received from a foreign road (one belonging to another company) and,
to that road, all of the cars in the train were Conroy cars. Similar
situations may be encountered in oversea theaters when trains are
received from port areas. The necessity for rapid port clearance to
prevent bottlenecks may require that trains be moved out of the port
area with mixed car groupings for proper classification at the next
yard on the line.
b. Determining cuts. The yardmaster's decision as to where the
cuts will be made is based on five different factors.
(1) The number of cars that can be handled efficiently by the
switching locomotives.
(2) The length of the lead track over which the cut must be
worked.
(3) The number and destinations of cars already on the various
classification tracks in the yard.
(4) The planned makeup of outbound trains.
(5) The fewest moves and the most efficient and timesaving
method he can devise to do the job.
c. Cutting information provided by a switch list. In the
completed switch list shown in figure 2.3, the yardmaster has decided
that four cuts will be required. The list now shows the following:
(1) Where each cut will be made. This is shown by the heavy
horizontal line drawn immediately below the last car in each cut.
For example, the first cut will be made between MDT 19495 and NYC
431101.
(2) The order in which each cut will be handled.
(3) The end of the yard from which each cut will be switched.
Both the switching order and the directional end of the yard are
shown in the margin alongside each cut.
(4) The destination mark of each car group.
(5) The particular track number to which each car or block of
cars will be switched.
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