Again, thanks Mike! This has been a very informative thread! I like to see these types of threads, as a person can learn so much.
NP 2626 "Northern Pacific, really terrific"
Northern Pacific Railway Historical Association: http://www.nprha.org/
Back at last to finish up this tale of following the concentrate loads from mine to mill to mill. When we last left the 5 boxcars of concentrates, they were sitting in Durango yard, having arrived from Silverton on yesterday's freight.
GE 44-tonner #39 is equipped with dual couplers on each end. When used with a similarly-equipped dual-gauge idler car, standard gauge and narrowgauge cars can be run together in the same train. There's no SG loads going to ASARCO, so it's just along for the ride on this part of the run as the train arrives at West Durango on the industrial running track. After talking with the dispatcher and getting authority to tie-up the main, the train moves onto the main. Out on the main, the engineer sets the brakes, then uncouples from the rest of the train. Here you can see the arrangement of the dual-couplers. Leaving the train on the main, the 44-tonner moves up the hill to grab the first car, an MT standard gauge gon. After picking up the gon, the MT tank car on the lower, River track is coupled.
GE 44-tonner #39 is equipped with dual couplers on each end. When used with a similarly-equipped dual-gauge idler car, standard gauge and narrowgauge cars can be run together in the same train. There's no SG loads going to ASARCO, so it's just along for the ride on this part of the run as the train arrives at West Durango on the industrial running track.
After talking with the dispatcher and getting authority to tie-up the main, the train moves onto the main.
Out on the main, the engineer sets the brakes, then uncouples from the rest of the train.
Here you can see the arrangement of the dual-couplers.
Leaving the train on the main, the 44-tonner moves up the hill to grab the first car, an MT standard gauge gon.
After picking up the gon, the MT tank car on the lower, River track is coupled.
The standard gauge MTs are coupled to the idler car. Pulling the SG MTs and narrowgauge loads back, the loco then shoves the NG loads into the River track and drops them. The 44-tonner only has so much oomph, so can't handle too much tonnage up the Hill track. Pulling back after dropping the loads out of the way, the loco shoves the SG MTs and idler up the Hill. The MT NG cars are inside the mill, so easiest way to keep track of things is to go around to the far end of the mill and watch for the string to move when the idler car couples to the cut of MTs. Reversing down the Hill track, #39 pulls the NG MTs. After coupling to the caboose on the main, the cut is back down the grade to clear the ASARCO switch, then the brakes are set with all the MTs, the idler and the caboose out of the way. #39 then moves back to the River track, couples to the concentrate loads, then shoves them up the Hill and into the mill. Again, it's easier to watch the far end of the Hill track where it comes out the far end of the mill to determine when cars are properly spotted. The switcher then comes back down the Hill track. After throwing the switch once back on the main, #39 couples to its train, then backs further to clear to enter the switch to the industrial running track. Here's a pic of my hill-holding brake. It looks like a bench or a stack of a few ties when sitting next to the track, but the "cleats" help it hold you train when placed behind the caboose on a grade. Once the train air is released, #39 moves forward to return to the yard. Here's #39 entering Durango Yard with its train of MTs. After the paperwork is done, it'll be time for some well-earned . It might seem to have been longer, but it was only about 48 hours between the loads being picked up in Animas Forks and Eureka and delivery to the ASARCO mill in West Durango. Not bad for a couple of little ol' narrowgauge lines.
The standard gauge MTs are coupled to the idler car.
Pulling the SG MTs and narrowgauge loads back, the loco then shoves the NG loads into the River track and drops them. The 44-tonner only has so much oomph, so can't handle too much tonnage up the Hill track. Pulling back after dropping the loads out of the way, the loco shoves the SG MTs and idler up the Hill. The MT NG cars are inside the mill, so easiest way to keep track of things is to go around to the far end of the mill and watch for the string to move when the idler car couples to the cut of MTs. Reversing down the Hill track, #39 pulls the NG MTs. After coupling to the caboose on the main, the cut is back down the grade to clear the ASARCO switch, then the brakes are set with all the MTs, the idler and the caboose out of the way. #39 then moves back to the River track, couples to the concentrate loads, then shoves them up the Hill and into the mill. Again, it's easier to watch the far end of the Hill track where it comes out the far end of the mill to determine when cars are properly spotted. The switcher then comes back down the Hill track. After throwing the switch once back on the main, #39 couples to its train, then backs further to clear to enter the switch to the industrial running track. Here's a pic of my hill-holding brake. It looks like a bench or a stack of a few ties when sitting next to the track, but the "cleats" help it hold you train when placed behind the caboose on a grade. Once the train air is released, #39 moves forward to return to the yard. Here's #39 entering Durango Yard with its train of MTs. After the paperwork is done, it'll be time for some well-earned . It might seem to have been longer, but it was only about 48 hours between the loads being picked up in Animas Forks and Eureka and delivery to the ASARCO mill in West Durango. Not bad for a couple of little ol' narrowgauge lines.
Pulling the SG MTs and narrowgauge loads back, the loco then shoves the NG loads into the River track and drops them. The 44-tonner only has so much oomph, so can't handle too much tonnage up the Hill track.
Pulling back after dropping the loads out of the way, the loco shoves the SG MTs and idler up the Hill. The MT NG cars are inside the mill, so easiest way to keep track of things is to go around to the far end of the mill and watch for the string to move when the idler car couples to the cut of MTs. Reversing down the Hill track, #39 pulls the NG MTs. After coupling to the caboose on the main, the cut is back down the grade to clear the ASARCO switch, then the brakes are set with all the MTs, the idler and the caboose out of the way. #39 then moves back to the River track, couples to the concentrate loads, then shoves them up the Hill and into the mill. Again, it's easier to watch the far end of the Hill track where it comes out the far end of the mill to determine when cars are properly spotted. The switcher then comes back down the Hill track. After throwing the switch once back on the main, #39 couples to its train, then backs further to clear to enter the switch to the industrial running track. Here's a pic of my hill-holding brake. It looks like a bench or a stack of a few ties when sitting next to the track, but the "cleats" help it hold you train when placed behind the caboose on a grade. Once the train air is released, #39 moves forward to return to the yard. Here's #39 entering Durango Yard with its train of MTs. After the paperwork is done, it'll be time for some well-earned . It might seem to have been longer, but it was only about 48 hours between the loads being picked up in Animas Forks and Eureka and delivery to the ASARCO mill in West Durango. Not bad for a couple of little ol' narrowgauge lines.
Pulling back after dropping the loads out of the way, the loco shoves the SG MTs and idler up the Hill.
The MT NG cars are inside the mill, so easiest way to keep track of things is to go around to the far end of the mill and watch for the string to move when the idler car couples to the cut of MTs.
Reversing down the Hill track, #39 pulls the NG MTs. After coupling to the caboose on the main, the cut is back down the grade to clear the ASARCO switch, then the brakes are set with all the MTs, the idler and the caboose out of the way. #39 then moves back to the River track, couples to the concentrate loads, then shoves them up the Hill and into the mill. Again, it's easier to watch the far end of the Hill track where it comes out the far end of the mill to determine when cars are properly spotted. The switcher then comes back down the Hill track.
Reversing down the Hill track, #39 pulls the NG MTs. After coupling to the caboose on the main, the cut is back down the grade to clear the ASARCO switch, then the brakes are set with all the MTs, the idler and the caboose out of the way. #39 then moves back to the River track, couples to the concentrate loads, then shoves them up the Hill and into the mill.
Reversing down the Hill track, #39 pulls the NG MTs.
After coupling to the caboose on the main, the cut is back down the grade to clear the ASARCO switch, then the brakes are set with all the MTs, the idler and the caboose out of the way. #39 then moves back to the River track, couples to the concentrate loads, then shoves them up the Hill and into the mill.
Again, it's easier to watch the far end of the Hill track where it comes out the far end of the mill to determine when cars are properly spotted. The switcher then comes back down the Hill track.
After throwing the switch once back on the main, #39 couples to its train, then backs further to clear to enter the switch to the industrial running track. Here's a pic of my hill-holding brake. It looks like a bench or a stack of a few ties when sitting next to the track, but the "cleats" help it hold you train when placed behind the caboose on a grade. Once the train air is released, #39 moves forward to return to the yard. Here's #39 entering Durango Yard with its train of MTs. After the paperwork is done, it'll be time for some well-earned . It might seem to have been longer, but it was only about 48 hours between the loads being picked up in Animas Forks and Eureka and delivery to the ASARCO mill in West Durango. Not bad for a couple of little ol' narrowgauge lines.
After throwing the switch once back on the main, #39 couples to its train, then backs further to clear to enter the switch to the industrial running track.
Here's a pic of my hill-holding brake. It looks like a bench or a stack of a few ties when sitting next to the track, but the "cleats" help it hold you train when placed behind the caboose on a grade. Once the train air is released, #39 moves forward to return to the yard. Here's #39 entering Durango Yard with its train of MTs. After the paperwork is done, it'll be time for some well-earned . It might seem to have been longer, but it was only about 48 hours between the loads being picked up in Animas Forks and Eureka and delivery to the ASARCO mill in West Durango. Not bad for a couple of little ol' narrowgauge lines.
Here's a pic of my hill-holding brake. It looks like a bench or a stack of a few ties when sitting next to the track, but the "cleats" help it hold you train when placed behind the caboose on a grade.
Once the train air is released, #39 moves forward to return to the yard.
Here's #39 entering Durango Yard with its train of MTs. After the paperwork is done, it'll be time for some well-earned .
It might seem to have been longer, but it was only about 48 hours between the loads being picked up in Animas Forks and Eureka and delivery to the ASARCO mill in West Durango. Not bad for a couple of little ol' narrowgauge lines.
Mike Lehman
Urbana, IL
Gidday Mike, "Here's #39 entering Durango Yard with its train of MTs. After the paperwork is done, it'll be time for some well-earned ."
I think You deserve the well earned .
Many thanks for your efforts.
Cheers, the Bear.
"One difference between pessimists and optimists is that while pessimists are more often right, optimists have far more fun."
Bear,
Thanks for following along and your comments.
I wanted to reflect some on this, as my goal throughout has been to make ops something people can just do. There's no need for complexity if you just need some way to direct cars to load, travel, and then return for the next load. I say that NOT to dis the more complex ideas that govern ops for many. You can start adding those into this scheme when and where you like, which is another reason why this method is useful.
There are two key things to making this work. First, the carcards, waybills, and card boxes are a bit of work, but not insurmountable. Once you've done this and you keep it up when adding new rolling stock, you're got the basis to move on to more complex systems, when you choose to do so. Second, follow this simple set of rules, which I call PUDLE.
>>>
PUDLE
What does it mean on your train order?
P ick
U p [and]
D rop
L oads [and]
E mpties
In short, PUDLE is a reminder to check your train’s car cards and the cards in the car card boxes at each location to determine if there are loads or empties that must be picked up or dropped. Unless specifically instructed otherwise, on the narrowgauge each freight train is a local and should work each station along the way. There may also be instructions on spotting or re-spotting individual cars in notes attached to the car cards. In general, return empties EAST towards the location specified on each car card’s “Empty Car Return To” field. While paying attention to tonnage ratings and maximum train length restrictions, always pick up empty cars at all locations up to the capacity of your train.
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PUDLE is designed to facilitate wayfreight ops. It works well in terms of servicing customers and keeps cars moving as they are supposed to with any ops scheme. If you want through freights, you can simply designate that those trains are exempt from PUDLE, for instance.
Beyond the carcard system, there's very little paperwork involved or needed. I am working on some add-ons, but again these are optional to your situation. The most important is a "cue" card, which summarizes what tasks the trains is to accomplish. This goes with the bright train card and black binder clip that designates each train. I have switchlists already, which are available to all train crews at their option to help organize their work, but which I can make up ahead of time for trains that inexperienced crews will handle. They could get the same info by observing PUDLE, but the switchlist is a good crib card to help them learn the system.
A key part of the system is the train sequence/schedule, of course. It doesn't need to be a timetable. You don't need a fast clock (but you can, of course.) The sequence need not be strictly observed, but is a rough guide to what's happening at any one time to help keep things for not working properly. I picked up an idea just this week when doing a pre-ops visit to another local modeler, Rick, and his layout. Rick also uses a sequence, but marks places where everyone pauses until the last train for that part of the sequence is finished or at last finishing up. That helps keep the sequence in order, without trains getting too far ahead and causing congestion while waiting for a connection, for instance.
So that's a good place to indicate what you do NOT need to use my simple card scheme:
no timetable or fast clock
works for all sizes of layout (although the especially complex ones might not be a good fit)
no need for train orders
no need for complex set-up or after-session processes
no need for dispatcher or jobs other than crew
works for any number of operators, but better for small crews or one-man ops
can jump in to run a train that is any place close to the current place in sequence
I'm sure there are more pluses and minuses, but the basic goal of making ops accessible is met -- and other ops processes can be adapted or added into the system according to one's interests or skill level. Be glad to take questions or further discuss.