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[rrfanj]

My grandson lives on the BNSF track in SE Iowa that crosses the Mississippi at Burlington.  As he and I watch the many trains that go through town, he has 101questions.  Two of the questions he asked I have not been able to respond to with confidence.  The first is about the power we see go by...sometimes we see two engines pulling the train, but just as often we see a puller-pusher combination.  The question is why the difference and who makes the determination as to the type of power set-up?  The second question is the destination of the trains on this route?  I know much of the coal is headed for the mid-west, but is some of it headed further east...and if so, who takes over from BNSF?  Looking forward to your reply's so I can look smart in his eyes.  Thanks.

rrfanj

[MOWBill]

It usally depends how many cars are in the train which is decided by how many cars the Power Plant can handle. Out here in the Power River BNSF trains with more the 135 cars get 2+2 anything smaller is 2+1. I work with a person who was Roadmaster at Burlington IA  I will ask him where the coal trains go from there and let you know.    Bill

[Anonymous]

BNSF AND THEIR WEARD MICKEY MOUSE 1+1 COAL TRAINS.

[route_rock]

  Hi rrfanj, I worked out of Burlington for a few months as a switchtender ( needed a vacation from G town lol) and can kinda help you out there. The destinations all depend on the train symbol, but unless you ask the crew you will never know. Most are going to Chicago to either terminate there or on CSX,NS or a multitude of other roads ( some shortlines down south after a CSX or NS routing) Others are heading for the Beardstown sub and will change at Galesburg to the W Quincy line to Bushnell or even continue south on the Brook to Quincy and south to St Louis. This all depends on the K line there in Burlington ( the line that goes south past cascade to FT Mad. If its full thats when St Louis bound trains usually wind up going to Galesburg.

 

 In regards to the DPU ( distributed power units) they have no rhyme nor reason.They are on some trains not others ( length doesnt matter really I have had 135 cars and conventional set up its just the DSF tosses darts at the board one spot says DP the other Conventional) But when arriving at Galesburg the DP trains going to an eastern road must be un dped and set up as a conventional train. Its the highlight of my night to get to do this as we are out of the yard and get to go play on the main line ( plus my pilot gets extra pay for hanging or un hanging FRED)

  Hope this helps

[SD60MAC9500]

There are a few reasons for seeing the trains with DPU.  First would be the length and gradient of the route. You are pulling 135 cars of coal with an approximate weight of 20,000 tons and the sub the train happens to be operating on has 600 miles worth of heavy topography with a maximum ruling grade of 2% you want to distribute the power through out the train instead of placing all of it on the head-end as this causes much stress on the equipment.  This gives the train better rolling dynamics and control which in turn reduces break-in-two's.  Second reason elimination of most helper districts.  Instead of placing helper locomotives through out this territory which can tie up main line capacity running back and forth helping heavy trains over the grades.  You put all your power on at the terminal in the DPU configuration you feel will be the most efficient to operate over the district. 

[route_rock]

 Sorry but when it rains on the Ottumwa sub we have three sets of pushers that are needed at Albia Hill and if its a real bad rain or even worse a 25 mph or less slow order at the bottom of any of the hills you will have helpers at Albia and Ottumwa. The DP's are good in someplaces but still woefully underpowered. We had one with a .4 HPT . 3 motors 2+1 dp only gets you .8 hpt not a lot to play with on a rough line. Hence the helpers still.

  And like stated its up to the guy at Alliance or Gillet in charge. There is no rhyme nor reason somedays, a 20,000 ton train getting conventional while the other day a 15,000 one got DP'd.

Easy on the throttle and brakes and youll not have a problem with any train. Its when some of these fellow's get out there and start acting like a bull in a china shop is when you get knuckles.

[SD60MAC9500]

Why don't they increase the DPU sets to a 2+2+2 set or 2+2+1 so they can increase HP/Ton ratio?

[BNIRRLives]

The Distributive Power Unit (DPU) is when they have the pull push combination. The reason for that is so it does not put the stress on the couplers of the cars, it helps control slack in the train. As the trains get longer 135+ cars it eases the stress on the Draft Gear and Drawbar on the car and it should decrease the chance of breaking a knuckle, however it does happens. The railroad also thinks it is easier on the flanges of the wheel and the rail when you go into a curve. And it helps with braking on the hills. The problem with DPU is when if the locomotive dies, you got to walk the train and try and restart it. Another issue is when you do brake a knuckle and depending where on your train it happens and where on you route it happens, you won't have enough power on one end or the other to pull/push your train up the hill to reconnect your train when it goes into emergency. 

The two locomotives pulling is the easiest way to move your train across the country, depending on the engineer, it is easier to pull the train apart , but you have the power to reconnect your train if both locomotives are on one end, it is also harder on the cars though. You do not have the control of the slack, or the braking as much, the locomotives are not pumping air through the brake pipe at both ends of the train, just one end. It takes longer to set the air up (Apply the Brakes) and release them. During the winter it is a pain in the rear because of air leaks. Their is advantages and disadvantages of both power consists. The farther west you go the more helpers they have on the end of a train.

Usually the Diesel Shop or the service track hostlers decide where the power goes on the train. The train will continue west to the Powder River Basin and when it returns, they like to push the train down the St. Louis line from Burlington so it can go on to Georgia. But do to lack of crews on the St. Louis line  (K- Line) they push them to Galesburg and then down. I do not know who or where they interchange with we can take it all the way to Memphis TN.

I hope this Helps.

 

BNIRRLives

 

 

 

 

[SFbrkmn]

My guess on why most coalies go toGburgh then south is trk condition on K line south of Burlington, but as i stated that is only a guess. In 2002 i worked the brkmn xtra bd @ Quincy and i do recall laying ovr in BUR and catching a STL bound loaded coal bucket that was routed on K line from BUR instead of going to Gburgh. Rode  back in 2nd unit looking at the mighty Mississippi on a non stop three hr run home to Quincy. A good easy day at work.

[Anonymous]

you say they go to Gburg and down to STL,my question is do they run through Quincy and down to STL or do they run down through Metropolis?

[Anonymous]

Here in New Mexico, they are often in a 4+3 or on a big grain trains 4+3+3 or so...  It depends on the grade, weight of train, and the horsepower of the sets of power.  There is a big formula that we use to determine that arrangment, but damn if I can remember it right now after 12 hours on duty what it is, and my rule books are outside in my truck.  Usually we run 3 sets of coal trains 24hours a day about approx 200 miles each way, varying from 75-128 cars or so, up to the local power plants....