I think that it was in an article by John Armstrong many years ago, where he pointed out that the small wooden boards on the sides and ends of freight cars were used to designate destinations. As a rule, bits of torn off papers would accumulate on these boards. Many modelers miss these additions to their freight cars, which only take minutes to apply.......Russ White
Russ.
They are called tack boards. Mainly used by the shipper to tack the way bills and bills of lading to so the railroad picking up the car can have the paperwork. The trains conductor will take it and forward it with the car.
Pete
I pray every day I break even, Cause I can really use the money!
I started with nothing and still have most of it left!
Springfield Terminal I think that it was in an article by John Armstrong many years ago, where he pointed out that the small wooden boards on the sides and ends of freight cars were used to designate destinations. As a rule, bits of torn off papers would accumulate on these boards. Many modelers miss these additions to their freight cars, which only take minutes to apply.......Russ White
Russ,When I started my training as a student brakeman I found out those tack boards was use for "Do Not Hump" more then anything.
By 1966 (the year I started railroading) the majority of the industries we switched used a mailbox by the dock for waybills since that kept them dry.The conductor would turn these waybills over to the chief yard clerk upon arrival at our terminal..
As far as the cars destination that was covered by the waybill routing and train consist sheet.In the yard that would be covered by a switch list.
Larry
Conductor.
Summerset Ry.
"Stay Alert, Don't get hurt Safety First!"
the large tack boards located up high on the car door or end were used for placards pertaining to the load. such as, explosive, do not hump, unload from this side, etc. etc.
the small tack boards were used for bad order, cards or other forms from the car inspectors such as set back-dsa or rear end only.
back when flat switching was common, yard clerks would attach routing cards to the small tack boards so crew members could see the destination or classification of the car without having to refer to a switch list. we discontinued this practice on the NYC before i went to work there in 1967 but the TRRA of STL was still carding cars for many years after that to denote which connection they went to.
i never saw tack boards used for bills of lading or waybills but local practices may have varied.
charlie
Generally putting waybills or bills of lading on the tack boards would be a bad idea since they would be exposed to the weather, a single rain or windstorm could destroy the waybill and it would be very diffiult to get it off the car without damaging it, most of the cards were attached with rather large tacks or a staple hammer.
Most cases I have seen the bills were put in a bill box by the traicks or shipping office or were handed in person to the crew.
Dave H. Painted side goes up. My website : wnbranch.com
BRAKIEBy 1966 (the year I started railroading) the majority of the industries we switched used a mailbox by the dock for waybills since that kept them dry.
Route cards aren't the same as waybills. Waybills weren't attached to the outside of the car, but route cards were (called by various names on different railroads). These guided switching within terminal areas. Photos of these in use on-line, and a good explanation in Tony Thompson's blog.http://modelingthesp.blogspot.com/2011/11/chalk-marks-and-route-cards.htmlhttp://modelingthesp.blogspot.com/2011/11/route-cards-2.htmlhttp://modelingthesp.blogspot.com/2011/11/route-cards-3.html
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In my 9 1/2 years as a brakeman I never seen a route card..I did see tons of switch list that govern our work.
The car number and initial was all I was concern with.The switch list told me what to do with that car.
Now if and only if there was a route card on the door nobody paid it any mind after all the needed information was on the switch list or train consist sheet.
And that is exactly how I was taught to be a qualified brakeman on the PRR and later the C&O under Chessie banner.
Also did you know some times all we looked at was the car's number?
Larry,
Hear,Hear,
I thought that the ''DO NOT HUMP'' sign was for dogs...
LOL.
Cheers,
Frank
BRAKIE In my 9 1/2 years as a brakeman I never seen a route card..I did see tons of switch list that govern our work.
As late as the early 1980's, the Galveston, Houston and Henderson used "route cards" on the cars inbound. they attached a tan card to all the MKT cars they received and a blue card to all the MP cars. The cars were then delivered to the docks and when they came back they were switched out by the route card to return to their inbound carrier, MKT or MP.
dehusman BRAKIE In my 9 1/2 years as a brakeman I never seen a route card..I did see tons of switch list that govern our work. As late as the early 1980's, the Galveston, Houston and Henderson used "route cards" on the cars inbound. they attached a tan card to all the MKT cars they received and a blue card to all the MP cars. The cars were then delivered to the docks and when they came back they were switched out by the route card to return to their inbound carrier, MKT or MP.
Dave,That's interesting information..1980s .That had to be slow outdated process by then.
I think the major railroads axed that step long before that--probably to reduce labor costs and jobs-with hundreds of cars entering or leaving a major terminal adding route cards would add more time the already long terminal dwell time that freight cars face once they enter the terminal..Even today a loaded car can sit up to 40 hours in a yard.
I never seen a route card in my 9 1/2 years.-maybe they was there being ignored since we had other paper work telling us all about that car what it carried,where it was loaded,its final destination and all routing..
Which begs the question that is probably best for another topic..Why do we(myself included) carry a handful of CC/WBs when all I carried as a brakeman was a switch list?
The conductor usually picked up the waybills while we perform the needed work.
BRAKIE Which begs the question that is probably best for another topic..Why do we(myself included) carry a handful of CC/WBs when all I carried as a brakeman was a switch list?
Because we recycle the paperwork on a model railroad, so for that environment it works well. Why do we walk around with a box in our hand an twist a knob to run a train when an engineer is sitting down and moving levers/handles back and forth? Why do we uncouple with magnets when real cars require somebody to physically touch the cars to uncouple? Why do real trains have 2 or 3 types of brakes (independent, automatic and dynamic) and model trains have none (you don't brake a model train, you just reduce motor speed)?
Just another compromise.
dehusmanWhy do we walk around with a box in our hand an twist a knob to run a train when an engineer is sitting down
Maybe we need to invent in a belly pack throttle?
-----------------------------------------
Why do real trains have 2 or 3 types of brakes (independent, automatic and dynamic) and model trains have none (you don't brake a model train, you just reduce motor speed)Why do real trains have 2 or 3 types of brakes (independent, automatic and dynamic) and model trains have none (you don't brake a model train, you just reduce motor speed)??
Closest you'll get to braking a train is by using momentum.You can shut the throttle off and the engine slows to a stop just like the prototype.
BRAKIEI never seen a route card in my 9 1/2 years.
One person's experience does not encompass all prototype railroading practices everywhere in every era.
I have been told about Route Cards lasting in some locations until at least the late 1970s, Dave H.'s information extends that a few years. Real-life railroaders who worked in terminal switching areas tell me that they used Route Cards daily.
cuyama Real-life railroaders who worked in terminal switching areas tell me that they used Route Cards daily.
I was paid by the PRR/PC and later the Chessie and CSX so,I suppose they recognized the fact I was a real person doing the job as a brakeman...
Again,I never seen a route card on any car or if they was there we paid no heed to them since our work was govern by the switch list.
BRAKIEClosest you'll get to braking a train is by using momentum.You can shut the throttle off and the engine slows to a stop just like the prototype.
I'm guessing this transistor throttle works in much the same manner, as you can set the throttle control and the locomotive will gradually accelerate to the set speed. To brake, the operator moves the brake control to the desired setting: "LAP" simulates coasting, while "1", "2", and "3" offer progressively greater braking effect. "EMERGENCY" is fairly rapid, but certainly not instantaneous, and for real emergencies, there's always the "PANIC SWITCH". Any of the brake control settings will slow the train or, if maintained long enough, stop it. Once the brake control is returned to the "OFF" position, the train will gradually resume the set speed.
Once you get the feel of it, this throttle is a real pleasure to use when running a train, as there's no need to ever work the throttle once the speed is set.....you simply work the brake against it.
I'm not sure if the momentum effect can be adjusted, so I can't comment on its suitability for switching operations. The main drawback of this throttle is that it's power through-put is inadequate for multiple locos, especially on heavy trains. I do like it for passenger trains, though.
Wayne
Wayne,
That throttle is very interesting,,,I recall somewhere seeing one similar to it, but I don't remember where..
Wayne,I never seen a throttle like that.Wow! Bet once learn it would be a blast to switch cars with and far better then momentum..
Hey Brakie...tell the truth. I bet sometimes all you looked at was the last three positions of the number. :>
[/quote]
Atlanta DaveHey Brakie...tell the truth. I bet sometimes all you looked at was the last three positions of the number
Shhh! You giving away work Secrets.
More examples or Route Cards. I have some from the Nickel Plate Road somewhere around here as well...
I picked these up in the early 1980s [edit- the P-C ones anyway, obviously the PRR and NYC ones predate 1968...]
At least the crews didn't have to put giant, multi- colored thumbtacks on the roof of the car! Ed
Nice looking tags..I still didn't see them..As I said I was taught to use a switch list not check doors for the cars number as a car roll by me.
Try switching a 30-40 car cut using those tags..If you was lucky you could get those 40 cars switch in 4 hours using those route cards.
You would have to stop at look at each car's door and try to read the faded lettering-faded from the elements since the car could take several days or in some cases weeks to get from point A to point B.
BTW. The FB plant would be FB followed by several car numbers and the location they are to be spotted.This was usually done by a dedicated switch job not a regular local since it could take several hours to switch the plant.
I just stumbled across this while responding to another post.
https://www.nfb.ca/film/train_406
Go to 17:00 into the film. Pretty neat! Ed
gmpullman I just stumbled across this while responding to another post. https://www.nfb.ca/film/train_406 Go to 17:00 into the film. Pretty neat! Ed
1958 was interesting rairoading for sure..Computers and advancements in train handling and switching ended that romanic era.I've heard it said by the old heads I worked on the Chessie with that was the last of real railroadin'.
Today you have 9,000' and some longer freight trains computerized switch lists and bellie packs and far less employees to move freight.
You can say that again, Larry! Remember the banks of Teletype machines in every clerks office or yard office? I wonder if I can get a sound module with that clattering racket on it? I still have the teletype print-out of all the last movements out of Cleveland Union Terminal on April 30, 1971 (last day before Amtrak, for you younger tykes!)
Aah, the good 'ol days... I guess that's why most of us are recreating those memories on our layouts.
Take care, Ed
Dr. Wayne's throttle reminded me of one of my old ones:
the MRC Cab Control Model 77
I tried to find an on-line picture, but no luck.
It was/is a hand held throttle. There is, of course, the throttle. It's a typical rotary one. There is also a semi-rotary brake handle that has five positions: run, coast, service, quick service, and emergency. There was also an on/off switch for momentum.
In this DCC world, that throttle has stayed in its box for years. But, in the day, I surely favored it.
Ed