NS goin steady with BNSF?

[ironhorseman]

Today I saw three seperate trains on the BNSF Emporia Sub (Kansas City to Wellington, KS for those who don't know) each with one NS Dash 9 locomotive. One train even had the NS as a lead engine. Over the past couple weeks I've seen other trains like this. Even a brand new CN engine once. Maybe it's just this region of the country, but would anyone know why this is going on? Are these two up to something? Has anyone else in other states noticed this?

Also, can anyone also explain why the ATSF had LMX locos throughout the 1990s?

Thanks for any explanation.

[ironhorseman]

Today I saw three seperate trains on the BNSF Emporia Sub (Kansas City to Wellington, KS for those who don't know) each with one NS Dash 9 locomotive. One train even had the NS as a lead engine. Over the past couple weeks I've seen other trains like this. Even a brand new CN engine once. Maybe it's just this region of the country, but would anyone know why this is going on? Are these two up to something? Has anyone else in other states noticed this?

Also, can anyone also explain why the ATSF had LMX locos throughout the 1990s?

Thanks for any explanation.

[edblysard]

Run through power on your BNSF. Bet the trains started out on a different railroad, and the power was left on, due to a shortage of locomotives at BNSF right then. We see CSX motors down here all the time, and NS, even see CP and CN on grain trains, and Houston is about as far from Canada as you can get. Well, maybe Brownsville is a bit further.
LMX is a leasing company, their logo was "power by the hour" .
They owned the locomotives, and leased them out, but only charged for the time they were actually used. So if you leased one, and kept it for a year, but only used it for power protection, and then only used it 200 hours, you only paid for the 200 hours, not the year. They had timers and distance counters on them, that turned on when the locomotives moved.
ATSF took full advantage of this, they had chronic power shortages.
Of course, the amount of time they were really used is far greater that my example, but the savings to the carriers was great.
To give you a simple example of run through power, say UP is hauling a intermodel train from Chicago to LA, but has to use BNSF trackage. They arent going to stop, the instant they hit BN territory, and put BN motors on the train. One, it takes time, two, the UP motors are needed in LA to backhaul another eastbound stacker. Or when the train is a joint venture, like the BN and NS intermodel service is, whos motor leads means nothing, both carriers are sharing the cost and profit.
And railroads routinly "borrow" each others power. Yes, they pay for it, and the cost of fuel and maintainance too, but when you need a motor right now, the cost is negated by the profit.
Hope this helps,
Stay Frosty,
Ed

[edblysard]

Run through power on your BNSF. Bet the trains started out on a different railroad, and the power was left on, due to a shortage of locomotives at BNSF right then. We see CSX motors down here all the time, and NS, even see CP and CN on grain trains, and Houston is about as far from Canada as you can get. Well, maybe Brownsville is a bit further.
LMX is a leasing company, their logo was "power by the hour" .
They owned the locomotives, and leased them out, but only charged for the time they were actually used. So if you leased one, and kept it for a year, but only used it for power protection, and then only used it 200 hours, you only paid for the 200 hours, not the year. They had timers and distance counters on them, that turned on when the locomotives moved.
ATSF took full advantage of this, they had chronic power shortages.
Of course, the amount of time they were really used is far greater that my example, but the savings to the carriers was great.
To give you a simple example of run through power, say UP is hauling a intermodel train from Chicago to LA, but has to use BNSF trackage. They arent going to stop, the instant they hit BN territory, and put BN motors on the train. One, it takes time, two, the UP motors are needed in LA to backhaul another eastbound stacker. Or when the train is a joint venture, like the BN and NS intermodel service is, whos motor leads means nothing, both carriers are sharing the cost and profit.
And railroads routinly "borrow" each others power. Yes, they pay for it, and the cost of fuel and maintainance too, but when you need a motor right now, the cost is negated by the profit.
Hope this helps,
Stay Frosty,
Ed

[Anonymous]

Trackage rights means they have to use their crew and their power. They would never get power from the BN on a trackage rights deal unless there was a failure of some sort.

The BNSF sends their power over to the NS on trains. What is owed in return is figured by horsepower hours. If the NS has a 2000 HP engine for one hour they owe 2000 HP hours. If they send over a 4000 hp locomotive the debt is paid back in 1/2 hour.

Oakway had an interesting way of leasing their power. They kept track of the amount of electricity produced and charged by the kilowatt Hour.

[Anonymous]

Trackage rights means they have to use their crew and their power. They would never get power from the BN on a trackage rights deal unless there was a failure of some sort.

The BNSF sends their power over to the NS on trains. What is owed in return is figured by horsepower hours. If the NS has a 2000 HP engine for one hour they owe 2000 HP hours. If they send over a 4000 hp locomotive the debt is paid back in 1/2 hour.

Oakway had an interesting way of leasing their power. They kept track of the amount of electricity produced and charged by the kilowatt Hour.

[JoeKoh]

So thats where all the Csx engines go.We have had alot of UP and BNSF run through power here in Ohio.
stay safe
joe

[JoeKoh]

So thats where all the Csx engines go.We have had alot of UP and BNSF run through power here in Ohio.
stay safe
joe

[Anonymous]

I guess I should explain that Oakway sold electricity instead of leasing the locomotives to get around BNSFs labor agreements that would allow EMD to do all servicing of the Oakway locomotives. When they first started running the Oakways they were cut off short of Chicago because they were afraid someone would damage the locomotives.

[Anonymous]

I guess I should explain that Oakway sold electricity instead of leasing the locomotives to get around BNSFs labor agreements that would allow EMD to do all servicing of the Oakway locomotives. When they first started running the Oakways they were cut off short of Chicago because they were afraid someone would damage the locomotives.

[louisnash]

We see BNSF power on the NS line once or twice a day here in KY. Usually with the Triple Crown.

Brian (KY)

[louisnash]

We see BNSF power on the NS line once or twice a day here in KY. Usually with the Triple Crown.

Brian (KY)

[ironhorseman]

OK, that explains a lot.

Thanks for the info.

[ironhorseman]

OK, that explains a lot.

Thanks for the info.

[JoeKoh]

QUOTE: Originally posted by ironhorseman

Today I saw three seperate trains on the BNSF Emporia Sub (Kansas City to Wellington, KS for those who don't know) each with one NS Dash 9 locomotive. One train even had the NS as a lead engine. Over the past couple weeks I've seen other trains like this. Even a brand new CN engine once. Maybe it's just this region of the country, but would anyone know why this is going on? Are these two up to something? Has anyone else in other states noticed this?

Also, can anyone also explain why the ATSF had LMX locos throughout the 1990s?

Thanks for any explanation.

NS can hook up with UP or BNSF in Kansas city and have a staight shot to the esat coast avoiding Chicago if it wants.
I hope this helps too.
stay safe
joe[:)]

[JoeKoh]

QUOTE: Originally posted by ironhorseman

Today I saw three seperate trains on the BNSF Emporia Sub (Kansas City to Wellington, KS for those who don't know) each with one NS Dash 9 locomotive. One train even had the NS as a lead engine. Over the past couple weeks I've seen other trains like this. Even a brand new CN engine once. Maybe it's just this region of the country, but would anyone know why this is going on? Are these two up to something? Has anyone else in other states noticed this?

Also, can anyone also explain why the ATSF had LMX locos throughout the 1990s?

Thanks for any explanation.

NS can hook up with UP or BNSF in Kansas city and have a staight shot to the esat coast avoiding Chicago if it wants.
I hope this helps too.
stay safe
joe[:)]

[Anonymous]

Pooled power and shared horsepower hours, nothing more...

LC

[Anonymous]

Pooled power and shared horsepower hours, nothing more...

LC

[Trainnut484]

It was pooled power with BNSF. I used to live in Emporia, and when UP ran their OGEX coal trains down to western Oklahoma (RedRock), they had to use ATSF tracks from Topeka, KS down into Oklahoma. SF would tack on their lead power there and come back with an empty coal train. SF power would hook off and UP would continue back to reload the cars. I don't know if that continues today since I've seen total UP power on OGEX coal trains on the Emporia Sub.

Santa Fe...gone but NEVER forgotten

[Trainnut484]

It was pooled power with BNSF. I used to live in Emporia, and when UP ran their OGEX coal trains down to western Oklahoma (RedRock), they had to use ATSF tracks from Topeka, KS down into Oklahoma. SF would tack on their lead power there and come back with an empty coal train. SF power would hook off and UP would continue back to reload the cars. I don't know if that continues today since I've seen total UP power on OGEX coal trains on the Emporia Sub.

Santa Fe...gone but NEVER forgotten