"Since I model the post caboose era, no worry there. The power on run through type stuff would stay the same.
Hearing some of the carping that takes place locally on the radio by the CSX crews, having to "just do it" on the main sounds like a good plan."
oh for the good old days, when some paid passenger who just rode 220 miles with his shoes off had to get off and line 1 switch. of course of there was an air conditioned SP unit in the consist then you had to go back there and look for him. how do you tell the former nyc guy on a pc crew? he carries a cooler instead of a lunch box.
grizlump
grizlump9" ~50% of the trains would only stop in the yard for a (simulated) crew change without having to pickup or setout anything" if the power and cab are going to run through to the next division then let the lazy bums climb up and down out on the main line. it also makes it more difficult for the DOT inspectors to nit pick things like old air dates and bent grab irons. those clowns could bad order a brand new car.grizlump
" ~50% of the trains would only stop in the yard for a (simulated) crew change without having to pickup or setout anything"
if the power and cab are going to run through to the next division then let the lazy bums climb up and down out on the main line. it also makes it more difficult for the DOT inspectors to nit pick things like old air dates and bent grab irons. those clowns could bad order a brand new car.
Since I model the post caboose era, no worry there. The power on run through type stuff would stay the same.
Hearing some of the carping that takes place locally on the radio by the CSX crews, having to "just do it" on the main sounds like a good plan.
grizlump9 actually, it kind of backfired when the trains starting arriving in New Jersey earlier (about 3 or 4 AM) and since the teamsters who unloaded the trailers didn't go to work until 6, it gave the local inhabitants more time to pilfer stuff out of the trailers. drove the railroad police nuts. grizlump
actually, it kind of backfired when the trains starting arriving in New Jersey earlier (about 3 or 4 AM) and since the teamsters who unloaded the trailers didn't go to work until 6, it gave the local inhabitants more time to pilfer stuff out of the trailers. drove the railroad police nuts.
LOL
Reminds me of those airport truck scenes in Goodfellas !
Alton Junction
don't even bring the train into the yard. we used to hand run through trains over to the A&S at E St Louis and if the A&S crew was already on the scene, they train just stopped on the main.
i remember when eastbound mail train (all TOFC) used to change crews right on the platform at Indianapolis union station. of course, this was all part of a scheme in the early days of Penn Central to speed up TrailVan service. actually, it kind of backfired when the trains starting arriving in New Jersey earlier (about 3 or 4 AM) and since the teamsters who unloaded the trailers didn't go to work until 6, it gave the local inhabitants more time to pilfer stuff out of the trailers. drove the railroad police nuts.
" Any chance you could favor us with a track plan of your yard?"
once i get a drafting program set up and/or figure out how to post images, i will try to do so.
I'm honestly not sure how busy the yard is going to be; in my planned operating sessions, ~50% of the trains would only stop in the yard for a (simulated) crew change without having to pickup or setout anything.
That seems to suggest to me that a single ladder would be workable. I'm reviewing the design again, as it occurs to me that I misplaced some crossovers.
I guess I will see where the redesign takes me.
Grizlump9
Any chance you could favor us with a track plan of your yard?
TheRockAs the post title says, is it better to have your A/D tracks totall separate from the ladder that serves the classification tracks or should they be part of the same ladder?
Totally dependent on the volume of traffic. If you have enough traffic where stopping the switching long enough to arrive or depart a train is a big deal, then yes they should be on separate leads, but all the A/D tracks have to be accessible from the switching lead. If its not going to make a difference if switching stops to let a train in or out, then it doesn't matter.
Dave H.
Dave H. Painted side goes up. My website : wnbranch.com
if your operation is busy enough to have dedicated a/d tracks then you might want to consider separate ladders and leads. that way trains can arrive and depart without getting in the way of the engine that is switching cars.
i have been happy with my design using 4 tracks for a/d and 6 for classification. the 4 a/d are served off one lead and the other 6 off another lead. all the yard tracks are double ended and the leads are connected with a crossover on the drill track end. long trains can double out if necessary without disrupting switching operations and arriving trains can double over at the other end if they don't fit in one track.
As the post title says, is it better to have your A/D tracks totall separate from the ladder that serves the classification tracks or should they be part of the same ladder?
TR