Here's how we do it on my Citrus Belt with 3 industries, a packing shed, cannery and lumber/shook dealer, guess if you add in the team track that would also count, on my prototype the packing house had a capacity of 28 reefers on three spurs, mine does as well, crews will move solid blocks of reefers for this customer empties in-loads out directly to/from the interchange without any indirect switching. A second trick will work the branch to the cannery, which requires tri-weekly service on average, crews can also take the oppertunity to switch the lumber/shook dealer and move any empties to the lumber lead for later pick up which requires they be shoved to the interchange as there is no passing siding located here, hence it is not unusual for the power to be the middle of the consits, thus a caboose or converted combine is required on both ends to protect these moves, this was often the case on my protoype. I can move 40+ cars an operating session without the use of stagging, yard trackage, turn tables or wyes and I operate 100% steam!
Dave
The question is tough to answer as so much depends on the type of industry. For example, if one of the three industries unloads a couple of unit trains a week that dramatically impacts how I would answer the question. On the other hand if the customers are small and handle only 3-4 cars a day then the answer changes. Mileage also impacts how I would answer this question. If the three customers were spread out over 50 miles, as opposed to 5, that would dramatically impact how I would answer the question. For example, I might provide daily service over a 5 mile railroad...but only twice a week over the longer railroad. A lot also depends on how quickly the customer loads or unloads. Plastic cars may hang around for days or weeks. Lumber cars are usually unloaded quickly.
pajrr Usually a shortline will accomodate customers with trains as needed, so you could have 2 or more trains a day using a couple crews. You could maybe throw in a "weekend" excursion train, pulled by a steam or older vintage diesel to add to the mix. It gives you an excuse to run stuff that otherwise would not fit into your time period or normal operations. If you are modern with GP-38s or GP-40s, here is a great chance to break out your favorite RS-1 for a run once in a while.
Usually a shortline will accomodate customers with trains as needed, so you could have 2 or more trains a day using a couple crews. You could maybe throw in a "weekend" excursion train, pulled by a steam or older vintage diesel to add to the mix. It gives you an excuse to run stuff that otherwise would not fit into your time period or normal operations. If you are modern with GP-38s or GP-40s, here is a great chance to break out your favorite RS-1 for a run once in a while.
Actually a short line serving three customers would be operated like I mention and would use one crew--remember it takes time to unload freight cars and that can take up to 48 hours for cars like covered hoppers and tank cars especially if the contents is going directly into the production silos and not storage silos...
GP-38s or GP-40s would be power overkill since a EMD switcher like a SW1 or SW7 would get the job done.A GE 44 or 70 Tonner would work for 2-3 car trains but,would be a high risk locomotive due to their age..
As far as excursion trains not likely since the track would more then likely be in poor shape after all three customers isn't exactly big time and excursion trains takes money to operate.
Your ideas would work for a larger and more profitable short line but,not a small 3 customer railroad since money is usually tight after paying the bills-could even be hovering just above the red ink...
We can justify running(say) PRR RS1 on occasion and in normal freight service by saying it belongs a a PRR historical group and they pay a fee for us to operate that engine.
Oddly a steam engine would be harder to justify due to the lack of a trained steam crew plus fuel and water issues.
Larry
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Summerset Ry.
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That was the kind of information I was looking for! Thanks Brakie.
Amtrak America, 1971-Present.
angelob6660 What's a normal day for a Class III short line railroad that switches about 3 industries. I would like to use realistic operating when the Class I railroad drops off and/or picks up cars.
What's a normal day for a Class III short line railroad that switches about 3 industries.
I would like to use realistic operating when the Class I railroad drops off and/or picks up cars.
The day would start by the crew signing in and the engineer will proceed to start the locomotive while the conductor looks over the switch list..
Then the crew would proceed to the interchange and pick up their cars and return to the "yard"( yard meaning maybe one old industry track)..At that point the conductor will check the cars to see if multiple car setouts are together if not he will put those cars together.After that they will proceed to switch the industries.
However..
Some days the only work may be to pickup cars at the industries and take them to the interchange.
And other days there is no switching so the crew puts on their maintenance hats and cut weeds,grass around the office or service and wash the engine.They might be required to do light track work like replacing spikes or ties-a backhoe does the majority of the hard work.
All the posts in previous trends. It was very interesting to read.
Here is an old thread on short lines. It still makes for an interesting read.
http://cs.trains.com/mrr/f/88/t/171488.aspx?page=1
Brent
"All of the world's problems are the result of the difference between how we think and how the world works."