Rail turnout - RISSB

Future locos to focus on fuel and emissions

Technology roadmaps for locomotives of the future focus on two key areas according to GE Transportation’s Pete Lawson: fuel and emissions.

“The reason for that is, there is an increasing emissions regulatory environment where we sell locomotives and…where there isn’t a regulatory environment, anytime we can lower fuel is a good thing for better operations,” Lawson told Rail Express yesterday at AusRAIL PLUS.

About 75 per cent of the diesel electric market worldwide is operating under some kind of local emission regulation. America leads the way in terms of the toughest and most restrictive regulatoryenvironment for locomotives.

“The EPA doesn’t just look at meeting the levels for emissions when you ship your product new, it also requires the unit to be compliant for its useful life and…the EPA has the ability to grab a unit at any point in time…and test it to validate emissions are being maintained,” Lawson said.

Australia has no emission regulations for locomotives and nothing planned for the future. However, Lawson believes this is necessary as a responsible “citizen of the world”, especially since there is existing technology which allows locomotives to operate at significantly lower emissions levels.

The Railway Technical Society of Australasia’s executive chairman Martin Baggott told Rail Expresseven though locomotive emissions are not legislated in Australia eventually, “one way or the other this will come about”, either through direct regulation or implied through an ETS or a carbon charge.

But the Federal Government’s current ETS does not include transportation –something the industry has taken issue with – with implications for companies having to set their own emissions benchmarks.

Lawson’s final words to AusRAIL PLUS delegates were timely for industry players in Australia.

Effective emissions regulations in America has resulted in significant improvements for theenvironment, safety, operations and cost, he said.
“As a rail industry it’s critically important that we be an extremely active participant in the development of any emissions safety or regulation. At the end of the day the OEMs and operators are going to have to live with those regulations and implement them and having input and a voice in the development of those is critical,” he said.

“We must continue to invest and look forward in technology; it’s difficult to do in a downward cycle, but if you stop and take your eye off the future, the catch-up is nearly impossible.

“Cleaner and greener can be a very cost effective solution for operators and do not have to be mutually exclusive.”

Rail technology roadmaps: a Canadian perspective

The recent Rail Technology Workshop saw senior rail executives come together to kick-start the development of a technology strategy and roadmap for the Australian rail industry for the next 30-40 years.

By Jennifer Perry

While many rail organisations have developed individual technology roadmaps, the workshop marked the first time that industry came together to work towards a common technological base.

With Canada a few steps ahead of Australia, having already got a technology roadmap in place, delegates benefitted from hearing the Canadian experience that was shared by Mike Roney, chair of Canada’s Railway Research Advisory Board.

Roney said that the Canadian rail industry used the Association of American Railroads’ (AAR) technologyroadmap as a basis for developing a specific Canadian technology strategy, and took more of a freight focus because that’s where “the money is made”.

“The AAR technology roadmap started when our chief executives said that even if the railways don’t gain market share, we still have to be carrying 80 per cent more tonnage on our lines 20 years into the future which requires us to spend a great deal of money on capacity improvements,” Roney said.
“The target we came to was if we can do 50 per cent of that improvement in capacity through technology then there is a great deal of value in that for the railways.”

Canada took many of the AAR’s technology roadmap principles into consideration when developing its own strategy, including the need to develop capacity without spending capital; making assets sweat; fuel efficiency and advanced power systems; reducing in-service failures; automated health monitoring of track and rollingstock; interoperability; positive train control; and information technology that supports improved customer service.

“The next piece of evidence we put together was the visioning of the top operating officers within Canadian National and Canadian Pacific – the two major Canadian freight railways – who were basically asked what they would like their railway to be when they grow up,” Roney said.

The resulting vision highlighted key strategic areas such as the need for new technologies to lower stress states and for the rail network to be fluid, scheduled and precise; the need for safety systems to be more vital, predictive and condition based and for technologies that reduce emissions, amongst others.
Some of the technologies that featured in this vision were wireless train control systems to improve safety and capacity, friction management to control the friction levels along rail lines and reduce fuel consumption, ECP braking and longer trains with distributed power.

Key stakeholders then came together to decide on what research priorities would form Canada’s joint industry government research program for its technology roadmap; Roney said that with a lack of industry funding for research, it was paramount that funding went to areas that “everyone up the line” recognised as the top priorities.

Research projects included human behavior and compliance, energy and the environment, railroading and harsh and changing environments, infrastructure integrity, human factors, operational fluidity and capacity and emerging technologies.

Roney’s views were welcomed by the Rail Industry Safety and Standards Board’s (RISSB) general manager Kevin Taylor, who told Rail Express that with Canada “out there leading rail reform”, it had plenty of good case examples for Australia to follow including the development of a technologystrategy.
Taylor said that while the Rail Technology Strategy Workshop marked an important step in the industry’s development of a technology strategy, it was “just the start” of what may be a rather lengthy development and approval process.

“A project plan will be provided for RISSB’s approval in November, and subject to this approval, work will start in earnest,” he said.

Taylor also mentioned that it was important that broad industry buy-in was achieved in the development of the strategy and thus the RISSB process of consultation will be followed.

ARTC gets $62.3m AusLink funds for better train communications

The Australian Rail Track Corporation will build a fully interoperable and compatible communications system for trains using its interstate and Hunter Valley networks.

The Federal Government-owned corporation will also develop the blueprint for an advanced train management system (ATMS) that will include satellite-based train location technology and in-cab signalling – developments that will enable greater coal train capacity in the Hunter Valley.

Federal transport minister John Anderson said $62.3m of AusLink funds would be spent on rail communications technology on ARTC networks.

This breaks down as $42m for the development of the train communications system and $20.3m for the ATMS blueprint.

“The communications system will be based on Telstra’s code division multiple access (CDMA)technology,” Mr Anderson said.

The technology will provide a single communications medium to replace nine separate communications systems, he said.

Mr Anderson said the ATMS technology would enable more trains to operate on Hunter Valley tracks with a higher level of safety than at present.