About 1415 a three units NS train observed north bound on the CSX - A&WP sub going toward Atlanta. Lead unit NS 9861 + 2 other 4000 HP units… Any ideas ?
Received from the UP in New Orleans and operated Q612 to Atlanta. An all CSX move.
Probably an example of balancing power usage from run-through CSX-NS trains. There are some.
Unless there are overriding special requirements for power on specific route - Class 1 assign power based on the tonnage of a train to be moved and what ever power is available at the terminal. Ownership of foreign power is in most cases a very secondary concern. Special requirements would be such things as Train Control/Cab Signal for territories that require their use, steerable trucks for operation into specific mines and/or loading/unloading facilities, DPU equipped to be used in either lead or helper positions.
Without access to the carriers computer records, it is difficult to tell whose account the foreign power will be charged to. In the OP situation, it is highly likely that the NS engines would be carried in CSX’s UP power account, not the NS; but conversely the engines may have started out in CSX’s NS account having been received from the NS, then operated to the UP, being accounted as CSX system power on UP and upon return to CSX viewed as CSX foreign power until returned to the NS. Without computers for all the participating Class 1 carrier, the accounting of ‘Horsepower Hours’ between the carriers would be a absolute nightmare. The outstanding Horsepower Hour balences are settled for payments on a periodic basis. Power Management personnel have access to outstanding balances and will attempt to ‘even up’ undesirable balances when possible, but overriding need is to match available power to moveable tonnage, no matter who the owner of the available power is.
BALT: Thanks for the clarification. Should have watched the consist because it is easy to spot the run thrus by what is in the consist. Almost always 3 locos on UP run thrus versus 2 on most CSX.
[:-,] BaltACD’s description of NS or UP power on CSX verges on becoming yet another version of the famous “Who’s on First ?” routine by Abbott & Costello ! [swg] (See http://en.wikipedia.org/wiki/Who’s_on_First%3F )
blue streak 1 - Are the UP and CSX trains roughly the same type/ / length/ tonnage, etc. ? If so, then why do UP’s need 3 locos, but CSX’s only 2 ? (since they’re all 4,000 to 4,400 HP generally ?)
- Paul North.
I don’t know what UP’s rules are concerning permissable head end and rear end power.
On CSX, for merchandise trains the allowable tonnage for head end power is what 3 Dash-8’s are rated. For unit train operation the allowable tonnages is for what 2 GE AC’s and 1 Dash-8 are rated. Engineers have been disciplined for having excessive power operating on the head end of their trains. When you see more than 3 units on the head end of a CSX train, those over 3 will be isolated and not on line.
Timetable Special Instructions specify what kind of rear end helper power can be utilized. Some of these Special Instuctions limit the operation of AC’s in helper service.
Having seen pictures of UP merchandise trains being operated with what appear to be 4 AC’s on
The glib answer would be " ask UP " .
The UP run thru (s) are same type length tonnage as regular CSX both intermodals, unit trains ( not many ), manifests. Some possible reasons —
1. Maybe want to make sure train can traverse Huey Long Bridge grade without stalling to gum up the works in case of unit failure?.
2. Maybe some other grade in route to LAX or other locations?.
3. The BNSF’s intermodals here from the west almost all have at least 4 units with one in standby which may be to maintain track speed if one fails. That may be UP’s reason to keep the UP Sunset route fluid ? One broken unit can then be replaced at a convenient location.
Once in a while the UP run through instead of power being all CSX or UP will have one of the other’s units or a couple times another RR.
Thanks to both BaltACD and blue streak 1 for their answers to my questions above. The UP practice might make more sense if the locomotive pool is extremely long (obviously depends on the particular Origin-Destination pair(s) and the precise route between them).
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The Huey P. Long Bridge grade is one that I didn’t think of, but makes sense.
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Beaumont Hill (Sunset Route) or Donner Pass, etc., I suppose.
Thanks again.
- Paul North.