|
|
Post by Ski on May 16, 2018 12:02:17 GMT -6
I just wanted to reach out to everyone for ideas on possible training videos or questions that you would like answered that may be easier to understand with a video. I know when I first started with Run8, it was intimidating joining a server for the first time and not know what to do. This is the place to ask questions or request video instruction on something. The SRS staff are here to help and want to see you participate on the server.
-Ski
|
|
|
|
Post by japo32 on May 16, 2018 12:20:18 GMT -6
How do you do, when you have a long local train as the one today, and you want to leave some cars in a branch that has no exit, and that the entry is in the same direction your loco is going (if it is going the oposite, I suppose you just uncoumple the ones that are not.. and leave the ones that are going to go to the branch, overpass it and go backwards.....
but when the branch entry is in the same direction and there is only 1 main road?
I suppose it is better to leave 1 loco in each side of the train... isn't it?
|
|
|
|
Post by japo32 on May 16, 2018 12:51:16 GMT -6
For example.. in the LS601J train that you were composing.. the KRS cars are behind.. that is no problem for KRS industry as you can entry from behind, uncouple and leave. No problem. BUT on BRC industry, what do you do? if the locos are facing East.. the entry is east also, so you cannot go backwards. How do you deal with this and 84L, SUN, GRN, HOC and FTL? you could do it when return so you change locomotives to the West, but you ordered all cars to leave from West to East...
|
|
|
|
Post by survivorsean on May 16, 2018 15:55:09 GMT -6
Normally in that case what they call trailing point switches are straight forward. That's because you back in grab cars and then swap them with the drop offs.
Facing point switches need one of the run around tracks. So in the example there is only a few industries at the head end with 1 facing point. Normally I like to block myself because everyone finds their way of doing things. But if it was a blocked train already set for me in that order I'd pull down. The facing point industry should be close enough to where it is in the train so you use the nearest runaround track. Drop off the cars you want to shove in the siding portion. Then head back down the main portion with the rest of the train. Come back forward after releasing the rest of the train with parking brakes as needed. Then push the cars up the line to the industry to work from it there. If cars were picked up leave those in the siding as you run through, then head forward.
It's hard to explain in words but I'll see if I can find something that doesn't tax my mind to explain. Some of the LA switching I was doing this past week involved similar moves though I did have longer runarounds and no pickups.
Thanks
Sean
|
|
|
|
Post by Ski on May 16, 2018 16:03:17 GMT -6
Thanks for the reply Sean. I just posted another video in the video training series thread to try and answer this question as well.
-Ski
|
|
|
|
Post by carlsbadrailfan on May 18, 2018 12:07:47 GMT -6
I was thinking that you should do a video on how to hump each different train car symbol. Especially at BAR because I don't understand where the LCAL0101 train cars go.
|
|
|
|
Post by Ski on May 18, 2018 13:40:07 GMT -6
Thanks for the idea, I will work on putting together a video for this.
-Ski
|
|
SMRY
New Member
Posts: 27 
|
Post by SMRY on May 18, 2018 19:21:50 GMT -6
During my RR days & some of our last duties prior to retirement were PickUps/SetOuts along a 52 mile stretch. In the case of having industry along the way, both directions, as we traveled both directions usually in a days time.. We often setup our trn a day ahead, or, morning before heading out.. We arranged our trn by order of setout 1 direction, followed by order of SetOut for the return trip... Those needing to be dropped on the return portion we either pulled the entire rt, or setout at sidings able to fit them, then picked-up on the return leg of our trip, with SetOuts to follow til our trip completed. Some days with so much work needing to be preformed in 1 direction would outlaw & allow next crew to either continue on, &, or, preform the return leg of trip. Hell, some days we'd outlaw at indy, or, chosen siding, tie down for the day/night, pickup where we left off next day... With the farthest point from our duty station being IC point often found our trn pulling cars needing to make the entire trip over the line both directions, thus those were placed at the rear portion of our trn.. We most often had to at the very least make IC point if nothing else. Industry along the line were often setup so they had 1/2-day safety margin for spotting of cars, but, at all costs, we'd best make IC point, or, heads would roll... Another consideration we had to contend with ... we were lucky enough at IC point to have a wye, thus able to use it stick with same loco both directions, other times we just moved our gear to next eng for return trip. during some of the trips it would be asked by the mech dept to stick with same eng for they wished to wear wheel treads more evenly, trying to avoid having to turn the tread, which can be rather involved. Everyday was something new, &, more often than not, things popped-up not planned for, having to leave trailing unit(s) behind at IC point as suddenly going away for other duties/repairs/lease elsewhere, was somewhat of a regular unplanned moment. We most often tried our best to operate SHF, but, other reasons would pop-up insisting we travel LHF, sometimes 1 direction, other times the entire journey LHF. My early days was only HH thus visibility wasn't much of a choice so to speak... Hopefully of help, least spark own methods for various crews....
|
|
|
|
Post by survivorsean on May 19, 2018 11:13:18 GMT -6
Yeah for me I've always found in what I've switched in the sim (obviously not real world) when I either should block, or had time to was the following. Head end blocked for trailing switch industries and the facing point industries to the rear. Of course in the one example having very little room at the far end would need exact locations such as last industry on the very first block of head end etc. Most cases the order wasn't that important, only when run arounds that were tight or difficult involved extra planning before heading out.
Edison for example would often work well to have the very last block for King Pak and that 2nd last industry (I forget the name) but everything else worked fine due to long sidings for run arounds. TEH, Lone Pine, Oak Creek ditto not to mention short runs from the yard. The industrial switching makes things more interesting but it as well can be managed. Again usually no wrong way, but having at least an example in the videos here or some way is better than no way or clue at all. I used to like the first siding on Buttonwillow to park as much cars as I could. If I could block have the trailing industries in order like the video mentions.
I think the key to having order of industry vs order of head end ease all depends on how much turn room. If you can run around easily having your switching as much to the head end as possible will save you time. But if you don't have all the room like Buttonwillow etc. some times setting up ahead of time makes things much speedier. Even the industries out of BNSF BAK for SJVR along the branches I recall how blocking was pretty much a necessity or else you would be wasting way too much time fiddling around on the spurs.
Thanks
Sean
|
|
