California State Rail Plan 2005-06 to 2015-16

Chapter XIX – New Technology
One example of an IT application is the development of ways to expand
congestion pricing or yield management to encourage use back-haul moves that
would otherwise be empty. Previously, this kind of transportation marketing was
often impractical before the widespread use of interrelated computer systems.
All of these factors, as discussed above, will further the development of IT
applications and encourage their use on railroads.
ELECTRONIC COMMERCE
Class I carriers have begun to partner with outside or affiliated internet companies
to integrate many of the functions described above. Services being developed by
such companies promise a greater degree of integration of both internal railroad
functions and customer services, expanding the ease of use with a unified internet
“face.” Integration of interline shipments is a goal, providing the customer with a
single interface for dealing with all aspects of moving a commodity or product
from one location to another over two or more carriers or modes.
The internet services have the ability to package the individual railroad computer
and internet applications together with like services for other transportation
modes. Railroad applications are likely to be implemented first, with later
inclusion of other shipping modes. Ultimately, regional and short line carriers
could become affiliated with one or more of these services in order to expand their
own contact with their customers.
LOCOMOTIVE TECHNOLOGY
Diesel-electric engines are now manufactured using alternating current (AC), as
opposed to direct current (DC) to drive traction motors. The AC motors provide
greater adhesion, and thus greater pulling power than comparable DC locomotives.
About half of the new locomotives ordered in the past two years have newer AC
technology. The AC share is expected to increase in the future, but a market for
DC technology locomotives will remain, particularly for railroads that do not need
the higher tractive capability that comes at a premium price. The AC traction will
reduce the number of locomotives necessary to power a train, although at
somewhat higher cost per unit. Three AC coupled locomotives have the tractive
effort of four DC coupled locomotives. The AC locomotives are particularly
suited to hauling heavy tonnage over grades at lower speeds. Test units appeared
in the late 1980s, and full-scale production locomotives were available by 1993.
The AC technology also has been adapted to produce high horsepower
locomotives for higher speed trains, allowing railroads to replace two
3,000 horsepower units with a single 6,000 horsepower AC unit.
The AC traction motors generally are more efficient and reliable than DC motors
primarily because of their greater adhesion. Adhesion is measured as the percent
of a locomotive’s weight on the driving wheels that is converted into tractive
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