The BNSF units were ether being used in pool service after a run through or CSX was owed horsepower hours. Since there's only 7 class 1 railroads in the US it's not uncommon to see foreign power on any railroad at any time,also railroads share trackage rights and run through service, the practice of using locomotives from point A to point B without changing power at interchange points to run trains. The only exception i think is UP's Bailey Yard in North Platte,NE it's UP's main east-west corridor between Chicago and the west coast, all trains (except run through's)that arrive with foreign power are uncoupled (serviced if needed) and sent back east. When railroads have units in storage it's easier and less expensive to use the power that's actually in revenue service by another railroad,but all locomotives no matter what rails they ride must go through a FRA mandated 92 day service inspection period, when CSX uses BNSF power they treat the locomotive as if they own it,it's maintained and operated until that power is returned to it's home rails. Railroads do not charge another railroad for use of it's locomotives in pool service,I think but not sure all of the railroads have an agreement of sorts with each other so that the freight that moves across the country doesn't slow or bog down the system.
Makes sense. So the BNSF units were being operated by CSX at that time due to them being part of that horsepower pool? Pretty logical agreements between railroads.
The BNSF/UP route through the Tehachipis sees so many "foreign" units. I live in deep south Texas where it is UP territory, yet I have caught BNSF, CR, NS, CSX, KCS, CP Rail, CN, Ferromex, MRL, and IC locomotives. I distinctly remember photographing an 8-unit consist with CSX, CR, SP, BNSF, and UP power. a very colorful consist it was.
It should be point out that the reason why these railroad corporations have these agreements is because of WWI where the US before it entered knew it needed railroad to move equipment fast and effective and at the time, each rail serviced own their own lines and would deny service to each other so it was afraid they would try to stall each other to gain exclusive rights with the US government thus ironically slowing any war effort so the US annexed the rail lines for the war to prevent this. After the war, the US government returned ownership with guidelines so that this fear couldn't be done in the future.
This is my new life. I love locomotives. They are beautiful. Love how both BNSF units assist CSX. Sweet, never gets old to see what these brutes can do.
This reminds me of a video where a train stalls out on Otis Hill and another train with Conrail power had to tie on and help the stalled train up the grade. Am also reminded of when I was railfanning in CSX territory down around Hamlet. Seems a train lost its lead unit and the other 2 units were dead so they sent 2 NS GEs out from the yard to rescue the dead train.
SOU6900 not so much as the inactivity of the humpyard but more the idiot higher ups. I taxi railcrews from the rocky mount yard and we send maybe a single (albeit long) train to hamlet a day. So many guys have been furloughed there that it's ridiculous
sounds as that one unit is working over time on this pull with that unit dead is the pusher the same HP at the lead unit? thanks for a very good video. I like these better then I do the one where they can run 70-80 MPH.
They maintain them just fine. It's an SD40 with DC motors, they probably cut out when they got hot. Happens all the time on older junk like EMD. That's why we hate them on mainline service.
They didn't shut it down, it shut itself down, which in turn shut the train's forward progress down. The further machinery "evolves", the less manual control and input by humans is required. Railroads want this to be able to achieve several goals, one of which is to reduce required manpower. Problem is that when this automated, robotized, microprocessor-powered stuff craps out, you need to send humans to the rescue, defeating the purpose and negating the savings, but management doesn't understand this up front.
They must send a bill. The question is how much? My guess is it's somewhere in the $10k range. Two locomotives, two workers, all that fuel, and probably at least 2-3 hours of time.
I would imagine it's CSX employees operating the BNSF engines. CSX does reimburse them for the costs of using the engines, but since CSX also lets BNSF borrow their engines, it evens out somewhat. Look up the "Foreign Power" video by Distant Signal.
A train wasn't very long but 8 tons at a lot of weight for 2E.M d's to Paul the 100 power datra, but I got admit.I love the sound of those engines that engineer was porn on the coal.
if they had AC power this wouldn’t have happened and GE owns all the locos it’s all a pool they all get serviced the same no matter what names on the side
And then they probably had to pay BNSF more than it would have cost than if they just did it right in the first place. I guess that's the gamble though: if they can make this hill without the extra power five times, they're saving enough money to still turn a profit when they get stuck on that sixth train and have to pay for extra help.
CXS company to me as always been cheap. I even seen them get stuck going up a hill with only 2 locomotives then they had to call for help when they could of had 2 locomotives in the back pushing as the 2 up front pulling. BNSF Canadian Pacific always been locomotive ready.
Why use huge and heavy ans slow cargo trains when in a electric service they can switch to smaller, faster, and more reliable trains that can deliver even more resources with every new unit added.
The drive power on these is all electric, the diesel motors spin generators that provide the electricity. In terms of actual drive performance, nothing would change by switching to all electric (torque curve, power applied). Obviously there would be the weight savings of the diesel engine and fuel not being aboard.
THIS IS A REAL SHAME!YOU HAVE ONLY TWO UNITS UP FRONT, ONE OF THEM HAS QUIT ON YOU AND YOU HAVE ONE ON THE VERGE OF A TRACTION MOTOR FAILURE, WORKING HARD! TOO MANY CARS, AND NOT ENOUGH POWER UP FRONT, WILL CAUSE ANY TRAIN TO STALL OUT ON THE GRADES! MORE PIWER UP FRONT, ABOUT FIVE IN THE MIDDLE, AND FIVE LOCOMOTIVES ON THE REAR, SHOULD GET THE TRAIN OVER THE HILL, WITH NO TROUBLE! YOU CAN PUT AN EQUATION LIKE THIS,,,,,,,FIVE UP FRONT, FIVE IN THE MIDDLE,,,, AND FOUR ON THE REAR.THIS WAY YOU WONT HAVE TO WORRY ABOUT DRAWBAR AND COUPLER FAILURES ON THE TRAINS! SO, THEY SHOULD HAVE USED COMMON SENSE, AND GAVE THE ENGINEER ENOUGH LOCOMOTIVES TO GET OVER THE HILLS!BUT THEY DIDN'T!AND THE TRAIN STALLED OUT ON THE GRADES!
Excellent video with lots of engine sound, like these more than the grade crossing videos where the horns make it impossible to hear any engine sound.
Thanks!
Also nice to hear the radio chatter between the crews
Especially the damn bells that ring in your ears
The BNSF units were ether being used in pool service after a run through or CSX was owed horsepower hours. Since there's only 7 class 1 railroads in the US it's not uncommon to see foreign power on any railroad at any time,also railroads share trackage rights and run through service, the practice of using locomotives from point A to point B without changing power at interchange points to run trains. The only exception i think is UP's Bailey Yard in North Platte,NE it's UP's main east-west corridor between Chicago and the west coast, all trains (except run through's)that arrive with foreign power are uncoupled (serviced if needed) and sent back east. When railroads have units in storage it's easier and less expensive to use the power that's actually in revenue service by another railroad,but all locomotives no matter what rails they ride must go through a FRA mandated 92 day service inspection period, when CSX uses BNSF power they treat the locomotive as if they own it,it's maintained and operated until that power is returned to it's home rails. Railroads do not charge another railroad for use of it's locomotives in pool service,I think but not sure all of the railroads have an agreement of sorts with each other so that the freight that moves across the country doesn't slow or bog down the system.
Makes sense. So the BNSF units were being operated by CSX at that time due to them being part of that horsepower pool? Pretty logical agreements between railroads.
The BNSF/UP route through the Tehachipis sees so many "foreign" units. I live in deep south Texas where it is UP territory, yet I have caught BNSF, CR, NS, CSX, KCS, CP Rail, CN, Ferromex, MRL, and IC locomotives. I distinctly remember photographing an 8-unit consist with CSX, CR, SP, BNSF, and UP power. a very colorful consist it was.
Thank you for the information. I always wondered why I see power from other railways passing through Las Vegas (UP Territory.)
foamer
It should be point out that the reason why these railroad corporations have these agreements is because of WWI where the US before it entered knew it needed railroad to move equipment fast and effective and at the time, each rail serviced own their own lines and would deny service to each other so it was afraid they would try to stall each other to gain exclusive rights with the US government thus ironically slowing any war effort so the US annexed the rail lines for the war to prevent this. After the war, the US government returned ownership with guidelines so that this fear couldn't be done in the future.
This video really brings home the awesome power of diesel locomotives and trains in general. It’s why kids and adults are in awe of trains!
This is my new life. I love locomotives. They are beautiful. Love how both BNSF units assist CSX. Sweet, never gets old to see what these brutes can do.
Amazing scenery, recorded from above. Very beautiful. greetings from Indonesia
Great scenery. Great shots. Thanks for the great video. Joe
Nice to see them get out of there !!!
This reminds me of a video where a train stalls out on Otis Hill and another train with Conrail power had to tie on and help the stalled train up the grade. Am also reminded of when I was railfanning in CSX territory down around Hamlet. Seems a train lost its lead unit and the other 2 units were dead so they sent 2 NS GEs out from the yard to rescue the dead train.
That must have been exciting! It's always interesting to see helpers in places they wouldn't normally be.
If you had seen that nowadays, it'd been almost guaranteed a csx engine or two would have relieved due to how much of a parking lot hamlet is
Gunner Ginn Is that because of them no longer using the hump?
SOU6900 not so much as the inactivity of the humpyard but more the idiot higher ups. I taxi railcrews from the rocky mount yard and we send maybe a single (albeit long) train to hamlet a day. So many guys have been furloughed there that it's ridiculous
Gunner Ginn oh ok.
Excellent catch! super radios! too
Thanks!
Great video, and the crews definitely have there lingo together ❤️ really cool 😎 audio 🎉
Love the old CSX livery
Too heavy eh? Too steep? Cool catches!
I Love that SpongeBob unit in the beginning!
The engineers don't wave from the trains anymore, not like they did back in 1954!
Teamwork makes the dream work
I've just gotten interested in trains recently, but in Alabama / Tennessee I see BNSF power on CSX lines pretty often.
It adds some nice variety. I'd bet most of the BNSF engines you see are probably run through power on those powder basin coal trains.
my question is why does the guy on the radio sound like jeremy clarkson also how did i get this is on my main page
Awwwww look at the Railroad company's playing nice together good loco's good loco's good boy's now go eat your lunch.
sounds as that one unit is working over time on this pull with that unit dead is the pusher the same HP at the lead unit? thanks for a very good video. I like these better then I do the one where they can run 70-80 MPH.
The leader is an SD40-3, the Trailing unit is an SD40-2. Both are rated for 3,000hp.
Thanks for the info
Love it! “Ok … let’s do this thing!” 😂
Turned on the high beams @1:28 for a little extra power.
csx's version of psr, don't do
maintenance on engines
They maintain them just fine. It's an SD40 with DC motors, they probably cut out when they got hot. Happens all the time on older junk like EMD. That's why we hate them on mainline service.
Very good video
Good radio coms.
the radio chatter is just great !!
Would be comical to me if the BNSF units were old EMD units with 567 prime mover.
Get some ! Push it big boy.
She’s a beauty.
Great video! Thank you
Great catch! Where did the BNSF units come from?
I don't know for sure, but judging from the direction they were going, my guess would be Tilford Yard.
Agreed
Good job bnsf
Do other units not running act as slugs, or are they just dead weight?
The second Unit on this train was shut down completely, so it was acting as dead weight.
Colin Maurer why did they shut it down btw im noob asf
They didn't shut it down, it shut itself down, which in turn shut the train's forward progress down. The further machinery "evolves", the less manual control and input by humans is required. Railroads want this to be able to achieve several goals, one of which is to reduce required manpower. Problem is that when this automated, robotized, microprocessor-powered stuff craps out, you need to send humans to the rescue, defeating the purpose and negating the savings, but management doesn't understand this up front.
When they "upgrade" those older units they introduce new problems like that.
@@stanpatterson5033 SD40-x don't have computers
Great video, I was just wondering if BNSF helps out from the goodness of their hearts, or do they send CSX a bill?
They must send a bill. The question is how much? My guess is it's somewhere in the $10k range. Two locomotives, two workers, all that fuel, and probably at least 2-3 hours of time.
I would imagine it's CSX employees operating the BNSF engines. CSX does reimburse them for the costs of using the engines, but since CSX also lets BNSF borrow their engines, it evens out somewhat. Look up the "Foreign Power" video by Distant Signal.
Awesome 😎
A helper unit gives it a push
Great video
Great video !!!
BNSF didn't have a problem,
lmmfao
A train wasn't very long but 8 tons at a lot of weight for 2E.M d's to Paul the 100 power datra, but I got admit.I love the sound of those engines that engineer was porn on the coal.
How do I find òut about ñew postings
RUclips should let you know, though I haven't made many new videos lately. I should have some new ones in the next few months though!
Just something about that wind up pulling hard with actual big engines, ain't your peddler stang engine
Amazing video's, thanks,
Thank you for watching!
if they had AC power this wouldn’t have happened and GE owns all the locos it’s all a pool they all get serviced the same no matter what names on the side
I hear only 1 Engine running
That's the problem...
Buy those guys dinner!!!
Can't stand the sound of a GM ticking over Ying Ying Ying. But at full chat they are much much better
Leugh, BNSF!
nice video new supporter
Thanks!
CSX underestimates the grade? Cheap. Incompetent. Trying to squeeze every last dollar out of it shipments? Sure. Underestimates the grade? Hardly.
I was curious as to whether or not they actually miscalculated this much myself, looks like they had a breakdown.
And then they probably had to pay BNSF more than it would have cost than if they just did it right in the first place. I guess that's the gamble though: if they can make this hill without the extra power five times, they're saving enough money to still turn a profit when they get stuck on that sixth train and have to pay for extra help.
SD40-2 and SD40-3. Not a good combination.
it’s the same thing... just upgraded cab and electronics.
Why isn't that a good combination ?
@@trertg7147 One is DC while the other is AC.
CXS company to me as always been cheap. I even seen them get stuck going up a hill with only 2 locomotives then they had to call for help when they could of had 2 locomotives in the back pushing as the 2 up front pulling. BNSF Canadian Pacific always been locomotive ready.
Why use huge and heavy ans slow cargo trains when in a electric service they can switch to smaller, faster, and more reliable trains that can deliver even more resources with every new unit added.
and move 16 million pounds as shown? what the alternative here?
Because the US is absolutely massive. Electrifying the whole network would cost an insane amount
The drive power on these is all electric, the diesel motors spin generators that provide the electricity. In terms of actual drive performance, nothing would change by switching to all electric (torque curve, power applied). Obviously there would be the weight savings of the diesel engine and fuel not being aboard.
THIS IS A REAL SHAME!YOU HAVE ONLY TWO UNITS UP FRONT, ONE OF THEM HAS QUIT ON YOU AND YOU HAVE ONE ON THE VERGE OF A TRACTION MOTOR FAILURE, WORKING HARD! TOO MANY CARS, AND NOT ENOUGH POWER UP FRONT, WILL CAUSE ANY TRAIN TO STALL OUT ON THE GRADES! MORE PIWER UP FRONT, ABOUT FIVE IN THE MIDDLE, AND FIVE LOCOMOTIVES ON THE REAR, SHOULD GET THE TRAIN OVER THE HILL, WITH NO TROUBLE! YOU CAN PUT AN EQUATION LIKE THIS,,,,,,,FIVE UP FRONT, FIVE IN THE MIDDLE,,,, AND FOUR ON THE REAR.THIS WAY YOU WONT HAVE TO WORRY ABOUT DRAWBAR AND COUPLER FAILURES ON THE TRAINS! SO, THEY SHOULD HAVE USED COMMON SENSE, AND GAVE THE ENGINEER ENOUGH LOCOMOTIVES TO GET OVER THE HILLS!BUT THEY DIDN'T!AND THE TRAIN STALLED OUT ON THE GRADES!