In December 2022, the Railway Association of Canada (RAC) published a new report which outlined the path forward for rail sector decarbonization in the country. It lays out a pragmatic approach to getting the sector to net zero by 2050 in line with the Government of Canada’s decarbonization target.
Canada’s railways are already world-leaders when it comes to sustainability – it’s freight railways, for example, have reduced emissions intensity by 25.1% since 2005 – but more still needs to be done to achieve total decarbonization.
The report, entitled Rail Pathways Initiative – Developing a Rail Decarbonization Roadmap for Canada, lays out how Canada’s railways can test emerging low-carbon technologies and transition to those that hold the most promise for the future. It includes a framework for assessing reduction opportunities in Canada’s rail sector and a standard for informing future investment decisions.
The project was a joint effort by which the RAC and its members worked with Transport Canada, Environment and Climate Change Canada, Natural Resources Canada, the Delphi Group, and Pollution Probe. The report is also part of a five-year (2018-2022) Memorandum of Understanding between Transport Canada and RAC for reducing locomotive emissions.
“Canada’s railways have reduced locomotive emissions intensity over recent years,” explains Ben Chursinoff, manager of policy, environment, and programs at RAC. “For Class 1 freight and intercity passenger rail, railways targeted an emissions intensity reduction target of 6% from 2017 to 2022. Shortline and regional railways targeted a reduction of 3% over that same period.
“Freight railways reduced their GHG emissions intensity by 25.1% from 2005 to 2020. And from 2005 to 2019, intercity passenger railways reduced their GHG emissions intensity by 31.3%,” he adds.
Ben Chursinoff, manager of policy, environment, and programs, RAC
Emissions reductions to date have been a result of diesel locomotive efficiency improvements and energy management systems, but now railroads are exploring emerging technologies. The Rail Pathways Initiative explores all these technologies and how they can be implemented to achieve rail sector decarbonization.
“The report examined biofuels, renewable diesel, battery electric locomotives, hydrogen fuel cell locomotives, and catenary electric locomotives to assess each technology through various lenses, such as operational costs/impacts, safety, skills requirements, refueling considerations, carbon reduction potential, and applicability to specific rail operations, including yards, main line, short lines, passenger, etc.,” Chursinoff explains.
The RAC’s role
The RAC represents close to 60 freight and passenger railway companies that transport tens of millions of passengers and approximately CA$320bn worth of goods in Canada each year. RAC advocates on behalf of its members and associate members to ensure that the rail sector remains globally competitive, sustainable and, most importantly, safe.
“RAC works with members, stakeholders, and partners to advance decarbonization research and further reduce emissions from Canadian rail, already the most fuel-efficient mode of moving goods and people over land,” explains Chursinoff. “RAC’s annual Locomotive Emissions Monitoring report identifies ongoing efforts to drive fuel efficiencies, operational efficiencies, and modal shift.”
RAC members are advancing research and piloting several new technologies to further understand impacts and guide investments, according to Chursinoff. The Canadian National Railway Company (CN), for example, is actively working with its fuel suppliers and locomotive manufacturers to test the greater use of sustainable renewable fuel blends, beyond regulated amounts, in its locomotives. In 2020, the use of sustainable renewable fuels in CN’s fleet saved approximately 77,000 tons of CO2e. “By exploring the feasibility of higher fuel blend rates, these emissions reductions can be even greater,” Chursinoff adds.
Canadian Pacific, meanwhile, is currently undertaking a hydrogen-powered locomotive pilot project to evaluate the use of the zero-emissions technology in line-haul freight locomotives. “This is a significant trial that can have a long-lasting impact on the rail sector and support further emissions reductions,” says Chursinoff.
Other recent projects highlighted by Chursinoff include CP’s CA$50 million locomotive modernization program, which has improved locomotive fuel efficiency by a minimum of 2.7% and reduced annual CO2e by 2,810 tons; and Genesee & Wyoming’s work on upgrading its fleet and investing in emissions saving technologies.
“VIA Rail has also made progress on the High Frequency Rail (HFR) project,” Chursinoff continues. “Once operational, HFR will lower GHGs in the Toronto to Québec City corridor through modal shift – reducing automobile use – and rail electrification. 90% of the new network is planned to be electrified.”
Decarbonization challenges
Canada provides a challenging operational environment for railroad operators, and one that must be carefully considered in the rail sector’s quest to achieve decarbonization. “The vast distances that railways traverse in Canada means that refueling/recharging infrastructure needs to be strategically implemented and the times associated with refueling/recharging must be considered,” Chursinoff explains. “Canada’s climate realities must also be accounted for.
“Railways operate in temperatures as low as -40°C, which has significant impacts on locomotives and infrastructure. For example, freezing temperatures impact renewable fuels as they have a higher cloud point compared to petroleum diesel and frigid temperatures adversely impact battery performance. New technologies must be able to withstand these frigid temperatures. In the summer, they must also be able to operate in temperatures as high as 40°C,” he adds.
The Rail Pathways Initiative report indicates that different technologies may be more suitable for specific applications within Canada, due to the different operating environments. For instance, biodiesel use in the long term may be limited to niche applications such as routes on low-volume, short-haul lines where alternative propulsion technologies would be cost prohibitive to introduce. In the near and medium terms, it offers potential value as a transition fuel for all rail applications.
“Battery electric propulsion technology is technically mature and is already commercially available for commuter rail and yard applications, however more R&D is required to make it a feasible option for mainline railway service. Depending how the technology evolves, it may be better suited for yard applications as opposed to mainline freight,” Chursinoff comments.
As for catenary electrification, Chursinoff believes there are significant and potentially prohibitive challenges associated with its roll out. “Costs per km of electrified track are likely to average up to $2 million, while modifications to existing rail infrastructure such as tunnels, bridges, sidings and yards will be extensive and costly,” he says.
“Significant modifications to operational practices, such as foregoing the use of double-stacked railcars and gaining high levels of aptitude in electricity management would also be required. Due to this, freight catenary electrification seems unlikely across the Canadian freight rail network. However, for passenger rail applications electrification is feasible. For example, Metrolinx is moving forward with converting six GO Transit passenger rail routes from diesel to electric. Other examples include the Skytrain in Vancouver and the LRT system in Ottawa,” he adds.
The importance of interoperability
According to Chursinoff, interoperability is also very important for decarbonization. “The Canadian and American rail economies are deeply integrated, and the North American rail network must be as well,” he says.
“Technologies, including charging/refueling infrastructure, must be compatible across networks. A scenario where every railway in North America implements a different decarbonization option may lead to incompatibility issues and loss of economies of scale,” he adds.
Strategic consideration of local electricity grid capacity would be important for ensuring sufficient charging infrastructure is in place, notes Chursinoff. Similarly, hydrogen fueling stations would need to be strategically located as well as a sufficient supply of renewable fuels must be available. “There are several considerations that must be examined as the rail network is integrated,” he adds. “One can imagine the challenges that may arise if interoperability is ignored.”
This article first appeared in the March 2023 issue of Electric & Hybrid Rail Technology magazine. To read the full issue, click here.