oltmanndThe other answer is "every chance they get". If you pass a mainline fueling station, you get fuel. If a consist gets serviced, it gets fueled. So, could be as little as a few hundred miles. Yet another answer is "too often". Many times, the fueling event is just topping off a mostly full tank
The reason I posted this question is that I read in another forum that the eastbound trains NS is diverting onto the old PRR mainline are being refueled in Fort Wayne, IN, with a tanker truck operated by Locomotive Services Inc. In a location that is otherwise "nowhere".
So, by use of a contractor at an interim point, it appears that this taking on of fuel is necessary, as opposed to optional.
They also state that the next crew change point is Mansfield OH, with the eventual destination of Conway yerd.
Something must be going on such that those trains are already too fuel depleted to make it only as much further as Conway.
Convicted One oltmannd The other answer is "every chance they get". If you pass a mainline fueling station, you get fuel. If a consist gets serviced, it gets fueled. So, could be as little as a few hundred miles. Yet another answer is "too often". Many times, the fueling event is just topping off a mostly full tank The reason I posted this question is that I read in another forum that the eastbound trains NS is diverting onto the old PRR mainline are being refueled in Fort Wayne, IN, with a tanker truck operated by Locomotive Services Inc. In a location that is otherwise "nowhere". So, by use of a contractor at an interim point, it appears that this taking on of fuel is necessary, as opposed to optional. They also state that the next crew change point is Mansfield OH, with the eventual destination of Conway yerd. Something must be going on such that those trains are already too fuel depleted to make it only as much further as Conway.
oltmannd The other answer is "every chance they get". If you pass a mainline fueling station, you get fuel. If a consist gets serviced, it gets fueled. So, could be as little as a few hundred miles. Yet another answer is "too often". Many times, the fueling event is just topping off a mostly full tank
It may not be a necessity, but simply a convenient point to do so.
Both UP and BNSF send fuel trucks to the PTRA to service their units, be they on unit trains or just the local, even though both carriers have major yards with service facilities really close by.
UP's Englewood and Settagast yards are only a few miles away, and BNSF's New South Yard is a half hour hop from us.
It may be that the units being fueled may not be stopping at Conway for any length of time, or may be running through to another destination.
Keep in mind that in a busy yard getting units to a fuel pad may be a very time consuming operation which may interfere with yard operations like switching or departure of other trains, so fueling the units outside the yard may simply be the most expedient way.
If the train is stopped for a crew change, fueling them then may be the fastest way to get it done.
Both Englewood and Settagast have fleets of fuel trucks running around their yards servicing locomotives, because it is often easier to take the fuel to the locomotive, than it is to take the locomotive to the fuel.
These trucks are owned and operated by the same contractor that provides the fuel to the carriers main service facility, I assume because it is just cheaper to let them manage the logistics and service of the truck fleet than doing it in house...all it takes is a phone call from the power desk or dispatcher to get a fuel truck on the way.
23 17 46 11
edblysard fleets of fuel trucks running around their yards servicing locomotives, because it is often easier to take the fuel to the locomotive, than it is to take the locomotive to the fuel. These trucks are owned and operated by the same contractor that provides the fuel to the carriers main service facility, I assume because it is just cheaper to let them manage the logistics and service of the truck fleet than doing it in house...all it takes is a phone call from the power desk or dispatcher to get a fuel truck on the way.
Hadn't considered that possibility. So you are suggesting that they might be receiving this fuel (delivery) as part of a larger, overall fuel service contract, where the tanker at this site is just a piece of the bigger picture?
Interesting.
Convicted One Hadn't considered that possibility. So you are suggesting that they might be receiving this fuel (delivery) as part of a larger, overall fuel service contract, where the tanker at this site is just a piece of the bigger picture? Interesting.
OUr little yard got a fuel truck. From what I understood, the truck (or at least trailer) was owned by the railroad - while the driver (and possible tractor) were contracted out.
One area I dispatched used a truck for mainline refueling. And certain trains had to get fuel no matter what, others only if they were below a certain threshold... I don't think there is one unified plan. Just a mish-mash of instructions that can change on a whim.
It's been fun. But it isn't much fun anymore. Signing off for now.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.t fun any
These are likely run-thru trains coming to NS over Chicago. Fuel tax is higher in IL than IN, so that's why Ft. Wayne rather than Chicago. Normally, these trains would use Chicago Line and fuel at Elkhart, but recent changes have moved some over to the NKP.
Direct from truck fueling is common in lots of places on the RR, but not a lot is done on mainlines.
-Don (Random stuff, mostly about trains - what else? http://blerfblog.blogspot.com/)
I have written an alogorthym for fueling engines, bassed upon fueel on hand and fuel used per gallon for each specific locomotive which is in a database table. It includes all 9 levels of fuel usze from idle thru run 8.
Ira
caldreamer I have written an alogorthym for fueling engines, bassed upon fueel on hand and fuel used per gallon for each specific locomotive which is in a database table. It includes all 9 levels of fuel usze from idle thru run 8. Ira
Not to belittle your efforts, but big deal. Fueling is company physical characteristics dependent. Where the terminals are, where the 'preferred' fuel vendors are, what terminals can 'afford' the delay their fueling method causes. There are multiple operational variables that only apply to the individual carrier and it's overall operating philosophy.
Never too old to have a happy childhood!
edblysardIt may not be a necessity, but simply a convenient point to do so. Both UP and BNSF send fuel trucks to the PTRA to service their units, be they on unit trains or just the local, even though both carriers have major yards with service facilities really close by.
After reading the article on "Run Through" agreements in the July 2015 issue of Trains magazine, I think they have answered this.
Most, if not all of these diverted trains appear to be originating out West. Once the receiving railroad refuels a run-through consist, they are no longer liable to the originating railroad for fuel depletion. So, refueling these trains soon after taking posession makes sense as a cost-control measure. Now I assume that a part of this entails the locos being freshly refueled (again) just prior to return. But it makes perfect sense to do this, this way.
Part of me was initially wondering how far away these interchange consists must have been coming from, to be "empty" by the time they arrive here. But with this new explanation that they are topping off to control an obligation, it makes perfect sense.
Our community is FREE to join. To participate you must either login or register for an account.