I am trying to write simple train orders and do not know the terms used. For example how does a crew know to put in a helper or to drop one off. What are the terms for pickup or put off of loads or emty's. I imagine this is all on the Trains.com somewhere but I need to be led to the right spot.What I write dosn't need to be exact but something easy to decipher.
Thanks Cliff Union Pacific Port Doom RR.
The NMRA website has some info that might help....
http://www.gatewaynmra.org/tto.htm
I'm not an expert, but I don't think train orders would get into what car goes where. They basically tell the crew of a non-scheduled train where they're going and how they're going to get there. More like "Train 123 proceed north to ABC. Take siding for train 22 south. Then proceed to XYZ yard." etc.
I believe the conductor gets a "wheel report" listing all the cars and where they're going, any switching online would be based on that rather than the train orders.
Cliff, you're probably better off directing your question to another site: http://groups.yahoo.com/group/Ry-ops-industrialSIG/
Mark
cliffsrrWhat are the terms for pickup or put off of loads or emty's. I imagine this is all on the Trains.com somewhere but I need to be led to the right spot.What I write dosn't need to be exact but something easy to decipher.
Depending on where you work, this is called a Work Order, Wheel Report, Train Consist, or Train Profile, and lists all the cars in the train, where they get set off, and any pick ups to make enroute.
I am trying to write simple train orders and do not know the terms used. For example how does a crew know to put in a helper or to drop one off.
Nick
Take a Ride on the Reading with the: Reading Company Technical & Historical Society http://www.readingrailroad.org/
Train orders direct the movement of a train, either as modifications to the employee timetable for a scheduled train or as authority to move between points for an extra (train not on the timetable.)
Which cars to pick up and set out where had to be determined by the yardmaster (who issued switch lists for work inside yard limits) or by the freight conductor, reading his train's waybills (for setouts) and a list of pickups provided as part of his paperwork package at the originating terminal. The dispatcher (who issued train orders) usually had no way to issue detailed pickup/setout orders. He would just give the freight enough time to do the usually scheduled work.
For more about steam-era timetable/train order (TTTO) operation than you ever wanted to know, find a copy of Peter Josserand's Rights of Trains. Caution; it's a heavy read!
Chuck (modeling Central Japan in September, 1964 - TTTO, 24/30)
Cliff,Those are basic questions that depends on several things.
1.Depending on era-
A Form 19 was basic instructions.
Date 11-15-57 Time 1:15PM
To:C&E Eng 6128 West
At Millers
I have 1 order for your train.
Do Not Exceed 15(f-i-f-t-h-t-e-e-n) MPH main track between Homes Road (MP121.44) and Cary (MP124.30).
Account: Bad track
Dispatcher R.J.George
Todays track permits replace the older form 19s but,convey the same type basic information for the train crew.Of course the Daily Bulletin and Special orders (form 19s or track permits) supercede the ETT allowable speed or instructions..
Larry
Conductor.
Summerset Ry.
"Stay Alert, Don't get hurt Safety First!"
Here is a train order from a 1901 Correspondence School book. Probably to old for your railroad.
Rich
If you ever fall over in public, pick yourself up and say “sorry it’s been a while since I inhabited a body.” And just walk away.
The information about unforseen changes in pickups and/or setouts before radio use was widespread (or as reliable as today) would be given in a message, not a train order. The wording would vary has to what information was to be given. It might be detailed enough to identify a car or cars by reporting marks or just simply to pick up track 2 at ____.
They would be delivered to a train that didn't stop by using a train order hoop or stand. It might be included in a set of train orders or delivered by itself. The railroad that I'm familiar with, would not normally display the train order signal for just a message. That would still require a clearance.
Today, a message about unforseen work is just given by radio to the crew.
Jeff
As far as road crews picking up cars remember there was a work rule govern the amount of switching that could be done-if memory serves a road crew was limited to 3 such switching moves.Of course this did not apply to locals or interdivision transfer runs that would pick up and set out cars at smaller out laying yards in small cities or towns where local crews was base.
BRAKIE As far as road crews picking up cars remember there was a work rule govern the amount of switching that could be done-if memory serves a road crew was limited to 3 such switching moves.Of course this did not apply to locals or interdivision transfer runs that would pick up and set out cars at smaller out laying yards in small cities or towns where local crews was base.
That work rule by itself wouldn't prevent road crews from picking up or setting out more than the number of times allowed. It just means if the number was exceeded, the road crew would be entitled to a different rate of pay as a penalty. The railroads would try to limit any penalty payments, but sometimes you have to do what you have to do.
If modelling a specific railroad and era, one would need to find a copy of the labor agreement for the number of enroute work "events" allowed before the penalty kicks in. Also, some "events," such as setting out a bad order car enroute would not count towards the number.