Lesson no. 1: Don’t believe the Press Releases!

If the pronouncements of Canada’s two major railways are any indication, both outfits are nimble, well-equipped and able to deliver the goods. Quickly.

Each press release seems to outdo the one before in describing the powerful new locomotives they’re  buying, the new track they’re laying down, or the upgrades they’re making to bridges, freight yards and signal systems.

So, it comes as a shock to hear that CN Rail and Canadian Pacific were recently clogged with grain shipments — so much so that Canada’s reputation as a reliable exporter is now on the line, while the country’s grain growers may be facing a cash crunch.

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A CN Rail grain train at Morinville, Alta.

Indeed, Canada’s Ag Transport Coalition says that during the week of Feb. 12, Canadian National and Canadian Pacific  together provided only 38 per cent of the rail cars ordered by grain shippers. More precisely, CP Rail  delivered 66 per cent of its orders; CN Rail,  just 17 per cent.

To clear the backlog, Canadian National is urging some of its workers to postpone retirement, while enticing some of its retired employees to come back to work!

It’s also deploying qualified managers to run extra trains, as well as adding crews in western Canada. Moreover, to boost its hauling capacity, CN Rail has leased 130 diesel locomotives.

Meanwhile, two Canadian cabinet ministers — Marc Garneau (transportation) and Lawrence MacAulay (agriculture) — have called the railways’ performance disappointing.

Canadian National’s sluggishness has already claimed one victim:  its CEO, Luc Jobin. Mr. Jobin abruptly resigned March 5, amid a statement from CN’s board of directors that the railway needed a leader who could “realize CN’s corporate vision,” as well as take the company forward.

 

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It isn’t Art

Hideous. Embarrassing. An eyesore.

Graffiti on railway freight cars may be many things, but art isn’t one of them.  Just ask the railways.  Not only does graffiti often cover up identification numbers and other important information, but it reportedly costs at least  US$1,000 just to paint over each side of the lower half of a freight car. In addition, the daubs and pop-art lettering do little to enhance corporate image.

Freight_Whole_Car_Piece

But there’s another problem that troubles freight haulers and that’s the danger in which graffiti “artists” could find themselves.  Although box cars and other rolling stock may be standing still when the painters attack, a string of cars can start moving at any time, thereby endangering life and limb.

To date, though, the railways haven’t come up with any method of easily stripping off the graffiti. Or, if they have, they obviously haven’t been using it, as can be seen when any freight train in North America rumbles by.

 

 

 

African Union on the Right Track

If there’s one thing Africa badly needs, it’s a continent-wide railway network. Africa is no nearer one than it was back in the late 19th Century when Cecil Rhodes first broached the idea of a Cape-to-Cairo railway.

Indeed, Africa lags far behind both North America and Europe, which have long since enjoyed continent-wide connectivity. Indeed, Canada and the U.S. sewed up an integrated network more than 100 years ago.

But Africa may have taken steps, albeit small ones, to piece together a more unified railway system. Abou-Zeid Amani, the African Union’s commissioner for infrastructure and energy,  recently said that railway connectivity is one of the union’s flagship projects.

True, that project might seem over-ambitious, given its call for high-speed railways linking  all of Africa’s capitals and big cities.  But putting railway connectivity on the AU’s to-do list is still a big step forward.

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