Canadian Pacific Announces Industry-Leading Biodiesel Testing Underway

Source: Canadian Pacific

Canadian Pacific and Natural Resources Canada have partnered on an industry-leading biodiesel fuel pilot project under the National Renewable Diesel Demonstration Initiative, announced Lee Richardson, Member of Parliament for Calgary Centre on behalf of the Honourable Lisa Raitt, Minister of Natural Resources, and Fred Green, Canadian Pacific President and CEO, today. It is the first time biodiesel will be used in Canadian cold-weather rail service.

"The Government of Canada is working closely with industry partners like Canadian Pacific to support the use of renewable diesel in the Canadian fuel market," said Mr. Richardson. "Our Government is investing over $800,000 in this important step forward to help reduce Canada's total greenhouse gas emissions."

The Government of Canada has announced its intent to regulate an average five percent renewable fuel content based on the national gasoline pool by 2010 as well as a requirement for an average two percent renewable content in diesel fuel and heating oil by 2011 or earlier, subject to technical feasibility. The National Renewable Diesel Demonstration Initiative provides an opportunity for real-world testing and performance evaluation in advance of regulatory action.

"Rail is already the most efficient means to move goods long-haul," said Green. "This initiative positions CP to make a lasting impact by further reducing our network's environmental footprint. This partnership with the Government of Canada is an opportunity to test the reliability of biodiesel in cold weather, ensuring we continue to provide safe and efficient operations for customers across North America."

Biodiesel is a cleaner renewable alternative to traditional fuels, made from either vegetable oil or animal fats. Biodiesel reduces emissions of carbon monoxide, carbon dioxide, sulfur dioxide and particulate matter and also acts as a natural lubricant.

As part of the five-month test cycle, CP will operate four GE AC4400 Diesel Locomotives with FDL-16 engines in captive service between Calgary and Edmonton. General Electric and Calgary-based fuel supplier 4Refuels are cooperating with CP during this testing phase, which began in early November and will run through the end of March.

Canadian Pacific will undertake routine detailed mechanical examinations of the locomotives in the pilot project. The information gathered will be used to determine if a biodiesel mixture of five percent (B5) has any significant adverse effects on a locomotive or its associated systems in cold-climate operation. Impact to reliability, potential changes to the overhaul or maintenance work scope and reviews of specific components on the locomotives will also be monitored.

The National Renewable Diesel Demonstration Initiative (NRDDI) supports projects that demonstrate how renewable diesel fuel will perform under Canadian conditions. This research is in support of the Government's intention to regulate renewable fuel content, specifically the proposed requirement for an average of two percent renewable fuel content in diesel fuel and heating oil by 2011 or earlier. This requirement is however conditional upon the technical feasibility of biodiesel use being demonstrated under a range of Canadian conditions. This is a part of the Government of Canada's Renewable Fuels Strategy.

Canadian Pacific, through the ingenuity of its employees located across Canada and in the United States, remains committed to being the safest, most fluid railway in North America. Our people are the key to delivering innovative transportation solutions to our customers and to ensuring the safe operation of our trains through the more than 1,100 communities where we operate. Come and visit us at http://www.cpr.ca/ to see how we can put our ingenuity to work for you. Canadian Pacific is proud to be the official rail freight services provider for the Vancouver 2010 Olympic and Paralympic Winter Games.

Increasing the use of cleaner, renewable energy is an important part of the Government of Canada's comprehensive strategy to reduce emissions of air pollutants and greenhouse gases, helping to protect the health of Canadians and our environment.

The Government of Canada has committed up to $2.2 billion to support an integrated Renewable Fuels Strategy. The ecoENERGY for Biofuels program is a key component of this strategy and will invest up to $1.5 billion to increase the supply and availability of cleaner, renewable fuels such as ethanol and biodiesel. In fact, proposed regulations will require a five percent renewable fuel content based on the national gasoline pool by 2010. The next phase for these proposed regulations will be a requirement for an average two percent renewable content in diesel and heating oil by 2011 or earlier. This requirement is however conditional upon the technical feasibility of biodiesel use being demonstrated under the range of Canadian conditions.

When the two percent mandate is implemented, it is expected that Canada will need close to three billion litres of renewable fuels.

Compared to gasoline, grain-based ethanol can reduce greenhouse gas (GHG) emissions by up to 40 percent on a life-cycle basis. The GHG reduction for biodiesel can be at least 60 percent compared to diesel. Once the five percent and two percent mandates are in place, it is estimated that these regulations, in conjunction with existing provincial regulations, could reduce Canada's annual GHG emissions by four million tonnes.

The objective of the National Renewable Diesel Demonstration Initiative (NRDDI) is to address industry and end-user questions about renewable diesel use by demonstrating how it will perform under Canadian conditions.

Among the questions that have been raised are:

impacts of cold weather;
impacts of long-term storage (with or without temperature fluctuation);
interaction of renewable diesel from various feedstocks with seasonal variations of ultra-low sulphur diesel (ULSD);
impacts on emerging heavy truck engine technology (in particular 2007 and 2010 emission controls);
impacts on engine and heating systems components; and
distribution infrastructure.

These questions will be addressed by providing non-repayable contributions to approved projects that demonstrate aspects of renewable diesel use and/or distribution in Canada. Funded projects may demonstrate one or more of the following:

the use of various blend levels;
the use of fuels produced from various feedstocks;
the use of renewable diesel in various applications that diesel fuel is likely to encounter in Canada; and
the infrastructure for renewable diesel storage and distribution.

Funding has been made available to facilitate demonstration projects of different scales in both the on-road transportation and off-road sectors.

The NRDDI is administered by Natural Resources Canada.

See Also: The Diesel Railroad Locomotive - From Box Cabs And The SD40 To The SD70 And Gensets

Railroad Photo Gallery - Union Pacific GP40-2 1368 (Ex Rio Grande)

Photos & Story By: Ken Hulsey

One of the great things about the mega-mergers of the 1990's, is the fact that now railfans sometimes get a chance to see examples of motive power in their own region that would have never ventured there prior.

Case in point is today's photo study on Union Pacific GP40-2 #1368, which, as you can plainly see, is of ex Rio Grande lineage. To be precise, ex Rio Grande locomotive #3117. Had the Union Pacific never merged with the 'Grande" then it would be a forlorn conclusion that this diesel would have never found itself parked in Ontario, California, where these photos were taken.

Luckily, the UP never took the time to repaint many of their acquisitions, spare the front hood logo and company colored number board.

As luck would have it, I got a chance to talk to a Union Pacific engineer on this day, who informed me that there was and unaltered Rio Grande unit of this type still in use in it's native Colorado, often times paired with UP's, Rio Grande 'Heritage' series SD-70ACE #1989.

On this day in October of 2007, #1368 was lashed up with a pair of ex Southern Pacific road switchers, one of which is numbered 1414. I failed to note the number of the third locomotive.

Of course, I'm assuming that the second engine was Southern Pacific, with the long hood lettering painted over, it could be an old Cotton Belt unit. Locomotives from the SP owned line used to find themselves in the nearby Colton yard quite frequently when it was still in the railroad's ownership.

Since I snapped these photos, I have seen #1368 in and around UP's Colton digs a few times. The last time, being on the head end of a local, paired with a leased unit, traveling south through Grand Terrace with several loads of lumber.

The Diesel Railroad Locomotive - From Box Cabs And The SD40 To The SD70 And Gensets

This article is available at Rails West!

Visit Rails West The Magazine Of Western Railroading - HERE

Railroad History - Fun Facts - The Modern Era (1980-Present)

Written By: Ken Hulsey

In the modern era the American railroad industry went through a series of drastic changes. Deregulation, mega-mergers and intermodal service, which ultimately saved the railroads, changed the landscape forever.

Let's take a quick look at some of the things that happened post 1980:

The Staggers Act deregulated railroads and allowed them to set their own rates for shipping services.

In the 1980s’ the Reagan Administration distanced itself from Amtrak. It was their policy that US passenger rail service should survive on its own. Amtrak as forced to pay for half their operating expenses from passenger fares. The railroad experienced more hard times in the 1990s’ and several unprofitable trains had to be discontinued. In response to all this, the railroad added several new features to rail cars such as TVs and Viewliners.

VIA likewise suffered financially during the 1980s’ and 90s’. The railroad purchased an refurbished dozens of passenger cars from US railroads. They continued to operate passenger trains in an “old-fashioned” manor with Pullman like sleeping cars and rear end observation cars. The railroad even allowed private companies to operate trains to tourist destinations.

In the 1990s’ several railroads began to merge into one another. Railroads found it more financially viable to exist as one large railroad instead of several small ones by the end of the decade there were only seven Class I railroads in the United States where once there were hundreds.

RailTex began as a railroad car leasing company. They soon started buying up small feeder railroads. Before long they owned several small railroads in the US and few in Canada and Central America. Though RailTex owns the smaller railroads they still let them operate independently.

In November 1995 the Canadian Government released all of its shares in the Canadian National on the New York, Montreal, and Toronto stock exchanges allowing the railroad to become a private company. In July 1999 the Illinois Central merged with the CN giving the railroad a major US artery, a frost free port at New Orleans and connections with Mexican railroads.

Railroading Terms - From The Modern Era (Circa 1980 - Present):

Second Generation Diesels – Developed in 1972 the EMD “Dash 2” series of locomotives provided 3,000hp with reduced emissions and improved traction control.

Engineer-less Locomotives – The use of a remote control locomotive, operated by a nearby worker, to perform switching duties.

FRED – The Flashing Rear End Device eliminated the need for a caboose on a freight train. The device monitors air brake pressure and motion and then relays the information to the engineer.

EABS – The Electronic Air Brake System is an electronic braking system designed to eliminate air brakes. The EABS is able to set the brakes on each car simultaneously via a computer in the locomotive.

Since the 1980s’ railroads have adopted environmentally friendly policies and practices in their day-to-day operations. Railroads have begun to clean up their old facilities, regulate the use of toxic substances and control the amount of pollutants that are released into the air and water.

With passing of the Stagger’s Act in 1980 the deregulation of the railroad industry made the ICC obsolete. In 1995 the government initiated the ICC Termination Act brought an end to the 109-year old commission and the “Railroad Era”.

Random Thoughts About The History Of Railroading In America:

In my opinion the building of America’s first transcontinental railroad is the most significant event. The linking of the East and West opened up the country for settlers and farmers to change the landscape of the “Great American Desert”.

Trains hold the same kind of magic that ships, planes and automobiles do. There has always been a romance about them. For myself personally, I have always been in awe of the massive size and power of trains. I suppose it is the main reason I love large steam locomotives so much. I once heard them described as “beautifully ugly” I guess that seems to fit them to a “T”. Once trains get in your blood they are there to stay.

See Also: Railroad History - Fun Facts - The Post-War Era (1945-1980)

Railroad History - Fun Facts - The Post-War Era (1945-1980)

Written By: Ken Hulsey

Modern Times & Twilight of the Railroad Era

Here are some fun, and interesting, facts from the post-war era of American railroading, circa 1945-1980. It was a time of transition as railroads moved from traditional steam power to diesel and railroads tried to compete with other growing forms of transportation.

After WWII the economical and social environment of the United States changed drastically. The railroads main forms of competition, which had been held back due to the war, were now free to serve the public. Factories that once built weapons now were churning out automobiles, gasoline that was rationed during the war was now cheap and plentiful, buses had cheaper fares, interstate highways were constructed and airlines grew in number. All these factors, combined with anti-railroad legislation left over from the turn of the century, spelled hard times for the railroads. Passenger and freight traffic experienced a sharp rate of decline after the war.

Cars, trucks and buses utilized an interstate highway system that was built with government money. Likewise airlines were heavily subsidized. While the government was investing money in other forms of transportation the railroads had to maintain their own rails (Highways were maintained by the government) and pay heavy taxes.

When the railroads switched from steam to diesel during the decade after WWII the work force changed drastically. There was no longer a need for the massive maintenance shops the kept the fleet of steamers up and running. This was an extreme hardship in several small towns where the locomotive shops were the areas main employer.

President Kennedy devised “Arbitration Award 282” in August 1963. This allowed they railroads to do away with the now unnecessary position of “fireman” on passenger and freight trains. The main provision of this act was that railroads simply couldn't fire all of their fireman. Existing fireman would be allowed to retire, resign or accept a severance package.

Diesel Locomotive Manufacturers of the post WWII era:

General Motor’s Electro-Motive Division – Became an industry leader.
Fairbanks-Morse – Built early gasoline driven rail cars, 1,000 hp switchers and a limited amount of road diesels. Went out of business in 1958.


Baldwin – The steam locomotive giant bought the Lima Locomotive Company in 1950. Used Westinghouse equipment to build diesel-electric locomotives. Though the manufacturer had lucrative contracts and built 3,000 units, its practice of marketing “customized diesels” proved antiquated.


The American Locomotive Company (ALCO) – Allied with GE to gain an early hold in the locomotive market. Produced a 2,000hp locomotive for dual freight and passenger service. GE severed its relationship and the company went out of business, although it still built locomotives through the Montreal Locomotive Works until 1969.

The EMD GP7 & GP9 were very unique locomotives. The design was initially envisioned as a switcher, but its good visibility in both directions leads to its use a mainline workhorse. Overall 6,000 “Geeps” were produced and many units remained in service until the 1990s’.

In the 1950s’ and 60s’ the American and Canadian railroads made several attempts to lure passengers. The US railroads sponsored a radio program to keep the industry in the public eye. Railroads from both countries introduced “Vista Dome” cars that gave passengers an exceptional view of the countryside. New private sleeping cars were introduced. The Canadian railroads even tried a moderately successful staggered rate program known as the “Red. White & Blue Fares.” Railroads even developed new modern looking logos and shiny new cars, but in the end it made little difference.

When the railroads in the United States and Canada were threatening to abandon their passenger service the respective governments stepped in and formed the National Rail Passenger Corporation (Amtrak) and the Crown Corporation (VIA). Both governments deemed that passenger rail service still filled a public need and that this was the only way to keep passenger trains running.

In the 1950s’and 60s’ several railroads merged into one another. These railroads generally serviced adjacent areas and found better financial stability by increasing their base. This trend happened again in the 1990s’ when 40+ Class I North American railroads merged into 7.

Although the Pennsylvania and New York Central merged into one railroad, the Penn Central, the railroad still operated as if they were still separate. Crews from the individual railroads often fought and had trouble learning the practices of the other railroad. Shipments being delivered to the wrong destination and derailments were common. When the ICC ordered that the failing New York, New Haven & Hartford to merge into the Penn Central things became even more complicated. The line began bankruptcy proceedings in 1970.

Union Pacific vice-president William McDonald came up the idea of forming Conrail to bail out the failing Penn Central, Lehigh Valley, Central of New Jersey and Reading railroads.

Railroads began to use telephones, television monitors, microwave communications, computers, classification yards, hot box detectors, undercarriage inspection units, Timken roller bearings and disc brakes.

New Railroad Terms From The Post WWII Era:

TOFC – Trailer on Flat Car is the shipment of truck trailers on a railroad flat car.


COFC – Container on Flat Car is the shipment of a international shipping container on a railroad flat car.


Auto Railers – Is the practice of attaching railroad wheel trucks directly to trailers or containers to eliminate the use of a flat car.


Unit Trains – Unit trains are comprised of one type of freight car that hauls one specific commodity such as coal or wheat.


Mini Trains- Mini Trains are 10 to 15 car Unit Trains.


Due to the changing economic climate and the decline of rail service the Pullman Company, REA and US Railway Mail Service became outdated and unneeded.