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Railcar Mover

Project Overview: This demonstration project field tested the replacement of a switcher locomotive with a railcar mover to reduce fuel consumption and emissions.

Organization: Petro-Canada (a Suncor Energy Company)

Project Timeline: March 2008 to July 2008

Project Results: Performance and financial results are presented, showcasing results observed by Petro-Canada. More information on both performance and financial results are available in the Detailed Project Results section of this case study.

     Summary of Results
  Annual fuel reduction Annual GHG emissions reduction Payback
Railcar mover 34,778 L or 98% 95.8 tonnes 15 months

Project Description

With funding from Transport Canada’s Freight Technology Demonstration Fund, Petro-Canada field tested the performance of a rail car mover in terms of fuel consumption, greenhouse gas (GHG) emissions and ability to meet operational requirements compared to a typical switcher locomotive. The railcar mover was tested at Petro-Canada’s Burrard Products Terminal, Port Moody, BC, a distribution centre for petroleum products moved via pipeline, marine, rail and truck transportation modes.

The assessment included modification of existing tracks to accept the railcar mover, acquisition of the railcar mover, development of safe work procedures, safety training of company employees and measuring and reporting results. The railcar mover engine was sized specifically for the Petro-Canada load requirements – it was fuel-efficient but strong enough to do the work that the switcher locomotive had performed.

Methodology

This project tested a Falcon Shuttlewagon, Model SWX C, railcar mover utilizing a Cummins 220 hp, US EPA Tier III-compliant diesel engine. The railcar mover’s performance was compared to the performance of a 2000 hp G238-2 locomotive that Petro-Canada had routinely contracted from CPR in terms of fuel consumption, emissions and ability to meet operational needs.

Detailed Project Results

A) Performance Results

Prior to acquisition of the railcar mover, shunting was done by means of a locomotive brought from an off-site yard.  A typical assignment involved travelling to and from the yard (2 hours per shunt) and one hour of shunting (Table 1).

The railcar mover eliminated time waiting for a third party to move railcars, reduced shunting costs, reduced safety risks from a third party working on the Petro-Canada site with a large locomotive, and significantly reduced fuel consumption and emissions.

     Table 1 - Fuel Consumption and Emission Reduction
  Fuel use per shunt L Projected fuel use for 152 shunts per year L Annual GHG emissions
Switcher locomotive – shunting and travelling 233 35,416 97.6 tonnes
Railcar mover 4.2 638 1.8 tonnes
Savings 228.8 34,778 95.8 tonnes

B) Financial Results

There were no unexpected costs during the test period. Acquisition and operation of the railcar provided a 15-month payback and is expected to have a life expectancy of at least 20 years (Table 2). The monthly maintenance cost was estimated to be $5,970 per month over the service life of the railcar mover.

     Table 2 –Payback
  Annual contract cost (152 shunts per year) Projected annual fuel cost1 Projected annual maintenance cost Annual savings Capital cost Payback
Switcher locomotive (shunting and travelling) $408,000 Included in contract rate Included in contract rate na na na
Railcar mover  - $638 $71,640 $408,000
-$72,278
$335,722 		$421,680 Payback :
Capital cost/savings = $421,680/$335,722  yrs. = 15 months
Annual fuel and maintenance
cost = $72,278

1. Based on $1.00 per litre

Conclusion

Petro-Canada demonstrated the ability of the railcar mover to drastically reduce fuel consumption and cost. The railcar mover reduced annual GHG emissions by 95.8 tonnes compared to the switcher locomotive. For the Petro-Canada case, the railcar mover paid for itself in 15 months. The equipment was found to be practical and well suitable for southern British Columbia weather conditions. In addition to the fuel, cost and emission reductions, Petro-Canada noted the following additional benefits:

  • Improved control over shipping operations (no waiting for third parties to shunt railcars);
  • Improved safety due to increased ability to control all aspects of railcar and enforce safety procedures; and
  • Reduced noise.
Date modified:
2012-02-16