Duty Cycle Profile of 2007 Canadian Diesel Locomotive Fleet

Prepared for the Railway Association of Canada by Peter Eggleton and Robert Dunn January 2009

Executive Summary Duty cycles are important variables in the calculations for the Locomotive Emissions Monitoring report that the Railway Association of Canada (RAC) compiles annually in compliance with the Memorandum of Understanding signed with Environment Canada and Transport Canada concerning the emissions of greenhouse gases and criteria air contaminants from diesel locomotives operating in Canada. Because duty cycles change as locomotive technology and operating practices evolve, the authors sought up-to-date data which reflect the current duty cycles of locomotives in Canadian railway operations. Reported herein are the results of analyses to establish both consolidated and fleet-specific duty cycles of diesel locomotives based on fleet data as of the end of 2007. The results are updates of previous analyses based on 1990 and 2001 data and show the impact of changes in the fleet profile as the railways acquire higher-horsepower, more fuel efficient locomotives, reduce the amount of idling time, increase operational fluidity and modify their train handling practices to reduce fuel consumption and emissions. The duty cycle is an element of the daily locomotive utilization profile. As shown in Figure E-1, a locomotive’s duty cycle is the profile of the different engine throttle settings (Low-idle, Idle, Dynamic Braking (DB), Power Notch levels N1 through N8) as percentages of daily Engine Operating Time.

|←⎯⎯ ⎯ ⎯⎯ ⎯⎯ ⎯ 24 - hour day ⎯⎯ ⎯ ⎯⎯ ⎯ →| |←⎯⎯ ⎯ ⎯⎯ ⎯⎯ Locomotive Available ⎯⎯ ⎯⎯ ⎯ →| Unavailable | |←⎯⎯⎯ Engine Operating Time ⎯→|← Engine Shutdown →| |← Low-Idle, Idle →|← DB, N1 to N8 →| |←⎯⎯ ⎯ Duty Cycle ⎯⎯ ⎯⎯ ⎯ →|

Figure E-1 Duty Cycle Portion of Locomotive Daily Utilization

For the 2007 update, data were obtained from the two Class 1 freight railways (CN and CP), a regional railway (Ontario Northland), VIA Rail Canada’s intercity passenger services and GO Transit’s rail commuter operations. The data obtained were downloaded from locomotive on-board event recorders and displayed in graphical format (such as shown in Figure E-2). From the data, duty cycles for the locomotives in the various railway services were calculated and used in the 2007 reporting of the Locomotive Emissions Monitoring Program..

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Figure E-2 Graphical Trace of Throttle Position and Train Speed versus Time

Locomotive event recorders are primarily used to record safety-related incidents. However, as shown in Figure E-2 above, recorded also are data on locomotive power notch setting on a basis of time, i.e., the duty cycle. In most cases, and depending on type of event recorder, the downloaded data were in graphical format which must subsequently be transformed into a numerical format. From these data, fleet-specific duty cycles have been established for the following categories of service: Freight Services Passenger Services Class 1 Mainline Intercity Road Switching Commuter Rail Yard Switching Regional Lines Short Lines Updated duty cycles that reflect the operational profile in 2007 of locomotives in the Canadian Class 1 freight railways are displayed in Figure E-3 below. Of significance is that for 2007, as compared to 1990 and 2001 duty cycle data, the percentage of the engine operating time spent at the maximum power notch (N8) has increased and the amount of idling has decreased. These trends are positive indicators that the Canadian railways are progressively more fuel efficient and, hence, emitting fewer emissions per unit of productivity. For comparison purposes, included are benchmark duty cycles derived by the U.S. Environmental Protection Agency (EPA) and the Association of American Railroads (AAR) based on 2005 data from all North American Class 1 railways.

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EPA AAR 1990 Can Frt 2001 Class 1Can Frt

2007 Class 1Road

2007 RoadSwitch

EPA Switch 1990 Switch 2001 Switch 2007 Switch

YardSwitchingMainline Haul Road

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Figure E-3 Duty Cycle Changes: 1990, 2001, 2007

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Acknowledgements The authors wish to acknowledge with appreciation the information and data provided by members of the railway companies listed below: CN – Erika Akkerman, Bill Blevins CP – Ken Roberge GO Transit – Peter Lloyd and colleagues Ontario Northland Railway – Ken Duquette VIA Rail Canada – Hans Huber, Bruno Riendeau The authors also acknowledge with appreciation the coordinating support of the Railway Association of Canada (RAC) which commissioned this project. The data assembled are being used in the calculations for the Locomotive Emissions Monitoring reports published annually by the RAC in compliance with the 2006-2010 Memorandum of Understanding signed with Environment Canada and Transport Canada to limit emissions from diesel locomotives.

Acronyms of Organizations ALCO American Locomotive Company AAR Association of American Railroads CN Canadian National Railway CP Canadian Pacific Railway EMCC Electro Motive Canada Company EMD Electro-Motive Division of General Motors Corporation EPA United States Environmental Protection Agency GE General Electric Transportation Systems MLW Montreal Locomotive Works MPI MotivePower Industries OEM Original Equipment Manufacturer ONR Ontario Northland Railway RAC Railway Association of Canada SwRI Southwest Research Institute VIA VIA Rail Canada Units of Measure Unless otherwise specified, metric units are used and quantities and percentages are expressed in two and one significant figures

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Table of Contents Executive Summary ii Acknowledgements iv Acronyms of Organizations iv Units of Measure iv 1.0 Introduction 1 2.0 Background and Context 1 3.0 Fleet Profile 2 4.0 Duty Cycle Derivation 2 5.0 Fleet-specific Duty Cycles 3

5.1 Class 1 Mainline Freight Operations 3 5.2 Class 1 Road Switching Operations 4 5.3 Class 1 Yard Switching Operations 4 5.4 Regional Railway Freight Operations 5 5.5 Short Lines Freight Operations 5 5.6 Intercity Passenger Operations 6 5.7 Commuter Rail Operations 6

6.0 Updated Duty Cycles and Historical Trend 7 7.0 Conclusions 7 References 7 List of Figures Figure 1 Duty Cycle Portion of Locomotive Daily Utilization 1 Figure 2 Graphical Trace of Throttle Position and Train Speed versus Time 2 Figure 3 Duty Cycle Changes: 1990, 2001, 2007 7 Appendix A Canadian Diesel Locomotive Fleet 2007 Inventory Class 1 Locomotive Fleet (CN, CP) A1 Regional and Short Lines Locomotive Fleet A2

Switcher Locomotive Fleet A3 Passenger Locomotive Fleet A4

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1.0 Introduction The object of the activity reported herein was to update data on the duty cycles to which diesel locomotives are being operated on Canada’s Class 1 freight railways, regional railways, short lines, intercity passenger and commuter services. Up-to-date duty cycles are required as they are important variables in emissions calculations for the Locomotive Emissions Monitoring reports that the Railway Association of Canada (RAC) compiles annually, as required by the Memorandum of Understanding that the RAC signed with Environment Canada and Transport Canada concerning the emissions of greenhouse gases and criteria air contaminants from diesel locomotives operating in Canada. In this regard, updated duty cycles have been compiled based on data collected on the operational profiles of locomotives in service in 2007 in the Canadian fleet. 2.0 Background and Context The Canadian railway sector is paying increasing attention to its environmental footprint. More so than ever, it is imperative that up-to-date data are available to accurately indicate the atmospheric loading from diesel locomotives emissions. The amount of emissions from railway operations in Canada is influenced primarily by the traffic volume but also the fleet profile, locomotive duty cycles, locomotive and diesel engine technology, diesel fuel quality, drag resistance of rolling stock and infrastructure, train handling practices and operational fluidity. The make-up of the locomotive fleet in Canada is changing continuously which, in turn, is influencing the duty cycle to which they are operated. Medium horsepower (3,000 HP) units are being retired and replaced with high horsepower (4,000+ HP) units having engine designs that are more fuel efficient. The high-horsepower units are either those freshly manufactured and meet the stringent U.S. EPA Tier 2 emissions standards or those which, upon remanufacture, are upgraded to EPA Tier 0 emissions standards. Operational practices such as expanded anti-idling, dynamic braking, train pacing, remote power in long trains and tactics to reduce switching also influence duty cycles. The duty cycle is an element of the daily locomotive utilization profile. As shown in Figure 1, it is the profile of the different engine throttle settings (Low-idle, Idle, Dynamic Braking, Power Notch levels N1 through N8) as percentage of engine operating time.

|←⎯⎯ ⎯ ⎯⎯ ⎯⎯ ⎯ 24 - hour day ⎯⎯ ⎯ ⎯⎯ ⎯ →| |←⎯⎯ ⎯ ⎯⎯ ⎯⎯ Locomotive Available ⎯⎯ ⎯⎯ ⎯ →| Unavailable | |←⎯⎯⎯ Engine Operating Time ⎯→|← Engine Shutdown →| |← Low-Idle, Idle →|← DB, N1 to N8 →| |←⎯⎯ ⎯ Duty Cycle ⎯⎯ ⎯⎯ ⎯ →|

Figure 1 Duty Cycle Portion of Locomotive Daily Utilization

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3.0 Fleet Profile The make-up of the locomotive fleet in Canada as of year-end 2007 is shown in Appendix A. It is continuously changing as new locomotives are added and, at the same time, locomotives built in the 1960s, 1970s and 1980s are being retired from service. The duty cycles used for mainline freight and switching operations in Canada were developed initially by the RAC in the 1980s. Subsequent updates were based on 1990 and 2001 data. The update for 2007 exhibits the impact of changes to the fleet and operational procedures since then.

4.0 Duty Cycle Derivation Effectively all locomotives in Canada are fitted with event recorders. Event recorders not only record safety-related incidents but also record data deemed essential to maintaining locomotive systems in an efficient and reliable state. For the purposes of this study, data on throttle notch position versus time were extracted from the range of parameters recorded. Downloaded parameters are most commonly displayed in graphical format, using a time and distance reference, as displayed by the example below from a locomotive in GO Transit service.

Figure 2 Graphical Trace of Throttle Position and Train Speed versus Time Data were collected from the two Class 1 freight railways (CN and CP), a regional railway (Ontario Northland), VIA Rail Canada’s intercity passenger services and GO Transit’s commuter operations. Data from Short Lines were not made available. For the purposes of calculating a consolidated duty cycle for all freight train operations, data from Class 1 road switcher operations were applied to Short Lines as many of the latter’s operations resemble a road switching service. The data were obtained as downloads from locomotive on-board recorders which, as mentioned above, are primarily used to record safety-related incidents. In most cases, the downloaded data were in graphical format requiring, depending on the type of event recorder, a tedious extraction to transform the data into tabular numerical format. From these data, a weighted-average, consolidated duty cycle characterizing the overall Canadian 2007 locomotive fleet activity has been established. As well, fleet-specific duty cycles have been established, as displayed in the next sections.

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5.0 Fleet-specific Duty Cycles

5.1 Class 1 Mainline Freight Operations Based on data obtained from CN and CP heavy-duty mainline operations, an average duty cycle profile (in percentages of daily operating time) was determined, as listed below. For reference, also listed is the duty cycle profile established by the U.S. Environmental Protection Agency (EPA) based on average data of all North American Class 1 mainline locomotive operations. Railway Locomotive Diesel Engine Horsepower Anti-idle Sample Equipped Size CN GE ES44DC GEVO Tier 2 4,400 All 23 CN EMCC SD70M-2 16V-710 Tier 2 4,300 All 26 CP GE AC4400 7FDL16 Tier 0 4,400 All 20 CP GE AC4400 7FDL16 Tier 1 4,400 All 20 CP EMD SD90MAC 16V-710 4,300 Most 20

Power Notch CN Data CP Data Prorated EPA Setting (N) Average Line Haul Idle 46.4 % 56.8 % 51.3 % 38.0 % N1 6.0 3.3 4.7 6.5 N2 6.7 4.4 5.7 6.5 N3 5.3 3.8 4.7 5.2 N4 4.1 3.5 3.8 4.4 N5 3.4 2.9 3.2 3.8 N6 3.2 2.7 3.0 3.9 N7 1.8 1.5 1.6 3.0 N8 15.2 13.1 14.0 16.2 Dynamic Brake 7.9 8.0 8.0 12.5 Σ 100.0 % 100.0 % 100.0 % 100.0 % The combined ‘prorated average’ duty cycle for the Class 1 freight railways reflects that CN consumes 54 percent of the fuel and CP consumes 46 percent, based on 2007 data.

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5.2 Class 1 Road Switching Operations Based on data obtained from locomotives in CP road switching service, listed are the duty cycle particulars. Also shown are American Association of Railroads (AAR) data. Railway Locomotive Diesel Engine Horsepower Anti-idle Sample Equipped Size CP EMD SD40-2 16V-645 3,000 Some 122 CP EMD GP38 16V-645 2,000 No 104

Power Notch CP Data AAR

Setting (N) Medium Idle 77.6 % 46.0 % N1 4.3 4.0 N2 4.4 4.0 N3 2.8 4.0 N4 2.2 4.0 N5 1.4 4.0 N6 1.1 4.0 N7 0.6 4.0 N8 3.2 17.0 Dynamic Brake 2.4 9.0 Σ 100.0 % 100.0 %

5.3 Class 1 Yard Switching Operations Based on data obtained from locomotives in CP yard switching service, the duty cycle particulars were: Railway Locomotive Diesel Engine Horsepower Anti-idle Sample Equipped Size CP EMD GP9 16V-645 1,750 No 47

Power Notch CP Data EPA Setting (N) Switch Idle 84.9 % 59.8 % N1 5.4 12.4 N2 4.2 12.3 N3 2.2 5.8 N4 1.4 3.6 N5 0.6 3.6 N6 0.3 1.5 N7 0.2 0.2 N8 0.6 0.8 Dynamic Brake 0.2 0.0 Σ 100.0 % 100.0 %

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5.4 Regional Freight Railway Operations

Based on data obtained from locomotives in Ontario Northland Railway (ONR) mainline service, the duty cycle particulars were: Railway Locomotive Diesel Engine Horsepower Anti-idle Sample Equipped Size ONR EMD SD75M 16V-710G3C 4,300 All 5

Power Notch ONR Data EPA Setting (N) Line Haul Idle 45.0 % 38.0 % N1 3.0 6.5 N2 7.4 6.5 N3 7.4 5.2 N4 7.4 4.4 N5 4.6 3.8 N6 5.2 3.9 N7 3.2 3.0 N8 16.8 16.2 Dynamic Brake ____ 12.5 Σ 100.0 % 100.0 %

5.5 Short Lines Freight Operations As no new data was provided by short lines contacted, they are being treated as road switching operations and, hence, assumed the data listed in Section 5.2.

Power Notch Assumed AAR Setting (N) Data Medium Idle 77.6 % 46.0 % N1 4.3 4.0 N2 4.4 4.0 N3 2.8 4.0 N4 2.2 4.0 N5 1.4 4.0 N6 1.1 4.0 N7 0.6 4.0 N8 3.2 17.0 Dynamic Brake 2.4 9.0 Σ 100.0 % 100.0 %

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5.6 Intercity Passenger Operations

Railway Locomotive Diesel Engine Horsepower Anti-idle Sample Equipped Size VIA Rail Canada EMD FP40PH-2 16V-645E3C 3,000 No 7

Power Notch VIA Rail Setting (N) Data Idle 49.7 % N1 16.5 N2 4.9 N3 3.4 N4 2.2 N5 1.3 N6 1.2 N7 0.3 N8 18.3 Dynamic Brake 2.2 Σ 100.0 %

5.7 Commuter Rail Operations Railway Locomotive Diesel Engine Horsepower Anti-idle Sample Equipped Size GO Transit EMD F59PH 12V-710G3B 3,000 No 9

Power Notch GO Transit Setting (N) Data Idle ) 61.5 % N1 ) N2 2.5 N3 2.1 N4 2.5 N5 1.2 N6 1.7 N7 1.1 N8 25.8 Dynamic Brake 1.6 Σ 100.0 % Of the five cycles downloaded, the daily operations varied from 2.0 hours, 5.0 hours, 4.2 hours, 3.5 hours and 15.1 hours, with an average utilization of 10.2 hours per day. When not in operation the engines are turned off. In the winter, the engines are plugged into wayside electrical power to keep essential services functioning.

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6.0 Updated Duty Cycles and Historical Trend Updated duty cycles for Canadian Class 1 freight railways based on 2007 data from Section 5.0 are displayed in Figure 3. For comparison purposes, included are benchmark duty cycles derived by the U.S. EPA and the AAR based on data from all North American Class 1 railways for 2005. Of significance is that for 2007, as compared to 1990 and 2001 duty cycle data, the percentage of the engine operating time spent at maximum power notch 8 (N8) has increased and the amount at idle has decreased.

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EPA AAR 1990 Can Frt 2001 Class 1Can Frt

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EPA Switch 1990 Switch 2001 Switch 2007 Switch

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Figure 3 Duty Cycle Changes: 1990, 2001, 2007 7.0 Conclusions The update provides a more accurate portrayal of the duty cycles of the locomotives currently operating in the various railway freight and passenger services in Canada. Of significance is that, compared to 1990 and 2001 duty cycle data, for 2007, the percentage of engine operating time spent at maximum power notch 8 (N8) has increased and the amount of idling has decreased. These trends are positive indicators that the Canadian railways are progressively more fuel efficient and, hence, are emitting fewer emissions per unit of productivity. References 1. Canadian Trackside Guide 2008, published by Bytown Railway Society, Inc., Ottawa 2. Locomotive Emissions Monitoring Program 2006, published by the Railway

Association of Canada, Ottawa

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Appendix A Canadian Diesel Locomotive Fleet 2007 Inventory Class 1 Locomotive Fleet (CN, CP) *

Service OEM Model EPA Tier

Level Unit HP Total in

Fleet Σ HP Mainline EMD SD90 6000 4 24,000 EMD SD90 4300 61 262,300 EMD SD75 4300 3 12,900 EMD SD75 Tier 0 4300 162 696,600 EMCC SD70M-2 Tier 2 4300 75 322,500 EMD SD70 4000 5 20,000 EMD SD70 Tier 0 4000 21 84,000 EMD SD60 3800 8 30,400 EMD SD60 Tier 0 3800 51 193,800

EMD SD50 3600 55 198,000

Road Switching EMD SD40-2 3000 439 1,317,000 EMD SD40-2 3000 12 36,000 EMD SD40-Q 3000 26 78,000 EMD SD38-2 2000 3 6,000 EMD GP40-2 3000 63 189,000 EMD GP38 2000 204 408,000 EMD GP9 1800 74 133,200

EMD GMD-1 1200 27 32,400

EMD SW1200 1200 1 1,200

Total EMD /

EMCC 1,294 4,045,300

Mainline GE ES44DC Tier 2 4400 70 308,000 GE ES44AC Tier 2 4400 60 264,000 GE AC4400 Tier 1 4400 117 514,800 GE AC4400 Tier 0 4400 240 1,056,000 GE Dash 9 Tier 1 4400 60 264,000 GE Dash 9 Tier 0 4400 140 616,000 GE Dash 9 4400 14 61,600 GE Dash 8 4000 55 220,000 GE Dash 8 4400 26 114,400

Road Switching GE B39-8E 3900 12 46,800

GE Dash 7 3600 1 3,600

Total GE 795 3,469,200

Total Class 1 2,089 7,514,500 * Does not include DMUs, EMUs, RDCs, switchers, slugs, historic or steam locomotives.

A 1

Regional and Short Lines Locomotive Fleet *

Service OEM Model EPA Tier

Level Unit HP Total in

Fleet Σ HP Regional EMD SD-75 4300 6 25,800 EMD SD-40-2 3000 18 54,000 EMD GP-40-2 3000 3 9,000

EMD GP-38 2000 11 22,000

Short Line EMD SD-45-2 3600 4 14,400 EMD SD-40-2 3000 3 9,000 EMD SD-40-1 3000 11 33,000 EMD SD-38 2000 4 8,000 EMD SD18 1800 1 1,800 EMD GP-40-3 3000 5 15,000 EMD GP-40-2 3000 15 45,000 EMD GP-40 3000 8 24,000 EMD GP38-3 2000 4 8,000 EMD GP-38-2 2000 19 38,000 EMD GP-38 2000 23 46,000 EMD GP-35-2 2000 6 12,000 EMD GP-35-3 2500 3 7,500 EMD GP30 2250 1 2,250 EMD GP-15 1500 3 4,500 EMD GP-9 1800 10 18,000 EMD MP-15 1500 3 4,500 EMD GMD-1 1200 4 4,800 EMD SW-1000 900 2 1,800 EMD GP-20 1800 1 1,800 EMD GP-18 1800 1 1,800 EMD GP-10 1800 2 3,600 EMD GP-9 1750 15 26,250 EMD SW1200 1200 1 1,200 EMD EMD-1 1200 1 1,200

EMD SW-9 900 10 9,000

Total EMD 198 453,200

Regional GE AC4400 Tier 1 4400 17 74,800 GE AC4400 Tier 0 4400 12 52,800 GE Dash 9 Tier 0 4400 9 39,600 GE Dash 9 4400 2 8,800

GE Dash 8 4000 3 12,000

Short Line GE AC4400 Tier 1 4400 2 8,800

GE B39-7 3600 4 14,400

Total GE 49 211,200

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Regional MLW M636 3600 4 14,400

MLW RS18 1800 1 1,800

Short Line MLW C424 2400 2 4,800 MLW MRB-20 2000 3 6,000 MLW HR-412 2000 1 2,000 MLW M420 2000 10 20,000 MLW RS18 1800 15 27,000

Total MLW 36 59,800

Total Regional and Short Lines 283 724,200

* Does not include DMUs, EMUs, RDCs, slugs, historic or steam locomotives. Switcher Locomotive Fleet *

Service OEM Model EPA Tier

Level Unit HP Total in

Fleet Σ HP All Railways EMD SD40-2 3000 28 84,000

EMD GP-38 2000 35 70,000 EMD GP-9 1800 130 234,000 EMD GP-9 1800 3 5,400 EMD GP-9 1750 143 250,250 EMD GP-9 1700 3 5,100 EMD GP15 1500 3 4,500 EMD SW1200RM 1200 7 8,400 EMD GP-9 1750 4 7,000 EMD SW-1500 1500 10 15,000 EMD GP-7 1500 17 25,500 EMD SW-9 1200 2 2,400 EMD SW-1200 1200 19 22,800 EMD SW-14 1200 1 1,200 EMD SW-900 900 1 900 GE C30-7 3000 6 18,000 GE B23 Super 7 2250 3 6,750 GE 45T 2x150 1 63,600 MLW 420 2000 2 56,600 MLW RS18 2000 6 56,600 MLW RS18 1800 16 56,600 MLW RS23 1000 4 56,600 MLW S13 1000 4 56,600 ALCO S2 1000 1 56,600

Total Switcher 449 938,000

* Does not include DMUs, EMUs, RDCs, slugs, historic or steam locomotives.

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Passenger Locomotive Fleet *

Service OEM Model EPA Tier

Level Unit HP Total in

Fleet Σ HP VIA Rail Canada EMD FP40PH-2 3000 48 144,000 VIA Rail Canada EMD FP9A 1800 1 1,800 VIA Rail Canada GE P42DC 4250 21 89,250 Commuter EMD F59PH 3000 60 180,000 Commuter EMD FP40PH-2 3000 6 18,000 Commuter EMD GP9 1800 4 7,200 Commuter MPI MP36PH-3C Tier 2 3600 1 3,600 Commuter MPI MP40PH-3C Tier 2 4000 1 4,000 Tour & Excursion EMD GP40-2 3000 9 27,000 Tour & Excursion EMD FP9A/FP9B 1750 4 7,000 Tour & Excursion EMD FP7A 1500 1 1,500 Tour & Excursion MLW DL535 1200 7 8,400 Tour & Excursion MLW LL162 990 11 10,890

Total Passenger 174 502,640

* Does not include DMUs, EMUs, RDCs, switchers, slugs, historic or steam locomotives.

Total Railway Locomotive Fleet and Horsepower 2,995 9,679,340

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