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Natural Gas Locomotives Are (Almost) Here
MANY MONTHS AGO we here in this space re- ported on serious industry discussions about whether liquified natural gas (LNG) would displace diesel as the primary fuel on Ameri- can rails in the same way diesels displaced steam following World War II. Now comes word from several sources, including our friends at Railway Age, indicating the new era may be upon us sooner than expected; as early as 2016-2017. That is no small matter given the many naysayers on the feasibility of LNG as a major power on America’s railroads. John Kemp, a Reuters analyst, writes that the rail executives are leaning toward a starting ratio of 80 per cent LNG and 20 per cent diesel. That suggests a cautious begin- ning. 80/20 could be achieved without mak- ing radical and expensive modifications to the engine. Go much higher than that for the LNG percentage, and the major, major mod- ifications would indeed be required. The Association of American Railroads (AAR) is working with government decision- makers to loosen prohibitive regulations with regard to LNG rail power. Right now federal stipulations make it difficult to make the switch. Safety is the issue, and it is hoped that hindrance will be remedied so as to satisfy the FRA.
Long Time Coming BNSF was testing LNG-powered locomo- tives at least two decades ago. Industry chieftains are looking at such test results. While a tender as large 25,000 gallons will take anywhere from a half hour to 45 min- utes to fill, a train with that much fuel could make it from L.A. to Chicago without having to refuel enroute.
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LNG already has developed a significant share of power in other forms of transport. That would include new vehicles for mass transit agencies, garbage and recycling vehi- cles, and other trucks. America’s railroads have good reasons to consider natural gas: 1) It’s cleaner-burning than diesel; and 2) it’s also cheaper as long as there remains a considerable gap be- tween gas and oil prices; no small factor for an industry whose fuel costs take up about 30 per cent of its operating expenses.
Quebec Fallout Lawsuits and safety issues are still rolling through the industry in the aftermath of the disastrous accident at Lac Megantic, Que- bec. (See last three issues, this column.) The state of Maine is home to the Montreal, Maine & Atlantic Railway train whose 72- oil car train rolled seven miles after being left unattended, and derailed in Lac- Megantic (ten miles from Canada’s border with the U.S.) on July 6, claiming 47 lives and the virtual destruction of much of the Canadian city.
That prompted Maine Governor Paul P. P.O. BOX 217 • AL
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LePage to order a review of all 1150 miles of trackage throughout the state, and a close look at the operations of the five freight rail- roads there. The report included specifics about inspections by the feds — the FRA,
both before and after the Quebec disaster. The inspections that followed the Quebec tragedy focused on tracks, equipment, and grade crossings, with special attention to hauling hazmat. No form of transportation is completely risk-free, the report noted, but such tragic smashups “will not likely occur in Maine if private railroad operators follow their own safety practices and those re- quired by the government. The AP, in its own coverage of the report, noted the probe did not deal with the issue of single-person crews on trains hauling haz- ardous materials. Labor and management in the U.S. are at loggerheads on that issue. Canadian regulators blamed insufficient brake force for allowing the MMA train to roll without an operator present. On that side of the border, the state has mandated two-person crews on hazmat trains. How- ever, exceptions were allowed for some op- erations.
Lac-Megantic; A Lawyers’ Bonanza? Predictably, the accident has led to lawsuits and threats of lawsuits, and not just against the small MMA and its Chicago parent com- pany Rail World, Inc. The deep-pocketed companies are also on the wrong side of legal action. Quebec’s government has now added Canadian Pacific Railway to a long list of those it deems responsible for the deadly train derailment, and thus arguing it too should put up big money for human suffer- ing and property destruction. The govern- ment claims CP must bear some responsibil- ity because it was the original contractor for the MMA train and was an original owner and custodian of a hazmat, and so “account- able for the spills.” Quebec’s Environment Minister Yves-
Francois Blanchet said “Lawyers will act,” against CP, and added, “This is not an idea or a suggestion; it is a legal order. It is not optional.” CP vows to fight the order, compa- ny spokesman Ed Greenberg declaring, “As a matter of fact and law, CP is not responsible for this cleanup. CP will be appealing.” Canada’s Transportation Safety Board
even sent investigators to the Bakken Shale, although a spokesman said that mission doesn’t carry any special meaning. (Right. Just stopping by for a little social call?) A member of the Hogan Lovells international law firm, told E&E Publishing: “When you’re dealing with something like this, inevitably people are trying to cast their net as broadly as possible. I think that’s why there’s been this reaction from the [Canadian] govern- ment — because it’s a way for them to say to their constituents, ‘We’re doing something.’”
Trackage Rights At Whose Mercy? As we reported in an earlier issue, a court decision handed down in late summer has generated deep concern among some pas- senger supporters. Depending on how the ruling is interpreted in future cases — it could leave Amtrak in a vulnerable position on the issue of access to trackage it does not own. That court case was instigated a few
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