CHAPTER 14

UNIT–TRAIN OPERATIONS

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

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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

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

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

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