greyhoundsAs far as the Tyson plant being in the BNSF instead of the Iowa Interstate, so what? There certainly is a track that connects the railroads. The trains can start on the BNSF and move to Chicago on the Iowa Interstate. He’s just looking for another reason to say “NO.”
greyhounds You got it all right here! If you come up with some concept to put freight and revenue on the railroad instead of the Interstate Highway you’ll be met with “NO, IT WON’T WORK” from people in the operating department who view more freight and revenue as a problem instead of an opportunity.
BackshopSo now you have BNSF having to send a switcher to pick up a few cars to interchange with another railroad just a few miles away. Are they going to use a truck, too? Does BNSF have a switcher on duty at the needed times?
greyhounds... As an aside: In response to your original objection, Heaven Forbid that a railroad would actually have to switch a customer to develop new business.
As an aside: In response to your original objection, Heaven Forbid that a railroad would actually have to switch a customer to develop new business.
Switching is not in the PSR Operating plans.
Never too old to have a happy childhood!
BaltACDgreyhounds ... As an aside: In response to your original objection, Heaven Forbid that a railroad would actually have to switch a customer to develop new business. Switching is not in the PSR Operating plans.
... As an aside: In response to your original objection, Heaven Forbid that a railroad would actually have to switch a customer to develop new business.
And what Railroad would let a customer on THEIR railroad get switched by a foreign entity to be delivered to a DIFFERENT railroad? NEVER going to happen. TOO logical. Or guess how much they want to charge for "reciprocal" switching?
BaltACDSwitching is not in the PSR Operating plans.
greyhounds I personally like the concept of PSR.
Then you've obviously never worked under it.
Greetings from Alberta
-an Articulate Malcontent
dpeltierIf you keep repeating variations on the same dumb ideas over and over again, of course you'll get the same response. I'm sorry I got sucked into it this time. I try to only participate when I think I have something non-obvious to add. I thought some people might be interested to know a little more about how the Brandt Roadrailer does and doesn't operate like a locomotive. I should have stopped there. You've shown over and over again that you are the one who doesn't want to listen to what anyone else has to say. I will not respond to any more of your posts, just like I don't respond to Euclid. Dan
If it's a "Dumb Idea" but it works, it's not a "Dumb Idea."
greyhounds If it's a "Dumb Idea" but it works, it's not a "Dumb Idea." You have provided absolutely no evidence or reason why this won’t work. It may not work. But if a person or company never fails, they’re not trying hard enough. If a man is to be judged by the enemies he makes, and I believe that to be so, then I’m proud to have you as a foe.
Second, you're in marketing. That means you think of things to do. The Operations Department has to make them work. Not all ideas, good or bad, translate to something that works in the real world.
If this was such a great idea, someone would've done it by now. How do I know? Because if it was a great idea, it would still be happening because it would be profitable. But it isn't, so it's not.
For a train to make it 180 miles, into Chicago, on one crew, would require it to have special treatment. That equates to a higher rate, that few shippers want to pay.
Backshop Because if it was a great idea, it would still be happening because it would be profitable.
I've gotten the impression over time that there's another word that needs to be added to that: "enough." Something may be profitable, but if it's not profitable enough, it's not going to fly.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
greyhoundsI personally like the concept of PSR.
But PSR is the polar opposite of every idea you promote on here.
Smaller trains, smaller engines, smaller yards, switching, smaller customers? It's the antiPSR.
It's been fun. But it isn't much fun anymore. Signing off for now.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.t fun any
greyhounds BaltACD Switching is not in the PSR Operating plans. Oh, this predates PSR. By a long time. I remember R. L. Rushing, VP of Sales for the ICG, complaining about a division superintendent who didn’t want some offered business because it would create more paperwork. I took to calling them the non-operating department because it seemed like their goal was to not operate. I personally like the concept of PSR.
BaltACD Switching is not in the PSR Operating plans.
Glad you like PSR since it promotes everything you dislike.
Yes switching predates PSR - however, very little of it has survived PSR.
I wonder why greyhounds left railroading? I remember him saying in another thread that he worked quite a few years at Allstate. Maybe the railroad called the Humane Society on him because he kept beating a dead horse...
zugmannBut PSR is the polar opposite of every idea you promote on here. Smaller trains, smaller engines, smaller yards, switching, smaller customers? It's the antiPSR.
1) The technology must be created
2) People must figure out how to use it to the best advantage
greyhoundsPSR seems to work quite well on the class 1 railroads. I don’t see larger trains as necessarily being part of PSR. I see them as a concurrent development to PSR.
Ah yes, just merely coincidental that RRs are operating larger trains as they implement the PSR operating plans.
What convenience.
greyhounds you buy a car from a Ford dealer who functions as a middleman. Middlemen do not add unnecessary costs to a channel of distribution. If they added costs, they wouldn’t be there. They make things more efficient, or they’d be eliminated.
Have you seen the dealer markups over the past 2 years? In this day and age - I'm wondering how much longer the dealer system will last. I don't think many will miss it.
Longer trains generally equates to fewer crews, which is definitely a tenet of PSR...
tree68Longer trains generally equates to fewer crews, which is definitely a tenet of PSR...
The primary tenant of PSR is FEWER - Fewer trains, Fewer people, Fewer crew starts, Fewer managers, Fewer behind the scenes personnel (trackmen, signalmen, carmen, locomotive maintenance men, 'back office' clerks etc.) Chop the head count any way possible.
The name "Precision Scheduled Railroading" sounds nice but it's nothing more than lipstick on a pig. The real purpose is to make the stock price go up and funnel money to the shareholders and executives, with no regard for the long-term future of the business.
As Balt said, what actually happens in reality is cut, cut, cut.
Cut maintenance on everything, track, cars and locomotives.
Cut track capacity, both in yards and out on the road.
Cut train starts and therefore crews, this also results in an expanded version of the good old 'hold for tonnage' style of operation, which a truly scheduled railroad would try to avoid.
Cut local crews and service, and move the remaining ones around so it best suits your railroad operation, not what the customers want.
Do not ask the customers what they want or what type of service will work for them. TELL them what they are going to get, and they can take it or leave it. Also hike their freight rates while you're at it.
And since you will now have fewer trains and fewer customers you will also need fewer locomotives, so get rid of so many that you now have no recovery capability when one of the remaining poorly maintained units fails, screwing up the railroad and delaying the remaining freight even more.
The operating ratio is your God, and every operation must meet the pre-planned numbers. Short trains are bad, extra trains are bad (even if they are tonnaged out), and anything outside the plan is bad, even if it's an extra switch that the customer is willing to pay good money for (if you even have a locomotive and a crew to do it).
How is any new or unconventional idea supposed to gain traction in this business environment?
P.S: Low or mid-level railroad managers are just 'yes men' these days, though I suspect this is a problem at many companies. There are a surprising number of good ones out there, but their ideas are not taken seriously and the best ones never seem to last long before leaving for another job.
here is what PSR is on the U.P.
https://www.up.com/customers/track-record/tr091019-precision-scheduled-railroading.htm
Where railroads previously focused on moving trains, PSR shifts that focus to moving cars. So, instead of waiting for a long train to be built, trains are always moving and cars are picked up on schedule, regardless of train length. Velocity and train length are still important to railroads, but now, the focus on moving cars takes precedence.
What railroads found is that the focus on moving trains was actually slowing down the network overall and causing cars to sit for long periods of time in yards (a measurement railroaders call “dwell”) — and that’s inefficient for both railroads and their customers. And when overall rail network velocity slows, equipment does not cycle (return to its owner) as fast, meaning more unproductive cars are on the network. The result? Cars aren’t always available when needed, the network is congested and service isn’t as dependable.
In addition to promoting network fluidity and more reliable service, this shift in focus also yields another important advantage: As trains continually move through the network, it becomes more balanced — meaning the right resources, like crews, cars and locomotives, are in place when they are needed. For railroads, that means more effective use of resources. For customers, it means service is more reliable And they may not have to purchase as many rail cars for their private fleet. As rail cars go out then come back faster, greater rail car availability means fewer cars are needed overall.
Euclidhere is what PSR is on the U.P. https://www.up.com/customers/track-record/tr091019-precision-scheduled-railroading.htm How Does Freight Rail Service Work with PSR? Where railroads previously focused on moving trains, PSR shifts that focus to moving cars. So, instead of waiting for a long train to be built, trains are always moving and cars are picked up on schedule, regardless of train length. Velocity and train length are still important to railroads, but now, the focus on moving cars takes precedence. What railroads found is that the focus on moving trains was actually slowing down the network overall and causing cars to sit for long periods of time in yards (a measurement railroaders call “dwell”) — and that’s inefficient for both railroads and their customers. And when overall rail network velocity slows, equipment does not cycle (return to its owner) as fast, meaning more unproductive cars are on the network. The result? Cars aren’t always available when needed, the network is congested and service isn’t as dependable. In addition to promoting network fluidity and more reliable service, this shift in focus also yields another important advantage: As trains continually move through the network, it becomes more balanced — meaning the right resources, like crews, cars and locomotives, are in place when they are needed. For railroads, that means more effective use of resources. For customers, it means service is more reliable And they may not have to purchase as many rail cars for their private fleet. As rail cars go out then come back faster, greater rail car availability means fewer cars are needed overall.
No more than PR Lipstick.
PSR, a.k.a. Pickup-Setout-Recrew.
Many manifest trains regularly die on HOS because of waiting their turn to work at a yard. Yards get plugged, meaning cars destined for them have to go somewhere else to hold until they can be taken. (Tonight there are two Chicago - Council Bluffs manifests from previous days tied down on line, with another train on the way. And I don't expect CB to take that one, either.) When I get a manifest that works at certain yards, I expect tp either not make it in, or make it in just in time to tie the train down where yard crews can reach it and then expire on HOS.
I've read that even North Platte is at times having troubles processing trains.
Our latest plan cut out all the yard to yard (Talking about yards 50 or more miles apart, not those within a metro area.) transfer trains. Let the through trains do that work. In a couple of weeks everything has fallen apart. Today I heard those jobs are coming back. I almost think the latest plan was adopted by those who knew it would lead to chaos, just to prove there's nothing more to cut.
Jeff
Euclid here is what PSR is on the U.P. https://www.up.com/customers/track-record/tr091019-precision-scheduled-railroading.htm How Does Freight Rail Service Work with PSR? Where railroads previously focused on moving trains, PSR shifts that focus to moving cars. So, instead of waiting for a long train to be built, trains are always moving and cars are picked up on schedule, regardless of train length. Velocity and train length are still important to railroads, but now, the focus on moving cars takes precedence. What railroads found is that the focus on moving trains was actually slowing down the network overall and causing cars to sit for long periods of time in yards (a measurement railroaders call “dwell”) — and that’s inefficient for both railroads and their customers. And when overall rail network velocity slows, equipment does not cycle (return to its owner) as fast, meaning more unproductive cars are on the network. The result? Cars aren’t always available when needed, the network is congested and service isn’t as dependable. In addition to promoting network fluidity and more reliable service, this shift in focus also yields another important advantage: As trains continually move through the network, it becomes more balanced — meaning the right resources, like crews, cars and locomotives, are in place when they are needed. For railroads, that means more effective use of resources. For customers, it means service is more reliable And they may not have to purchase as many rail cars for their private fleet. As rail cars go out then come back faster, greater rail car availability means fewer cars are needed overall.
That sure sounds great. Too bad they're lying.
PSR overlooks the fact that a near capacity railroad is a juggling act.
The juggler on stage has more objects in the air than he has two hands to manipulate the objects with. Each object can only occupy the jugglers hands for a fraction of a second before being released to make way for the next object.
Rail facilities don't have the capacity to 'hold' all the traffic on the railroad any more than the jugglers two hands do. Keeping traffic moving - keeps a rail facility current; dispatched trains free up tracks that arriving trains need to yard their trains. Where you have situations such as Jeff described, you have a inept juggler that isn't keeping all objects in the air and dispatching traffic in time to make room for the arriving traffic.
PSR is going to a juggler that is juggling 5 bowling pins, and throwing a Chevy Silverado at them.
...
And then blaming the juggler for not trying hard enough.
The Industry advocates defining PSR would say that PSR improves juggling.
EuclidThe Industry advocates defining PSR would say that PSR improves juggling.
Industry advocates would be lying with every breath they take.
I mean, they're industry advocates. That's their job.
Unless they're not being paid. Then they're just part of the fandom. The worst part.
Edit to add: check out the newswire. Grain shippers don't think PSR is such a hot thing. But BNSF says their draconian attendance policy is helping. Isn't that special?
1) I’m beating a dead horse. The railroads should just leave the money and business to the truckers. Nothing to do here. Move along.
2) The BNSF would have to send a switch crew/engine out to the Tyson facility. There’s no other way to do it. Quit thinking. This extremely limited mentality is a part of the problem.
3) It would be problematic for a train to run the 180 miles on a low-density rail line in one shift. This is pure BS, but the operating jerks will throw anything against the wall and hope it sticks. They don’t want to be bothered.
1) Instead of an over the road driver hooking to the load, use an automated Brandt (as in no driver) to put the load on a railcar. Yes, I’m talking circus loading with automation.
2) When done loading the Brandt can put itself on the rails and move the equipment to the IAIS yard. No employees directly involved in the process.
3) At the yard, the IAIS can hook up and go with a one-person crew using any type of power.
4) Steadily work to remove tasks from the one-person crew and automate them. The goal would be to have a fully automated system from Joslin to Chicago interchange.
We get it, you hate employees and unions.
If you can get a robot truck to connect and disconnect air lines (both on the trailers and railcars), take itself on and off the track (human operated hi-rails have enough trouble with this), do air tests, line switches, get the railroad's managment to support you AND get the nasty FRA to approve this type of operation then have at it.
As for timekeeping, it's not the distance or theoretical run time that eats up hours, it's congestion from having to work around other trains, especially in yards. That's why it often takes us 7 to 10 hours to make a 100 mile run on 50 or 60 mph mainline track. Most of the extra hours are eaten up waiting in yards or sidings.
If you can convince IAIS and whatever other railroads you deal with in Chicago to give you a clear path each and every day you can do this. We have a couple branchline runs on 25 mph track that cover 180 to 200 miles in one shift, but they are normally the only train on the line and if anything happens (meets, heat/cold slow orders*) the crew runs out of time and either gets rescued or put to bed online, to come back and finish the trip 8 to 12 hours later.
*A lot of our branchlines are restricted to 15 mph or less when it gets too hot or too cold. Those restrictions are created by the Engineering department, Transportation would be quite happy to see them go away.
BTW - if you left ICG while it was still called Illinois Central Gulf then you left at least a year before Hunter Harrison came there, which means you have zero personal experience with what PSR actually does.
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