When I see a unit train that is obviously a long way from home rail, who crews these run-thrus.Hours alone would prevent a single crew from making a long jaunt. Could it be two crews? Or does the host railroad run another company’s equipment? I have seen BNSF and UP crossing from Indiana into Ohio, and they were sets of good locomotives, not older lease or pool units. What gives?
Usually a crew from the host railroad runs these trains. Main reason being that they ar familiar with the territory, terrain and signaling.
O.K. Len, but what about unfamiliar equipment? And how does the home rail know when they will ever see their huge investment again?
In some cases, the “Home Road” will put one of their locomotives in the lead position if the run-thru power lacks certain equipment such as cab signals. I’m sure there is a “per diem” rental payable to the owning road to ensure prompt return. A couple of years ago when BNSF had some major power shortages, rumor had it that they were not above “Kidnapping” foreign power whenever they could get their hands on it. Ron.
The major railroad compensate one another for the use of each other’s Diesel locomotives by “horsepower hour”, the horsepower of the locomotive multiplied by the number of hours it is on the other line. Since this figure may approach $1,000. per day for a high-horsepower locomotive, all have a powerful incentive to return power ASAP. Most common, however, is for railroads to compensate one another with locomotive time rather than money. I.E., for every hour a BNSF SD60 spends on NS, an NS SD60 is running on the BNSF.
The equipment is pretty well standardized with the exception of in cab signals. I think Ron and Gregg have already pretty well answered the rest of your questions as far as compensation goes for the motive power.
Thank you,guys. That helps me understand the nuts and bolts of how these things work.