New motors were always delivered from EMD or GE with 1500 gallons of fuel or
less, back in the day it was done that way to prevent condensate from forming
in the tanks and to keep theft to a minimum, also the minimal amounts provided
that some fuel would always be in them regardless of where they might sit for
how long. We used to find in audits that other railroads, while saying they
filled the tanks often fueled them to 90% or less. Low fuel levels also helped
prevent other roads from using them while enroute to us. Anyway, one has to
wonder what amount of fuel was on hand in storage tanks at LaGrange, Erie or
Ontario?
From: Cy Svobodny <ctsvobodny@yahoo.com>
To: CBQ@yahoogroups.com
Sent: Friday, August 12, 2011 10:14 PM
Subject: Re: [CBQ] Re: Drop Steps On Diesels
At the price of desel fuel today that would be $25,000 at least, plus the cost
of hauling it from GE to Clyde.in the new loco's fuel tank.times how many
ES44's.
From: ryan_gash <rpgash28@gmail.com>
Subject: [CBQ] Re: Drop Steps On Diesels
To: CBQ@yahoogroups.com
Date: Friday, August 12, 2011, 12:05 PM
I've been training in the Cicero roundhouse as a hostler the last few weeks and
we've taken delivery of new GE ES44C4s; the machinists, electricians, and
hostlers had to examine almost every inch of the new diesels. Installing flange
sticks, taking oil samples, starting them up, and fueling them since they came
in withess than 1000 gallons of fuel. Also installing all the tools and spare
knuckles each locomotive carries.
And they were then sent off to the Santa Fe side...
You'd think after spending millions on a new locomotive GE could at least give
us a free tank of gas!!
Ryan Gash
--- In CBQ@yahoogroups.com, William Barber <clipperw@...> wrote:
>
> Steve,
>
> Your comments are absolutely correct. In the EMD production process,
> each model had a standard drawing list; the basic locomotive for
> which there was a price. Any changes desired by the customer required
> re design and generated a document called an EDL (Exception to the
> Drawing List). That list showed all of the drawings that had to be
> removed and all of the new drawings required to incorporate the
> change into the production locomotive. Nothing happened in the
> manufacturing facility without a drawing, a parts list and a process
> description. In some cases, an EDL could be used more than once such
> as when the same modification was used on another customer's order
> for the same locomotive model or when the option required no change
> from model to model for the same customer. This latter circumstance
> seldom happened. Even if only one part changed from model to model, a
> new EDL had to be issued. However, it really was just a revision of
> the previous EDL, so a lot of work may not have to be repeated.
>
> There were thousands of EDLs at EMD over the years, each with it's
> own identifying number. In the days before computers, EMD maintain a
> large library of every EDL ever issued for reference purposes.
> Similarly, all drawings were kept on file in hard copy. Someone was
> assigned the task of maintaining an inventory of all of these
> documents so that they could be easily referenced when needed.
>
> On any locomotive order, if the customer wanted an option that
> changed the basic locomotive, there was a charge or option price for
> that change. In some cases, the change resulted in a price reduction,
> but in most cases, it resulted in a cost increase. To price the
> option, the cost of the deleted material was calculated and removed
> from the base price and then the cost of the new equipment. was added
> in. Frugal Q probably decided that the cost of the chain and ramp
> elimination was more expensive than they thought they could do it
> themselves. Thus, the locomotives were delivered one way and changed
> shortly thereafter. RRs in those days, often didn't have a good
> handle on their cost structures. They didn't figure in such things as
> locomotive down time, shop overhead, etc. In true cost, it probably
> cost more to do it themselves than to have it delivered they way they
> wanted it in the first place. In the period after WWII, it was very
> common for RRs to receive new locomotives and spend a day or more
> installing their equipment, such as mirrors, radios, seats, sometimes
> toilets, supplies and storage racks, etc. Later, they apparently
> became more aware of cost structures and began ordering locomotives
> fully equipped by the builder, even ordering things like engine oil
> (over 400 gallons on a 16 cylinder engine) and sometimes a full fuel
> tank. BN even arranged to have the fuel delivered to the EMD plant so
> that they could fill the tanks before shipment. Of course, there was
> a charge for that, but the RR only had to push the start button to
> get the new locomotive underway after delivery. After 1970, when
> Illinois adopted a new constitution which eliminated sales tax from
> capital goods, many RRs took delivery of new locomotives at BN's
> Clyde Diesel Shop in Cicero and then had the locomotives work over
> the BN to their home road.
>
> Bill Barber
> Gravois Mills, MO
>
> On Aug 10, 2011, at 2:28 AM, CBQ@yahoogroups.com wrote:
>
> > Re: Drop Steps On Diesels
> > Posted by: "Steve Haas" Goatfisher2@... goatfisher
> > Tue Aug 9, 2011 7:11 pm (PDT)
> >
> >
> >
> > <<I'll assume these were "standard" appliances on EMD loco's, but
> > one would
> > think they could have saved a few bucks by having EMD delete them.>>
> >
> > When it comes to removing standard items from a basic unit, it
> > often costs
> > more, not less to have the items excluded from the order because of
> > the
> > extra costs associated with tracking the "exception to the rule"
> > through the
> > manufacturing and billing process. This _may_ have been the case here.
> >
> > Steve Haas
> > Snoqualmie, WA
>
>
>
> [Non-text portions of this message have been removed]
>
[Non-text portions of this message have been removed]
[Non-text portions of this message have been removed]
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