With the help of a state grant, S.C. Public Railways has replaced engine components in two of its 10 locomotives with parts that reduce harmful diesel emissions.

Officials from the S.C. Department of Health and Environmental Control today thanked S.C. Public Railways for making the switch and announced a $105,000 grant that pays for half of the cost.

“Reducing diesel emissions is one of the biggest public health challenges that we face today,” said Myra Reece, chief of DHEC’s Bureau of Air Quality.

Reece said the U.S. Environmental Protection Agency requires that new diesel engines meet lower emissions standards. But about 20 million older diesel engines are in use now across the country, and because diesel engines have long lives, it could take 30 years before all of those are replaced.

To encourage entities to voluntarily upgrade diesel engines, DHEC provides matching funds through a special grant program.

The replacement of parts in two of S.C. Public Railway’s locomotives will cut down on the particulate matter from those engines by 31% and reduce nitrogen oxides by about 52%, Reece said.

The move improves the fuel efficiency of the engines, reducing fuel use from 12 to seven gallons per hour.

S.C. Public Railways, a division of the S.C. Department of Commerce, operates three common carrier railroads, two of which provide for switching services that allow CSX and Norfolk Southern access to Port of Charleston terminals.

The agency also operates a short line railroad in Berkeley County that serves BP Chemical and Nucor Steel.

Jeff McWhorter, president and CEO of S.C. Public Railways, said the agency hopes to replace engine components in more locomotives in the future.

“By taking proactive steps to improve air quality, we are improving the quality of life for residents in the areas we serve and furthering our commitment to support the port’s clean air initiatives,” McWhorter said.

S.C. Public Railways, the S.C. State Ports Authority and DHEC have taken other steps in recent years to improve air quality. In 2007, for example, S.C. Public Railways began using cleaner-burning, low-sulfur diesel ahead of a 2012 federal mandate.

In March, the State Ports Authority and DHEC extended a voluntary agreement begun in 2007 that has reduced air emissions from port-owned and private diesel equipment.

Partnership with DHEC will Further Improve Air Quality with Upgrades to Locomotive Engines
Public Railways and SCSPA continue to take voluntary actions to improve air quality

CHARLESTON, S.C. – June 1, 2010 – South Carolina Public Railways (SCPR), a division of the Department of Commerce, was recognized today for its efforts to voluntarily reduce diesel emissions and improve air quality.  Joined by officials from the Department of Health and Environmental Control (DHEC) and the South Carolina State Ports Authority (SCSPA), SCPR announced it has partnered with DHEC to replace current locomotive engine components with new clean, low-emitting diesel components.  The upgrades will decrease the amount of nitrogen oxides and particulate matter being dispersed from the locomotive engine in the form of exhaust gases.

“DHEC is excited to partner with SCPR in this project to reduce diesel emissions and improve public health.  The commitment of SCPR to use cleaner fuels and engines demonstrates the leadership needed to meet our goals of clean air for everyone in South Carolina,” said Myra Reece, chief of DHEC’s Bureau of Air Quality.

SCPR was awarded a $105,622 sub-grant by DHEC for the purpose of repowering two locomotives with cleaner engines. SCPR will provide a funding match.

“These upgrades reaffirm South Carolina Public Railways’ commitment to be a good neighbor.  By taking proactive steps to improve air quality, we are improving the quality of life for residents in the areas we serve and furthering our commitment to support the port’s clean air initiatives. We appreciate the support we have received from DHEC and the EPA to make this possible,” said Jeff McWhorter, president and CEO of SCPR.

“South Carolina Public Railways continues to be a critical partner in our economic development efforts by supporting activity at the Port.  SCPR and Commerce join the State Ports Authority in furthering the state’s commitment to voluntarily reduce air emissions and improve air quality.  That is why SCPR made the early switch to cleaner-burning fuel and will now upgrade to cleaner-burning engines,” said Joe Taylor, Secretary of Commerce.

“The State Ports Authority applauds SCPR in its efforts to improve air quality while performing its critical function of moving freight and assisting in increased activity at our ports,” said Jim Newsome, president and CEO of the SCSPA.

SCPR and SCSPA have made voluntary efforts to improve air quality while performing core functions and helping to support the growth of the state’s economy.

SCPR took the early initiative to utilize cleaner-burning ultra low sulfur diesel (ULSD) in 2007, announcing then that all locomotives would begin using ULSD well ahead of the mandated date.  Federal law requires the use of ULSD by 2012.

The Division of Public Railways uses an estimated 26,000 gallons of diesel fuel annually.  The locomotives operated within the Columbus Street, Union Pier and Veteran’s Terminals are 1,000 horsepower.  The locomotives utilized at the North Charleston Terminal are 1,750 horsepower.  Ultra-low sulfur fuel must meet a standard of 15 parts per million.

In March, SCSPA and DHEC extended a voluntary agreement that has successfully reduced port-related air emissions.  SCSPA has worked together with DHEC over the past three years to implement programs that cut emissions associated with the port’s existing and future facilities and improve air quality in the Charleston region.

Since the partnership started in March 2007, the SCSPA and DHEC have brought on various emissions reductions that impact both current and future facilities.  Specific actions either accomplished or underway include:

Completed a baseline Port Air Emissions Inventory – 1st in the Southeast.
Reducing emissions from 57 cargo-handling machines, 110 trucks, four tugs and a dredge.  Accomplished by installing cleaner engines, cleaner fuels, filters and idle-reduction and fuel saving technologies.
Switched all on-terminal diesel equipment, including port-owned and tenant-owned, to ultra-low sulfur diesel fuel.
Included contractor guidelines in construction bid documents to minimize air impacts.

Additionally, the work associated with the more than $5 million in federal grants and local matching funds is reducing more than 2,500 tons of pollutants from both port-owned and privately-owned diesel equipment.  The public-private partners in the projects include the SCSPA, DHEC and 23 private companies and associations.

About the South Carolina State Ports Authority
The South Carolina State Ports Authority, established by the state’s General Assembly in 1942, owns and operates public seaport facilities in Charleston and Georgetown, handling international commerce valued at more than $62 billion annually and receiving no direct taxpayer subsidy.  An economic development engine for the state, port operations facilitate 260,800 jobs across South Carolina and nearly $45 billion in economic activity each year.

About South Carolina Public Railways
South Carolina Public Railways operates three common carrier railroads.  Two switching railroads are located in Charleston County.  The Port Utilities Commission of Charleston (PUCC) and the Port Terminal Railroad (PTR) provide switching services to the terminals of the State Ports Authority, and CSX Transportation and Norfolk Southern.  The East Cooper and Berkeley Railroad (ECBR), a short line railroad, located in southern Berkeley County serves BP and Nucor Steel.  South Carolina Public Railways also provides technical assistance and consulting service in railroad matters to state, local and municipal governments.  South Carolina Public Railways operates from revenues generated from its operations and is a division of the state Department of Commerce.

RailConnect TMS to Provide Mobile Crew Reporting and Greater Automation for Shippers

Atlanta, GA – February 16, 2010 — RMI, the largest independent provider of rail transportation software solutions to the transportation industry, today announced that the South Carolina Public Railways (SCPR) has decided to implement RMI’s RailConnect® Transportation Management System (TMS).

In addition to TMS, SCPR plans to implement RMI’s mCrew module for remote train crew reporting, and ShipperConnect® to provide its customers with real time visibility of their shipments.

“We feel that RMI’s RailConnect TMS offers the most advanced transportation operating system in the industry for short line railroads”, said SCPR President Jeff McWhorter.   “By implementing the advanced features of RailConnect TMS such as m-Crew and ShipperConnect, our train crews, our managers, and our customers will all have more timely information to support operating decisions”, added McWhorter.

Kirk Knauff, RMI Vice President of Marketing and Services said “RMI is always excited to bring new technology to our short line customers.  We have always been committed to bringing advanced technology to our shortline railroads that otherwise would not be able to afford it”.  “SCPR is an excellent example of how our shortline railroads can provide “large railroad” services to their customers”.

About RMI
RMI is a leading independent provider of Transportation Management Software for carriers and shippers.  Founded in 1979, RMI is recognized as the most successful Software as a Service (SaaS) provider in the transportation industry with an in-depth knowledge of rail operations, intermodal terminal operating systems, and multi-modal transportation management. RMI’s software is used to manage rail and intermodal operations, signal and communications maintenance, and end-to-end multi-modal planning and execution for shippers and 3PLs.  RMI is a portfolio company of The Carlyle Group and is based in Atlanta. For more information on RMI visit www.rmiondemand.com.

Rail center at Macalloy still offers ports solutions Read More »

Get real on Noisette deal  Read More »

Clemson University Restoration Institute lands $98 million funding to develop next-generation wind turbines Read More »

When it comes to building the new port terminal at the former Naval Base, the Port of Charleston will either get it right or get it wrong.

Last week, U.S. District Court Judge C. Weston Houck denied a request filed on behalf of the Coastal Conservation League to halt construction of the new container terminal in North Charleston. The League is challenging the permits issued by the U.S. Army Corps of Engineers allowing for construction of the new terminal due to concerns about traffic congestion and pollution. During the hearing, Judge Houck expressed his desire to put ‘all the cards on the table’ to consider all of the transportation and rail issues facing the port.

In denying the motion for a preliminary injunction, the judge raised questions about the transportation issues caused by the new terminal and allowed the League to resubmit its request to stop construction if current circumstances change. The parties must now prepare for a trial to determine if the transportation and environmental impacts were properly studied — or whether the port’s permits are invalid because these impacts were not sufficiently examined.

Meanwhile, a local group known as Shipyard Creek Associates has been advocating for the port to examine functional, on-dock intermodal rail as a cleaner, faster and more cost-effective alternative to hauling cargo by truck. The solution to the League’s valid concerns about traffic and air pollution can be resolved on a 135-acre tract perfectly positioned between the new terminal and an active rail yard operated by CSX. The proposed Macalloy Intermodal Logistics Center would include an intermodal rail facility that functions like on-dock rail. Vehicles powered by low-sulfur diesel fuel operating on a private connector road would transfer cargo directly from dock to train, instead of 18-wheelers. These environmentally friendly vehicles would eliminate the expense, congestion and pollution associated with the current practice of ‘draying’ cargo by truck over public roadways to the port’s existing, remote rail yards. Instead, cargo would be transferred from dock to rail and then immediately exit Charleston without blocking major thoroughfares.

By expanding and leveraging an existing asset (CSX’s Cooper Yard), Macalloy has the potential to take up to 625,000 trucks off the roads each year. The intermodal rail terminal at Macalloy would employ the latest in environmentally friendly lift equipment, including electric cranes and locomotive train engines powered by liquefied natural gas. Macalloy would set a new precedent in the transportation and maritime industries for reducing greenhouse emissions by greatly minimizing the new port terminal’s carbon footprint.

But there’s one thing standing in the way: neither the state Department of Transportation (DOT), nor the state Department of Commerce has embraced the Macalloy concept, even though Commerce’s own State Rail Plan Update says the ‘Cooper Yard-Macalloy site holds the most promise as it is clearly available and could function like an on-dock facility.’

Instead, the DOT plans to build a $300 million, elevated port access highway through Macalloy in a location that would prevent the construction and operation of an intermodal facility. However, moving the port access road a mere 500 feet within Macalloy would allow for a state-of-the-art intermodal logistics center.

Yet the Commerce Department and its for-profit division, S.C. Public Railways, are lobbying for a different intermodal option that would require trains to run through the north end of the former Naval Base, in direct conflict with an agreement the port made in 2002 with the City of North Charleston. Public and private interests, including nearby residents, relied upon that agreement in decisions they made to purchase residential property and to relocate businesses there. Still, Commerce seems intent on pushing ahead, despite opposition from the City of North Charleston and the consequences to its neighborhoods, parks and historical properties, including many on the National Register of Historic Places.

The Macalloy proposal, on the other hand, would have trains exit from the south then transition to existing lines between Meeting and King streets. This route would avoid the negative impacts to the community that would be created by the Commerce Department plan, and it could even accommodate the ‘green’ industry hub and wind turbine assembly plant that are now in the mix. Most importantly, Macalloy offers the functional on-dock intermodal rail solution the port desperately needs to regain its competitive advantage on the East Coast.

When it comes to the new port terminal, it’s not too late to get it right.

M. John Vickerman is president of Vickerman & Associates and a consultant to Shipyard Creek Associates.

Wednesday, November 25, 2009

John Knott has got to be kidding.

After a decade, his grand Noisette project at the old Navy Base is hardly a model of progress. A $23 million mortgage is in foreclosure, the mortgage bank in bankruptcy and Noisette’s financial operations under court supervision. Other lawsuits are pending.

Yet in Sunday’s front-page article, Knott declares: “We are doing very well. … This project is operating very successfully.”

All might be dandy in Knott’s view, but his ponderous project’s financial pants are on fire.

Noisette seems stranded on ragged rocks that separate vision and accomplishment.
It’s just not fair for a community that granted Knott a development franchise and then proudly anticipated a world class redevelopment of a property that largely defines its history.

Mayor Keith Summey and his city council colleagues have walked many an extra mile accommodating Noisette’s needs and demands. Even John Knott would understand they’d like to start over and do things differently. Heck, Knott probably would, too.

“This property is part of our history; it’s going to be important to our future,” said Summey. “This can’t be about politics; we have to get it right.”

Getting it right is exactly what the public interest demands, and it better happen soon. Time and new opportunities now converge to sharpen the propositions of base redevelopment.

The S.C. Department of Commerce is touting what Secretary Joe Taylor believes are higher and better uses for some of the old naval base property. Turn it into a “green” industry hub, Taylor has proposed. His prospects list includes the Norfolk Southern Railroad which covets better access to port facilities and the old base’s current tenants.
The railroad has a development concept for an intermodal yard surrounded by logistics service companies. No doubt, the Norfolk Southern is attracted, too, by the possibilities of an evolving industry that could grow with Clemson’s wind turbine research and development programs planned at the old base.

Summey understands Taylor’s interest. The mayor and the secretary have discussed some “deal concepts.”

But the mayor seems reluctant to give up on his vision that the north end of the old base should be a multi-use waterfront development dominated by residential neighborhoods. And he doesn’t want heavy rail operations interfering with that concept.

But you sense the mayor and others can see the picture Taylor paints: Boeing’s giant airplane assembly plant at the airport, a labor intensive “green” industry at the old navy base’s north end, each flanking the extended Park Circle residential neighborhoods. In this vision, North Charleston’s modern destiny could be its history — a community knitted by thousands of workers in residence — just like the heyday operations at the old Navy Yard.
Such possibilities and Noisette’s troubled status is bound to give Summey and his city council reason to listen to the state’s ideas.

They should, but planning options are not as apparent as they might seem.

The Noisette project may be bumbling, but Knott and his team retain legal control of the property. Knott might, in fact, survive his immediate circumstances with new financing and the project might yet soar in a national economic recovery. It’s simply difficult for the city to consider options or alternative planning without control of the property.

So for the time being at least, Summey and his council colleagues are all-in with Knott and Noisette. But they should not be shy about regaining control of the Noisette property — if an opportunity arises. That opportunity could come soon if Noisette fails to secure new financing and the court auctions the note and thus control of the property’s future.

A pending lawsuit to determine if rail rights-of-way were part of the property transfers to Noisette also is a major planning key.
If Noisette is declared owner of the track beds, rail operations in the area will be eliminated or certainly highly limited. But if the court rules the S.C. Public Railways Commission retains the rights-of-way, then rail operations will be a reality on the Noisette property.

The future of Noisette will play out as a composition of court actions and political decisions, at a time of unusual opportunities for North Charleston specifically and regional Charleston generally.

Summey and Taylor are preparing for a range of possibilities, and they’re talking about some bold and creative approaches.

Knott should refocus on the public’s interest and expectations. If Noisette continues in place, Knott and his team should resolve to turn hype into actions, concepts into realities. A “New American City” does evoke excitement and anticipation; we’d like to visit it soon.

Otherwise, a place for lots of good jobs seems exciting, too.

As for Keith Summey, he told Joe Taylor he wanted it all — a successful Noisette project, Taylor’s vibrant “green” industry hub, no north boundary rail access — and about $35 million of state money.

He wasn’t kidding.

NORTH CHARLESTON — The next-generation wind turbines and drive trains will be tested by the Clemson University Restoration Institute in a move that is expected to create hundreds of jobs and place one of the most important sites for wind energy research and development in South Carolina.

The Clemson University Restoration Institute and its partners have received a $45 million grant from the U.S. Department of Energy, combined with $53 million of matching funds, to build and operate a large-scale wind turbine drive train testing facility at the institute’s research campus on the former Navy base.

The announcement was made by U.S. Energy Secretary Steven Chu.

A drive train takes energy generated by a turbine’s blades and increases the rotational speed to drive the electrical generator, similar to the transmission in a car.

The award is the largest single grant ever received in the university’s history and represents an enormous economic development opportunity for the region.

The university’s partners are: the Charleston Naval Complex Redevelopment Authority; the South Carolina Department of Commerce; the State of South Carolina; South Carolina Public Railways; the South Carolina State Ports Authority; and private partners RENK AG, Tony Bakker and James Meadors.

The testing facility will be housed in Building 69, a former Navy warehouse adjacent to existing rail and ship-handling infrastructure, and will be capable of full-scale highly accelerated testing of advanced drive train systems for wind turbines in the 5 megawatt to 15 megawatt range, with a 30 percent overload capacity.

Building 69 stands at 82,264 square feet on 6.3 acres. It was built in 1942, modified in 1985 and decommissioned in 1995. It served as the main warehouse for the Navy’s storage of non-hazardous materials. The building is unoccupied.

Planning and construction of the facility will begin in the first quarter of 2010 with a targeted operational date in the third quarter of 2012.

John Kelly, executive director of the Clemson University Restoration Institute and vice president of public service and agriculture, said this award will further Clemson University’s strength in research and education and support the establishment of a wind energy manufacturing cluster in South Carolina.

The Department of Energy estimates that South Carolina could gain 10,000 to 20,000 new jobs related to the wind power industry during the next 20 years.

In the short term, the Restoration Institute estimates the initiative will create at least 113 temporary jobs associated with construction of the facility and 21 full-time jobs. It also will generate 568 indirect jobs for a total of 852 jobs.
“As the wind energy market emerges along the East Coast and turbines continue to grow in size and weight, South Carolina is strategically positioned to serve as an industrial hub for this evolving industry,” Kelly said.

Kelly acknowledged the contribution of South Carolina’s officials on the grant match component of the Restoration Institute’s proposal.

He thanked particularly Majority Whip James Clyburn, in whose district the facility is located, and Sen. Lindsey Graham; at the state level, Sens. Glenn McConnell, Hugh Leatherman, Larry Grooms and Paul Campbell, Speaker of the House Bobby Harrell and Rep. Dan Cooper; other members of the South Carolina Congressional Delegation; the State Ports Authority; the Charleston Naval Complex Redevelopment Authority; and the South Carolina Department of Commerce. The grant wouldn’t be possible without the American Recovery and Reinvestment Act of 2009.

“I would like to thank everyone connected with the proposal for working so tirelessly to help bring the drive train testing facility to South Carolina and the Lowcountry,” Kelly said.

While current turbine technology has enabled wind energy to become a viable resource in today’s energy market, continued technological advancement will be required to achieve the “20 Percent Wind by 2030 Scenario,” as determined by the Department of Energy.

Nick Rigas, director of the Restoration Institute’s Renewable Energy focus area, said the state-of-the-art testing facility, combined with South Carolina’s strengths that include outstanding port and large-scale shipbuilding facilities, local steel manufacturing and world-renowned research institutions, mean the state will play a central role in realizing the nation’s energy goals.

“The importance of this grant should not be understated,” Rigas said. “Clemson, together with the industry that will grow around the testing facility, will drive wind energy research nationwide.”

Clemson University President James F. Barker said this grant means the university can combine its strengths to catapult South Carolina to a leading role in the nation’s emerging and important wind power industry.

“This is a great example of how a research university like Clemson can be a catalyst for economic development,” Barker said. “We have expertise in many fields — energy, engineering, sustainability — as well as a track record of successful collaboration between the university and our partners in industry and the public sector.”