Railroad Forums
Moderator: Robert Paniagua
HoggerKen wrote:I don't think electric locos are anymore expensive than diesel ones to buy , so it would just be part of an ordinary year or 2 loco replacement program . extra teminal space would be required , but would it be alot to facilitate an engine change ?
It would not qualify under federal programs for alternative fuels becuse according to the Energy Policy act of 2005¹, electicity is not coverred. Nor were private fleets under the Act. It mentions truck fleets, not specifically locomotives. Also under that Act, there is really limited funds available ( fast calculation of about $900 million per year for all elements of it, some decreasing in later years). ¹outline of EPAct of 2005 - source U.S. DOE
But I don't think the credits would begin to cover the outlay. Two locomotives per train, @ 38 loaded trains per day, plus those which do not make the turn in time for the empties at North Platte. I am thinking 160 units would be sufficient to cover the service. These are in addition to the current fleet in the coal pool although you could figure in two days worth of credit account that line segment. There would be additional hostling jobs for DPU trains in NP, as well as mechanical people involved, not to mention the additional terminal capacity and facilities. And I have no idea how to figure the differences between the two fuels as far as per train or per ton costs (mmt/KWH ?).
I wish I had the time to do some numbers, however I have two tax returns sitting on my desk which require my direct attention on my days off.
David Benton wrote: I don't think electric locos are anymore expensive than diesel ones to buy , so it would just be part of an ordinary year or 2 loco replacement program . extra teminal space would be required , but would it be alot to facilitate an engine change ?Assume for a moment that UP 6501 is now ten years old, and still running strong. It is one of about 1700 in it's class. While this particular model would be due sooner to have it's lease expire, too many are newer than it, and to get out of those leases would be costly unless GE can work a deal out for them. (Not quite sure what the used market would be for this model, since it has no home on short lines like the SD40-2)
electric tractionis cheaper for passenger traffic than diesel , so it is reasonable to assume it would be for frieght as well .
the big cost would be the cantenary , and fiquring out who pays for it .
MikeinNeb wrote:Currently railroads cannot meet demand. Routes need to be double-tracked, or more.
MikeinNeb wrote:So how long should a route be to maximize efficiency in regards to crew and locomotive changes?There is a lot of variables to that. Single track line has to be CTC, and then figure about 150 miles max if they have to change locos. That of course would be a temporary issue. Right now on the Overland, they can make a 323 mile run in 12 hours or less if everything goes right. On average, 250 miles is not hard. But it all depends upon a lot of characteristics of the line. Coal traffic is a slam dunk, manifest is a different animal.