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No, there are NO GRADES on the FEC main line between Jacksonville and Miami. The biggest "load factor" on the FEC is wind resistance, when not running "inland" behind the trees south of Jacksonville. As soon as a southbound train exits the tree shield, and encounters the Atlantic breezes, the train speed drops almost 10MPH. The old saying on the FEC, when I was there was, it is up-hill in both directions because it is so flat.

Originally Posted by Fec fan:

 I've also heard (rumor only) that these ES44C4's will be replacing the SD70's currently on the roster. I don't think that the SD40's will be replaced as they are being shopped for refurb and repaint.

I'm not sure why FEC would give up their still new SD70M-2 locos. They even leased additional SD70 units so I guess they must have liked them.

I suspect some aspect of financing in play.   Why else complicate your operation with a bunch of el-cheapo, throw away clunkers?!!  Years ago, Espee had the right idea on how to handle this GE outfit: Buy 'em cheap, run 'em 'til they get sick (usually about three to five years), park 'em in the desert 'til their times up!  Maybe sell a few parts off 'em, or send some to Mexico.  

Originally Posted by jaygee:

I suspect some aspect of financing in play.   Why else complicate your operation with a bunch of el-cheapo, throw away clunkers?!!  Years ago, Espee had the right idea on how to handle this GE outfit: Buy 'em cheap, run 'em 'til they get sick (usually about three to five years), park 'em in the desert 'til their times up!  Maybe sell a few parts off 'em, or send some to Mexico.  

Out of curiosity may I ask what are you basing your opinions on?

 

I ask because I have friends and friends of friends that are engineers for a class I railroad and they all told me that they prefer running modern GE units.

I can't speak for the latest GE power, but I do have personal experience with the -7 through -9 series.  The -7's were junk, -8's were a *little* better but not great, and the NS C40-9 units were dogs.  They seemed sluggish and underpowered, and felt like they were going to shake themselves apart even when new.  Maybe the ES44's are better, I really don't know.

Obtaining new locomotives involves a plethora of considerations, much of which was learned by trial and error since the end of WW2.  Initial price is only one aspect, What are the short and long term capabilities of the piece you're buying. What are the operating costs, both known and projected.  What of operating and shop compatabilities?  Crew and shop familiarity? Existing parts inventories?  And what do you have when the unit(s) are paid up?  This is just the tip of the iceberg, but even so, it's not exactly rocket science to see that for a long term investment, EMD is king!....And yes, there are today, considerations that never existed in the past, but as a rule these will have a greater effect on the Class 1 biggies, before they trickle down to the regionals. Tread lightly, FEC !

Originally Posted by jaygee:

I suspect some aspect of financing in play.   Why else complicate your operation with a bunch of el-cheapo, throw away clunkers?!!  Years ago, Espee had the right idea on how to handle this GE outfit: Buy 'em cheap, run 'em 'til they get sick (usually about three to five years), park 'em in the desert 'til their times up!  Maybe sell a few parts off 'em, or send some to Mexico.  

Or part them in San Antonio.  I think the SP did lease some GE's to the Family Lines and PC, and they came back as real junk.

No doubt about it . . . early GE's were difficult to work on and were loaded with so many protective devices that they often finished the trip being pulled by the other units in the consist.  Several times I had to hold a Brakeman by his ankles while he opened a side access panel under the cab window and use a flagstick to reach in and push a reset button.  The difference between GE and EMD was like night and day. They just did not understand the reliability needed to cross the American Southwest, with diesel facilities not even in the same state with each other and grades that went on for hundreds of miles.

 

Then, in the 1980's, when GE began to be responsible for its products after sale with a maintenance contract, they learned what was important to protect and what wasn't, as well as how to make the locomotives more user-friendly for the railroads' Mechanical and Operating Departments.  They only got paid for the power produced by the locomotive and the percentage of availability.  Having had an epiphany, GE's became better with each succeeding order.  Aiding their sales were the fuel efficiency and the price of their locomotives.  You can't knock their customer service -- they listen -- and their products are no longer second-rate.

 

This isn't about an Engineer's personal bias.  Not taking anything away from EMD, but GE has a good product and a good record of performance, and will probably be at least as good an investment as an EMD overall.

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