The P42DC GENESIS holds 2200 gallons of fuelResults of the tests showed that the average fuel consumption for the 157.7 mile trip was 368 gallons and that the average fuel use efficiency was 277 ton-miles per gallon.
Much more, as MARC rider said. I think they refuel there because the next refueling stop is San Antonio (maybe El Paso ,but I didn't see them refuel the last few times I was there) and they can't make it all the way there without refueling.Well maybe 500 miles? Ok m guessing this now cuz I remember the sunset limited eastbound stops at Tuscon for fuel and it's 500 miles between them.
Freight engine fuel performance is often cited in ton-miles per gallon --- and figures around 500 ton-miles per gallon are typical for freight. It wouldnt be surprising that a passenger train, devoting a few hundred horsepower to the hotel load, accelerating more, and running at higher speeds, would do somewhat worse.Results of the tests showed that the average fuel consumption for the 157.7 mile trip was 368 gallons and that the average fuel use efficiency was 277 ton-miles per gallon.
The EPA/NHTSA greenhouse gas/fuel economy standards for heavy duty diesel trucks use a simple model to estimate relative GHG emissions (which are more or less the same as fuel economy). For class 3-7 trucks, the only adjustable factor in the model is the tire rolling resistance. For the class 8 tractor trailers (i.e. the 18-wheelers), the model includes adjustments for both tire rolling resistance and drag coefficient. We spent a lot of time (and your tax dollars) figuring out how to do tests to measure drag coefficient of these trucks. For planning purposes, our general rule of thumb was that Aerodynamic drag wasn't much much of a factor when the speed dropped below 45-50 mph. That's why the rule doesn't bother with drag coefficient for the class 3-7 delivery-type trucks, but does for the class 8 line-haul highway trucks. I know, even delivery trucks sometimes use the freeway, but on average their speeds are less.I assume that when you see a single ton-miles per gallon figure, the expectation is that uphill and downhill will cancel each other out over the long haul - and that speed is a relatively minor factor compared to other sources of drag. It seems that is likely to cease to be true for fast freights.
Those latter points are all true... but the Auto-Train is vastly heavier than any other Amtrak train: a random video grab from youtube showed 2 units, 15 Superliners, and 22 autoracks, which comes to about 2500 tons: even at freight-train-like efficiency it is burning close to twice as much fuel per mile as any other Amtrak train, and is maybe the one train in the system where covering 855 miles without refueling is completely out of the question.actually the Auto train is not , no stops , no loss of HVAC during open doors , pretty much a constant speed and not really operating at Passenger speeds.
add to that that overall the entire trip is not steep by any means .