Dispatching

The train dispatcher uses a train sheet as a work sheet to keep track of trains and engines that operate on his/her territory.  Since I model a portion of the Clearwater Sub, I have made up a train sheet that is very similar to those used by CN.  The prototype train sheets were printed on a card stock to make them more durable and a new one was used every day.  Each dispatcher would sign the train sheet in the space provided at the top right hand portion.  Other information was also included, such as the current Time Table in effect, the day of the week and date, and any abnormalities that occurred, like broken rails, derailments, crossing accidents, etc.

The center of the sheet was taken from the current Time Table and included station names, mileages, yard limits, if any, train order office signals and siding capacities.

Each column on either side of the station information was for a train that operated on the  subdivision.  The dispatcher would enter the first class trains closest to the center as they would be found in the Time Table.  On my example, No 1 and No 163 would be found just to the left of the station column and No 164 and No 2 to the right of the station column.  Then extra trains would be added in chronological order from the center to the outside.  Work trains and local trains operating as turns would be placed to the very outside.  

The top row (diagonal lines) was the place where the conductor and engineers names would be recorded.  The next row was for the train designation such as 1, 2, EXTRA or WORK.  We had a rubber stamp with the word EXTRA and a red stamp pad.  When the train was cleared, the extra stamp would be used in that location.  The next three rows were used for unit numbers (except for a work train.  The first unit row was used for the EXTRA stamp).  If there were too many unit numbers to fit in theses spaces, the balance of the units could be found at the bottom of the sheet below that column.  

After the motive power rows, there was a row for loads and empties, arriving or departing, depending upon the direction.  The next row was for the tonnage associated with those loads and empties.  The next row was for the ordered time, then the next row was for the off duty time.

After the station names, at the bottom of the sheet, was another row for the loads and empties, arriving or departing, and the tonnage.  The final row was for the train length (usually the departing length).

Yard Operations at Kamloops Jct and the Clearwater Sub wayfreights

Working the Yard

We all have our own ideas about how to switch our layouts.  I have taken my ideas from my career of 22 years working for CN in Alberta.  While my operating scheme does not exactly replicate that of the prototype in Kamloops Jct, it does provide the opportunity to build and operate trains that "could have" run. 

These instructions have been issued to assist the Yardmaster to keep Kamloops Jct fluid and operate the wayfreights and yard assignments on time.

Yardmaster notes

Marshalling instructions:

570  Armstrong cars on head end, then everything else (Vernon, Lumby, Kelowna, etc).  Wooden caboose is normal and train departs westbound/southbound with crew arriving on 569.  This should be the first train built after midnight when the chip cars have arrived from Thornton Yard (usually on 410 or 404).

562  Log cars, chip cars, any other Vavenby cars, then Exlou cars on tail end because of a runaround move to spot and lift at Exlou.  Wooden caboose is normal and train departs eastbound.

564  Any Avola cars.  Wooden caboose is normal and train departs eastbound ahead of 562.

417  Ashcroft, Boston Bar, then any other west cars.  Cab can be changed out if it will speed up operations.  417 arrives with mostly Kamloops traffic and departs with all west traffic offering, including west cars arriving on the train.

314XK  Any east traffic offering up to a maximum of 15 cars (not including the caboose).  If there is traffic at Avola to lift, train will leave Kamloops Jct small enough to pick up Avola. 

410 will arrive with traffic for Kamloops Jct.  Fill with east traffic to a maximum of 15 cars (not including the caboose).  This train may also lift Avola, if required.

201 will setout traffic for Kamloops Jct and will depart.  The only cars that can be picked up are those destined to Chilliwack.

The Wayfreights of the Clearwater Sub

562

This train switches all industries and spurs at Exlou and Vavenby and operates as a Vavenby turn out of Kamloops Jct. 

Exlou cars departing Kamloops Jct should be on the tail end of the train to make it easier to switch at Exlou.  Both spurs at Exlou have points that face west (toward Kamloops Jct) so a runaround move is required. 

Any traffic to be lifted may be left for your return trip to Kamloops Jct so that you don’t have so many cars to deal with at Vavenby. However, the siding must be left clear when you depart.  Cars for Vavenby or Avola from Exlou should be taken to Vavenby.

I have found that switching the chip/log spur (CA23)  in Vavenby is best done when arriving as you are entering the siding.  It saves having to get extra signals from the dispatcher.

There are two tracks off the main where OCS cars can be left;  CA19  (stub ended) and CA18 (open on both ends).  Most times the track is specified on the waybill, but if there is none, either track is fine.  CA18 is also used to store lumber etys for the mill.

The loading track at the mill (CA24) has room for three bulkhead flats on the west end and two boxcars on the east end at the platform.
562  returns to Kamloops Jct with all traffic lifted from Vavenby picking up the traffic from Exlou.

564

564 switches all industries and spurs at Avola and operates as an Avola turn out of Kamloops Jct.  You may receive instructions to lift cars destined to Avola from Vavenby.

The Lafarge cement plant has its own switcher to load bulk cement in covered hoppers on track CA15.  The switcher is responsible to move loads from CA15 to CA14 and to move up to three empties from CA14 to CA15.  This usually happens prior to the arrival of 564, but could also happen when you are in town.  Unless we are short of crews, this is done by a separate crew.

It is usually easiest to switch CA10 (Imperial Oil Spur) on the main track when you arrive and then find your way to the siding.
All east traffic is to be left on CA12 for pickup by a through train later in the day.  All west, CPR and local traffic leaves with you on the train.  If there are any cars for Vavenby or Exlou, they are to be spotted on the return trip.

There was only one wayfreight on the real Clearwater Sub and it normally ran to Blue River one day and back to Kamloops Jct the next, three times a week.

Rocks, Trees and Water

Modelling British Columbia means that you will need lots of rocks and trees as well as rivers and lakes.  Mountains vary in rock types and colours and depending on how much rainfall is received can be quite arid or very humid.  Thus the vegetation can vary greatly as well. I have chosen to model Kamloops Jct, which is located in an arid area of BC.  The geography can be quite stark and it does not support the growth of much vegetation.  I will post more photos of the yard in a later blog but as you can see in the photo below, the  hills/mountains are very yellow on the backdrop at the top right.

 The rest of the layout is more forested and lush.  I will describe in another blog how I made the trees and rocks for each area.  Most of the trees were constructed by myself, although I purchase a large number of smaller evergreens from a commercial manufacturer.  Tree making is never ending, it seems.  As you are aware, mountains also mean lakes and rivers.  I have been able to include some water features as well.

Stay tuned for more articles on scenery on the CN Clearwater Sub.