The Track Gang moves South
Operations
I've spent the last few days exploring the Fist District's operational possibilities. With the exception of a few mines, mills, seasonal livestock movements and a little overhead traffic, the RGS never had much business following the Silver Panic of 1893. This was a concern when I decided to build a layout based upon the 1st District during the fall of 1942 but I pressed on anyway. As it turns out, there is enough traffic with helper operations to justify Timetable and Train Order operations along with a crew of 7-10 operators. At least three train crews, a dispatcher and a yardmaster at Ridgway will be required.
Decapod Systems Caroute Version 6
I was introduced to Decapod Systems software about 25 years ago by Bob Christopherson. Bob, a well known Sn3 modeler who lived here in the Seattle area, was using Decapod System's Planned Railroad Routing on his D&RGW layout. Not long thereafter, I purchased the software and used it on several layouts. And then a few years back, Jim Botsko the owner and developer of PRR, told me about a new program he was working on. Shortly thereafter he sent me a copy of the new program along with the update I had ordered for the original program.
Caroute is a computerized version of the manual waybill/car card system originally sold by Old Line Graphics and currently available from Mico-Mark. Caroute uses a set up file and four data files; Towns, Industries, Cars and Trains to generate switch lists. Unlike the car cards from Micro-Mark that are limited to four destinations, Caroute allows for up to 20 destinations for each car.
Once the data has been created, the system will generate switch lists. The switch lists assigns cars to be moved from one location to another by specific trains that serve the appropriate industries, yards or spurs. The program stores the locations as the cars move and it assumes that the cars are physically moved to the assigned locations and stay there until the next set of switch lists are generated. The system also generates a variety of reports to include beginning and ending status (car locations), error and warning reports, data analyzers and other reports. Finally, there are nuances like train length, industry and spur capacities, layovers, whether the car is a load or not, and other factors that impact how, where and when a car moves. In other words, the program replaces all those car cards, waybills and bill boxes with a simple switch list.
Once each file is populated with data, the program moves from one operating session to the next without any additional input. The files can easily be updated and I have used the software without a hitch on 3 previous layouts.
Switch Lists
Here is one of the first test switch lists for a Ridgway to Rico extra freight on my RGS 1st District. I limited the number of cars I input into the system for my initial testing to 25. Limiting the number of cars makes it easier find errors in your data. The program allows you to reformat the output (switch list) files to make changes in the appearance of the switch list or add supplemental information. I made numerous changes using Excel to include the addition of the two columns on the far right (tonnage). More on how I use tonnage is covered in a following section.
Rolling Stock Weights
Railroads use trailing tonnage to determine how much power is needed to move a train over the line. I did a little research and decided to use the following weights to simplify tonnage and motive power requirements. Most D&RGW 30' freight cars had a 50,000 pound or 25 ton load limit but there were exceptions.
Locomotive Tonnage Ratings
The following tonnage ratings were taken from February 14, 1943 Rio Grande Southern Timetable. Of interest is the fact the ratings for both D&RGW C-21's and the one D&RGW C-25 are listed on the ratings table for the 1st District between Ridgway and Rico. They were not included for the 2nd District between Rico & Durango. As far as I can tell, neither class ever operated on the RGS. But, I have models of both so they may in fact sneak onto the layout at some point!
Note that the maximum tonnage for the Extra South listed in the above switch list is 201 tons between Matterhorn and Lizard Head. The only locomotives used on the RGS capable of handling that much tonnage, unassisted, between Vance Junction and Lizard head were the K-27's. Of course weather, condition or availability of locomotives and other factors could impact whether a second locomotive would be assigned. The RGS special instructions in the 1943 timetable provided for a lot of latitude when it came to locomotive assignments.
The Timetable
I found that when I hosted operating sessions on my old Alaska Pacific, Timetable and Train Order operations added significantly to both the challenge and enjoyment of operating the layout. Here is the current timetable for my 1st District. Note there are no times for train #371/372 (Galloping Geese) since I only have about 15% of the track in place and have not been able to set a schedule using a 4 to 1 fast clock.
Additional Forms
Form 19
Clearance
When using Train Order and Timetable operations, every train must have a clearance card issued by the originating terminal. Again, I chose to adopt the form used on my former Sn3 layout.
The Employee Timetable
The employee timetable incorporates the timetable shown above along with the special instruction and other related information. I normally provided a Alaska Pacific timetable to first time operators a week or so before the session. For the Alaska Pacific, I included a general orientation, train descriptions, estimated running times (fast clock) between stations and station plats. While I have yet to develop all the elements necessary for the 1st District Timetable, I have included a photo of the old Alaska Pacific Timetable.
Train #372 at Placerville.
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