NS Industry Work Order Example

Seaboard Central Industry Work Order

I use a form like this on a clipboard for my Conductors to fill out when doing Industry work. I also have a small metal hook attached to the fascia to hang a clipboard for convenience.

Switch Lists

I always prefer the switch list to spilling 15 or twenty cards all over the floor. And I model in the 90"s so car cards are old hat.

The issue I come up with is, I can make up several trains that leave the yard with instructions as to where to make drops, moves and pickups before the session starts.

It's when a train comes into the yard that I become preplexed. What form of list's do you make up / or give the yard crew to sort the train, and then how do you effectively create a new train with orders....???

I tend to set my sessions up on the computer prior to the session, utilizing a home adapted form.

Looking forward to input..........

Old School

Here is an example of a switch list used by both my father (No. 3 on the Cleveland roster) and me when we worked for the NKP. I used copies of the original on my point-to-point layout. Much easier that a stack of cards. Can use a pencil and change car types/numbers as I rotate cars from my storage box.

It's when a train comes into

Ironically thats where you make a switch list, and if you are using a computer program you are probably outa luck to do it prototypically.

When the train arrives the yard the yardmaster reports the arrival and loads the train into a track in the yard.  If the train wasn't checked inbound by a reader or a clerk and the standing order checked, then the track will be walked and the standing order checked.  The cars are listed in the track in the order they physically are in the track.  That is a track list.

The yardmaster takes a track list and creates a switch list.  On a modern railroad the job is done automatically there is a "block to track" table and the the various blocks are marked to the various cleass tracks.  The yardmaster can overide that track assignment or can manually indicate which cars go to which class track.  the yardmaster prints out a switch list which lists the tracks the cars go to and gives it to the switch crew.  The switch crew physically moves the cars to the indicated tracks.  the switch crew gives the switch list back to the yardmaster (indicating any exceptions) and the yardmaster updates the new positions of the cars in the new tracks.

To build an outbound train a yardmaster selects the class tracks he wants on the outbound train and moves them to the outbound track.  On a modern system the computer has recommended the cars that should be on the train and once the cars are reported in the computer in the order they will be physically standing the yardmaster can run a computer check to make sure there aren't any placement or hazmat errors in the standing order.  Any errors are corrected.  One the outbound cars are lined up correctly the yardmaster 'sets the train in the computer and then can generate the outbound train list and documents.  The crew gets a "consist" a train list that shows the position of every car in the train in order (required by law if the train carries hazmat), the ahzmat response and required hazmat documentation ("shipping papers" in Federal Law) and a work order that tells them were to pick up and set out all the cars on the train.

By the way old switch lists were NOT on tissue paper.  Train orders were on tissue paper, handwritten train list forms were a cardstock in the 67 to 100 lb range.  They were not folded in half either, they were already "half sheet" size.  Waybills were on full size sheets and they had the billing information on the right side of the front and the shipment information on the left side of front so the waybill could be folded in half and all teh movement information was readilly accessible for the conductor or clerk.

Speed

One of the reasons I like CC&WB is it is way faster than writing lists.  While I agree that using a switch list  can be faster, it is only until the train needs a new list.  Then CC&WB is faster.

People seem to get all hung up about handling a pack of 20 car cards and how difficult it is. ?? Why do you need to handle the whole train's deck if you are only going to be setting out a few at any given station?  If you are only setting out 4 cars from a 20 car train, then take those 5 cars' cards out of the train's deck and just handle 4 cards.  You don't need to mess with the others until you get to the next station.

PS: I find it way easier to stick a card in a pocket than try and hold onto a clipboard and a throttle and a pick at the same time.  The obvious answer is to provide hook on the fascia so you can hang the clipboards (I use the small clipboards and smaller train list form that fits on the smaller clipboard) which also means if you use CC&WB give the user a pocket or a sorting shelf/tray for the car cards.

PPS:  Yes I do provide switch list forms for my operators but 90%+ prefer to use the CC&WB.

Paperwork

You've touched on a favorite subject of mine Tim, and I agree with your feelings on car cards, especially for modern-era layouts.  Having accurate prototype reports is so important to me that I took six months away from work on the layout itself in order to create a Microsoft Access-based application I called RailQuik.  RQ recreates my prototype's train, yard, and interchange reports, but unfortunately, I never found a way to create wheel reports.

If anyone's interested, you can read more about RailQuik at  https://forum.mrhmag.com/post/iaiss-west-end-new-automated-car-forwarding-for-modern-layouts-freeware-12196082 .  I've made it available as freeware, but developed it primarily for my own use (e.g. hard-coding items rather than providing user-input variables), so anyone using it will have a bit more work to do to adapt it to their needs.  I've only heard of a few people journeying down that path, but I think it offers some potential for those choosing to do so.

One train working

Most of the time I only operate one train a session, the local pick-up freight. Therefore a switch list and waybills suits my kind of operation.

At the start of each session, the freight cars are placed on the staging track as per my industry requirements list (no two days are the same). The Conductor then makes up a switch list based on the waybills he is given for the train, places the waybills in a pouch (brown envelope), and attaches it to a clipboard along with the switch list. At the first station, he then goes to see what the Station Agent has left in the Waybill Box (actually a card file folder!), and then works out the order of switching. After switching he places the appropriate waybills in the Box, and the train heads off to the next location, and the process is repeated over again. I use the same switch list for the return working.

As I said, this suits my own layout, in that it helps to slow down operating sessions.

Prototype Car Handling Report

 Here is a copy of a real Car Handling Report that is used for Locals. Sort of like a wheel report but has lines for the Conductor to show when and where the cars have been set out or placed.

Prototype Track Inventory List

Here is a copy of a prototype Track Inventory List. Conductors use these list to see how each track in the yard stands. Cars on this list are identified by Car Number and Classification Code. More on that next.

Waybills and Class Codes

Jeff...I hope I can help you out here with this explanation. And Dave, I really appreciate your input. Don't get me wrong, I'm not against anyone using Car Cards and Waybills, I'm just listing an alternative. Since you model the early 1900s when trains were much smaller and fewer cars were handled I can see why it makes sense for you. Please let me offer an alternative view.

Note the GGCX 1383 car spotted at AEP Industries on my Seaboard Central Layout. Let me describe how it got there and how my switch crews know where it needed to go. 

First off I put all my cars in customer specific pools. For example, the GGCX car above along with 10 other cars are assigned to AEP Industries. This facility has five car spots. At the same time you can often find four cars billed to AEP in my yard and two cars either moving into or out of staging on SC train 441 or 442.

This particular car is loaded on the UP in Plaquemine, LA. Once loaded a waybill is generated driving the car to AEP in Griffin, GA on my Seaboard Central. The waybill will create an Avondale Yard Class Code on the UP. Class codes are generally no more than five characters long. Many are abbreviations of a city or junction. In Avondale the car is classified and built on an interchange train to the NS in New Orleans. Since Avondale has class codes for points beyond New Orleans on NS it pulls a Birmingham NS class code. Once the car reaches Birmingham, AL on NS it is classified again this time pulling an Alabama City-SC class code directing it to the Seaboard Central interchange in Alabama City, AL. Once delivered to the SC it pulls a Griffin class code. The car is then built along with others destined for Griffin and lined up for movement on train 442. Finally, once the car arrives and is inbounded into Griffin Yard it pulls its final class code of G22 for AEP Industries. 

So what kind of paperwork is actually needed? Since I only have to worry about the car when it is on the SC the first piece of paperwork I need is a wheel report for Train 442. This report which shows each car in the train in sequential order plus other information like whether it is loaded or empty, the type of car, the commodity abbreviation if loaded and if it is hazardous along with the current class code. Cars on the train should be blocked according to station order. Cars needing to be set out say at Carrollton, GA which is a station prior to reaching Griffin should be placed at the headend of the train. The conductor can readily identify how many cars to set out by looking at the class code. 

Once the train reaches Griffin and the car is set out in the yard the Yard Master is responsible for making up a track inventory of each occupied track listed from north to south. Each car destined for local industries will have a class code. Since AEP is a closed gate customer cars billed to them may remain in the yard one session or more before being ordered in. Cars ordered in for placement will show up on the Industry Work Order and in this case will also include which actual spot to place the car on. This gives the Yard Master who works the Yard Job in Griffin a chance to line up his industry cars in order prior to moving the cars to the facility. In any case whether it is a Thru Freight or a Local most of the time all the information needed is only on a couple of sheets of paper. I use clip boards and metal hooks on the side of the fascia to help my conductors out. I also like to operate with two man crews during formal sessions. 

I hope this has given some insight on switch lists and operating like the prototype.

Tim 

Switching Question

So here's something I've wondered about switching in the real world.  Tim mentioned that cars are blocked in station order. That makes sense, so the first cars you need to handle are at the front of the train. 

So when you get to the first station and pull any loads or empties, where do you put them? If they go on the front of the train they'll be in front of the cars needed for second stop. If they go on the rear, you'll need to pull the entire train forward to pick them up, then go back again to handle the cars needed to set out. On a long train this could take a while.  Either way, it seems like there will be some time spent keeping the train in some logical order.

So is there a "best practice" or is it up to the conductor?

I've talked to a couple of local engineers but both of them were switching specific industries and had other priorities. They would pull everything from an industrial area first, then go back with the set outs. They said this led to less blocking of busy streets. In another example they would pull everything from a customer, do all switching of cars in a nearby yard then push everything back to the customer, already in order.

 gs

Best Practice

GS,

You bring up a point many people wonder about. First lets separate trains into two categories. Road Freights and Local Freights. A Road Freight will almost always do their set offs and pick ups from the headend. Most of the time we are not talking about a lot of stops between major classification points. Take for example NS Road Freight 154 which runs between Birmingham, AL and Linwood, NC. This train will often leave Birmingham with four classification code blocks. The first is a set off in Douglasville, GA. If they have any pickups destined for Linwood which is rare they will be on the headend. The next stop is setting off East Points and Doraville's in Doraville, GA. After setting these two blocks off they will pick up any cars destined for Linwood. Once the train departs here it will be solid Linwood's stopping in Spartanburg, SC to pick up more before reaching the final destination. And all this occurred over three crew districts. 

Local Freights are an entirely different scenario. They are generally short and handle industry cars instead of blocks of cars for towns a long the route. For a local it is more about efficiency. On my Seaboard Central for example one of the duties of my Griffin Yard Job Switcher is to actually build a Local that will run a couple of hours later. The cars will be lined up so that when the Local leaves town and arrives at each industry the cars for each industry are in the most convenient location in the train. Outbound cars from each industry can be placed anywhere the crew determines makes the most sense for them. It is a lot easier to back up a 30 car train to get the Conductor back on the headend than a 150 car Road Freight. Plus in order to make a reverse move on the mainline you have to get permission from the Dispatcher and you have to see that the rear of the train is clear and not traversing over any street crossings unprotected. And if you are in signal territory that you have appropriate signal indication.

Thanks for asking!

Tim

UP Blocks

On the UP they are not called "class codes", they are called blocks and on the up they are only 4 characters. 

A car releasing at Plaquemine would first pick up a DOWP block (Dow Pull) and it would go north to Livonia instead of south to  Avondale.  At Livonia It would pick up an NSB block, and ride a connection that becomes NS 314 at New Orleans.

So here's something I've

To be clear, you are talking about a local.  On a through freight the blocks are not necessarily in station order and the cars are picked up in block.  A train out of Houston with Coffeyvilles and Kansas City's on the train will pick up Coffeyvilles with the Coffeyvilles and Kansas Cities with the Kansas Cities and may not pick up on the head end. 

For example if I have a train blocked CAB-KCMO-COFV-ENG and I am going to pick up both blocks at Ft Worth, I will hang the Coffeys and pick up in block.

Train: CAB-KCMO-COFV-ENG ,  pick up: kcmo-cofv

Hang the Coffy's :   CAB-KCMO      COFV-ENG

Get on the pick up :    CAB-KCMO      kcmo-cofv-COFV-ENG

Double back to the train :   CAB-KCMO-kcmo-cofv-COFV-ENG 

Train departs in block.

For a local its whatever the conductor finds easiest or what he wants to do.

Thanks Dave

Thanks Dave. I always find what other Railroads do in comparison to NS fascinating. You are right about holding up blocks to pick up behind another for the most part. Sometimes it depends on how many cars you are actually picking up. For example if I am a Conductor on a Road Train why would I want to hold up 30 cars to pick up 5? I think I'd rather walk those 5 cars at the next station I had to set cars off than 30. Of course it is just the opposite if you are talking about large blocks of cars needing to be picked up. Something else to consider is picking up large blocks of empties. If I have 100 loaded cars out on the mainline as an Engineer I would tell my Conductor, nope we are not picking up 30 empty auto racks on the headend with 100 loaded grain hoppers in tow. That is a derailment waiting to happen.

GS you mentioned how one particular local did work. It sounded to me like the industry that they were switching involved a number of different particular spot locations. Whenever there is going to be a place where you are essentially going to have to turn it inside out when switching the place out then a best practice would be to have access to a location where multiple tracks could be utilized. In most cases this would be a nearby yard. This way a crew can line up the cars by kicking them to different tracks and then assembling the cars back together and shoving back to the industry to spot everything back up.

Tim

Thanks guys, that's just the

Thanks guys, that's just the kind of info I'm looking for.  Operations, for me, is the most interesting part of the hobby, and this really helps. The on-line and in-person conversations with railroaders have added so much insight. 

It seems (my opinion) that it has had the smallest slice of the editorial pie for decades. I'm glad to hear that Joe is planning more coverage.

GS

Proto ops

The challenge is that prototype operations is "perishable" and very situational.  They change frequently and vary across eras, regions and railroads.  In order to really understand them you have to understand the context that drove the operation.  Part of the problem in the modern era is that the "transportatoin plan" is not a physical document, its all stored virtually in the computers so getting a "copy" of plan is very difficult.

Use of Switch Lists

Tim, Excellent topic on the use of prototype based switch lists. Your professional knowledge and willingness to share how Switch Lists, Wheel Reports and Track Inventory sheets are used on the prototype are invaluable to modern era modelers. I appreciate the time and effort you have shown to explain how the prototype switch lists can be applied to our model railroads.

I use a prototype based switch list on my Georgia Northeastern Railroad. I was very fortunate to obtain a copy of one of the GNRR switch lists and based my form on that document. As you noted, each railroad does things a little differently and the best course of action is to follow what your prototype does as close as possible. I made my switch list up using an Excel spread sheet and once the first one was completed all I had to do was to over type on the car information to make a new ops session.

Based on information I obtained from a GNRR Conductor, I also use an "Industrial Switch List". This list gives specific information to the crews as to exactly where a car is to be spotted at an industry. For example, at Dow Chemical the Locals Switch List indicates to spot the car at Dow but not what specific unloading rack. This is where the Industrial Switch List comes in, the document specifies exactly what unloading rack the car is to be spotted and also lists the pickups or if a car needs to be re-spotted. According to the GNRR Conductor this list could be faxed to the Yard Office or may be picked up at the facility once they arrive to aid them with spotting cars. This is similar to the practice where the Conductor met with the industry representative and they discussed car placements.

The placement of cars in a consist are very important to the GNRR. They prefer to have loads at the front and the short heavy cars (ie cement hopper cars) almost always at the head of the consist. This is due to steep grades and tight curves on the prototype. Empty flat cars should always be at the rear to prevent derailments. All of these types of requirements can add to the enjoyment at an ops session. Take a little extra time to block the cars like the prototype and it will extend an operating session on a small layout like mine.

Thomas Klimoski

Georgia Northeastern Model Railroad           

 I use  Prototype waybills

I use  Prototype waybills  all the time, but I do have a copy of  blank  switch list  whenever people want to use it. Not as fun for me  to write a switch list every time I want to operate my trains buy  myself or with groups.

Note

I operate the layout all the time   Almost every  other day or more  depending on  schedule  .

I do use  System from article  in model railroader  how to operate a small Layout  to decide what car is going to move to the next industry and to create situations .

I'm using Lance Mindheim's method

I've got a number of Lance's books and use his method of a single sheet of paper to get the job done.  I choose this method because I have a small layout and purposely didn't want anything (card holders, turnout controls, etc) to "blemish" my faux rusted fascia.

 I use Train order,  

I use Train order,   Waybill, sequence list,job  card, situation cards,  operation book/rule book, switch list and  Engine card with  the service card.

The train orders, sequence  list, switch list are all laminated  so I can use them again.

Note
reason why I use waybills  so I can decide which ones I want to pick up or not, and there is information on the train  does not pick up the car  at that location. 

Rule On my railroad is  that car does not have a waybill or  waybill does not have a car eight goes to the RIP track 

Wheel report

Tim, your earlier post today made me realize that wheel reports aren't what I thought they were.  For some reason, I had it in my head that the list below was a wheel report.  This is the report I haven't been able to replicate in Access yet:

The other reports I created in RailQuik bear some similarities to the NS examples you shared earlier.  I've been told that the IAIS uses the same reporting software as the NS, though I'm sure it's been updated considerably since the 2005 reports on which I based my RQ work.

Looks like we have some Formosa Plastics cars in common Tim!

Profile

That's a train profile.  Its for the engineer.

The wheel report is the consist.