Auto-Rack Yard Question

[SmoothJ24]

I found this site due to me wanting to know more about the auto-rack loading process. I found alot of answers to my questions here: https://cs.trains.com/trn/f/111/t/150510.aspx (Thank you for those)

However I still have a few more questions pertaining to this, and it might be more company specfic. For all these questions, I am looking at the New Boston Rail Services in New Boston, MI.

Based on what I am seeing on Google Earth and Bing Maps this yard, like a lot of yards has those long ~10 car length parking spaces, and I woud assume they are numbered to ease the loading process (ie bring up lane number XX). However does it work like that, or do they still piecemeal different cars with other cars?

My next question is about timing, and loading. Is it FIFO, or is is more to it than that? I know certain auto-racks will need to get dropped off at different times during a route since its not a direct route. Basically what says, OK this one goes on this auto-rack vs this one stays?

 

[David1005]

Autos come in different models, colors, accessories packages, etc.   Each auto rack is loaded with a specific load mix for a specific destination so the dealers will get the exact cars they want.   At the loading point cars are loaded in from one end, one deck level at a time, usually from a fixed ramp.  At the destination, racks will arrive from different assembly plants, potentially facing different directions. Portable unloading ramps are used to unload, as the cars are unloaded only being driven forward. The portable ramps go to the end off the rack depending on which direction the autos are facing.  Then the cars are reloaded on trucks to deliver to each dealer. 

[Overmod]

I think it's likely that most loaded autoracks will be moved in blocks, which will be broken as needed for terminal handling.  With PSR there is some additional incentive to assemble empties into longer blocks for return routing -- I regularly see trains on the ex-Southern handling a fairly long string of empty cars with one 4400hp locomotive.  However, I don't recall seeing comparable trains with large numbers of loaded racks in the consist.

[BaltACD]

Overmod

I think it's likely that most loaded autoracks will be moved in blocks, which will be broken as needed for terminal handling.  With PSR there is some additional incentive to assemble empties into longer blocks for return routing -- I regularly see trains on the ex-Southern handling a fairly long string of empty cars with one 4400hp locomotive.  However, I don't recall seeing comparable trains with large numbers of loaded racks in the consist.

In the middle 1970's I worked at B&O's Jessup Yard that in addition to supporting various merchandise customers also supported at TDSI auto unloading facility.  The auto facility consisted of 5 tracks that could each hold 9 cars - the tracks had roadways across them at approximately 3 autorack increments.

The auto facility handled business for three manufacturers - Ford, GM and a heavy duty truck distributor.  Ford & GM business came inbound in both Bilevels and Trilevels; as I recall, there were multiple deck heights in both bilevels and trilevels that had to be matched in switching, in addition to matching manufacturers cars.  The inbound for the truck distributor came on flat cars with pedestal loading with 2nd and subsequent vehicles being loaded upon the preceding vehicle.

Crews switching the autoracks had to align the racks by manufacturer, vehicle direction, car type, deck height and proximity to a cross roadway for the unloading ramp to mate to the spotted rail cars. 

All the inbound, at the time, would arrive on train Jessup 96, with no manufacturer or car type blocking within the train.  Jessup Yard crews had to switch inbound JE96 into the appropriate cuts of cars to be spotted on the auto ramp for unloading.  JE96 would arrive Jessup with approximately 90 cars and the auto ramp could only have 45 cars spotted.

Subsequent to my moving onto other duties at other locations CSX expanded the Jessup TDSI facility with additional tracks (I don't know the number of additional tracks nor the car spaces available on those tracks).  Employees doing all the work on the auto ramp were TDSI employees, NOT B&O or CSX Railroad Retirement Board covered employees.  After I moved on from working Jessup, CSX opened a auto ramp facility at Curtis Bay Yard in Baltimore and another ramp at Twin Oaks, PA outside Philadelphia.

During my time on the Baltimore Division, trains Q276 & Q278 would bring the inbound vehicle racks to both Jessup and Curtis Bay; train Q216 was the inbound train for the Twin Oaks facility.  While I was working all these trains were nominally limited to 9000 feet in length.  PSR has changed all this.