Insidetrack - Spring/Summer 2018 - 35

❱ En 2012, le CN a mis à l'essai deux

❱ In 2012, CN tested two mainline

locomotives diesel-électriques
modernisées pour fonctionner au gaz
naturel à 90 % entre Edmonton et Fort
McMurray (10 % de diesel ayant été
retenu pour l'allumage).

diesel-electric locomotives retrofitted
to run on up to 90 per cent natural gas
between Edmonton and Fort McMurray
(with 10 per cent diesel retained
for ignition).
70 per cent. Like FECR, CN used a single Chart Industries natural
gas fuel tender between its locomotives.
With years of LNG experience, the U.S.-based company Energy
Conversions, Inc. (now known as Engenious Engineering LLC)
was called in to work on the CN project. "We received an order
and delivered two locomotive conversion systems in about six
months," says Applications Engineer Scott Jensen. "They did
the installation in Montreal and leased a tender that the Union
Pacific had built for their program years earlier. We did initial
testing with pipeline gas in Montreal, and then they sent the
locomotives to Edmonton. Ferus was the group that supplied
the LNG."
The paired locomotives and tender functioned well, but the
program was not extended. "Technically it was quite a success,
but what shut it down was the cost of the fuel," says Glen Perry,
chairman of the energy company Zedgas Inc., who was also
involved in the project. At the time, the nearest Canadian LNG
plant was located in Vancouver, he points out, so there was
a significant cost simply to bringing the fuel in to Alberta: a
consideration that would apply to any railroad not located near
North America's mainly coastal LNG suppliers.
At the ASME 2012 Fall Technical Conference of the American
Society of Mechanical Engineers Rail Transportation Division,
presenter Michael E. Iden noted that even then, the idea of using
LNG as railroad fuel was not new. He listed five challenges
to railroads interested in moving towards LNG: developing
appropriate dual-fuel line-haul locomotives; making the fuel
available either onboard the locomotive or in a tender; setting up
refuelling infrastructure; securing a supply of natural gas and a
network of conversion plants, and ensuring safety.
"For LNG to become an effective large-scale freight railroad
fuel, all five factors must be managed jointly," he said.
Nonetheless, in April 2014, with U.S. production of natural
gas expanding dramatically, the U.S. Energy Information
Administration (EIA) was predicting that more railroads would be
exploring LNG, noting that, "given the expected price difference
between LNG and diesel fuel, future fuel savings are expected to
more than offset the approximately $1 million incremental cost
associated with an LNG locomotive and its tender."
But these days the EIA is not making such confident predictions.
In its Annual Energy Outlook 2018, it stated that growth in both
crude oil and natural gas production "is projected to be driven by
the development of tight oil and shale gas resources. However, a
great deal of uncertainty surrounds this result."
Although U.S. natural gas production has expanded
dramatically over the past decade and is predicted to rise to
37

❱

émissions de NOx de 70 %. À l'instar de la FECR, le CN a utilisé
un seul wagon ravitailleur entre ses locomotives.
L'entreprise américaine Energy Conversions, Inc.
(maintenant connue sous le nom Engenious Engineering
LLC), qui compte des années d'expérience dans le domaine
du GNL, a été appelée à travailler sur le projet du CN. « Nous
avons livré deux systèmes de conversion en six mois, explique
l'ingénieur Scott Jensen. Ils ont fait l'installation à Montréal
et ont loué un wagon ravitailleur de l'Union Pacific. Nous
avons fait des essais avec le gaz de pipeline à Montréal, puis
ils ont envoyé les locomotives à Edmonton. Le GNL était
fourni par Ferus ».
Les locomotives jumelées et le wagon ravitailleur
fonctionnaient bien, mais le programme n'a pas été prolongé.
« Techniquement, c'était un grand succès, mais ce qui a mis
fin au projet, c'est le coût du carburant, déclare Glen Perry,
président de la société énergétique Zedgas Inc. À l'époque,
l'usine canadienne de gaz naturel liquéfié la plus proche était
située à Vancouver ».
À la conférence technique de l'automne 2012 de la Division
ferroviaire de l'ASME, le présentateur Michael E. Iden a fait
remarquer que même à cette époque, l'idée d'utiliser le
GNL comme carburant ferroviaire n'était pas nouvelle. Il a
énuméré cinq défis que doivent relever les chemins de fer
désireux de se tourner vers le GNL, à savoir la mise au point de
locomotives à double carburant; rendre le carburant disponible
soit à bord de la locomotive, soit dans un wagon ravitailleur;
mettre en place l'infrastructure de ravitaillement; assurer un
approvisionnement en gaz naturel, et assurer la sécurité.
« Pour que le GNL puisse être utilisé à grande échelle, les
cinq facteurs doivent être gérés conjointement », a-t-il dit.
Néanmoins, en avril 2014, alors que la production de
gaz naturel des États-Unis augmentait considérablement,
l'Energy Information Administration (EIA) prévoyait qu'un plus
grand nombre de chemins de fer essaieraient le GNL, faisant
remarquer que, « compte tenu de la différence de prix entre le
GNL et le diesel, les économies de carburant devraient plus
que compenser le million de dollars associé à une locomotive
au GNL et à son wagon ravitailleur ».
Mais de nos jours, l'EIA ne fait pas de prédictions
aussi sûres. Dans ses Perspectives énergétiques
annuelles de 2018, elle a indiqué que la croissance de
la production de pétrole brut et de gaz naturel serait
« attribuable à l'exploitation des ressources de pétrole
de réservoirs étanches et de gaz de schiste. Cependant,
beaucoup d'incertitude entoure ce résultat ».
37

❱

The Canadian Association of Railway Suppliers / Association Canadienne des Fournisseurs de Chemins de Fer 35



Insidetrack - Spring/Summer 2018

Table of Contents for the Digital Edition of Insidetrack - Spring/Summer 2018

President’s Message
Bigger Hopper Cars, Faster Grain Shipments
Canada’s New Locomotive Emissions Regulations
Liquid Assets
Hydrail: A Profound Innovation Opportunity for Canadian Railway Suppliers
Locomotive and Passenger Car Freeze-Up Downtime Can Be Prevented
From Last Spike to First in Class: Creativity, Collaboration, and Determination in the Pursuit of Leadership
How to Achieve a Respectful, Harassment-Free Workplace
CARS News
New Members
CapEx: An Industry-Wide Look at Who’s Spending What
Railway Supplier Buyers’ Guide
Advertiser.com
Insidetrack - Spring/Summer 2018 - Intro
Insidetrack - Spring/Summer 2018 - cover1
Insidetrack - Spring/Summer 2018 - cover2
Insidetrack - Spring/Summer 2018 - 3
Insidetrack - Spring/Summer 2018 - 4
Insidetrack - Spring/Summer 2018 - 5
Insidetrack - Spring/Summer 2018 - 6
Insidetrack - Spring/Summer 2018 - 7
Insidetrack - Spring/Summer 2018 - 8
Insidetrack - Spring/Summer 2018 - insert3
Insidetrack - Spring/Summer 2018 - insert4
Insidetrack - Spring/Summer 2018 - President’s Message
Insidetrack - Spring/Summer 2018 - 10
Insidetrack - Spring/Summer 2018 - 11
Insidetrack - Spring/Summer 2018 - Bigger Hopper Cars, Faster Grain Shipments
Insidetrack - Spring/Summer 2018 - 13
Insidetrack - Spring/Summer 2018 - 14
Insidetrack - Spring/Summer 2018 - insert1
Insidetrack - Spring/Summer 2018 - insert2
Insidetrack - Spring/Summer 2018 - 15
Insidetrack - Spring/Summer 2018 - 16
Insidetrack - Spring/Summer 2018 - 17
Insidetrack - Spring/Summer 2018 - 18
Insidetrack - Spring/Summer 2018 - 19
Insidetrack - Spring/Summer 2018 - Canada’s New Locomotive Emissions Regulations
Insidetrack - Spring/Summer 2018 - 21
Insidetrack - Spring/Summer 2018 - 22
Insidetrack - Spring/Summer 2018 - 23
Insidetrack - Spring/Summer 2018 - 24
Insidetrack - Spring/Summer 2018 - 25
Insidetrack - Spring/Summer 2018 - 26
Insidetrack - Spring/Summer 2018 - 27
Insidetrack - Spring/Summer 2018 - 28
Insidetrack - Spring/Summer 2018 - 29
Insidetrack - Spring/Summer 2018 - 30
Insidetrack - Spring/Summer 2018 - 31
Insidetrack - Spring/Summer 2018 - Liquid Assets
Insidetrack - Spring/Summer 2018 - 33
Insidetrack - Spring/Summer 2018 - 34
Insidetrack - Spring/Summer 2018 - 35
Insidetrack - Spring/Summer 2018 - 36
Insidetrack - Spring/Summer 2018 - 37
Insidetrack - Spring/Summer 2018 - 38
Insidetrack - Spring/Summer 2018 - 39
Insidetrack - Spring/Summer 2018 - 40
Insidetrack - Spring/Summer 2018 - 41
Insidetrack - Spring/Summer 2018 - 42
Insidetrack - Spring/Summer 2018 - 43
Insidetrack - Spring/Summer 2018 - Hydrail: A Profound Innovation Opportunity for Canadian Railway Suppliers
Insidetrack - Spring/Summer 2018 - 45
Insidetrack - Spring/Summer 2018 - 46
Insidetrack - Spring/Summer 2018 - 47
Insidetrack - Spring/Summer 2018 - 48
Insidetrack - Spring/Summer 2018 - 49
Insidetrack - Spring/Summer 2018 - Locomotive and Passenger Car Freeze-Up Downtime Can Be Prevented
Insidetrack - Spring/Summer 2018 - 51
Insidetrack - Spring/Summer 2018 - From Last Spike to First in Class: Creativity, Collaboration, and Determination in the Pursuit of Leadership
Insidetrack - Spring/Summer 2018 - 53
Insidetrack - Spring/Summer 2018 - 54
Insidetrack - Spring/Summer 2018 - 55
Insidetrack - Spring/Summer 2018 - 56
Insidetrack - Spring/Summer 2018 - 57
Insidetrack - Spring/Summer 2018 - 58
Insidetrack - Spring/Summer 2018 - 59
Insidetrack - Spring/Summer 2018 - How to Achieve a Respectful, Harassment-Free Workplace
Insidetrack - Spring/Summer 2018 - 61
Insidetrack - Spring/Summer 2018 - 62
Insidetrack - Spring/Summer 2018 - 63
Insidetrack - Spring/Summer 2018 - 64
Insidetrack - Spring/Summer 2018 - 65
Insidetrack - Spring/Summer 2018 - 66
Insidetrack - Spring/Summer 2018 - 67
Insidetrack - Spring/Summer 2018 - CARS News
Insidetrack - Spring/Summer 2018 - 69
Insidetrack - Spring/Summer 2018 - 70
Insidetrack - Spring/Summer 2018 - New Members
Insidetrack - Spring/Summer 2018 - 72
Insidetrack - Spring/Summer 2018 - CapEx: An Industry-Wide Look at Who’s Spending What
Insidetrack - Spring/Summer 2018 - Railway Supplier Buyers’ Guide
Insidetrack - Spring/Summer 2018 - 75
Insidetrack - Spring/Summer 2018 - 76
Insidetrack - Spring/Summer 2018 - 77
Insidetrack - Spring/Summer 2018 - 78
Insidetrack - Spring/Summer 2018 - 79
Insidetrack - Spring/Summer 2018 - Advertiser.com
Insidetrack - Spring/Summer 2018 - 81
Insidetrack - Spring/Summer 2018 - 82
Insidetrack - Spring/Summer 2018 - cover3
Insidetrack - Spring/Summer 2018 - cover4
https://www.nxtbook.com/naylor/CRSB/CRSB0118
https://www.nxtbook.com/naylor/CRSB/CRSB0217
https://www.nxtbook.com/naylor/CRSB/CRSB0117
https://www.nxtbook.com/naylor/CRSB/CRSB0216
https://www.nxtbook.com/naylor/CRSB/CRSB0116
https://www.nxtbook.com/naylor/CRSB/CRSB0215
https://www.nxtbook.com/naylor/CRSB/CRSB0115
https://www.nxtbookmedia.com