BaltACD CSSHEGEWISCH The point is well-made. Just think about how often the microwave in your kitchen is used and compare it to the number of times that the microwave in your employer's lunch room (or a locomotive cab) is used. In the break room of a office serving 100 people each of 3 tricks there were 2 consumer grade microwaves - they had a observed life expectancy of approximately 3 months. Another office had 3 microwaves for a office of 10 people per trick - first one failed after 5 years. In the first example the duty cycle of each machine was in the neighborhood of 30 to 40 minutes per hour or more.In the second example the duty cycle of each machine was in the neighborhood of 10 minutes per hour or less. In most homes the mincrowave duty cycle is probably 10 minutes per DAY or less. These are personal observations from my experience.
CSSHEGEWISCH The point is well-made. Just think about how often the microwave in your kitchen is used and compare it to the number of times that the microwave in your employer's lunch room (or a locomotive cab) is used.
The point is well-made. Just think about how often the microwave in your kitchen is used and compare it to the number of times that the microwave in your employer's lunch room (or a locomotive cab) is used.
In the break room of a office serving 100 people each of 3 tricks there were 2 consumer grade microwaves - they had a observed life expectancy of approximately 3 months. Another office had 3 microwaves for a office of 10 people per trick - first one failed after 5 years.
In the first example the duty cycle of each machine was in the neighborhood of 30 to 40 minutes per hour or more.In the second example the duty cycle of each machine was in the neighborhood of 10 minutes per hour or less.
In most homes the mincrowave duty cycle is probably 10 minutes per DAY or less.
These are personal observations from my experience.
At where my father works, he brought in my family's first microwave to the break room back around ~1990 when we replaced it with one with a turntable.
Still going strong, the last I heard. Puts today's equipment to shame.
Overmod CSSHEGEWISCH The point is well-made. Just think about how often the microwave in your kitchen is used and compare it to the number of times that the microwave in your employer's lunch room (or a locomotive cab) is used. ... And just how many times MORE is the microwave in a locomotive cab (with two, maybe three people, probably not eating much more than what they carried on or have stocked in a small refrigerator) going to be used? I don't see how a comparison with an employee lunchroom, or even a shift's breakroom, holds up at all. In any case, I'd expect the difference in 'longevity' to be much more involved with vibration and shock damage, or other conditions regarding the 'environment' on a working locomotive, than anything associated with duty cycle. And I also suspect that even a rudimentary multiaxis shock mount (perhaps nothing more complex than a few pieces of inexpensive shaped foam or rubber) would solve those issues sufficiently...
... And just how many times MORE is the microwave in a locomotive cab (with two, maybe three people, probably not eating much more than what they carried on or have stocked in a small refrigerator) going to be used?
I don't see how a comparison with an employee lunchroom, or even a shift's breakroom, holds up at all. In any case, I'd expect the difference in 'longevity' to be much more involved with vibration and shock damage, or other conditions regarding the 'environment' on a working locomotive, than anything associated with duty cycle. And I also suspect that even a rudimentary multiaxis shock mount (perhaps nothing more complex than a few pieces of inexpensive shaped foam or rubber) would solve those issues sufficiently...
Another item that gets overlooked is the electromagnetic fields that get generated on a locomotive with a 'generator' transforming mechanical motion into 600 volts with amperage potential of over 1100 amps in addition to the normal vibrations and impacts that occur with a locomotive. The shielding that the locomotive has built into it doesn't TOTALLY shield out all the field.
Outsiders would be amazed at the food a T&E crew 'can' consume on a 12 hour+ tour of duty - even more if the go on the law in East Nowhere and the transportation for them can't find them.
Never too old to have a happy childhood!
Their GP38-2W's weren't equipped with dynamic brakes. I think those were the last ordered without it.
Leo_AmesDynamic braking's advantages outside of territories with a lot of elevation change is well established and Canadian National subscribed to it years ago (I don't think they've bought a non dynamic brake equipped locomotive new since the early 1970's).
I think the SD40s were the last without it. My understanding is that CN didn't see the need when first dieselizing, as they had a ruling grade of 1% on the whole transcontinental railroad.
UlrichHowever dynamic brakes were removed in most cases as they were deemed unnecessary given CN's gentle grades. Why pay for something that isn't needed?
I assume you're stating what their opinion was back in the day, but it's worth clarifying that that was the line of thought 40 years ago, not today.
Dynamic braking's advantages outside of territories with a lot of elevation change is well established and Canadian National subscribed to it years ago (I don't think they've bought a non dynamic brake equipped locomotive new since the early 1970's).
Consumer Grade.. hah, I wish we had those (some older units HAVE been retrofitted with them and they work fine). The typical locomotive microwave is bolted/welded to its stand, and is very plain. It contains no turntable, and the only control is a timer dial (no power settings, defrost, etc). So I find it hard to imagine that these cost much more than any name-brand. And yes, they all do break down with some regularity, but even the brand new ones have issues. Some take 1 minute to burn your sandwich, others will take 3 times as long to render it lukewarm. They also heat very unevenly, my personal habit is to nuke it for 2 minutes, eat the hot part and then nuke it again.
Regarding the ex-BC Rail units, they are also being equipped with microwaves, but originally came with an actual small oven instead along with the hot plate. While this fails to meet CN's contract requirements it works fine if you happened to bring the right kind of container, ie.. plastic and ovens don't mix, same as metal and microwaves. Personally I wouldn't care which one we had, as long as I knew in advance to prepare accordingly.
Greetings from Alberta
-an Articulate Malcontent
SD70M-2Dude $8000 per unit! I must call B.S. on that (sorry for the language). All the new units have 110V plugins and a microwave costs less than $80 CDN at Wal-Mart. Bolting one in is what... 1 hour of labour at most so that's a huge exaggeration. CN has been installing them on most of the IC units, as it's been a while since I've been in one that didn't, and (unfortunately) they now regularly lead trains up north. Greetings from Alberta
$8000 per unit! I must call B.S. on that (sorry for the language). All the new units have 110V plugins and a microwave costs less than $80 CDN at Wal-Mart. Bolting one in is what... 1 hour of labour at most so that's a huge exaggeration. CN has been installing them on most of the IC units, as it's been a while since I've been in one that didn't, and (unfortunately) they now regularly lead trains up north.
Consumer grade equipment would not last a trip in railroad service.
Thanks, SD70M-2. It is great to hear firsthand information.
Someone asked Wick Moorman on NS why we couldn't have microwaves on our units and he said it would cost $8,000 per unit and that was too expensive. We don't have a fridge either but our union is not as strong as others I guess. Believe it or not pre Conrail merger we didn't even have a toilet until women in Train Service threatened to sue. They don't call NS the cheap frugal railroad for nothing!
Andrew FalconerThe lead unit is usually the Canadian National power for the manifest trains that will travel through the USA to Canada.
Not sure, but due to the standard cabs, the IC SD70s may not have the hot plates, microwaves, and refrigerators required to lead in Canada.
This morning on a long Manifest freight headed East over the GTW mainline, the motive power was a CN SD60F in the lead followed by two IC SD70 units.
The lead unit is usually the Canadian National power for the manifest trains that will travel through the USA to Canada.
Andrew
Watch my videos on-line at https://www.youtube.com/user/AndrewNeilFalconer
CP was the one that leased the locomotives to BNSF recently.
I believe that I read that CN has leased units to BNSF. These are NOT run through units. They are considered part of the BNSF fleet until they go back to CN. SO I ask again are these leases set in stone or can CN recall them and the lease would be cancelled?
Dakguy201 When an engine is handed over to another railroad because it is run through power (or any other circumstance) is any attempt made to account for the fuel status at the time of turnover? If so, how does that work?
When an engine is handed over to another railroad because it is run through power (or any other circumstance) is any attempt made to account for the fuel status at the time of turnover? If so, how does that work?
Does the engine(s) have enough fuel to make it to the next crew change or service facility? Is only question. There is no procedure to say engine A came online with 2400 gallons of fuel and engine B went off line with 600 gallons.
One ploy I have heard of, is to lease a number of decrepit 'leasers' and then send them off line to pay back a horsepower hour deficet.
Most of the foreign units you see on a carrier today are not 'leased'. They have come onto the carrier in run through service. Carriers do keep track of how many foreign units they have on line as well as how many of the companies units are off line. Saw a report recently, my carrier has nearly the same number of units off line as they have foreign units on line. Carriers settle their accounts between each other based upon 'horsepower hours' and pay up based on the net differences on a monthly or quarterly basis.
The private units (CITX, FURX etc.) are normally contracted leased engines; those leases have specific start dates and end dates.
Can a railroad (CN) for example recall units that they have leased to other railroads ( e.g. BNSF) to alliviate their own power shortage or are these lease locked in stone for the duration of the lease?
Some didn't even accept it until later. Missouri Pacific's order for GP50's leaps to mind as an example. They were a hold out right until the end.
blue streak 1 Is it possible that CN Canada is getting the best units and CN USA is getting the left overs ? Have seen this before on other transportation companies.
Is it possible that CN Canada is getting the best units and CN USA is getting the left overs ? Have seen this before on other transportation companies.
On our mainlines there is no standard system for what locomotives get assigned where, instead units are used on a whatever-happens-to-be-there basis. I doubt that the junk ones are deliberately being sent south of the border, that would require some thinking and effort on management's part. The only factor govering the Canada/US assignments is air brake testing, Canada allows a longer period between mandatory tests that the States. They are striving to make every high-hp unit (defined as 3800 hp 6-axle or better) equal to one another. As a result most ex-BC Rail GE's and IC SD70's have microwaves, hot plates and fridges now, and are just as likely to lead trains in Canada as any other unit. The only situations where specific locomotives are needed on specific trains/routes involve excess tonnage or light track, such as:
Only 2 ES44AC's being used on 152 car coal trains now from the Alberta Coal Branch to Vancouver/Prince Rupert (0.4 HPT)
Roma Jct AB to Hay River NWT getting only GP40's (no dynamics up there :) ) due to 6-axle units being prohibited and our other prohibition on using non-turbo GM's outside yards (out west anyway) after burning carbon from a GP38 started a massive forest fire about 10 years ago.
Chetwynd-Dawson Creek BC gets only cowled C40-8M's because the grades require 6-axle units and the MLW trucks on those units are short enough to handle the curvature on that line.
As for not having dynamics, that is not such a big issue anymore as most of the older units have disappeared; the GP40 fleet now stands at ~43, down from nearly 300, and the SD40/40-2 fleet is now barely 100, as opposed to nearly 400 20 years ago. The GP9's, GP38's and remaining GMD1's are generally restricted to yard or local roadswitcher service, and dynamics are a must on any line with grades over 0.7%.
But we are short of power, all the Dash-8 and SD60 aquisitions have done is allowed more trains to be run and some of the remaining SD40's do be sold off, CN is still turning away business left and right due to lack of power (track capacity too, the mainlines are more clogged than ever and not enough double track is being built quickly enough through Saskatchewan). I believe there are 70 ES44AC's on order for late 2014-15 but this will not be enough to fill the current shortage, let alone handle all that new business.
The point is well-made. The use of dynamic brakes to control speed in relatively level areas did not come about until somewhere in the late 60's to early 70's and was not a universal practice. Consider that Illinois Central locomotives did not have dynamic brakes until their second order of GP40's.
Many CN GP9's had dynamic brakes as well as some of their first SD40s. However dynamic brakes were removed in most cases as they were deemed unnecessary given CN's gentle grades. Why pay for something that isn't needed?
traisessive1 The better question is why doesn't CN fix the DB.
The better question is why doesn't CN fix the DB.
You can't fix what doesn't exist - for decades, CN did not order Dynamic Brakes on their locomotives.
10000 feet and no dynamics? Today is going to be a good day ...
traisessive1 How can the U.S. roads not have fridges in all their units? Why has no other union followed in CN's footsteps and had their carriers get microwaves in their cabs?
How can the U.S. roads not have fridges in all their units? Why has no other union followed in CN's footsteps and had their carriers get microwaves in their cabs?
Very simple - they haven't been negotiated by US Unions. Besides, there are exhaust manifolds readily available as a heat source for cooking.
Conversely, from my carriers perspective, how can CN not have Dynamic Brakes on their engines.
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