From afar an on the ex-Reading in NJ, I caught only a glimpse of a locomotive whose road name began with Ferr...? What might this have been? Was it a road name or the name of a leasing company?
RJ Emery near Santa Fe, NM
Ferromex is a possibility. Their locomotives are red,white and green and turn up in the United States fairly regularly.
Yes, it was probably Ferromex. The ex-Reading here is primarily Conrail Shared Assets now. I could understand seeing CR, NS and CSX locomotives on this active line hauling tank cars (ethyl alcohol), but not other roadnames.
Are these other locomotives leased by CR? I can't imagine Ferromex, BNSF, UPSP, CP, CNI or KCS gifting the use of one or more of their locomotives to CR.
Probably running off engine hours...
It probably got out that way on a run-through train. I would also bet most likely on a train that originated on the UP that went to either CSX or NS. Ferromex engines aren't uncommon on the UP. I read somewhere that UP owns about a quarter of Ferromex.
Jeff
Spot on - 26% per Barron's:
http://blogs.barrons.com/emergingmarketsdaily/2015/04/28/union-pacifics-hidden-asset-in-mexico/
rjemeryAre these other locomotives leased by CR? I can't imagine Ferromex, BNSF, UPSP, CP, CNI or KCS gifting the use of one or more of their locomotives to CR.
Just run-through power on CSX/NS trains. You will see all those road names up there. While (most of) the trackage is owned by CRSA, those road trains are mostly NS or CSX with NS/CSX crews.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.
Carriers these days view a locomtotive in the following way - Does is blow smoke, does it load - if the answers to both questions are yes - USE IT. Let the computers figure out who owes what to whom - that is what computers do.
Most all Class 1 carriers have shared power agreements with each other and those agreements are settled monthly on a 'horsepower hour' basis. The balance of horsepower hours in the various accounts do get settled on a monetary basis.
Never too old to have a happy childhood!
mudchicken Probably running off engine hours...
What does that mean?
If one railroad has accrued time using another road's locomotives, they can 'loan' equivalent power instead of paying for the time directly as in 'power-by-the-hour' agreements. See BaltACD's postings below for better information.
rjemery mudchicken Probably running off engine hours... What does that mean?
Locomotive accounts between carriers are kept in units known as horsepower hours. A's locomotive, interchanged to B in a run through train accumulates 'horsepower hours' on both companies accounts. A 4000 HP locomotive on a 'foreign' carrier for one hour generates 4000 Horsepower hours. Thanks to computer record keeping, power managements can inquire on the running balance of these accounts and then implement power strategies to accomidate the company's need for power vs. the 'horsepower hour' balance with the owning carrier.
The net differences in each carriers 'Horsepower Hours' accounts are settled between the carriers on a monthly basis. I have no idea what the current monetary value of a horsepower hour is.
BaltACD rjemery mudchicken Probably running off engine hours... What does that mean? Locomotive accounts between carriers are kept in units known as horsepower hours. A's locomotive, interchanged to B in a run through train accumulates 'horsepower hours' on both companies accounts. A 4000 HP locomotive on a 'foreign' carrier for one hour generates 4000 Horsepower hours. Thanks to computer record keeping, power managements can inquire on the running balance of these accounts and then implement power strategies to accomidate the company's need for power vs. the 'horsepower hour' balance with the owning carrier. The net differences in each carriers 'Horsepower Hours' accounts are settled between the carriers on a monthly basis. I have no idea what the current monetary value of a horsepower hour is.
Assume a 4,000 hp locomotive for purpose of discussion.
Are the horsepower-hours calculated on a nominal basis (e.g., a 4,000 hp times X-hours) or is is based on actual horsepower produced integrated over time (e.g., 4,000 hp times 6 hours + 3,600 hp x 4 hours + .....)?
AnthonyV BaltACD rjemery mudchicken Probably running off engine hours... What does that mean? Locomotive accounts between carriers are kept in units known as horsepower hours. A's locomotive, interchanged to B in a run through train accumulates 'horsepower hours' on both companies accounts. A 4000 HP locomotive on a 'foreign' carrier for one hour generates 4000 Horsepower hours. Thanks to computer record keeping, power managements can inquire on the running balance of these accounts and then implement power strategies to accomidate the company's need for power vs. the 'horsepower hour' balance with the owning carrier. The net differences in each carriers 'Horsepower Hours' accounts are settled between the carriers on a monthly basis. I have no idea what the current monetary value of a horsepower hour is. Assume a 4,000 hp locomotive for purpose of discussion. Are the horsepower-hours calculated on a nominal basis (e.g., a 4,000 hp times X-hours) or is is based on actual horsepower produced integrated over time (e.g., 4,000 hp times 6 hours + 3,600 hp x 4 hours + .....)?
Horsepower times hours on property - running under load, idling or shut down for fuel conservation makes no difference. There are no partial hours in railroad interchange reportings, whole hours only.
Routine running repairs are expected to be performed by the carrier in possession of the the unit, and those repairs will be billed to the owner in accordance with a standard 'flat rate' for the services performed. If a 'foreign' unit suffers a major failure and it can still roll, it will be sent back to the owner as quickly as possible. If the engine can't roll, the owner will be contacted for disposition of what to do and it will also be removed from the 'horsepower hours account' and handled in accordance with the owners wishes. Just like for cars, there are AAR Standard billing practices for repairs to locomotives.
Thanks!
If A loans B a locomotive, how does A know exactly how many horsepower-hours its locomotive was run before it is returned to A's domain?
Does B report to A what those numbers are on a daily basis?
How does B know what the numbers are to be reported and when?
I would assume that after so many hp-hours of running, a loco has to be serviced, i.e., tune-up, overhaul or whatever. Is B responsible for that or does B simply return the engine to A unserviced?
What happens if A's loco breaks down while in use by B? Who's responsible for the repairs?
rjemeryIf A loans B a locomotive, how does A know exactly how many horsepower-hours its locomotive was run before it is returned to A's domain? Does B report to A what those numbers are on a daily basis? How does B know what the numbers are to be reported and when? I would assume that after so many hp-hours of running, a loco has to be serviced, i.e., tune-up, overhaul or whatever. Is B responsible for that or does B simply return the engine to A unserviced? What happens if A's loco breaks down while in use by B? Who's responsible for the repairs?
Interchange time to interchange time is how Horsepower Hours are calculated. Running, isolated, dead - it don't matter. This is not a 'loan'. Read my response 2nd above your post.
There can be lease deals, most likely between Class 1's and Short Lines and/or customers. The specifics of the lease will be between the parties involved.
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