Lance, let me just say how much your work promoting "last mile" operations has increased my enjoyment and success in model railroading. There was a time when I was trying to model far too large a slice of the railroad pie and it never really worked for me. Current efforts consist of an HO bedroom shelf layout based on one end of a local short line featuring interchange and local switching. Best wishes, old friend and THANKS! Bob Springs.
The stopping short of a joint is railroad specific. While you cannot ride a car to a joint with another car (at BNSF), you do not have to stop short unless its for the conductor to get off the car (we cannot get on/off of moving equipment here). CSX may have different operating rules so it's something to maybe look into depending on what you model. As for hazmat, for us, if you are actively switching off the main line; you do not need any cover/buffer. We just set up the train to make it easiest to service the customers in the order we get to them usually. Of course, once departing the switching lead and getting on the main line, you would need that cover car. At the beginning of the day, the hazmat would most likely be buried in the train since it had to travel on the main line. Someone else mentioned 5 buffers for loaded hazmat, which is true, but; the rule states at least 5 or as many as possible. Sometimes that's only going to be 1 car. That's okay for a local/roadswitcher but would not fly for an A to B train. -Keep up these ops videos, love seeing the layout and realism in an enjoyable way!
This is a beautiful layout!! I couldnt tell if it was real from your thumbnail. As for your ops, as a conductor on a local myself this would probably not be the best move to switch this industry. Youll notice the house track is much closer than the switch to get back to the rest of your train. An efficient switchman would go on with the load, spot it, double the empty and put your train back together. The world of switching is very deep with many ways of doing things, but especially with a road crossing there you would want to get in and out as quickly as possible. Some other notes on switching: 1. Among those of us who take pride in being productive, shoving moves are regarded as a hug time sink. The shorter you can make your shoves, the more time you can save throughout your day, the better. 2. Ive been told to think of switching as almost a creative process. There are 6 or 7 ways to do a move and most of them are correct but one or two will usually save the most time. I cant speak for the Chessie Seaboard but I work at a Santa Fe terminal, so it is common for the conductor and or brakeman to also be engineer qualified, making moves involving splitting up two locomotives possible. This can be done to swap which end of the train your power is on without running around it among other things.
I really enjoy these operation videos! You have been a great inspiration to my modeling over the years. Thank you for continuing to put out realistic ops for the masses. I've gathered a lot of motivation from your books as well.
Actually, American rules require 5 buffers between most loaded hazmat cars (depending on the class of commodity) and locomotives, if there are 5 non-hazardous cars in the train. If there are less than 5 as many as exist must be utilized but no less than 1. Most empty (residue) hazmat cars require only 1 buffer.
Excellenteeeeee!!! that's how you enjoy this beautiful hobby, take time as in real life, I'm a retired engineer and hate to see a large scale train going really fast and stop on a dime!! and also do ops and not take any extra time for walking the train, release hand brakes, or do a brake test in each switching move, thanks for showing how it's donne!! keep up the good work!!
Another great video showing some moves which many would consider easy. Very relaxing switching session. Also cool that you tried to recreate a real world video from Tolga!
Spectacular video, very very well explained Lance! This one is definitely a fun customer to switch with both tracks capable of unloading LPG from the tanks. You and Brad have done excellent work modeling SunGas and I love the scenery throughout. Also, thanks for the shoutout! - I would probably have not produced coverage as comprehensive without being exposed to the great work you do. Nowadays I imagine one has to be there in the wee hours to get anything from Sungas.
First time seeing your layout.Very nice to see another operations based one.Because of lower speeds,you will find out how well the trackwork is and how well the locos run.Yours certainly runs nicely.
Great session. I've been looking for more realistic ops for my LPG facility, and i was actually following along with the video on my own layout. Space is the biggest issue, so i narrowed down to two gondolas.
Lance, your work continues to inspire! I can't tell you how much your presence in this hobby is appreciated! I'm curious as to the size of radius on those curves?
Love the videos Lance! I was reading in an old TH&B RR time table that loose material loads and mechanical loads (reefers) cannot be used as buffer cars. Maybe that has changed since the mid eighties?
I'm not sure but suspect just the engine brake. The branch is 3.5 miles long and they do an out and back. I "think" the air test is done when they get to the end of the branch (the half way point of an out-and-back). At Sungas, they are on the return leg and almost home.
I would think they would couple all of the hoses as they went along, rather than wait until the end and couple them all then. The air test may wait until they are ready to go back to the yard, before they get back on the main.
The only place I’ve known of where they didn’t couple the hoses was in a yard, where they would be moving the cars around a lot and breaking up cuts until they actually had a train classified and ready to go. Then they would walk it and tie up all the hoses. Even then, I think they tie what they can as they go along.
OK, so the most important thing for realistic operations is that engineers take a sip or two of beer between each move, so modelers should do the same. :takes notes:
that was the case in REAL LIFE way long time ago... a yardmaster i worked with told me one of the "points of contact" for the crews was a local bar across the street from our yard (the cardinal club... and it's still there today) ... the bartender would answer the phone, "... is there a so and so here... your ordered for train whatever whatever"... man if that happened "today", that man is canned, out of a job... (however IF that man calls and marks off OPERATION REDBLOCK the company can't touch him... but doing that triggers all sorts of interventions and other company involvement... but he gets to keep his job)
"......and have another sip of beer". Love it! I reckon I might have another little sip of beer my ownself. Thank you for such a nice video.
Lance, let me just say how much your work promoting "last mile" operations has increased my enjoyment and success in model railroading.
There was a time when I was trying to model far too large a slice of the railroad pie and it never really worked for me.
Current efforts consist of an HO bedroom shelf layout based on one end of a local short line featuring interchange and local switching.
Best wishes, old friend and THANKS! Bob Springs.
The stopping short of a joint is railroad specific. While you cannot ride a car to a joint with another car (at BNSF), you do not have to stop short unless its for the conductor to get off the car (we cannot get on/off of moving equipment here). CSX may have different operating rules so it's something to maybe look into depending on what you model.
As for hazmat, for us, if you are actively switching off the main line; you do not need any cover/buffer. We just set up the train to make it easiest to service the customers in the order we get to them usually. Of course, once departing the switching lead and getting on the main line, you would need that cover car. At the beginning of the day, the hazmat would most likely be buried in the train since it had to travel on the main line. Someone else mentioned 5 buffers for loaded hazmat, which is true, but; the rule states at least 5 or as many as possible. Sometimes that's only going to be 1 car. That's okay for a local/roadswitcher but would not fly for an A to B train.
-Keep up these ops videos, love seeing the layout and realism in an enjoyable way!
Great information, thank you!
Thanks for the detail! You're right, I have noticed some variations in practices from road to road.
This is a beautiful layout!! I couldnt tell if it was real from your thumbnail. As for your ops, as a conductor on a local myself this would probably not be the best move to switch this industry. Youll notice the house track is much closer than the switch to get back to the rest of your train. An efficient switchman would go on with the load, spot it, double the empty and put your train back together. The world of switching is very deep with many ways of doing things, but especially with a road crossing there you would want to get in and out as quickly as possible.
Some other notes on switching:
1. Among those of us who take pride in being productive, shoving moves are regarded as a hug time sink. The shorter you can make your shoves, the more time you can save throughout your day, the better.
2. Ive been told to think of switching as almost a creative process. There are 6 or 7 ways to do a move and most of them are correct but one or two will usually save the most time. I cant speak for the Chessie Seaboard but I work at a Santa Fe terminal, so it is common for the conductor and or brakeman to also be engineer qualified, making moves involving splitting up two locomotives possible. This can be done to swap which end of the train your power is on without running around it among other things.
Thanks for the detail Ryan!
No problem. Hopefully that helped give you some more ideas for ops!
I really enjoy these operation videos! You have been a great inspiration to my modeling over the years. Thank you for continuing to put out realistic ops for the masses. I've gathered a lot of motivation from your books as well.
Actually, American rules require 5 buffers between most loaded hazmat cars (depending on the class of commodity) and locomotives, if there are 5 non-hazardous cars in the train. If there are less than 5 as many as exist must be utilized but no less than 1. Most empty (residue) hazmat cars require only 1 buffer.
Excellenteeeeee!!! that's how you enjoy this beautiful hobby, take time as in real life, I'm a retired engineer and hate to see a large scale train going really fast and stop on a dime!! and also do ops and not take any extra time for walking the train, release hand brakes, or do a brake test in each switching move, thanks for showing how it's donne!! keep up the good work!!
Another great video showing some moves which many would consider easy. Very relaxing switching session. Also cool that you tried to recreate a real world video from Tolga!
Spectacular video, very very well explained Lance! This one is definitely a fun customer to switch with both tracks capable of unloading LPG from the tanks. You and Brad have done excellent work modeling SunGas and I love the scenery throughout.
Also, thanks for the shoutout! - I would probably have not produced coverage as comprehensive without being exposed to the great work you do. Nowadays I imagine one has to be there in the wee hours to get anything from Sungas.
Excellent delivery.
First time seeing your layout.Very nice to see another operations based one.Because of lower speeds,you will find out how well the trackwork is and how well the locos run.Yours certainly runs nicely.
Thanks but....it doesn't "ALWAYS" run nicely. That's what film editors are for LOL! Delete...and re-shoot at times.
Love the video’s Lance keep them coming. 🚀
Thanks! Will do!
Great session. I've been looking for more realistic ops for my LPG facility, and i was actually following along with the video on my own layout. Space is the biggest issue, so i narrowed down to two gondolas.
I love these operation videos, please keep them coming.
Excellent video Lance! I would like to see more of these of the different industries if possible.
Lance, your work continues to inspire! I can't tell you how much your presence in this hobby is appreciated! I'm curious as to the size of radius on those curves?
Thanks! Radius is 24 inches.
I enjoyed the ops video, it is always nice to see the Miami Downtown spur layout.
Thanks!
Very enjoyable. Thanks for sharing!
Glad you enjoyed it!
Real nice layout
Love the videos Lance! I was reading in an old TH&B RR time table that loose material loads and mechanical loads (reefers) cannot be used as buffer cars. Maybe that has changed since the mid eighties?
I'm not sure Al.
Would the conductor fasten all air hoses when the final train is together and do an air test, or no air and just the engine brake?
I'm not sure but suspect just the engine brake. The branch is 3.5 miles long and they do an out and back. I "think" the air test is done when they get to the end of the branch (the half way point of an out-and-back). At Sungas, they are on the return leg and almost home.
I would think they would couple all of the hoses as they went along, rather than wait until the
end and couple them all then. The air test may wait until they are ready to go back to the yard, before they get back on the main.
The only place I’ve known of where they didn’t couple the hoses was in a yard, where they
would be moving the cars around a lot and breaking up cuts until they actually had a
train classified and ready to go.
Then they would walk it and tie
up all the hoses. Even then, I
think they tie what they can as they go along.
Great video! I'm a new subscriber... do you have a video that shows the entire layout?
Here's one that Tolga filmed: ruclips.net/video/kYEGQhkk6gs/видео.html
@@LanceMindheim Thanks! I hope you don't mind that I'm definitely stealing your layout ideas.
OK, so the most important thing for realistic operations is that engineers take a sip or two of beer between each move, so modelers should do the same. :takes notes:
Yes, that's correct. You're an excellent student LOL!
that was the case in REAL LIFE way long time ago... a yardmaster i worked with told me one of the "points of contact" for the crews was a local bar across the street from our yard (the cardinal club... and it's still there today) ... the bartender would answer the phone, "... is there a so and so here... your ordered for train whatever whatever"... man if that happened "today", that man is canned, out of a job... (however IF that man calls and marks off OPERATION REDBLOCK the company can't touch him... but doing that triggers all sorts of interventions and other company involvement... but he gets to keep his job)