This question is based on EJE coal trains, but it could apply to other coal trains also.
Yesterday I saw an EJE coal train at the State Line Power Plant. It had EJE power. The coal trains off of the NS switch power, so that each railroad uses it’s own power.
Yet, when I see coal trains on the CN, CSX, and NS lines on trains from BNSF and UP, generally they will have run thru power.
Why does the J switch out power? What financial arrangements are made on the run thru trains to retain the UP or BNSF power thru. Does the run thru power get accounted for at the end of the month or does the rate and division of revenue reflect the power usage?
Since no one has supplied a real answer, here’s my best guess:
On the terminating cars (trains), there is no power agreement(or provisions in the contract)spelled out, so EJ&E adds their own power so they can collect the full amount for the terminating switching fee. Otherwise, EJ&E may have to pay the originating RR part of the fee for using their locomotives on EJ&E’s tracks.
On the run-throughs it would delay the train to swap power to EJ&E, cross EJ&E’s lines and swap power again for the recieving railroad. That’s very inefficient and time-consuming, so leave the original power on and run it to the recieving railroad. It may also be spelled out that way in the contract.
Either way, what happens may be spelled out in an agreement (contract) between the parties, irregardless of how efficient it may be.
One other possibility - the EJE power has been modified to facilitate unloading at that power plant. I don’t know - having never seen the EJE - just a guess.
I don’t have a complete answer but as far as the “J” goes it used to add it’s own power to coal trains off the BNSF, the trains were picked up at Eola yard. UP coal trains kept the UP power why this was done this way I don’t know.
These are known as State Line coal trains that get on the J at Eola and run from there to Gary, where the jump on the Lake Front line for the run to the state line power plant. Under the J’s ownership, the BNSF power was cut off at Eola where J power that would run light from Joliet to Eola would get the train, usually 3-4 SD38-2s.
Under CN ownership, this practice continues, usually using a trio of a combination of SD40-2 types, SD40-2s, SD40us, SD40-2Ws, etc. Sometimes a EJ&E SD38-2 or two can still be thrown into the mix, along with occasional GTW power. These trains usually run a couple times a week, usually they run loads to the power plant one day then return the empties to Eola the next day. I’m not sure if CN intends to let the BNSF power run through in the future but for now the State Line coal trains continue to have J/CN power put on at Eola.
Also, about the delay about swapping power, it is normally very minor. The J is usually good at getting the power down to Eola quickly, sometimes arriving before the even BNSF pulls the train into Eola. It usually takes a half hour or less to swap the power. The BNSF power runs light to Cicero after cutting off the train, and runs light from Cicero to Eola to pick up the empties.