respective tracks are added on the right side of the original
entries, and the cars added to the west end of each track are shown
on the left side. The lineup for each track in the book is now
exactly the same as the lineup of cars on each track in the yard.
This practice may vary from one railroad to another. For
example, the usual practice is to have car standings on the left side
of the page start with the cars closest to the yard office and to
enter those farthest from the office on the right side of the page.
However, some yardmasters may find it more convenient to make entries
in a reverse manner. The method shown here is thought to be more
practical for the yard illustrated in annex A.
Regardless of the method employed, the purpose is to keep an
accurate record of each track in the yard at all times. If the
entries shown on the journal page in figure 2.5 were the last to be
made before a relieving yardmaster came on duty, the information
would be transferred to a new page in the journal showing the totals
of each track as shown in figure 2.4.
2.13. OUTBOUND TRAINS
To understand the extent of the yardmaster's planning for
outbound trains, reexamine the switch list in figure 2.3 in its
entirety. In the first cut, according to the freight groupings,
there are 13 separate cuts. By counting the cuts in the track
column, however, it is evident that the yardmaster has reduced this
to 12. The second cut has two grouping classifications, yet no
switching cuts were made in the handling; consequently, one cut was
saved. In the third cut, time was saved by letting two groups go to
one track. In the last cut, two switching cuts were saved by letting
two groups go to track 13 and three groups to track 9.
The largest saving in time, however, is more apparent after the
train is switched. Examine track 9 on annex A, sheet 1, and note
that by comparing the train standing with the typical grouping area
on sheet 2, the train is in proper station order. By doubling the
cars on track 13 to the west end of track 6, and those on track 10 so
the east end of 6, another train is made up. If the yardmaster had
used separate tracks for cars of the MO, BR, SV, ELT, and CY
classifications, numerous doubles would have been necessary before
the two trains would be ready. Doubling of tracks means handling
cars twice, which often delays other crews in the second handling.
While doubling of tracks cannot be eliminated entirely, it can often
be substantially reduced by employing a little foresight.
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