1. CHAPTER 14 UNIT–TRAIN OPERATIONS

2. The Unit-Train Bulk commodity freight (coal, grain, minerals) Moves as a unit from origin to designation, large producers to large consumers Typical weight: 12,000 – 15,000 tons, 132-145 tons per car Multi-Car Rates www.wsgs.uwyo.edu http://farm4.static.flickr.com www.dogcaught.com

3. Efficiency and Regulation Switching at the origin, destination, or intermediate areas can be costly Prior to 1950’s rail companies were prevented from lowering costs to the consumer by ICC regulation (would favor large shippers over small shippers) 1950’s to 1960’s rail companies allowed to reduce cost to the consumer to reflect lower operating cost 1980’s Staggers act allowed railroad companies to negotiate shipping contracts with consumers and be more competitive with the trucking industry

4. Railcar and Locomotive Specialization Special railcars used to maximize efficiency in loading and unloading (Armstrong: aluminum instead of steel coal cars) Newest locomotives are assigned to unit-trains for higher horsepower and high-tractive-effort Rail company may provide rail equipment, however most costumers used owned or leased equipment

5. Equipment Utilization Utilization of dedicated cars can achieve 3 times miles- per-day averages over a general service car High mileage repetitive trips produces excessive wear on equipment and structures

6. Mini-trains Economics dictates a unit-train be 50 or more cars Short line rail roads with flexible rules and lower cost can operate 5-10 car units from loading to delivery point Becomes a 500 to 1,500 ton truck Operate under the tariffs requiring “while-we-wait” loading and unloading Can operate with a smaller train crew