QUOTE: Originally posted by TomDiehl QUOTE: Originally posted by edblysard Sat in the PTRA's dispatchers/yardmasters seat off the extra board for a short time..and went back to the ground switching as fast as my feet would allow! For the pay, the stress and headaches were not worth it. The major constraints are as Tom pointed out, the limits of the system used to control train movement, and the ability of the yards to absorb the inbound traffic. Bluntly, you have to have somewhere to put the trains, getting them there is only half the equation, as UP found out the hard way when they tried to run the Houston SP network in the same manner they ran the rest of their railroad. By the way, you raised the question, not I. All I was doing was asking for your train dispatching qualifications and experience. Based on the fact that, like a good lawyer, you never answered the question, but redirected the question instead, I would say your experience is zero. QUOTE: Originally posted by MichaelSol QUOTE: Originally posted by edblysard And yours, Michael? You were a dispatcher from when to when, and for what railroad? Ed And you? Best regards, Michael Sol Ed, Is it just me, or did you notice that we posted our backgrounds on this topic, but have YET to hear about Michael's? Maybe he's still "theorizing" or reading papers and never had any real world experience.
QUOTE: Originally posted by edblysard Sat in the PTRA's dispatchers/yardmasters seat off the extra board for a short time..and went back to the ground switching as fast as my feet would allow! For the pay, the stress and headaches were not worth it. The major constraints are as Tom pointed out, the limits of the system used to control train movement, and the ability of the yards to absorb the inbound traffic. Bluntly, you have to have somewhere to put the trains, getting them there is only half the equation, as UP found out the hard way when they tried to run the Houston SP network in the same manner they ran the rest of their railroad. By the way, you raised the question, not I. All I was doing was asking for your train dispatching qualifications and experience. Based on the fact that, like a good lawyer, you never answered the question, but redirected the question instead, I would say your experience is zero. QUOTE: Originally posted by MichaelSol QUOTE: Originally posted by edblysard And yours, Michael? You were a dispatcher from when to when, and for what railroad? Ed And you? Best regards, Michael Sol
QUOTE: Originally posted by MichaelSol QUOTE: Originally posted by edblysard And yours, Michael? You were a dispatcher from when to when, and for what railroad? Ed And you? Best regards, Michael Sol
QUOTE: Originally posted by edblysard And yours, Michael? You were a dispatcher from when to when, and for what railroad? Ed
23 17 46 11
Yes we are on time but this is yesterdays train
QUOTE: Originally posted by edblysard Tom, I never had to hide behind anonymity, nor have I pretended to be an expert...what you see is what I really am, an engine foreman/switchman/conductor at the PTRA in Houston. Unlike the armchair railroading both Dave and Michael play at, I do it for a living. They do this (trolling) as a sport, neither on has any experience running a train...Michaels total experience in railroad operations is that as a teenager; he carried a fire extinguisher on a ROW brush fire squad, for a summer. Which qualifies him to pee on a match...?
QUOTE: Originally posted by ironken Ed, between people here that are armchair rails and newbies who haven't ever paid off any of RRB's tiers or for that matter put in enough time to qualify for RR unemployment, I just wanna puke! On annother thread, this chick is "cutting people in," that have been through the hiring prcess on how the cow eats the cabbage......The MODOC way. Crap! I am not a pro for Peat's sake....but, If you Havn't done it yourself, then have some respect for those that have!
QUOTE: Originally posted by Limitedclear QUOTE: Originally posted by ironken Ed, between people here that are armchair rails and newbies who haven't ever paid off any of RRB's tiers or for that matter put in enough time to qualify for RR unemployment, I just wanna puke! On annother thread, this chick is "cutting people in," that have been through the hiring prcess on how the cow eats the cabbage......The MODOC way. Crap! I am not a pro for Peat's sake....but, If you Havn't done it yourself, then have some respect for those that have! I heartily agree... Michael Sol is an attorney for those who don't know. As far as I can determine he has no real railroad experience. Having both my attorney's license in a few jurisdictions and an engineer's card and conductor's qualification, I think you can see where I stand... Also, that woman on the Modoc thread is a FOOL... LC
QUOTE: Originally posted by edblysard By the way, you raised the question, not I. All I was doing was asking for your train dispatching qualifications and experience. Based on the fact that, like a good lawyer, you never answered the question, but redirected the question instead, I would say your experience is zero. [
QUOTE: Originally posted by edblysard Actually, Mike... I am a yardman because I have enough seniority to hold the nice morning trick lead job with the days off I want, work, or not work the holidays I chose, and have both a nice lunchroom, with a coffee pot on all the time, and the privilege of being the lead man on our switch crews...I am here by choice, I don’t have to walk brake sets in the rain, or replace knuckles by myself, and pretty much am allowed to run things at my pace and in the manner I choose...as opposed to you being "out of the loop" for 30 plus years. And I am certain that when I retire, I will have met many, many men, and a few woman, that are much better railroaders than I... and most certainly much better, and less bitter people than you. But enough of the pissing contest; trust me, mine’s younger, squirts farther, and I have better aim than you... The real question is: Do you plan on answering Tom's question, or not? Ed
QUOTE: Originally posted by MichaelSol QUOTE: Originally posted by edblysard Actually, Mike... I am a yardman because I have enough seniority to hold the nice morning trick lead job with the days off I want, work, or not work the holidays I chose, and have both a nice lunchroom, with a coffee pot on all the time, and the privilege of being the lead man on our switch crews...I am here by choice, I don’t have to walk brake sets in the rain, or replace knuckles by myself, and pretty much am allowed to run things at my pace and in the manner I choose...as opposed to you being "out of the loop" for 30 plus years. And I am certain that when I retire, I will have met many, many men, and a few woman, that are much better railroaders than I... and most certainly much better, and less bitter people than you. But enough of the pissing contest; trust me, mine’s younger, squirts farther, and I have better aim than you... The real question is: Do you plan on answering Tom's question, or not? Ed Don't know what Tom's question was. I stopped reading after he fabricated some studies on another thread, then plagarized a website offering it as his own knowledge. I've answered a lot of Tom's questions, in a straightfoward fashion. When he demanded on another thread that I explain why a Professional Engineer was not the same thing as every engineer that the railroads had, I did so without rancor or drama. A PE is a specific thing and it was not what Tom thought. He was fairly arrogant about his assumptions, but presumably that was put to rest. Best regards, Michael Sol
QUOTE: Originally posted by mudchicken 50 MPH average speed for coal trains huh? [(-D][(-D][(-D] No matter the condition of the track structure, that coal train equipment isn't going over 45 MPH.
QUOTE: Originally posted by samsooter@yahoo.com QUOTE: Originally posted by mudchicken 50 MPH average speed for coal trains huh? [(-D][(-D][(-D] No matter the condition of the track structure, that coal train equipment isn't going over 45 MPH. you have no idea what you are talking about. on the bnsf in winslow, az the max speed for a coal train is 55. throughout the powder river the max speed on all bnsf unit coal trains is 50.
QUOTE: Originally posted by futuremodal And of course, it needs to be pointed out that in all likelyhood neither ed, Tom, ironken, LC, or mudchicken have any experience in economic analysis, which is why they think the world of expertise stops at the union hall. Some punk management type tells them it can't be done, and they gladly regurgitate the misinformation. And woe to those who beg to differ if they are not professional railroaders, 'cause if you ain't ever jacked a run 8 or took some slack up the backside, "why you don't know nuthin' bout how these here railroads funkshun." Suffice it to say, older transportation theories state that the logical upper limit of steel wheel on steel rail is around 125 mph, so to expect railroads to achieve a doubling of average industry speed from 25 mph to 50 mph is only "impossible" to those who have not studied transportation theories. And to try and explain revenue maximization to those who think revenues are derived from increasing load factor per car, not tons of revenue-producing product delivered per time period, is like trying to explain fiduciary fiscal factuality to a feculent foppish frump.
QUOTE: Originally posted by futuremodal Tom, just remember "more trains" does not mean more congestion, it means greater fluidity of the system. Occupying a slot is a function of time, not train length. The less time a train occupies a slot, the faster that slot becomes available for the next train. If longer consists could get faster, great, but it seems that the practical solution to reduce the time a slot is occupied is to run 'em shorter and quicker, until someone comes up with a way to run 'em longer and quicker. Even then, the longer consists will always take more time to make up and break up. Parking cars in a yard somewhere is not a solution to discapacity.
QUOTE: Originally posted by futuremodal Regarding GVW, it must be pointed out that increasing a truck's GVW will not have any effect of adding to highway congestion, because that heavier truck is still booking along at the max speed limit except on grades, and most grades these days have passing lanes, so no one is being inhibited by that heavier truck. There's plenty of places to pass on most highways. In fact, increasing GVW standards for trucks will reduce the number of trucks required to haul a set tonnage of cargo, so the effect can be reduced ambient highway congestion. On railroads, it's different, because "passing" zones are few and far between, so one heavy train bumbling along will clog up the whole system. Do what ever it takes to limit the amount of time a consist spends on a slot, and then and only then can you effectively "add" capacity without laying a single new set of rails.
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