"A Whale" had taken on a full load of iron ore from Vale's Ponta da Madeira Marine terminal, and set a course for China via the Singapore Strait. Clearing Brazilian waters on August 29th. The last GPS plot found her rounding Cape Agulhas. It has taken "A Whale" two weeks to cross the South Atlantic, and enter the Indian Ocean.
Our interest in the "A Whale" grew out of her short-lived notoriety as an "oil super skimmer" destined to save the Gulf of Mexico, following the Deepwater Horizon incident. I grew curious as to what happened to her when she quietly disappeared from the headlines.To justify spending time on a tanker, when this is billed as a rail blog, I searched for some reason to keep her in my blog. I found it when I discovered that after she left the Gulf of Mexico, she went to Sao Luis, Brazil.
The "A Whale" was in Brazil to load iron ore. Where the ore came from, and how it got to tidewater, is the substance of "A Whale: The Rail Connection."
In this concluding installment, we'll take a close up look at the movement of iron ore to tidewater. Speaking of close up, how close would you be willing to get to a 330 wagon (car) ore train - one that is moving?
This sight would be enough to send a BNSF Agent into full cardiac arrest! (Video courtesy of tagliarini)

Connecting the "A Whale" to the iron ore is the Estrada de Ferro Carajas Railroad, a broad gauge railroad, variously referred to as the Carajás Railroad or EFC.
Mining and resource giant, Companhia Vale do Rio Doce (CVRD), was awarded a concession, Decree Number 77-608, to build a railroad "for the purpose of transporting iron ore from the newly proved Carajás Iron Ore Mine complex 892 km (554 miles) to Sao Luis - the Port of Ponta da Madeira."
For a variety of technical reasons involving axle -loading capacity and characteristics, the EFC based its designed on the Irish 1600 mm - 5' 3" track gauge.

- 1982 - EFC construction begins.
- 1983 - First freight train.
- 1985 - February 28, EFC officially opened by president João Baptista Figueiredo with the first ore train coming into operation.
- 1986 - March 24, passenger service begins, between Sao Luis and Parauapebas.


Vale operates another line in Brazil also qualified as a Heavy Haul corridor, the narrow gauge 1000mm (3' 3.35") Estrada de Ferro Vitória-Minas (EFVM), which runs from Minas Gerais to Vitória.
A Heavy Haul railway must meet at least two of the following criteria (paragraph 1.3):
- Regular operation of trains of at least 5000 tonnes gross mass.
- Must haul at least 20 million tonnes per year over a line haul segment at least 150km in length.
- Regular operation of equipment with an axle loading of 25 tonnes or more.
- Regularly scheduled trains of at least 42,300 gross tons. In fact, up to 24 trains per day!
- In 2009, the railroad carried a total of 85.04 billion ntk* of iron ore and other cargo, 3.11 billion ntk of which was cargo for customers, including iron ore for Brazilian customers over a length of 892 km(554 miles).
- EFC supports the largest capacity train in Latin America, with 330 cars, which measures 3.4 kilometers (2.16 miles) in length, weighs 42,300 gross metric tons (mt) - axel loading 30.5 mt per axle**
* ntk is net tonne-kilometers. A measure of the weight of freight transported multiplied by the distance traveled. Also known as the freight task. ** axle loading The axle load is the fraction of total vehicle weight resting on a given axle. Exceeding the maximum rated axle load will cause damage to the rail tracks.





The locomotive engineer, following instructions of the silo operator, operates the train through the load out loop. Direction of travel is always set up so that drawbar pull is exerted on loaded cars on the straight leg of the wye, to reduce the occurrence of a "string line" derailment.

However, in rough and tumble wildcat operations, car loading is not high tech!
At Souza Noschese, front-end loaders load manganese and serpentinite ore. In an operation like this, accurate weighing of the finished load is essential for safety. (Video by ltperfetti).


- SD40-2: 401 to 429
- SD60M: 601 and 602
- SD70M: 701 to755
- C36-7B: 361 to 399
- Dash 8: 501 to 504
- Dash 9: 8 01 to 867
- Dash 9: ex Ferronorte, 9001 to 9023
- ES58ACi: 2001 to 2010

The initial order of ten units, designated by Vale as the 20-hundred series locomotives are model GE ES58ACi.
- GE - General Electric (Erie, Pennsylvania)
- ES - Evolution Series · 58 - 5,800 horsepower
- AC - Alternating Current
- i - International
- 1,600 mm (Irish gauge, 5'3")

Remember, the EFC is Irish gauge 1600 mm, so trucks are shipped separately.



Vale uses General Electrics Locomotive Control (LOCOTROL) for operation of Distributed Power Unit (DPU) trains, and Alstrom's Communication Based Train Control (CBTC), a permutation of Positive Train Control (PTC) for over the road control.



LOCOTROL uses a radio link to provide remote control of up to four remote locomotives. The brake pipe is used as a back-up communication link to allow the remote locomotives to idle down and to enable the train brakes to stop the train even without RF communication.

This document, published by Canadian Pacific, will help you understand the complexity of this multiple unit control system, routinely used on the EFC.


Dynamic Helper. Vale is the first company in Brazil to develop a "dynamic helper," an auxiliary locomotive that couples with a moving train in order to help it move up a steep section of track. There are two "helper" districts on the EFC.
The Dynamic Helper waits for the train to arrive on a siding beside the main track. Once the train has gone past, the helper "chases" it along the main track, they synchronize their speeds and then couple whilst in motion. The train and helper to come together, with couplings aligned using a laser system.
The operation takes place automatically, with the driver monitoring it rather than performing it manually. Helper sets connect and disconnect on the fly, without slowing the main train. Using this technology will cut fuel consumption by up to five percent, given that trains use the most fuel when they stop, brake, and restart.




The video suffers from wind noise, so turn your sound down. Magnificent view from the cab shows you just how long a 330 wagon (car) heavy haul train is (at 2:50.) This "ramp" or grade is one of two on the EFC on which dynamic helpers assist.
EFC does not have sever gradients. The mine load-out, 500 miles inland, is at 2,000 feet.
Here is Fernando's caption to his video:
September 12, 2009. Trem de minério da Estrada de Ferro Carajás (Train ore from the Carajás Railroad), style Locotrol on location 37, near the town of Cidelandia, state of Maranhao, Brazil. Composition with 330 wagons, two GE Dash 9 locomotives in command, two locomotives distributed throughout the composition. Climbing the steepest ramp the railroad with the help of two more locomotives to help on tail. (Video courtesy fernando1cunha)
While ore trains are the priority on the EFC, agricultural products as well as general freight travels the 500 mile line connecting about two dozen community and towns to tidewater. And in the rainy season, the three times a week passenger service is the only reliable mode of transportation for residents along the line.
"Typical consists" are dictated by the amount of cargo being moved:
Train Type I Iron Ore Train: Plus Dynamic Helper as required.
- 2 x SD70M and/or Dash 9/8 + 110 GDT
- 1x Dash 9 / or SD70M + 110 GDT
- 1x SD70M or Dash 9 + 110GDT
- Total: 4 locomotives and 330 wagons.

- ES58ACi + 112 GDT
- ES58ACi + 112 GDT
- ES58ACi + 110 GDT
- Total: 3 locomotives and 334 wagons.
- 2 x SD40-2 and/or C36-7B + 80 HFT
- Total: 2 locomotives and 80 wagons.
[click > to play]

In the consist, there is a car exclusively for people with special needs. The car has two wings: one for wheelchair users and one for caregivers and persons with reduced mobility. Both have air conditioning and television.

One of the highlights of the trip is the bridge over the River Tocantins at Maraba, 738 km (458 miles) from Sao Luis. The bridge was commissioned on February 28, 1985. As you can see it is a dual purpose structure, 2500 meters (8,202 feet) with a permanent slow order. (Video courtesy fernando1cunha)
There have been intense studies conducted to determine stresses placed on bridge structures by the weight and movement of heavy haul ore trains.

PMD has a massive unloading loop and longitudinal stockpile to handle incoming trains. Three side by side rotary dumpers have the capacity to rotate two cars at a time, increasing the speed of unloading long unit trains. Rotarys are being modified to rotate 3 cars at a time!





The "A Whale" loaded 310,000 mt in approximately 20 hours, and pulled away from the facility even as her hatches are being secured. That's how intense this operation is. With more than a dozen vessels waiting to load at any given time, each costing their owners $50 to $70k per day in overhead expenses, speed is of the essence.




This narrative began with the story of the 15 minutes of glory enjoyed by the "A Whale" on the Gulf of Mexico back in July. This lead to her two sisters, the "B Whale" and "C Whale," three Very Large Oil/Ore Carriers, VLOO's, and an assurance to link each to a Heavy Haul iron ore railroad.
I did it.
Even as I put the wraps on this article, I received a GPS report, announcing the "C Whale" has arrived at PDM, after unloading crude oil at the Louisiana Offshore Oil Platform just off shore from Port Fourchon, the "E Port." You will recall Port Fourchon's role in the Deepwater Horizon disaster, along with "Joe Griffin and the Magic Box."

The report indicates (ETB - Estimated To Berth) she will be moored at Pier 1 at 23:53 hours on the 17th. Notice the precision time indicated. She is ETD - Estimated To Depart Pier 1 at 15:01 hours on Tuesday the 19th. "C Whale" will load 320,000 mt of ore, (far right hand column,) at Pier 1, which can accommodate vessels up to 420,000 DWT, with PDM's fastest shiploader, rated at 16,000 mt per hour.
Put a pencil to it, and you will discover that the "C Whale", like the "A Whale" will ingest the contents of almost nine 42,000 mt unit trains. Take the list, and add the "Tonnage (mt.)" for all vessels. That is the actual amount of iron ore scheduled to be loaded on each vessel.
On page two of the Position Report, note the "Berge Stahl" (from Part III) is scheduled to load 355,000 tons!
When you see the number of vessels lined up for loading, you begin to understand why a Heavy Hauler like the Estrada de Ferro Carajas has to be planned, managed, organized and controlled relentlessly to keep it fine tuned, able to meet stringent shipping demands, in a highly competitive market.
Each day those vessels sit at anchor, they are burning up $50K to $70K in overhead. So rotation through the Port is essential.
More than just a neat railroad to see big power pulling big trains on big steel, Vale's shipping report reflecting target times down to the minute for ship handling, illustrates the intensity of this business.
Each segment, from the mine to tidewater, is a finely tuned machine, right down to the selection and placement of railroad ballast.

A Blog without visuals is a bore. Once a story is "roughed out," the process of visualizing begins. When appropriate photographs are located, I contact the owner of the visual seeking permission to incorporate the photo in the article.
This story led to Andy Charlesworth in Pennsylvania, and Pedro Rezende and his friend Cristiano Oliveira, rail fans of EFC system in Brazil, who contributed their knowledge and videos and photographs, answering a blizzard of questions that made this article possible!

From Brazil, Cristiano Oliveira was very generous with technical detail, photographs and video clips. Greatly appreciated. Cristiano has a site at RR Picture Archives. This is a recent video from Cristiano featuring two SD-70M's (EFC 748+718) pickin 'em up and settin' 'em down at Bacabeira City, Maranhao.
Pedro Rezende is a Master Sergeant in the Brazilian Air Force, and an historian and fan of Brazil's interesting mix of railroads. I "met" Pedro while tracking down the history of the EFC. When asked if he would act as "Technical Advisor"- reading copy and verifying facts - Pedro jumped right in without hesitation. Pedro demonstrated great patience responding to numerous questions!

A big "High Five" to "fernando1cunha" for the terrific cab rides. With Blogger only allowing clips up to 100 Mb, I had to forgo "MEGATREM" at 10:16. I can sense the pride Fernando takes in running those Heavy Hauls! Thank you, Fernando!
Finally, I appreciate the generosity of Captain Jacques Michell, Mississippi River Bar Pilot, who provided a truly memorable shot of the "A Whale" leaving the Gulf.
Previous installments of "A Whale: The Rail Connection"
Brazilian Iron Ore Heavy Haul - Vale
Related Blog articles:
- Tacheda, Bullmose & Quintette - BC Rail Coal Trains
- Longest Ore Trains - SNIM Part 1
- Longest Ore Trains - Estrada de Ferro Vitoria-Minas
- Jean-Marc Frybourg - Chilean Ore Trains
"B Whale: The Rail Connection"
South African Iron Ore Heavy Haul - TransNet
2 Comments - Click here:
cant believe i read your whole blog.your enthusiasm knows no bounds it seems.
i stumbled across your page after searching
blogs on the skeleton coast.
lots of facts and professional pictures.
unfortunately if your blog is not just for yourself then cut into segments.hope you are not offended. george
Robert, I am proud to have contributed important information to your blog.
greetings from Brazil!!
Fernando Cunha
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