Fwd: (erielack) Hostler's rules

[Smtimko_@_aol.com]

Paul
 
Yes, the Cleveland Power Control Supervisor worked with the terminals at  
Chicago and Croxton and determined the amount of power required for the hot PB  
trains.  The Chief Dispatchers at Marion and Hoboken were in on the  
information, but ultimately, it was usually a set routine, ACX-99 power to  XXXXXX,, 
CX-99 power to XXXXXX, NY-99 power to XXXXXX.
 
We usually didn't call out crews and power to shove trains on the EL, other  
than the assigned pusher districts on the east end.  If and when a train  
stalled, they either doubled or a following train would cut off and shove the  
train over the hill.  The traffic was dense enough that waiting for a  following 
train usually worked.  Sometimes, at places such as Stony Point,  if a 
westbound stalled, you cut an eastbound off to go down and assist.
 
SMT


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From: "Tupaczewski, Paul R (Paul)" <paultup_@_lucent.com>
To: "'Smtimko_@_aol.com'" <Smtimko@aol.com>, erielack@lists.elhts.org
Subject: RE: (erielack) Hostler's rules
Date: Tue, 14 Mar 2006 14:14:43 -0500
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Steve,
 
Good stuff!
 
You mention "other than at Croxton and Chicago" - so that means Cleveland was the one who told those two terminals what units would go on what train? Or did the Chief Train Dispatcher do this?  And when a train stalled and emergency power had to be called out, how did this screw up either the CTD or the Power Desk?
 
    - Paul
 

- -----Original Message-----
From: Smtimko_@_aol.com [mailto:Smtimko@aol.com]
Sent: Tuesday, March 14, 2006 2:11 PM
To: paultup_@_lucent.com; erielack@lists.elhts.org
Subject: Re: (erielack) Hostler's rules



Paul and list:
 
Power Control in Cleveland was responsible to make certain that there was enough power at points to operate trains, as required.  For the most part, other than at Croxton and Chicago, they did not assign specific units to the trains.  That was the job of the Chief Train Dispatcher on each division.
 
There were cycles, such as ACX-99's power at Chicago would go to the next NY-98, etc.  Locomotive sets with a unit required at Marion Shop would usually change at Marion.  Sets with a unit required at Hornell would usually change off at Meadville.  For instance, the NY-98 would operate into Meadville with two SD-45's and a GP-35.  If one of the units were scheduled to Hornell for some work, those three units would come off at Meadville and another set of three or four units would be added.  The Hornell units would work to Hornell on HF-98.  Meadville was a busy place as most locomotive consists went to the shop to be carved up.  Exceptions---BM-7 would run with four GP-7 Buffalo Yard Units and they would turn back on RC-98.  CM-2 from Cleveland would run with one 1800 and it would turn back on MC-1.  Of course, there were always exceptions to the rule.  MC-1 may operate with one 1800 and have four RS-3's along to drop at Brier Hill for a Shenango Turn or some other move.
 
Points like Brier Hill, the CTD worked with the shop and the yardmasters and ordered trains to Cleveland, etc., when power was available, such as 3 1800's for an mty train to North Randall and turn on a loaded ore train.
 
SMT



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