Since this is my first discussion email, I apologize if I didn’t do it right.
Jim H’s article on assigned cabooses (cabeese?) got me to thinking about how many cabooses are really needed on my layout. The Sierra Central typically has a maximum of 3 frieghts out on the mainline at any one time and more typically only has two. So, with a maximum of three frieghts running and two to four at most being made up in the two main yards, theoretically I would only need six to seven cabooses. Naturally, I have ten cabooses on the railroad, not counting the kit that will be built some day. Not too bad.
However, I like Jim’s suggestion of assigning a caboose to a conductor, or in my case the engineer/conductor as only one person is assigned to run each train. I think it will add interest to the operation, especially if a caboose is in the shops for repair and the engineer has to ask a fellow crew to borrow that person’s caboose.
I should also add that all my locos are rated for pulling power up the 1.75% ruling grade on the Sierra Central. This also adds interest as the yardmasters must decide which engine or if multiple engines must be assigned to a train.
Regards,
Lou Adler
Hello Lou,
You did it just right, and as far as I’m concerned you get extra credit for signing your name!
I’m planning on doing a lot of caboose swapping on my layout, since part of it will represent the Santa Fe yards at San Bernardino. Crews there operated in two pools, the “hillbillies” who ran over the First District (Cajon Pass) to Barstow, and “valley” crews who ran to Los Angeles via the Second District (through Pasadena) or theThird District (through Riverside and Fullerton). The Santa Fe’s Coast Lines, everything west of Albuquerque, used assigned cabooses until 1955, so this will definitely be part of of my 1947-period operations.
(Just in case anyone wonders, “hillbilies” isn’t meant as a derogatory term. It’s what those railroaders called themselves!)
On other parts of the Santa Fe, assigned cabooses were the normal practice until 1966. In fact, part of the labor agreement that allowed pool operation of cabooses required the Santa Fe to upgrade the old cars – by then the road’s newest cabooses were 17 years old, and most were older than 20 years. That rebuilding program led to the bright Indian Red color scheme with the six-foot diameter Santa Fe cross, so cabooses with that look mark a clear demarcation between the old practices and the new.
The upshot of this is that if ever I don’t know what else to build, I can work on cabooses. Just this morning before work I got another one all finished except the weathering and window glass, and I have four more lined up on my workbench.
So long,
Andy
Lou,
Although I haven’t read the article (I get a copy of MR now and then at the LHS) the sense of what you say about cabooses being handled differently than say a typical 40 ft box car is right on. Even though I am building a modern day layout, I will be using cabooses, in part because they add operational interest. One thing also to remember is that a caboose is tacked onto the end of a train usually with a seperate switching move that involves only the caboose. The caboose is picked up from the caboose track and placed at the end of the train quite gently so the stove is not knocked over. While I am sure it has happened at least once, a full train should not be moved to pick up the caboose. Also having a caboose should remind the operators not to run too fast out of the yard because if the slack doesn’t run out evenly, the occupants of the caboose get a real jolt. Good Luck and enjoy your cabooses. - Ed
Since this is my first discussion email, I apologize if I didn’t do it right.
Jim H’s article on assigned cabooses (cabeese?) got me to thinking about how many cabooses are really needed on my layout. The Sierra Central typically has a maximum of 3 frieghts out on the mainline at any one time and more typically only has two. So, with a maximum of three frieghts running and two to four at most being made up in the two main yards, theoretically I would only need six to seven cabooses. Naturally, I have ten cabooses on the railroad, not counting the kit that will be built some day. Not too bad.
However, I like Jim’s suggestion of assigning a caboose to a conductor, or in my case the engineer/conductor as only one person is assigned to run each train. I think it will add interest to the operation, especially if a caboose is in the shops for repair and the engineer has to ask a fellow crew to borrow that person’s caboose.
I should also add that all my locos are rated for pulling power up the 1.75% ruling grade on the Sierra Central. This also adds interest as the yardmasters must decide which engine or if multiple engines must be assigned to a train.
Regards,
Lou Adler
Hello Lou,
You did it just right, and as far as I’m concerned you get extra credit for signing your name!
I’m planning on doing a lot of caboose swapping on my layout, since part of it will represent the Santa Fe yards at San Bernardino. Crews there operated in two pools, the “hillbillies” who ran over the First District (Cajon Pass) to Barstow, and “valley” crews who ran to Los Angeles via the Second District (through Pasadena) or theThird District (through Riverside and Fullerton). The Santa Fe’s Coast Lines, everything west of Albuquerque, used assigned cabooses until 1955, so this will definitely be part of of my 1947-period operations.
(Just in case anyone wonders, “hillbilies” isn’t meant as a derogatory term. It’s what those railroaders called themselves!)
On other parts of the Santa Fe, assigned cabooses were the normal practice until 1966. In fact, part of the labor agreement that allowed pool operation of cabooses required the Santa Fe to upgrade the old cars – by then the road’s newest cabooses were 17 years old, and most were older than 20 years. That rebuilding program led to the bright Indian Red color scheme with the six-foot diameter Santa Fe cross, so cabooses with that look mark a clear demarcation between the old practices and the new.
The upshot of this is that if ever I don’t know what else to build, I can work on cabooses. Just this morning before work I got another one all finished except the weathering and window glass, and I have four more lined up on my workbench.
So long,
Andy
Lou,
Although I haven’t read the article (I get a copy of MR now and then at the LHS) the sense of what you say about cabooses being handled differently than say a typical 40 ft box car is right on. Even though I am building a modern day layout, I will be using cabooses, in part because they add operational interest. One thing also to remember is that a caboose is tacked onto the end of a train usually with a seperate switching move that involves only the caboose. The caboose is picked up from the caboose track and placed at the end of the train quite gently so the stove is not knocked over. While I am sure it has happened at least once, a full train should not be moved to pick up the caboose. Also having a caboose should remind the operators not to run too fast out of the yard because if the slack doesn’t run out evenly, the occupants of the caboose get a real jolt. Good Luck and enjoy your cabooses. - Ed