Here's one for you technical types. Since we are now required to run trains with the absolute minimum power on line in the interest of fuel conservation, i.e. isolating as many units in the consist as possible, my question would be...Is it more or less efficient to run an underpowered consist wide open all day as opposed to using a greater number of units cruising at lower throttle settings? Anyone got any insights?
My research is limited to a tourist line that I worked for but it was more efficient to run a higher horsepower unit (U25B) on the four car passenger train than to run the lesser horsepower unit (RS-3). Both units are 4 cycle and turbo charged (RS-3 has 12 cyl.at 1600HP, U25B has 16 cyl.at 2500HP) Fuel savings was 20 % with the bigger unit.
Also consider we pull 18,000 to 19,000 up a hill at 4-6 mph with 2 motors throttle 8 for 1-2 hours at a time, when we run 3 motors we can pull the hill at 13-18 mph for 30-40 minutes, we don't lay down on the hill, its less wear and tear on the motors and equipment.
The newer ac's burn 200-225 gallons per hour in run 8; 75-90 gallons in run 4. Sooo, if it takes 2 units an hour to do what 3-4 units do in half the time, you safe fuel costs, per deim, crew costs,etc. But management doesn't see it that way. "It looked good on paper" or "But the computer said..." This is what happens when you don't have experienced railroaders running the show. Happy Holidays Mike Railblazer ------------------ Defy Gravity. . .Ship Rio Grande http://railblazer.homestead.com/index.html
Amen to that! I like the new tonnage rating chart for my line that must be done on a model railroad someplace. In reality the ratings don't mean squat, even on a good day. The brass really believe that a 20 year old locomotive still pulls as good as a brand new one. Even the new ones don't always pull as good as they should. I can't wait till I have to go in for a hearing when I stall on the hill and they throw that chart at me! Should I burn it, tear it up or stick it someplace??? [This message has been edited by Big Al (edited 28 December 2000).]
Hey Big Al, Hang on to it, there are quite a few of us who would love to be there and help you shove it up the proper place! Maybe jerk it around a little on the way. Whoops, wrong angle, try it again! Gotcha! Maybe I'll quote out of a book about how the new Brass killed the pride of Norfolk, but this isn't the place right now. I can't tell you what I think of the stupid brass bean counters because the words keep falling off the page. YES I WILL TOO UP DATE: I just found the passage in my new book on the Norfolk Western RR. I'll Quote: "The last engine built at the Roanoke Shop, in April of 1952 was the Y-6b #2200 (2-8-8-2) the finest such engine ever built, would serve her builder and owner only eight short years before being scrapped by a change in management who was hell-bent in destroying all pride in the past, and Mr. Stuart Saunders and friends did a good job of destroying the fierce pride of the Norfolk and Western Railroad." OK I just called BNSF and talked to traffic and fuel man, they have never had a chart rating any of their locomotives beyond the rating given by the factory at delivery. He says such a chart might be kept somewhere in accounting, but has never affected them (or even mentioned) regarding how many engine units to put on a given load. They quite often transfer several engines from one place to another with a run, but unless needed, they are usually just along for the ride; not even figured in as part of the load. The policy is: "It is up to the engineer to use whatever power units he needs under the conditions present during his run. At his discression he may power up, or isolate such units he feels are required." He has heard of the layoffs at UP, but knows of none coming to BNSF. Central Freight is seeing a drop in their traffic, and truck sales are down also. That is all I could find out from here. Looks like Slick Willy's NAFDA is doing what he wanted, taking all jobs out of the USA. Our economy is BOOMING? It was the same in 1929 too! [This message has been edited by watash (edited 29 December 2000).]
I can understand the frustration with your tonnage charts, Al. They finally got a lick of sense and repealed a rule we had in force for months that crippled coal trains all over the place. Trains up to 99 cars were allowed to have 4 units on line but trains over 99 cars were limited to 3. I don't know much about physics but it seems to me that if you have X amount of tonnage on X percent grade, you'll need sufficient horsepower to overcome gravity or Mr. Newton's laws will win over the book of rules every time. Thank God they finally threw that one out the window where it belonged.
You guys might also take note on Rail News on thread about the economy causing UP to reduce employees.
Watash asked me to stick my oar into this discussion, even though I am primarily a short line marketing person. I told him I knew of no tonnage charts for locomotives put out on a systemwide basis, but every Trainmaster worth his salt had an informal one for the trains under his jurisdiction, except he could never get the power he (or the engineers) needed to properly operate on schedule. I started out with the PRR, whose motto was "if it needs four units, put on three units" and then gripe like Hell because the TrucTrain was four hours late. What is ideally most efficient is meaningless in the real world. The AN had 8 SW1500's, the worst consumed almost twice as much fuel as the best. In addition, weather, grades, and curvature all affect fuel consumption and tonnage ratings. Between the bean-counters at one end and the union boys at the other, it's no wonder many Trainmasters go to an early grave! I recall recent times when the only locomotive on CSXT between Jacksonville and Mobile was a 1600 HP GP in Pensacola. How can one operate three locals and switch Goulding Yard with that?
Hi Gregg and welcome to trainboard. I just checked your web page out. If your still looking for some work, this may be up your alley. It's not margeting, but who knows, might open doors for ya. Company: RailAmerica - Boca Raton Positionurchasing Manager Supervisor:Vice President, Treasurer RailAmerica is seeking a seasoned purchasing professional to develop and manage a corporate-wide purchasing function. The successful candidate will implement policies, processes and controls in the requisition/capital expenditure, negotiation and procurement of cost effective materials and related industrial services. Responsibilities: Develop and implement policies and procedures for the acquisition, utilization and disposition of industrial materials (i.e., track, locomotives and operating materials, parts and equipment, and office materials). Work closely with corporate and operating management to reduce operating and capital expenditure costs. Work closely with the Treasury department to determine method of payment, i.e. lease v. purchase. Review existing procurement systems and gaps in meeting business requirements. Works closely with IT to ensure efficient, integrated purchasing processes and management information. Controls and schedules material flow in a manner that coincides with railroad operations and corporate needs. Working with business units, establishes and manages inventory levels and reorder quantities. Develops and manages procedures to track and monitor supply and capital expenditure requests, purchases, transfers, and disposals. Negotiates with vendors, suppliers, and contractors in order to maximize corporate purchasing power in a competitive bid environment. Establish qualified bidder lists in major expenditure areas. Conduct analysis and provide recommendations to corporate and business units. Develop and manages a method for receiving and storage of equipment; coordinates the transfer of material and equipment among all RailAmerica properties. Procurement and administration of company automobiles and trucks. Manage the purchasing card program. Work closely with Accounts Payable, who administers the program. Requirements:Bachelor's degree in related field (two years of directly related experience may be substituted for each year of school). Five years relevant purchasing experience, preferably in an industrial company. Strong communication/negotiation skills. Salary: Commensurate with experience Contact Information: RailAmerica Human Resources E-mail: alisa.carey@railamerica.com Fax: 561-241-5397 Mail: 5300 Broken Sound Blvd., NW, Boca Raton, FL 33487 --------------------------------------------------------------------------------
Thanks for the tip Moose, but I was aware of this position and know most of the VP's of RailAmerica in Boca Raton, even worked with the VP-Human Resources back on the CINR. They're not looking for 60 year olds! I have been involved on and off in short line railroad formation for the past 20 years and am looking to do something in this line.
BNSF does have scheduled hp per ton and its listed right on every wheel (manifest), its not up to the engineer to use excess hp unless trainmaster/road foreman/dispatcher authorize, or else they will be punished for use of excess fuel or violating company policy on fuel conservation, yes it has been done and yes they do check the tapes here to see and also they check to make sure excess power units are shut down or isolated.
Thanks Gregg, and welcome to this Board. I notice that once you get to 50 years old, companies are harder to convince you are still capable, at 60 they really don't want to talk to you, and at 65 you suddenly become too stupid to know enough even for an entry level job, experience and judgement mean nothing, they want young blood they can train to screw up as bad as they have.
