Question on operations

[BRAKIE]

There are actually four “schedules” for every train. There is the base schedule, the t-plan, then every individual train gets a copy of that base schedule for itself, then there is the “working” schedule that reflects what the train is actually doing.

I’m sure the shippers/recievers is jumping for joy while wondering where their cars(s) are and when they will arrive.

That is one problem of “service scheduling” railroads is yet to overcome.

[dehusman]

I’m sure the shippers/recievers is jumping for joy while wondering where their cars(s) are and when they will arrive.

Actually they do like it because that is exactly the question that all this answers.

If you just use the t-plan or the base plan, chances are any information on when the cars will get any place will be 100% wrong. For example if the plan is for a train to take 30 hours to run from Pittsburgh to Chicago. But because your railroad is screwed up its going to take an extra 24 hours of run time to get to Chicago. And because the yards are plugged its going to take and extra 24 hours to process through the yards. By having a working schedule and the ability to add those delays into the schedule, the actual train now shows taking 78 hours to run from Pittsburgh to Chicago. If the customer looked at when a car was going to get to Chicago based on the base schedule they would think it was going to get there in 30 hours (WRONG). If they look at a car and the working schedules are used they will see that the car will get there in 78 hours (more correct).

I don’t see why you are fighting this so hard, the first computer scheduling systems have been around since the mid-late 1960’s and car scheduling has been around since the early 1970’s. Most railroads are on their 2nd-4th generation of software. The formative versions of this software was being written about the time the last steam engines were being removed from regular service.

Putting this in a model railroad perspective, its not really all that different from many model railroads.

When an owner sits down and figures out what trains he’s is going to run, when and what they are going to carry, that making a T-Plan.

When an owner uses the plan he has made to make up job cards or line ups that he gives to a train that tells an operator when his train runs and what it is supposed to do, that’

[jeffhergert]

Everytime Jeff gets paperwork for his train, there is a train summary (knicknamed a “BU”) on his paperwork that shows the working schedule of the train, how far ahead or behind it is, plus all the scheduled set outs and pickups, loads, empties, tons, feet at each location along the trip.

You know it’s not a good day when the ‘BU’ (It’s part of the old computer command to get the train summary.) says you’re figured to arrive at the other end of the run AFTER you’re 12 hours working time are up. I’ve seen that a few times, but usually we make it in. And usually with plenty of time to spare.

Jeff

[BRAKIE]

And because the yards are plugged its going to take and extra 24 hours to process through the yards.

Dave,Try up to 40 hours at some choke point terminals.

We modelers don’t have the issues real railroads have including track out of service due to a MOW work window,lack of rested crews,in some cases a shortage of locomotives. We don’t classify then run 12,000’ trains either.

We sure enough don’t follow operation and safety rules that eats time,spend time in a siding,waiting outside a yard for a inbound track to open,hit vehicles at crossings,trespassers, track speed restrictions,speed restrictions through switches and curves or have a air hose to pop 4,990 feet from the headend.

Comparing model train operation to the real thing is like comparing a duck to a goose. No where close.