Thanks for the responses! The trains as mentioned in the original thread comment just happened to be grain trains,but we'll also see unit 'sand' trains [ possibly(?), due to the smaller, double-drop hopper cars].
Then, of course solid 'tanker car' trains, [ poss crude trains?]. Generally, they are loaded SB or WB, and empty running back(?)] If one can see the trucks, and thr postion of the bolster; helps to show loaded or empty.
Sometimes, we'll see some very long trains of similar cars, and they almost seem to indicate that the BNSF has 'combined' a couple of trains to return them to their reloading point (?) Auto racks going EB thru here are not an uncomon sight, and certainly seem long enough to have been 'combined' at some point.
Puwer moves are another interesting sight through here...anywhere from 6 units to as many as 14 ( obviously, a number are D.I.T.). Mostly, they seem to be moving back EB or NB possibly to the KC area(?)
When there are a large number of engines in a move like that; Based on Jeff H's comment; does that have effects on the pay rate? Just curious...
Most of the 'stacker's' and COFC/TOFC trains thrrough here, are pretty much similar;as to their power. Three or four units on the head-end; If they are provided with DPU's. One or two units. Mostly all GE's. The EMDs seem to get paired with 'other rails' power.
Historically conductor's rates depend on number of cars in the train. The more cars, the higher the rate. Engineer's rates are weight on the driving axles. The heavier the engine consist, the higher the rate. For engineer's it's all engines handled, doesn't matter the engine's location in the train.
In recent years, some railroads have gone to hourly rates for all TE&Y instead of the old mileage rate based pay. Often they do away with the original type differing rates for one that covers all service. Usually they will average pay rates for a checking period and use that average as the pay rate.
We have trip rates by mileage, but to come up with the rate, they did the same - taking average pay for a checking period to come up for the rate. So now for me, the trip rate is the same no matter how many engines are in the consist, but my tie up slips still show weight on drivers for consists I had on that run.
Jeff
I doubt that 'road power' Head End and DPU is tied up at the Shipper's or Consignee's locations pending the loading or unloading of the Unit Grain Trains.
Suspect the empites are delivered to the loading location by a crew that then returns to their next terminal. When train is loaded, the Shipper notifies the railroad of how many cars are being tendered for shipment. Railroad assigns the necessary power for the train and a crew gets called to take that power and put the train together at the loading location and move it. The crew will insert DPU power where it is necessary in accordance with the carriers Train Handling Rules.
When the train gets to its destination, I suspect, the delivering crew will 'spot' the first car as directed by the Consignee and then assemble all the power and return the power to their 'tie up' location. The power will be distributed from the tie up location as the railroad sees fit. When the Consignee notify's the railroad that the train has been unloaded, the railroad will call a crew to go to the Consignee's location to put the train together and start the trip of the train back to the location of the railroad's choosing (Railroad Cars) or to the train's Origin ( Private cars owned by the Shipper - or other location of the Shipper's choosing).
Road Power in most cases is a impedement to Shipper or Consignee in the loading and/or unloading process.
Never too old to have a happy childhood!
just a WAG .. Were they running loaded or unloaded? Could be running 3+1 when loaded and returning 1+ 3 (with units cut out) on the return.
In my experience Train & Engine service employees are not paid on a tonnage basis. That being said, Engineers pay is a function of the units they handle on the trains they operate. DPU was not active on the territories I am familiar with up to the time I retired. I don't know how DPU units are being accounted for, for pay purposes for engineers with them in the trains they handle.
Over the last several weeks; I've been on the road at approximately, similar afternoon time frames. My route, in part, paralles the BNSF line between Mulvane and Wichita. Last week and this week (10/22 and10/29) I met a Unit Grain Train. Both days the leader was a single unit GE power. The train was approx (about 10.000"/ more or less) The DPUs were 3 GE's, in both the two cases mentioned.
It has been discussed around this Forum,before; that one of the components of Crew pay is the trains total onnage; plus other factors, as well. { The conventional power paradigm is multiple units placed within the train, as that train's operational profile would demand.
Of course a Grain Train would most likely, be from one load-out to the delivery destination and return, for reload(?). I can picture an outbound grain train, loaded, with power on head-end and DPU on rear. I could also see an unload where the train is ubnloaded, but not required to be turned, for its' return trip.
Operationally, I can see the benefit for the cargo shipper/receiver and the railroad; but does the train crew get paid in a 'normal' format regardless, of where and how the power is arranged in the trains make up?
In this area, we'll see far more grain trains moved than, some of the other types that transit this area. Some of the grain trains are composed of practically, all one type of car (the ubiquitour, cylindrical, BNSF tuscan painted cars/ sometimes referred to, as 'Grain Worms'. Other grain trains will have a mix of those cylindrical BNSF cars, and older, BNSF, and those still painted for previous owners (BN, ATSF,etc.) flat-sided converntional hopper cars? Power, on those is usally, placed 'conventionally', within those trains. The only BNSF Heritage hopper I'd noticed through this area [one with with GN markings and painted white.]
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