Storytime with Charlie

Charlie Mar 31, 2007

  1. Charlie

    Charlie TrainBoard Member

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    Thanks for the questions Stu. All the cars have what are called "reporting marks" they are actual numbers, ownership ID, weight,capacity and built/rebuilt dates and other pertinent data to that car or car type. The car owner receives what is called a "per diem". It is a monetary unit paid by the railroad on which that particular car is operating. The shipper pays only one fee for shipping and that is to the carrier with which the shipping agreement is made. Quite often it is not even with the railroad on which the car is loaded. If more than one carrier is involved, they share the charges based on an agreed upon tariff. I would venture to say that most cars spend most of their working lives on railroads other than their owner. Due to the standardization of track guage, airbrakes,wheel dimensions and contour,coupling and safety devices, cars can move freely among the three major nations of North America.
    As to maintenance, cars are normally repaired by the railroad upon which the defect is noticed.The owning railroad is charged accordingly. A number of speciallty cars require returning them to the owner for repair. A statement to that effect is printed in the data area of that car. As to identifying cars, that is mostly done electronically. A trackside scanning device actually reads the "plain text" data printed on the side of the car. There used to be a system known as ACI which was a series of rainbow-hued horizontal lines stacked vertically and was read by trackside devices. That system lasted about 20 years. When I was still a "yard monkey" in East Yard at Eola, quite often the YM would ask our job to run a cut of cars past the scanner located along MT3 east of Eola yard. That would update his data in the computer for accuracy. This data collection and reporting system is fairly standard and compatible to each carrier's IT systems.
    I hope this helps you out Stu. Thanks again for the question. BTW there is no such thing as a silly question! We ask questions to gain knowledge. How can that be silly?
    Enjoy the hobby!

    Charlie
     
    Last edited by a moderator: Oct 7, 2014
  2. westcoaster

    westcoaster TrainBoard Supporter

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    Thanks Charlie,
    I presume that just a railroad dosent have to own acar?Here we have coal wagons which the mining company owns and Kiwirail just pull(for a better word).So am I right in thinking that some cars your way are privately owned(by a manurfacterer of something)?And fixed(at a cost)when needed, by a certain railroad/railroads?

    In the US when economy/work is slow there must be quite afew wagons sitting idle in yards??Is there a "park" fee?

    There wouldnt be any passenger carriages that aren't owned by owner of the power pulling them?Except maybe preservation groups?Would there?

    Ok one more,I know theres a lot of leasing of power........is there that in wagons,or certain type of wagons?

    Cheers Charlie
    Stu
     
  3. r_i_straw

    r_i_straw Mostly N Scale Staff Member

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    UTLX and GATX lease out a lot of tank cars and covered hoppers for various cargos. Many of the utilities own their own coal gons. A friend of mine owns two covered hoppers that he leases out to haul plastic pellets for manufacturing. That is his entire fleet. They travel all over North America. When one needs maintenance it is performed where the car is at and he eventually gets the bill. I don't think he has even ever seen the cars.
     
  4. Charlie

    Charlie TrainBoard Member

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    ======================================================================R I Straw has answered some of that. When business is slow,railroads will try to route as many offline cars as they can back to the owner. If the owner is not a railroad, the cars will be handled by whatever the owner contract specifies. I have seen a lot of BNSF "low boy" trailer flats out of service and stored on the West Chicago branch. There is(?)a freight car lessor online on the BNSF at the former Savanna Army Depot. They store and maintain private freight cars. I also used to see Army Transportation Corps motive power in the Depot while it was still active. The Savanna Army Depot was a munitions storage/distributions faciltity. The property still has a large stand of virgin prairieland in its acreage,which is now under environmental protections. There is still a good deal of passenger equipment that is railroad owned for business purposes. There is also a widespread private ownership of passenger equipment, both standard and streamlined. There are some private car dealers and rebuilders who can supply the demand for private railcar ownership and/or leasing. Quite often I will see private cars on scheduled AMTRAK trains or on private charters. Private cars MUST meet all Federal safety specifications before they can be operated on mainline trackage. It is quite costly to upgrade a vintage vehicle to those standards, so you really have to have a fat wallet to be a private car owner. A couple of years ago I took my grandson to the "Train Days" exhibit at Chicago Union Station and we walked through several private cars on display. One of them had a table set with authentic Central of Georgia Railroad china. I mentioned to the docent that the china was probably worth as much as the car. She nodded her head in agreement.

    Charlie
     
  5. Mr. Train

    Mr. Train TrainBoard Member

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    Thanks teacher I learned a lot
     
  6. westcoaster

    westcoaster TrainBoard Supporter

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    Thanks for your replys you guys,Ive often pondered this.......now Im awhole lot wiser.

    Cheers
    Stu
     
  7. Charlie

    Charlie TrainBoard Member

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    I thank you all for your most gracious appreciation.
    I just shows that there is much more than meets the eye to railroading. One thing that was always a cathartic for me was the departure of my train from it's terminal. There is a good deal of "behind the scenes" activity in checking the the paperwork of the the train to ensure that it is in compliance with rules and regulations,seeing that the motive power is adequate and in proper working order, checking the track warrants and train orders with the crew and everyone being aware of any and all items pertinent to the train's authority. Putting the final parts of the train together and completing an airbrake test. Once the crew is satisfied that the train is complete, safety devices working as intended,the train is in compliance and all paperwork and track warrants are current and proper, we call the dispatcher on the radio and let him know we are ready. He or she will thank us and tell us "Chicago South Seattle that light is yours, have a safe trip". We acknowledge and repeat the instruction, release the brakes, notch out the throttle, snap the headlight to "Bright" and wait for the FRED to chirp when the rear end is moving. Off we go through the turnouts onto the main track and hope for green all the way. It is a genuine drama and when orchestrated properly is as graceful as any ballet or symphony. No,not every train or every day is like that, mostly it's just hum-drum, but the potential is always there. It's IS what you make it!

    Charlie
     
    Last edited by a moderator: Oct 9, 2014
  8. westcoaster

    westcoaster TrainBoard Supporter

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    How long might this prep of train take?out of your work day?

    Cheers
    Stu
     
    Last edited by a moderator: Oct 9, 2014
  9. Charlie

    Charlie TrainBoard Member

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    The time would vary, but usually an hour to two hours. It's all subjective and depends on the skill, ability and disposition of the ground crews(hostlers,carmen,mechanics etc.)as well as the caprice of the yardmasters and dispatchers. As to those last named, if they don't like you or are having a particularly difficult day, it could prove to be a learning experience. However when poor cards are dealt to you, you play them as best you can and wait until it's your turn to deal. Every operating department rail can tell you how they evened the score with a yardmaster or dispatcher. Dont get me wrong, most of them are really decent people and just want to conduct the business of the company. There are scenarios the "grass root" crews are unaware of that may be causing a problem and the supervisors are dealing with it. At any rate, the initial terminal procedures really don't "take" any time from your work day as it is a part of the job and you are being paid for it. Most operating rails go to work expecting to be on duty for the legal 12 hours. Even if the job is a scheduled 8 hr job, you can be kept on duty up to the 12hour limit. Every rail can tell you stories of being on duty for 12 hours and never turning a wheel. That is railroading! There are also certain jobs, like dog-catching, where you step on the train and go with only a precursory check of the equipment and releasing a few handbrakes(if necessary). Passenger trains require certain tests that are not required for freight trains, but that mostly concerns airbrake testing and is normally a quick procedure.
     
  10. Mr. Train

    Mr. Train TrainBoard Member

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    I'm glad you enjoy typing because I enjoy reading.
     
  11. Charlie

    Charlie TrainBoard Member

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    And you are most welcome! I appreciate the audience!

    Charlie
     
  12. Keith

    Keith TrainBoard Supporter

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    Not sure if this was asked before:

    About trains meeting in mountainous territory.
    That it's easier to stop an uphill train and let the downhill
    train pass, since it's easier to restart an uphill train.

    What kind of circumstances would reverse this process?

    Is this a written rule, or more common sense?

    Along with this, how big of a challenge is it, to haul oil cans(tank cars)
    over a mountain line? Moffat or Donner for example.
     
  13. Charlie

    Charlie TrainBoard Member

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    Unfortunately Keith, I wasn't a "mountain railroader", never trained or examined in it. Took a simulator trip over Marias Pass once and failed. (so did the rest of the class). I don't know that it is any more difficult to start a stopped train on the uphill or downhill. My biggest "grade" experience was to dogcatch an "H" train(manifest freight) on the upside of Edelstein Hill in Illinois, had handbrakes on about 1/3rd of the train. The biggest problem with tank cars is that they "slosh", so you want to keep your buff and draft forces within manageable levels. Even cars with residue in them can cause noticeable movement. The whole trick in train handling regardless of territory is to keep the dynamic forces in check. This is accomplished by
    careful throttle advances and optimum use of dynamic braking, power braking causes a stronger effect on the dynamic forces and is not as easy to make slow,deliberate adjustments. True, there are many instances where power braking produces a more desirable result for the operating crew but may not be the most desirable from the company standpoint.
    The carrier would prefer the crews dont use power braking at all. In fact I had one check ride where my RFE told me to use the dynamic only to bring the train to a stop. I did and used the independent to stop the final movement and hold the train while I was released from duty and another engineer sat in for his test.
    I have great admiration for mountain railroaders as they deal with metrics that just dont exist on "flatland" railroading. Out our way we talk about dealing with train operation and switching during winter weather. For mountain railroaders, lack of snow is the unique operating scenario.

    Charlie
     
  14. Charlie

    Charlie TrainBoard Member

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    Hello everyone!

    Just wanted to take this opportunity to wish all of you and yours a very Happy Thanksgiving.
    Now is the time to make sure you are being nice v. naughty! You certainly dont want to make Santa unhappy especially if you are expecting him to bring you something to enjoy the hobby!

    Be well, stay well, work safely!

    Charlie
     
  15. fitz

    fitz TrainBoard Member

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    Thanks, Charlie, and back atcha. The stores around Portland (OR) are already hyping Christmas. One good thing is the Holiday Express operation of the Oregon Rail Heritage Society. Three weekends of short trips powered by the former Spokane, Portland and Seattle 4-8-4 No. 700.
     
  16. Charlie

    Charlie TrainBoard Member

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    That loco is a real trooper!!

    Charlie
     
  17. Charlie

    Charlie TrainBoard Member

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    From our family to you and yours, we wish you a most Happy and Healthy Thanksgiving.

    Before we begin our feasts today take some time to remember all that we have to be thankful for,regardless of how much or how little, we still have the gift of life to enjoy what we do have.

    Also include in your prayers and/or thoughts our brave men and women in the Armed Forces who are stationed in all four corners of the globe. Those of us who are veterans or still in the military service know just how unsettling it is to be away from home and loved ones on a major holiday.

    Once again a Very Happy Thanksgiving. Enjoy the day, enjoy the hobby!


    Charlie
     
  18. Charlie

    Charlie TrainBoard Member

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    Wishing all a very Merry Christmas and a most Prosperous,Healthy and Happy New Year!

    Charlie
    Locomotive engineer BNSF Aurora IL (ret)
     
  19. BoxcabE50

    BoxcabE50 HOn30 & N Scales Staff Member TrainBoard Supporter

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    Just back home from a drive around several neighborhoods. Freshly falling snow, nice lights and even some railroad displays. Merry Christmas!
     
  20. Hytec

    Hytec TrainBoard Member

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    Merry Christmas Charlie, thank you.
     

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