Chris Walker Wrote:
-------------------------------------------------------
> At No time have I posted that I moved a Shunt loco
> without being signaled by the Shunter or on my own
> volition whilst anticipating the movement.
>
> You inferred that, only God knows why, and still
> spout it in every post so I'm guessing you are a
> Democrat and/or a close relation of Adam Schiff.
> :)
>
> from my initial post....Re: Kicking Cars @ SP’s
> Desert Yard 1990
> >
> Interesting take....we learned to anticipate the
> Shunter's move and regulate the move accordingly,
> once you knew the vagaries of the various Shunters
> and their foibles, sweet. Same with the men on the
> ground, they learned the habits of the Shunt
> Enginedrivers, whether he be old and cranky or
> young, new and learning to adjust just when they
> changed their signalling to the locomotive.
>
> We didn't have knuckle couplers but a vertical
> Hook into centre Buffer and it took some balls to
> step in and lift the hook when the loco shoved in
> for an ease-up, 40 or 50 wagons down. You really
> wanted to know your man then.
>
> Reverse was the guy's who took several attempts to
> life(sic) the hook, the savvy Enginedriver knew
> who those guys were and moved accordingly careful
> not to knock the Shunter off his feet.
> Fast runners got waved down earlier than slower
> Drivers, some just never caught on and bumbled
> their way through life, applied to both the
> traffic branch on the ground and the loco branch
> in the cab.
>
> I could relate a few instances but you probably
> wouldn't understand our lingo.
>
> Chris
> in New Zealand
>
>
> Dr Zarkoff Wrote:
> --------------------------------------------------
> -----
> > Hold on a little bit. You are conflating
> thinking
> > about what you perceive as about to happen and
> > actually acting on those thought processes. To
> put
> > it another way, you can anticipate what the
> ground
> > crew is about to do all you want, but you
> better
> > not take any actions on those thoughts until
> they
> > give you the go ahead to do anything because
> their
> > instructions might dictate movements which are
> > diametrically opposed of what you were
> expecting.
> >
> > You're also conflating the details of control
> > manipulation (throttle and brakes) with the
> > signals the crew give you, which confuses the
> > situation.
>
> It is apparent you are easily confused. Since it
> was you who wrote a text book answer that has no
> variance for anything, like gradient of backshunt,
> wet/greasy rail condition, wind strength,
> disproportionate load or other than EMD
> power....nor clasp brakeblocks vs single
> brakeblocks.
>
> > DRZarkoff wrote
>
> How to kick cars (in the US): switchman gives kick
> sign, E opens throttle to run 8 and releases
> engine brakes; switchman gives stop sign, E
> applies engine brakes (fully) and shuts off
> throttle. With double and triple cutting, you can
> switch out on the order of 300 cars per shift
> using this type of control operation (as they say,
> BTDT many times, occasionally using the 2686)
>
>
> > You're more than welcome to expound on and
> boast
> > of your train railroading skills, but don't
> expect
> > me to be impressed because I'm not.
>
> Changed your tune somewhat eh! Why don't you use
> your real name huh?
>
> >And BTW,
> > "railroad" and "railway" are essentially
> > synonymous, unless you're picking nits.
>
> Hint: I was being Sarcastic :)
> >
>
> >
> > I railroaded for over 40 years, beginning in
> 1969.
> > One of the key skills to learn was how to
> follow
> > along with the work as it progressed: what are
> we
> > going to do? switch out some cars. The
> > anticipation: going back and forth, stopping,
> > kicking cars, dropping cars, etc. When is each
> > particular move to be made and how? follow the
> > signals.
>
> >
>
>
> > > just like the Iron Ore roads in Northern
> > Australia that came hunting our Drivers back in
> > the 70's, and still do today :)
> >
> > Rio Tinto & associates have had great
> difficulty
> > retaining Aussie drivers because of the
> remoteness
> > of the Pilbara (for our readers: it's
> pronounced
> > "PILL-bra"), so they look to other countries.
> > Turnover has been high.
> >
>
> Although you would like to sound like you know
> what you're talking about, even with inserting
> pronunciation, you are wrong.
> Mount Newman came looking for NZR Drivers first
> port of call while they were building their iron
> ore line. One of the ED's from my first Depot went
> there. And they came back again some years later.
> One Reason only: because of the excellent train
> handling skills of the Kiwis vs the rest simply
> because of our freight buffer/hook drawgear
> slackage. Not because of unable to keep crews,
> that excuse came later.
>
> >
> > >Chorus girls eh, cough cough! Ahem, I'll never
> > get that image out of my head from now on.
> >
> > Well at least I've made at least one lasting
> > impression. It's a term I picked up from
> > Scientific American.
>
> Pity you didn't pick up on the comprehension tips.
> But you have made a lasting impression for sure.

And another thing. I make up for the fact that I don't have any qualifications to write about how U.S. railway operations actually work by writing longwinded posts to boost my already inflated ego and sense of self-importance, but most importantly I found where the boldface, underscore and italics buttons are.

Cheers!