and will be ready for the 2015 Pan American Games that are expected to bring
250,000 visitors to the GTA. The Ontario government had made significant progress negotiating a deal with the Air-Link group, however financial market conditions prevented acceptable terms. The government will continue to work with the group to build on the design and development work that has been completed to date. Construction is already under way on the GO Georgetown South Corridor to support the Air Rail Link connection. This project is expected to create approximately 10,000 jobs in the design and construction stages over the next five years. Metrolinx said more than 5 million people travel between downtown Toronto and the airport every year and that number is expected to reach nine million by 2020. The ARL will help meet the tremendous demand for a direct service by connecting the busiest airport in Canada with the busiest transit and passenger rail hub in the country and will take 1.2 million car trips off our roads in its first year of operation alone. “Metrolinx is excited to be asked to deliver this transformational transit project connecting Union Station and Pearson Airport,” said Rob Prichard, recently appointed chairman of the Metrolinx board of directors. “The Air Rail Link is a signature project for this region that will provide a great new transportation option between our nation’s two busiest transportation hubs. Metrolinx is looking forward to capitalizing on the important work already done to deliver this vital service to Toronto and the GTHA in time for the Pan Am Games.”
Taking over as the company’s president and CEO is Bruce McCuaig, a 15-year veteran of the provincial government in the Transportion Department. Former Metrolinx Chairman Rob MacIsaac is now president of Mohawk College. Metrolinx also announced a $54 million contract with Lovat Inc. to purchase four tunnel boring machines for the Eglinton Crosstown Light Rail Transit project. It will take more cars off the road, improve air quality, create approximately 46,000 jobs, reduce travel times and support a stronger regional transit system in the Greater Toronto Area. The project is estimated to cost $4.6 billion and will be completed by 2020. “This contract with Lovat reaffi rms our commitment to public transit and job creation,” said Ontario Minister of Transportation Kathleen Wynne. “The Eglinton Crosstown LRT is the largest of the Big 5 transit projects and as part of our Open Ontario plan it’s important that we continue moving forward on our strategic infrastructure investments.” Big 5 is a plan approved by the province to build five major transit projects by 2020 with a budget of $9.5 billion. In addition to the tunnel, they include Sheppard LRT, the Scarborough RT refurbishment and extension, the Finch LRT and the York VivaNext project. The tunnel boring machines will be manufactured by Lovat, which employs approximately 380 people at its Toronto continued on page 25
N
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University of Waterloo
University of Guelph
Wilfrid Laurier University Kitchener Terminal Hwy 25 Hespeler Rd Cambridge
Cavan/Millbrook
Hurontario & Hwy 407
Clarington North
115
35 115
St. Catharines
Niagara Falls © GO Transit 2009 2009 7 rev
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Commuter Rail continued from page 23
location. Tunnelling will commence under Eglinton Avenue in the spring of 2012. The Eglinton Crosstown LRT is a two phase 31-kilometre long rapid transit project through the Eglinton Avenue corridor that will connect Kennedy Station to Pearson Airport. The first phase runs from Jane Street in the west to Kennedy station in the east and includes an 11km underground tunnel in the centre section. The federal, Ontario and Toronto governments have also formally announced the start of the complete refurbishment of Union Station. Its train shed is also being redone. The reconstruction of the train shed roof (the roof covering the passenger platforms and tracks) is a major component of GO Transit’s Union Station renewal project. The objective is to restore the north section over Tracks 1 and 2 and refurbish the east and west portions of the shed 461914_NDT.indd totalling approximately 30,000 square metres (300,000 square feet) and to replace the central 5,000 square metres (50,000 square feet) of the train shed with a large glass atrium. The glass box of the atrium will float over the tracks, providing daylight at platform level and a visual connection from the station to the waterfront. ●
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Fall 2010 25
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Fall 2010
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Better Links Vital in Biodiesel Chain Fuel supply needs sophistication for rail industry to count on it
A WINTER EXPERIMENT with blended biodiesel shows
“A commercial scale distribution isn’t
locomotives can run on it without adverse effects but its
there at this time and as a result the fuel
use won’t become widespread without major improvements in the national fuel supply chain, says Grete Bridgewater, director of environmental management systems at CP. “A commercial scale distribution isn’t there at this time and as a result the fuel isn’t consistently available across our network,” Bridgewater told the Rail-Government Interface Conference. She spoke during a panel on alternate fuels outlining CP’s test of four GE locomotives hauling freight between Calgary and Edmonton last winter. GE and Natural Resources Canada participated in the experiment. “We had no service interruptions or operational issues with the locomotives,” she said. “GE says the fuel had no adverse impact on engine performance or components.” The affect of the blend on the fuel efficiency of the four locomotives is still being analyzed. One of the biggest challenges in the test was keeping the units restricted to the test area. “We had to fight to keep them in dedicated service for the test,” she said. “GE had checked the engines before it began and the fuel tanks were purged to ensure only blended fuel was used.” It’s also clear the fuel supply industry isn’t geared up to deliver a quality biodiesel blend across the country that would be necessary before the railway could consider using the fuel on a national basis. The industry also needs a lot more experience with biodiesel and what customers expect. It also needs competition in the fuel business “to drive down costs,” she said. “We’re not in the fuel supply blending business.” Bridgewater contends the federal government should exempt railways from any national or regional biodiesel requirements until it is clear their needs can be met across their networks.
isn’t consistently available across our network.” Grete Bridgewater Director of Environmental Management Systems – CP
Under the federal government’s alternate fuel mandate, all diesel fuel in Canada is supposed to contain 2 per cent biodiesel by 2011. Pete Lawson, product line manager for freight locomotives with GE, said the company is in the second five-year plan for developing its line of ecomagination locomotives. “We doubled our research and development to $10 billion which has allowed us to cut the energy intensity of the locomotives by 50 per cent,” he said. It’s certainly paid off in terms of sales as the company’s growth has doubled. GE has done a lot of work with biofuels in both its locomotive and aircraft engines, Lawson said. As a result, it has developed a consensus on biofuels, including these points: • Biofuels don’t have as much energy by volume as petroleum • They emit great nitrous oxide emissions • They don’t flow well in cold weather • Engines require higher compression pressure to burn them • Fuel fi lters have to be changed more often; hoses, gaskets and seals suffer more corrosion continued on page 28
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Fall 2010 27
Biodiesel Chain continued from page 27
“We still have a lot of work to do on the
Biodiesel Demo Final Report
impact of biofuels.” Pete Lawson Product Line Manager/Freight Locomotives – GE
• They don’t remain as stable in storage • There can be problems with microbial growth in the summer • Engine oil may have to be changed more frequently • There are no comprehensive manufacturing standards for biodiesel “We still have a lot of work to do on the impact of biofuels,” Lawson said. GE plans to rework its locomotive warranties to allow for blended biodiesel use. It will fi eld test a blend that is 20 per cent biodiesel to see how it affects locomotives for two-year test periods. It will also develop a Biofl ex Kit to equip locomotives to run on alternate fuels. The source of biodiesel in North America is mostly from canola and animal fats, but there are many sources in other countries that will all have to be tested, he said. Biofuels are being promoted for political and environmental reasons but most of the backing for them is at the production stage and not among companies that will actually use the fuel. ●
Test shows viability, raises questions Governments in Canada and the United States are developing renewable fuel requirements and need real-world data to prove the viability of renewable fuels. While original equipment manufacturers such as General Electric (GE) have conducted extensive testing of biodiesel in railway applications, the primary limiting factor of that research has been the absence of testing under significant cold-weather conditions such as those seen during a Canadian winter, therefore a specifically Canadian railway technical feasibility study was required. As a strong proponent of environmental initiatives, Canadian Pacific volunteered to perform a cold-weather biodiesel viability study, the fi rst of its kind, with the support of the Government of Canada’s National Renewable Diesel Demonstration Initiative. From November 2009 to March 2010, four GE AC4400CW diesel-electric locomotives were held in captive service on CP’s mainline between Calgary and Edmonton. The primary focus of the study was to assess the feasibility of using up to a maximum of 5 per cent (B5) biodiesel blend in freight locomotives operating in cold weather service. Ultra low sulphur diesel was splash-blended with soy-based biodiesel to produce the resulting B5 biodiesel. Mechanical assessments were performed prior to and after the test period to determine impacts on locomotive engine performance and components. While the test successfully demonstrated the viability of B5 biodiesel use in cold weather freight rail service, it also showed there are renewable fuel supply chain issues to address, including the availability of biodiesel and distribution infrastructure, the limited number of vendors, quality control, and the availability of appropriate blends. The full report is posted on www.cpr.ca.
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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Ask Canadian Pacific about Canada Company celebrates 125 years since last spike CANADIAN PACIFIC IS celebrating the 125th anniversary of the last spike completing Canada’s first transcontinental railroad. The milestone is shared with the communities CP serves, and in Western Canada with Parks Canada. Canadian Pacific was instrumental in building the Canadian West. As the main line moved westward, the location of towns was largely determined by the needs of the railway. At 200-kilometre intervals along the line, CP built stations around which towns developed – small depots in some spots, larger ones where natural resources or other advantages might be exploited and magnificent structures in locations deemed to have the potential for greatness. Initially, the territory through which the railway ran was inhabited by only a few pockets of First Nations and Metis. The railway needed a steady stream of traffic if it was to survive, so it had a strong vested interest in settling the West. Where CP stations were erected, new names were needed for the maps, atlases and railway timetables that would follow. Creelman, Drinkwater, Ernfold, Flintoft, Griffi n, Neville, Tisdale, Vogel, Wallace – literally hundreds of CP executives, contractors and surveyors and employees were recognized in bold block letters on CP station name boards. In the years before World War I, CP expended as much of its resources on immigration and development as did the federal government. The company’s transatlantic steamships transported hundreds of thousands of settlers to the West.
CP established 10 experimental farms along its main line on the prairies. The railway’s advertising campaign in the East emphasized the potential bounty of the “Golden Northwest.” Special trains brought U.S. settlers to homes in the north. At harvest time, thousands of seasonal workers were carried from across the continent and as far away as Europe. In southern Alberta, CP embarked on a $40-million irrigation project. The scheme included a huge dam at Bassano, a 3.2-kilometre aqueduct at Brooks and more than 2,000 kilometres of irrigation canals. The company set up 762 ready-made farms in 24 colonies, including houses, barns, sheds, fences and enough tools for a novice farmer and his family to make a go of it. As early as 1883, CP workers discovered natural gas while drilling an artesian well near what is now Alderson, Alberta, to get water for their steam locomotives. It moved its department of natural resources closer to the action in 1912. From Calgary, the company managed all of its agricultural, mining and metals, oil and gas and real estate activities. When oil was struck in Turner Valley, in 1914, it was on CP land. The company’s interests were so inextricably linked with those of the country, it adopted the slogan, “Ask Canadian Pacific about Canada.” ●
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ESDC: A Hidden Gem Suburban Montreal firm leads the way in diesel advancements TUCKED AWAY IN the sprawling complex of CAD Railway Industries in the Montreal suburb of Lachine, the Engine Systems Development Centre is a leader in research into ways to make diesel engines cleaner and more efficient. It’s demonstrating its capability as part of CAD’s program to rebuild 53 VIA Rail F40s, the mainstay of its locomotive fleet, says Manuel Vasquez, the director of ESDC, which shares the complex with its partners CAD Railway Services and Canada Allied Diesel. They were merged into one entity by Global Railway Industries in 2007 and offer freight car building, freight and passenger car rebuilding and refurbishment of locomotives. The site is served by both CN and CP. At the start of the rebuild process, the engines, which generate electricity that powers traction motors that turn the locomotive’s wheels, is removed from the F40 and transferred to the 20,000-square-foot ESDC facility. There it is completely disassembled and rebuilt to extend its operating life and reduce emissions. “When it’s back together, we break it in and test its performance using our laboratory equipment,” Vasquez said. The engine from each locomotive will go through the same process as the unit undergoes a complete rebuilding. “We have a detailed list of procedures to follow and we do all the technical work on them.” VIA isn’t the only customer. ESDC has done work with CP, the Canadian Coast Guard – which uses diesel engines on its vessels – as well as many shore facilities and New Brunswick Southern. It has rebuilt one locomotive for the New Brunswick short line and will be doing another. Other customers include Alstom Transport, Cummins, Detroit Diesel-Allison Canada East, CSX Transportation, GO Transit, Quebec Hydro, Ottawa Central Railway, Proaxion Technologies, Quebec Gatineau Railway, Transport Canada, Transportation Development Centre of Transport Canada, Union Pacific Railroad and INO Ltd. Established in 1995, ESDC isn’t just an elaborate repair shop. It’s also a leading research center that specializes in work on large-bore diesel engines. The goal is to fi nd ways to reduce emissions, improve fuel economy and develop
higher power density and it employs a team of 14 researchers, experienced chemists and engineers. The staff performs full-scale engine testing and discrete component analysis. With their expertise in engines, fuels and lubricants, they have developed techniques for continuous, real-time measurements of engine output in direct relation to fuel and lubrication. The facility contains state-of-the-art equipment and engine test-beds that are capable of providing a wide spectrum of scientific data to simulate any condition. Specialists in lubrication and fuel technology conduct on-going research aimed at improving diesel engine fuel consumption and reducing exhaust emissions. All this allows ESDC to offer a new dimension to corporations and government organizations requiring comprehensive analysis. Among its research projects are fuel, lubricant and coolant testing and analysis, fuel and lubricant additive screening and evaluation and exhaust emissions testing. Vasquez said the facility uses single cylinder diesels to conduct its test and evaluates them by standard protocols and the requirements of the Association of American Railroads. It has does compression tests on CN and CP locomotives and other technical evaluations that ensure “the locomotive delivers the horsepower that it is supposed to,” he said. “We’ve the only facility that can do that.” Among ESDC’s accomplishments is the development of a software package that provides detailed data for diesel operators on engine performance – the Data Acquisition and Engine Control System. It was developed with support from the IRAP program at the National Research Council. It has produced a simplified fuel additive test procedure as a less expensive alternative to current AAR procedures for evaluating fuel additives in rail, marine and stationary diesel engines. This project was sponsored by Transportation Development Centre of Transport Canada. ●
The staff performs full-scale engine testing and discrete component analysis. With their expertise in engines, fuels and lubricants, they have developed techniques for continuous, real-time measurements of engine output in direct relation to fuel and lubrication. Interchange
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Standard General Inc. is a major construction contractor serving the Greater Edmonton Region for more than 40 years. In addition to providing road construction services, we also provide aggregate and railway ballast sales and seasonal railcar storage. www.standardgeneral.ca Contact Jim Pierce, Operations Manager jpierce@standardgeneral.ca (780) 459-6611
3/9/09 3:13:14 492337_Standard.indd PM 1
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Industry News and Developments
Funds Allow Huron Central to Continue The governments of Canada and Ontario agreed to fund infrastructure improvements to allow Huron Central Railway to continue operations. The jointly funded $30M will allow work to begin the upgrading of Huron Central Railway (HCR) between Sault Ste. Marie, Ontario, Canada (bordering on Sault Ste. Marie, Michigan) and Sudbury, Ontario. Short lines play a key role in economic development and environmental sustainability. A 2008 study conducted for the Railway Association of Canada and the Ministry of Transport for Ontario says short line railways contribute up to $1.2 billion in economic and social benefits to Ontario’s economy. “The provincial government understands that HCR is essential to retaining and expanding present-day business operations in northeastern Ontario, which is why we took the lead and committed $15 million to this project six months ago in the Ontario budget,” said David Orazietti, MPP for Sault Ste. Marie. “The province’s plan to strengthen northern Ontario’s economy is delivering results by maintaining and creating new jobs in a number of diverse sectors.” Approximately 400 employees work for the short line railways in Ontario. They earn $20 million in wages annually and contribute $7 million in federal and provincial taxes. As the greenest and most efficient mode of surface transportation, increasing the use of rail in Canada is crucial to the country’s future economic and environmental prosperity. - With files from SooNews.ca
Railway Safety on the Political Menu Parliamentarians are expected to turn attention this fall to amendments to the Railway Safety Act (RSA) that have their origin in a 2008 report.
The department would spend $44 million over the next five years to implement provisions of the bill through detailed inspections, safety management system audits and enforcement action in cases of non-compliance. The minister noted his officials established an Advisory Council on Railway Safety and a Transport Canada/industry/union steering committee and working groups, which have developed action plans to implement the recommendations. In addition to strengthening Transport Canada’s regulatory and enforcement powers, the proposed amendments bring supervision of the rail sector in line with other transportation modes, Merrifield said.
The Railway Safety Act was implemented by the Mulroney government in 1989. Former Conservative transport minister Doug Lewis reviewed the state of rail safety in Canada in 2008. His RSA review report concluded positive efforts to improve rail safety have been accomplished but still produced 56 recommendations for improving the system. The Commons transport committee chipped in 14 other proposals for the government to act on. Rob Merrifield, minister of state for transport, said the amendments to the Railway Safety Act will encourage railways “to create and maintain a culture of safety.” They will also enable to Transport Canada “to crack down on rule-breakers with tough new monetary penalties and increased judicial penalties, strengthen safety requirements for railway companies, create whistleblower protection for employees who raise safety concerns and require each railway to have an executive legally responsible for safety.”
Stewart Southern Starts its Engines Saskatchewan’s 11th operational shortline railway Stewart Southern Railway Inc. officially launched operations on Aug. 27 in Fillmore, Saskatchewan. continued on page 34
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Industry News and Developments continued from page 33
Stewart Southern Railway will operate on about 132 km (82 miles) of track stretching between Richardson and Stoughton, after it bought the line for an undisclosed purchase price earlier this summer from Canadian Pacific Railway. Stewart Southern Railway Inc. is essential to the operation of FillMore Seeds Inc., a local business that currently has three locations along the shortline, which was formerly known as Tyvan Sub.
• Shortline Railway Operations • Industrial Switching • Rail Yard Design and Construction • Railway Equipment and Materials • Bulk Material Loading and Unloading • Railcar Repairs & Storage
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CN and TSI Terminal Systems Inc. announced a supply chain collaboration agreement to enhance service levels to mutual customers and draw greater volumes of container traffic over Port Metro Vancouver. The CN-TSI pact is a companion to CN’s recent supply chain collaboration agreement with Port Metro Vancouver (PMV) designed to promote balanced accountability among all port stakeholders.
CN to Begin Hiring Spree CN plans to hire as many as 2,000 people annually over the next five years to replace retiring employees and reduce operating costs. About 47 per cent of the workforce is planning to retire in that period. CN had 21,501 employees as of Dec. 31. On average,
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the company must replace 8 per cent to 10 per cent of its workforce each year. CN is looking for mechanics, engineers and train conductors.
communications maintainers, and up to 30 participants will be prescreened by Aboriginal Human
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Winnipeg Inducted into Canadian Railway Hall of Fame
Grant Nordman, St. Charles Ward, recognizing Winnipeg’s induction into the Canadian Railway Hall of Fame for the year 2009 in recognition of outstanding achievement as a community in the Canadian railway industry. ●
AFN and RAC Launch Training, Employment Project The Assembly of First Nations and the Railway Association of Canada announced a railway training and employment project to promote skills development and employment to Aboriginal Canadians for career opportunities in Canada’s rail industry. The AFN/RAC Railway Training and Employment Project will provide 30 participants with tuition and living expenses to attend RAC Railway Conductor Programs in Winnipeg, Thunder Bay and Vancouver. In addition, seven project participants will be pre-screened by Aboriginal Human Resource Development Agreement holders and recruited as signals and
Railway Association of Canada President Cliff Mackay (right) presents a commemorative plaque to Councillor
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On the Move Strahl Appointed Transport Minister
was CANAC’s GM of engineering and oversaw CANAC’s engineering consulting services as well as the P-811 track renewal operations. A native of Quebec, Patella is a veteran of more
The appointment of Chuck Strahl as minister of transport, infrastructure and communities, isn’t expected to produce any changes in the Harper government’s transport priorities. The third transport minister in four years, Strahl is well-versed in infrastructure issues, especially at the municipal level. He succeeds John Baird, who takes over as government house leader. Strahl, 53, has previously served as agriculture and Indian affairs minister. He showed in the latter portfolio that he can handle complex and troublesome issues. He’s expected to leave many transport fi les to Rob Merrifield, the minister of state for transport, including the Railway Safety Act amendments that will likely be debated this fall. However, there are contentious fi les Strahl will have to contend with in the new portfolio, such as the Rail Freight Service Review that’s supposed to present the government with recommendations this fall, and a report on high-speed rail. He will also handle the wind-up of the infrastructure spending program that offers potential for short line investment that Baird launched as 382651_Sieb.indd a key component of the Harper government’s Economic Action Plan. Strahl has represented the BC riding of Chilliwack-Fraser Canyon since 1993 as a member of the Reform Party, Canadian Alliance and Conservative Party. He has served as deputy speaker of the Commons, prompting much speculation that he may replace outgoing Government House Leader Jay Hill.
than 17 years with CANAC. He holds a bachelor’s degree in engineering from Polytechnique Montreal and a master’s in engineering from Concordia University in Montreal. ●
1
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Fall 2010 37
Index to Advertisers ACOUSTICS/TRACK NOISE Retlif Testing Laboratories ...........................inside front cover AGGREGATE/BALLAST SALES Standard General Inc ..............................................................32 AIR HORNS Nathan Airchime, Inc. .............................................................17 BALLAST Montana Hydraulics, LLC........................................................13 Standard General Inc ..............................................................32 BATTERIES Surrette Battery Company Limited........................................30 BATTERY CHARGERS Transtronic Inc. ........................................................................20 BOGIES, AXLES, WHEELSETS & SUSPENSION COMPONENTS Amsted Canada Inc. ................................................................20 CIVIL ENGINEERING PRODUCTS/SERVICES Atlantic Industries Limited .....................................................18 CLEANING MATERIALS/SERVICES Hallcon Crew Transportation Inc. ..........................................30 CONSTRUCTION/BUILDING SERVICES A & B Rail Services Ltd ...........................................................36 Standard General Inc ..............................................................32 CONSULTING SERVICES AECOM Canada Ltd.................................................................34 CANAC Inc. ..............................................................................28 MMM Group Ltd. .....................................................................33 Retlif Testing Laboratories ...........................inside front cover CONTRACTING SERVICES A & B Rail Services Ltd ...........................................................36 Cando Contracting...................................................................34 PNR Railworks Inc. ..................................................................26 The Toronto Terminals Railway Company Limited ...............12 CRANES, RERAILING & LIFTING EQUIPMENT A & B Rail Services Ltd ...........................................................36 Railquip, Inc..............................................................................14 CUSTOMS BROKERS Summit Customs Brokers .......................................................26 DEPOT & WORKSHOP EQUIPMENT Railquip, Inc..............................................................................14 EARTHWORKS STABILIZATION A & B Rail Services Ltd ...........................................................36 EMC/EMI TESTING SERVICES Retlif Testing Laboratories ...........................inside front cover EMERGENCY EQUIPMENT Railquip, Inc..............................................................................14 EMERGENCY RESPONSE PLANNING & PREPAREDNESS Railway 101 Consulting Services Inc. (2009)........................25
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
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Fall 2010
ENVIRONMENTAL CONSULTANCY/CONTROL/ PROTECTION/TESTING Retlif Testing Laboratories ...........................inside front cover ENVIRONMENTAL SIMULATION TESTING SERVICES Retlif Testing Laboratories ...........................inside front cover EXHAUST SYSTEMS Railquip, Inc..............................................................................14 FASTENERS UNIT RAIL.................................................................................13 GAUGING EQUIPMENT A & B Rail Services Ltd ...........................................................36 GPS TRACKING & MONITORING EQUIPMENT Lat-Lon, LLC .............................................................................30 HI-RAIL EQUIPMENT Hi-Rail Leasing............................................... inside back cover HIGH SPEED RAIL VAE Nortrak Ltd. ........................................................................6 INDUSTRIAL FASTENERS Industrial Screws & Forge ......................................................26 INDUSTRIAL LOCOMOTIVES Railquip, Inc..............................................................................14 INDUSTRIAL SWITCHING A & B Rail Services Ltd ...........................................................36 Vidal Street Industrial Park Inc. .............................................36 INFRASTRUCTURE MAINTENANCE A & B Rail Services Ltd ...........................................................36 INFRASTRUCTURE SERVICES A & B Rail Services Ltd ...........................................................36 INSPECTION SERVICES A & B Rail Services Ltd ...........................................................36 RTC Rail Solutions Ltd.............................................................38 LEASING & SERVICING GE Capital - Rail Services .........................................................3 Texas Railcar Leasing Company.............................................26 LEVEL CROSSINGS A & B Rail Services Ltd ...........................................................36 LIGHTING & SIGNALS Golight, Inc. ..............................................................................30 LOCOMOTIVE IDLE REDUCTION SYSTEMS Kim Hotstart Manufacturing ....................................................4 LOCOMOTIVE SPARE PARTS/SERVICES/REPAIR Services Techniques DHG ......................................................36 LOCOMOTIVES H. Broer Equipment Sales & Service Inc. ..............................24 Trackmobile Inc. .......................................................................34 MAGNETIC MATERIAL HANDLING EQUIPMENT Moley Magnetics, Inc. ............................................................36 Sieb Sales & Engineering Inc .................................................37 MAINTENANCE & REPAIR GE Capital - Rail Services .........................................................3 MAINTENANCE-OF-WAY EQUIPMENT A & B Rail Services Ltd ...........................................................36 Loram Maintenance of Way Inc.............................................35 Racine Railroad Products........................................................29 METAL FABRICATION Diversified Metal Fabricators ................................................24 MOBILE RAILCAR MOVERS H. Broer Equipment Sales & Service Inc. ..............................24 Trackmobile Inc. .......................................................................34 NOISE & VIBRATION CONTROL HGC Engineering Ltd. ..............................................................37 Retlif Testing Laboratories ...........................inside front cover PLANT HIRE A & B Rail Services Ltd ...........................................................36 POINTS/CROSSINGS & COMPONENTS A & B Rail Services Ltd ...........................................................36 POWER CONVERTERS/INVERTERS Absopulse Electronics, Ltd. ....................................................20 PROFILE MEASURING EQUIPMENT Railquip, Inc..............................................................................14 PROJECT MANAGEMENT A & B Rail Services Ltd ...........................................................36 PTC TECHNOLOGY Argenia Systems Inc. ..............................................................20 RAIL CONTRACTORS A & B Rail Services Ltd ...........................................................36 RAIL FASTENINGS UNIT RAIL.................................................................................13
RAIL LUBRICATORS A & B Rail Services Ltd ...........................................................36 RAIL PARTS Ronsco Inc. ...............................................................................24 RAIL PRODUCTS Sumitomo Canada Limited .....................................................25 UNIT RAIL.................................................................................13 RAIL SERVICES RailTerm ...................................................................................24 RAIL TRANSPORTATION SERVICES CN-Canadian National ............................................................14 RAIL WELDING A & B Rail Services Ltd ...........................................................36 RAIL, WHEEL & AXLE TESTING NDT Technologies, Inc. ...........................................................25 RAILCAR STORAGE Vidal Street Industrial Park Inc. .............................................36 RAILROAD EQUIPMENT SALES Ozark Mountain Railcar ..........................................................35 RAILS A & B Rail Services Ltd ...........................................................36 M.F. Wirth Rail Corporation ...................................................35 RAILWAY COMPANIES VIA Rail Canada .......................................................................11 RAILWAY PARTS A & B Rail Services Ltd ...........................................................36 Davanac Inc..............................................................................25 Penn Machine Company .........................................................32 RESEARCH/DEVELOPMENT/TESTING Retlif Testing Laboratories ...........................inside front cover ROAD-RAIL VEHICLES Railquip, Inc..............................................................................14 SEASONAL RAILCAR STORAGE Standard General Inc ..............................................................32 SECURITY EQUIPMENT/SERVICES Abloy Canada...........................................................................20 SIGNALLING MAINTENANCE/RENEWAL A & B Rail Services Ltd ...........................................................36 PNR Railworks Inc. ..................................................................26 SNOW REMOVAL RPM Tech, Inc. .........................................................................18 STAFFING SERVICES A & B Rail Services Ltd ...........................................................36 SWITCH-HEATING CONTROL/MONITORING EQUIPMENT A & B Rail Services Ltd ...........................................................36 PNR Railworks Inc. ..................................................................26 TOOLS PortaCo, Inc..............................................................................32 TOTAL RAIL SYSTEMS A & B Rail Services Ltd ...........................................................36 TRACK MAINTENANCE A & B Rail Services Ltd ...........................................................36 PNR Railworks Inc. ..................................................................26 TRACK MAINTENANCE EQUIPMENT Plasser American Corporation ...................outside back cover TRACK MAINTENANCE EQUIPMENT/SERVICES A & B Rail Services Ltd ...........................................................36 Montana Hydraulics, LLC........................................................13 PNR Railworks Inc. ..................................................................26 Railwel Industries Inc..............................................................25 TRACK MATERIALS/PERMANENT WAY EQUIPMENT A & B Rail Services Ltd ...........................................................36 PNR Railworks Inc. ..................................................................26 Railquip, Inc..............................................................................14 UNIT RAIL.................................................................................13 TRADESHOWS/RAILWAY Messe Berlin GmbH ................................................................12 TRAIN WASHING PLANTS/EQUIPMENT Railquip, Inc..............................................................................14 TRAINING & EDUCATION Canadian Heartland Training Railway ...................................28 VEHICLE LIFTING EQUIPMENT Railquip, Inc..............................................................................14 WEIGHING SYSTEMS Railquip, Inc..............................................................................14 WELDING PRODUCTS/SERVICES A & B Rail Services Ltd ...........................................................36 Railwel Industries Inc..............................................................25 WOOD RAILROAD TIES Gross & Janes Co. ...................................................................16
HIGH-CAPACITY I PRECISION I RELIABILITY
Asset Management. With over 50 machines and a decade of practical experience, the Plasser Dyna-C.A.T. all-in-one high speed switch production tamper and dynamic track stabilizer has proven that it can handle multiple tasks quickly with an optimum Return On Investment. Available as a single or dual tie tamper, high productivity, reduction of slow orders and high work quality are the key factors for the continuing success of the Plasser 09-Dyna-C.A.T.’s. Plasser, the worldwide leader in track maintenance technology, understands the business of Asset Management. Plasser Canada Inc.
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2705 Marcel Street
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Montreal H4R 1A6 Que.
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Tel. +1 514 336-3274
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Fax +1 514 336-6517