David C. Crammer
                                        12640 Cowley
                                        Downey, Ca. 90242
                                        (310) 861-8682

Article on Santa Fe's Hobart Yard that appeared in the
September/October 1995 issue of Rail Classics.  To subscribe to Rail
Classics call 818-760-8983.


     Running a modern intermodal yard demands strategy, information,
equipment, and highly skilled personnel at all aspects to ensure
that everything flows towards the end result of moving cargo as
quickly and safely as possible.  If containers or trailers, either
inbound or outbound, become blocked the yard can choke with
inevitable tieups keeping trains from leaving the yard on time. Part
of the problem faced by yards at major terminals is the space
available to expand to meet the increased demand for rail services.
More and more  customers have come to  rely on the intermodal for
servicing customers on the other side of the country.  This is the
situation presented for the Santa Fe at its Hobart Yard in East Los
Angeles at the junction of the 710 and 5 freeways.   Both the yard
and Union Pacific's Hobart Tower at its western end are named for
the town of Hobart which was years ago gobbled up by the City of
Vernon.  Limited expansion for storage across 26th street on the
south side of the yard is being negotiated but the actual yard area
where switching, loading and unloading takes place will probably
remain static but car spots will be expanded from 350 to 550 places.
To deal with this track configurations have been changed including
the elimination of freight switching which has been transferred to
Barstow and the rails spaced to facilitate container and trailer
loading.  Increased usage will mean additional changes in the near
future and the routes of previous tracks can still be seen as scars
on the asphalt covering the yard.
     To successfully maneuver around all of the potential pitfalls
to on time departure information and planning are the essential
tools.  The ability to anticipate what will be arriving from the
east on inbound trains that will have to be unloaded and departed
from the yard is half of the equation.  The other half takes into
account what will be arriving from ships still at sea and from local
customers that must be loaded.  As  containers and trailers pass
each other into and out of the yard paperwork must be updated to
ensure that everything is headed for the proper  destination.  At
the  same time the engines and cars that have brought in the
westbounds and will be leaving with the eastbounds must be inspected
and serviced with the maximum of efficiency in the minimum amount of
time.
     Planning at Hobart Yard begins at the administration tower just
west of diesel service at the foot of the intermodal yard.  Here
Director of Terminal Services Kevin Harrington and Hub Manager Tom
Eison oversee the general operation.  The tower building handles the
rail operations, intermodal business, provides a check point, and
handles the clerical aspects.  From the third floor of the tower the
planners and those running the current progress can not only look
out over the entire yard but have on hand the computers, faxes, and
phones to stay informed of what they will be have on the deck in 24
to 48 hours ahead of time.  Weekends are usually the busiest period
since this is when the steamship companies are scheduled to arrive
and dock at the harbor.  While this can vary due to storms or other
breakdowns along their route Friday, Saturday, and Sunday mean
containers arriving from Hyundai, NOL, OOCL, APL, and Mitsui are
brought in by truck.  K-Line containers that are unloaded at Long
Beach's ITS (International Transportation Services-a subsidiary of
K-Line) Yard are mostly loaded dockside and do not reflect as much
on the volume at Hobart though a portion are drayed to the yard but
K-Line containers unloaded at Mitsui's Trapac Yard in Wilmington
must be drayed to the yard and loaded there.  The unit container
train from Maersk is also loaded onto the cars on dock.  For the on
dock loading Hobart is responsible for handling the paper work.
Maersk or K-Line's ITS sends up their "Kill Sheet" with a list of
the containers so that they can be "ramped" (entered in the
computer) and a "wheel" (list of the containers and cars) can be
printed out.  All of this is necessary because the train crew must
carry a list of their manifest and any HAZMAT instructions.  The
information will also be in the computer available to anyone with
access.  Of course the amount of on dock/near dock loading  is
subject to change as more and more carriers are finding this
increasingly attractive to their operation.  During the independent
truckers strike at the Harbor complex in 1993 the LBCT (Long Beach
Container Terminal) used its on dock tracks for the first time to
get containers out of Long Beach Harbor but has gone back to using
the drayage method.  Trains coming out of the harbor may have to be
broken if oversized or added to if undersized before allowing them
to continue east.  Trains running through to the harbor pick up a
new crew at Hobart while those headed east may take them all the way
to Barstow before a crew change is necessary.
     Hobart also handles third party shippers such as UPS and JB
Hunt which have taken advantage of rails to relieve the stress on
long haul trucking and handle the short haul portion at the
terminals at either end of the route.  All of these add to the
volume that must be anticipated and handled every day, every week,
and every month year in and year out.
     Planning for ships still at sea begins as the ship lines
contact Topeka (which does all of the billing for the Santa Fe
railroad) and a projection is sent to Hobart 72 hours in advance.
This advance billing also provides the data that will remain
suspended in the computer system until the container actually
arrives at the gate.  Once the container shows up at the gate it is
entered in the "Load Sheet".  This updating on what is coming allows
them to anticipate the need to break a train into sections because
cargo that needs to be handled will exceed the standards for a
single train.  The size and weight of containers must also added
into this picture as well as the destination so that containers can
be assigned to the appropriate block for dropping off enroute with a
minimum of disruption. Because of height restrictions at tunnels the
combination may only be a low box and a high box trains headed north
over Tehachapi.  45' containers are always high cube and also some
40's (20' containers are always low cube) so this must be known in
advance to figure out the loading strategy.  Weight is also a
loading factor so to avoid overloading the car's limits the
information also includes each container's weight in kilograms.
     Santa Fe has two standards for its intermodal trains with lower
level intermodal 7,000 feet, 7000 tons, and the premium level such
as "Q" trains with 60 to 65 cars and 4,000 to 4,500 tons.  "Well"
cars with double stacks run on the "Q" trains result in a shorter
train because they weigh more than trailers.  Double stacks also
allow the customer to save on rates since more can be shipped but
this must be set off against the higher fuel costs due to the weight
of the train. One advantage of double stacks regarding fuel
conservation is that with less undulations than trailers double
stacks when properly  spaced  have a decreased wind resistance.
Weight, length, wind resistance, and destination are all part of the
problem faced by the planners.  The happy balance is achieved by
meeting customer demand for fast efficient service and still
allowing the railroad to make money.
     Part of the information of what to anticipate from inbound
trains is available to the planners over the computer from which
they can pull up a "wheel" on any train in the system.  The "wheel"
lists the actual inventory traveling on a train and is updated to
take into account any switch outs or added blocks along the way.  To
follow all of the different elements they take advantage of two
boards hanging on the western wall in the tower.  On the board on
the right are listed the trains which will be arriving and departing
Hobart.  Blue magnetic makers carry the names of the trains in large
black letters such as QNYLA (Quality New York/Los Angeles), BHLA
(Birmingham, Alabama/Los Angeles), etc.  Outbound are lettered on
white placards such as the QLANY2 (2nd section of the Quality Los
Angeles/New York).  On the left board on the left side is the status
of the tracks with their projected length in cars.  On the inbound
section on the right side of this board trains are placed on the
appropriate line with the expected arrival time inked in by magic
marker.  The BHLA-1 is coming in with 49 cars with a length of 89
feet per car.  With its combination of stack and conventional flat
cars space must be anticipated for it in the yard even though it is
not due in until 0430 the next morning.  The configuration of the
cars is important because among the items considered of the planners
are arrival time, track space, types of cars, and outbound volume.
The cars coming in from Birmingham may be used for an outbound
Chicago train depending on train needs.  The Chicago bound train may
be taking out 48' containers  needing large well cars and knowing
where to spot them allows the road power to do the job saving
switching time.  Car lengths may  also vary because flatcars come in
tenpacks (ten flat cars linked together as a set), sets of five,
sets of three, or single cars.  knowing the combination in advance
is important.  Of course bad orders may break the car length and
need to be replaced if they cannot be repaired in time which is why
Trailer Train (TTX) leases two of the rip track tracks and a portion
of a third from Santa Fe.  For those where repairs can be made in
place the car dept repair truck is ready with a torch for light
welding and replacement parts.  A vertically hung bad order card
designating a light repair (horizontal mounted cards indicate a need
for the one spot) may read "Hand rail broken - unit D north side
track 4442 car #72757" and in chalk next to the card "HH BRO ->".
The repair crew replaces the hand hold which requires some use of
the welding torch to bend the new one out from the frame and then
the card is removed and the repair noted.
     On the "Hobart Yard: RED/GREEN LIGHT CONTROL"  computer screen
reading from east to west the status of the tracks are reflected as
"live tracks", where switching is taking place,  in green. Those
that have been sealed off because work is being performed are shown
as red.  A glance at the screen by the trainmaster, yardmaster, or
anyone else concerned  gives an immediate status update.  Below the
colored track diagram is an additional text with more information.
This track status can be changed by authorization over the radio
from the ramp foreman stating that the track is now ready to go
live.  These tracks in the yard are divided into mostly COFC
(container on flatcar) on the east end and both COFC and TOFC
(trailer on flatcar) on the west end.  Track lengths vary in the
different sections (One of the plans for the future is to make the
tracks uniform in length).
     Because of the advance planning incoming trains go direct to
their designated spot and if the load is urgent to the customer a
specific container or trailer may be unloaded first.  Knowing in
advance where the cars will be placed in the yard and with the need
to turn the trains quickly containers or trailers can  be placed
next to the future site of  the cars.  As soon as the cars are
unloaded and inspected they can immediately be reloaded.  This is
particularly important for dedicated trains such as the APL.
Creativity in loading and unloading means that even if the train is
late in arriving or a ship is delayed it is still possible to speed
things up and get them headed out on time.  Storms at sea are not
the only reasons cargo can arrive late at the yard.  Freeway tieups
and labor problems dockside must also be factored in making life
interesting.
     To assist in speeding the operation  the yard setup allows a
truck to bring in a load, take it directly trackside to be loaded,
and immediately leave with another or at remove its chassis saving
parking space and also avoiding a "bobtail" move where one of the
directions is made without a load.  This is also important for the
43 hostler tractors that work the yard so that they can keep moving
as efficiently as possible.  If they can bring out the container and
then immediately return with the chassis an extra movement is
avoided. Trucks entering the yard are monitored by camera from
inside the tower.  There is a manual inspection of the containers
and trailers and all drivers have a full face shot taken by the
camera at the checkout point and the conversation between the driver
and security is recorded.  To reduce costs and make for an easier
control of traffic flow concrete barriers that can be shifted as
needed are used. In the Union Pacific's yard on the north side of
Washington Blvd containers and trailers that are brought in by truck
are parked at designated locations and then brought into place by
hostler tractors.  SP's ICTF also uses the system of trucks dropping
their chassis and then placing them beside the cars with the hostler
tractors however at ICTF this is limited to containers with trailers
an unusual event.  At Hobart on the South side of Washington Blvd
trucks from the outside may be directed trackside next to the car to
be lifted off or loaded onto their chassis or the trailer taken
directly.  Presently there are 11 deramp tracks with the philosophy
that this has reduced parking space but has been compensated for by
a faster turn around time.  This
can be summed up in the words, "move it out of the yard!"
     The ability to pick cars off of the trucks and load them
directly onto cars can also be used to advantage with what is
referred to as the "shotgun" process of loading.  Here the
containers can be loaded according to size and weight rather than
block destination on a 7'000 foot train with everything headed for a
city like Chicago.  After the containers are in place the inspector
notes their location on the train and enters the information in the
computer "against the train."  This information will be available in
the system when the train reaches its destination so that the
receiving yard can plan how they want to deramp the train according
to customer priority.
     Another technique for getting the trains out of the yard
quickly utilizes two cranes or top loaders in what is called "dump
and scoop" while one crane is unloading  the car department
immediately inspects and the second crane  loads  containers or
trailers directly behind them.  Coordination is necessary so that
while the cranes and top loaders are doing their thing, the
inspectors are checking the cars and the unloaded containers and
trailers are hauled away and the outgoing spotted for loading.
     To implement this Hobart has on hand 8 Mijack cranes with 7
1000-R's and 1 800-R with plans to replace the 800-R with another
1000-R.  The 1000-R's are equipped with both upper and lower level
control cabs allowing the operator to sit in a position for an over
view when loading double stacks.  The raised cab also allows
containers to be spotted two deep beside the track speeding up the
operation.  In a demonstration of its new 1000-R model with the
higher cab MIJACK set a record with 57 lifts in 60 minutes in a
staged demonstration.  The yard  also has three side loaders with a
Taylor 950 and 2 Mijacks.  The side loaders can be used in a swarm
technique of loading since they do not have to straddle the track.
Because of limited space since 1988 the chassis for containers have
been stacked rather than left sitting full length on the ground.
Stacking allows 9 chassis to fit in the space of 1 and are lifted
into place by a bright red Taylor chassie hoist that butts up
against the back of the chassis while the sides are gripped and then
hydraulically lifts the chassis into the rack.  The chassis racks at
Hobart can hold 936 in the air.  Current tactics call for 40% of
those available to be on the ground for immediately availability.
     Most of the chassis are owned by specific customers or assigned
to a pool that may have multiple users.  For instance APL may use an
OOCL chassis should they run out and visa versa.  Small customers
with a limited number of chassis may need their containers flipped
to have it available immediately for an outgoing load.  Obviously
with 600,000 lifts per year a large supply of chassis must be
available.  Where five years ago lifts were at 38,000 per month it
has now reached the 50,000 per month figure.   Flips are done in the
northeast corner of the yard using a MIJACK CH70 Port Packer.  For
instance NOL cannot leave its chassis in the yard and so if it is
not being loaded immediately it must be flipped.  The truck pulls
the chassis under the packer's boom and the arms slide out to the
appropriate length and lifts of the container.  A neutral chassis is
then brought up by a hostler tractor, the container reloaded and
taken to a lot while the original chassis leaves in search of
another load.
     All of these lifts and the hostler tractors are handled by ITS
which is not to be confused with the K-Line Yard.  Located in a
building just east of diesel service this ITS translates as "In
Terminal Services". ITS contracted to do the lifts at Hobart in
April 1990.  Based out of Hazelcrest, Illinois it has as a parent
company  MIJACK Products which builds the cranes.  ITS runs
approximately 30 terminals in the U.S.  and Columbia, South America
and is expanding to other South American countries as well as
Australia.  Its function is to design, build and run intermodal
yards for the contracting railroads.  ITS also handles the lifts at
UP's yard and while the hostler tractors in both yards may be
switched back and forth on an as needed basis the personnel are
specific to the yard.  Besides contractual reasons it also serves as
a safety measure so that people use to a specific yard or railroads
rulebook work exclusively there to avoid confusion.
     Working with the tower ITS managers such as Tom Alley, Reggie
Webster, or Tim Smith coordinate on the inbound and outbound as to
what will best suit the customer's needs.  The train coordinator
assigns the container through the computer with the "load sheet"
giving him the destination and turns out a load list with assignment
for the drivers as to where the container is to be spotted.  Working
three shifts seven days a week are 20 ITS managers and 163 hourly
employees supplied by the Teamsters Union.  Labor is allocated over
the shifts depending on the train makeup schedule with a core of
regularly scheduled and those who are available on a two hour
notice.  These do the pulling, spotting, and actual loading.
     For instance on March 12, 1994 the APL train was scheduled to
dock in Los Angeles in the afternoon.  The ship was scheduled to
unload 800 FEU's (forty foot equivalents) which would be allocated
among the various train yards and drayed to their locations.  77
truck drivers contracted for by APL would be doing the draying to
Hobart which was scheduled to receive 212 FEU's which were due to go
out as priority on the APL train on 22 stack cars (sets of 5)
scheduled to depart at 3am to Chicago and points east. Other trains
will also be taking  APL containers  such as the 891 (LA to
Chicago).  Following the load sheet the drivers will be directed as
to where to drop the chassis and they will return to the harbor for
another load.  The chassis will remain beside the track after they
are unloaded and when the inbound APL arrives it will be spotted on
the same track and the containers loaded onto the parked chassis to
repeat the process with the drivers picking up at trackside.
     Trucks coming into the yard may also be directed to park their
chassis.  At the inbound gate a Hyundai employee such as Isabel
Munoz may act as dispatcher and being bilingual in English and
Spanish is a must for this position since most of the drivers speak
Spanish.  The containers passing through the gate are chalked as to
destination by the clerks on both angles of one of the front
corners.  A Hyundai container with "CRO" on the side is bound for
Croxton and is directed to track #4432 while one marked "MOBILE" is
sent to lot #6.  Containers and trailers that are parked rather than
immediately taken trackside are tracked by "Lot Checkers" such as
Mike Coulter who enters the number and location of parked units on
his hand held INTERMECH which sends its information to be picked up
by one of the four receiver  stations in the yard and is transferred
to the main computer to provide real time inventory.  This allows
the tower and ITS to locate any container and trailer in the yard.
HYUNDAI containers in and out of the yard will number around 800 on
a typical Saturday.
     From the tower the trainmaster and yardmaster can look out the
large window facing east and take advantage of the 11x80 binoculars
to keep an eye on the operation.  The Yardmaster  can look up from
his computer and from this perch survey the entire yard.  The Mijack
cranes have a large white square on the upper right with a large
black number.  The tracks have their own numeral designation along
with a light system with a red lamp indicating the track as dead and
a blue light for live.  These are also protected by a metal frame
painted red on the bottom and yellow on top to increase their
visibility and to keep them from being damaged by hostler tractors
or trucks running into them.  From the tower diesel service is on
the left and we can look out and see a top loader working well cars
on the SLACH/8 on track #3858 protected by its red light. This is
destined for Kansas City/east st.  Louis/Chicago.  Over on our right
Mijacks #7 and #10 are unloading pig trains with #7 on track #3857
and #10 on #3852.  The yard is divided into the old yard and new
yard with #3851-3858 tracks in the new yard closest to the tower and
#4430W-4432E tracks on the eastern portion.
          How are these lifts made?  The hostler tractor or
          customers truck pulls up with the container on its
          chassis.  The twist lock is released so that it can be
          lifted off.  With the containers on their chassis parked
          next to the well cars the crane moves into position.  The
          operator lowers the grapple that is fixed to two booms.
          As he lowers he is also adjusting the side movements and
          aiming the twist locks for the holes on the container.
          Once the grabble is flat on the container, meaning that
          the twist locks are in place in the holes, the sensor on
          the crane turns on a yellow light replacing the red light
          that had been on indicating that the grapple had not been
          in position.  He hits the twist lock function and if all
          four locks are correct he gets a green light.  With the
          green light signalling the container is correctly held he
          begins to hoist and then traverse and continues to hoist
          and traverse until the container is over the car or bottom
          container(s).  Once he lowers the container the yellow
          light again comes on signalling that the container is at
          rest and there is no space between the grapple and the
          container top.  Only with the yellow light on can he lock
          or unlock which he now does raising the grapple and
          prepares to repeat the performance with another container.
     For trailers the Mijack sports four legs on the side of the
boom which swing out and then under the trailer with large pads
placed under and against the side.  These are guided by a chain that
hangs from the boom allowing the operator to check the clearance for
the legs.  On the bottom left of the control panel for the trailer
lift.  The switch has four positions on the top "rotate up", bottom
"rotate down", left "clamp", and right "unclamp".  with the switch
in rotate down first the right legs descend and then the left two.
As they align with the bottom the operator switches to the clamp
position and the legs pull in to grip the trailer being careful to
have the supports properly balanced for the load.  While the
containers cannot slip from their four point twist lock hold the
trailer could shift in the arms.  Once held the trailer is lifted
either onto the flatcar or to the deck.  The switch is placed in the
unclamp position pulling the legs away from the side and then they
are raised left first and then the right and the boom retracted.
Side loaders act similar with the containers as they use the twist
lock configuration on what looks like a large fork lift mechanism
and then place the container in the appropriate spot.  This requires
more cooperation between truck/tractor and lift operator.  The
chassis pulls under the raised lift and the container is lifted off
allowing the truck to continue.  The tie down man who works along
with the top loader operator signals the position from on top the
well car and then turns the twist lock to tie everything in place.
These different methods of operation illustrate the point that there
is no one correct or set way of operating.  It is up to the
trainmaster, yardmaster, and planner to coordinate with ITS to
figure out the most efficient method for each individual situation.
Containers may even be stacked on the ground in anticipation of the
train's arrival and the chassis taken back to be racked.  Of course
this is only practical if you know the train is going to be loading
immediately.
     When everything is loaded it is time for car inspector, such as
Bob Halterman, to set hand brakes and then check the air to make
sure there are no leaks in the line.  While he is doing this the
train crew is busy picking up it orders in the conductors lobby in
the ground floor of the tower.  The track warrant and train list
they tear off from the printer reads, "Track Warrant # __________ to
engine # ____________".  Listing speed restrictions along their
route.  The train list gives the total cars, what the cars are,
restricted cars, hazardous materials, FRA codes, total tonnage,
weight/length of the cars, and total tonnage per operative brake.
For UPS  they receive a separate envelope with information on all of
the hazardous materials in their trailers.  After a  call over to
diesel service to find out what power they will be using they call
the dispatcher for the San Bernadino Subdivision with the unit
numbers and receive the instructions, "Can put unit #3816 on track
warrant #_________."  Next is the short ride in the Rezenberger van
over to diesel service.  On 1-19-94 the crew for the 1st section of
the QLANY consisted of Conductor Tim Graham, Engineer Andrew
Hernandez, and student engineer Craig Honts.  They will be taking
the QLANY as far as Barstow where they will turn it over to another
crew.  If there were only one section of the QLANY they might be
picking up a block at "A" Yard in San Bernadino but today there is a
second section so they have a straight shot.  Power on the head end
is GP50 3816.  They check in with trainmaster John Hynes and then
get permission to leave from diesel service.  Exiting Diesel service
involves passing over the run through variable or flop over switches
on the east end.  Diesel service at Hobart is designed to work from
west to east so that units enter on the west end after dropping off
their cars and then exit on the east end to position themselves for
an eastbound departure.  With the old Pasadena Subdivision now taken
over by Metrolink all trains enter and exit over what used to be
called the San Bernadino Subdivision.
     If ITS has a green (blue) light on the track and the  flag from
the car department has been removed the units back up against their
train.  Once connected one of the trainmen or a herder walks the
train to make sure that all brakes have been released. On a long
train they call the tower to get permission to double over and when
everything is connected and inspected the ETD is hung on the rear.
With this in place a call over the radio to the rear end gets the
ETD number so that readings can be compared.
     From the rear end, "I'm showing 85 lbs."
     From the cab, "We have a match at 85 lbs."
     At over 75 lbs the car man on the rear end calls, "QLANY set
     the brakes."
     The brake pipe pressure is reduced by 20 lbs and 45 seconds
     after the air stops exhausting the "pressure maintaining
     feature" is cut off from the rest of the train.  There is
     another 45 second pause and then using a stopwatch leakage is
     monitored.  If leakage on the line exceeds more than 5 lbs in
     one minute the train cannot depart until it is corrected.  If
     everything is ok the car man states, "You have a good set on
     rear, release when ready."  When pressure is a minimum of 5 lbs
     on the rear car, "Highball on the air (successful air test)."
     The crew calls the yard if they are not hanging out onto the
main because of train length or if already on the main call the
dispatcher who gives an, "OK depart."  Once on the way they call
Redondo tower to give the departure information on the train.
Redondo Tower handles this for the dispatcher to on moth arriving
and departing trains to help relieve on the paperwork.  Once under
way another train has successfully been departed from Hobart Yard.
     Yard design is always an ongoing process with railroads who are
attempting to meet the current situation presents.  With the old
Pasadena sub now dedicated to commuter traffic all inbound trains
come in over the San Bernadino Subdivision.  Due to their length
they can  present a logistical problem due to Amtrak operations on
the main line.  Incoming container traffic may be to long to leave
part of their train on one track and  have to double or triple back.
The resulting movement fouls the mainline which could result in
delaying an Amtrak which result in penalty fees.  Because of this
Hobart Tower may have to hold the train being yarded till the
approaching Amtrak has cleared.  Trains exiting the west end trip a
circuit sounding a buzzer in the tower to alert the operator that a
move is encroaching on its territory.  Those wishing to enter the
main from the west end of the yard must first obtain permission over
the radio and the tower operator sets the switch allowing them
access.  Should a Santa Fe switch movement not proceed far enough
out to trip the switch (at least four car lengths) it will take five
minutes before the time delay lock will allow itself to be reset.
This built in factor prevents an accidental switch change from
derailing a train passing over it but failure to execute the move
correctly can result in delay.
     Storage has always been a problem for intermodal operations as
witness the expansion out to the side of Southern Pacific's ICTF
Yard.  SP's yard had the advantage of being designed specifically
for container traffic from the ground up while Santa Fe and UP have
modified their yards to handle the new technology.  UP's East LA
Yard has also started stacking chassis to free up more room since
they have increased number of trailers that are  loaded in their
yard.
     Other options under consideration are how drayage access into
Hobart can be improved making it easier for trucks to enter and
exit.  Parking configurations are undergoing studies to see how they
can be changed and diesel service may be relocated to avoid having
units crossing over the middle of the yard.
     One of Santa Fe's latest projects which they are implementing
is a computer program to enhance customer service in scheduling and
tracking units (In railfan parlance a unit is a locomotive but the
language of railroading it refers to what carries the goods be it
tank cars, box cars, trailers, or containers).  Adding onto the
present train operating program it allows customer goals to be
addressed in terms of time and location measurement.  Every unit
receives a trip plan from point of origin to destination.  This
takes into account loading, switch movements, transfer of blocks to
other trains, etc.  When the container or trailer is loaded on the
flatcar the clock starts ticking.  Should  maintenance-of-way have a
window for work in New Mexico from 10am till noon causing a two hour
delay in a train traveling from Los Angeles to Chicago and the
computer show that the train the unit is on will be at the point in
New Mexico where the delay will be experienced this can be reflected
in the program to see if a way can be worked around it or the
customer notified of the problem.  By tracking each unit in the time
it takes at each stage of its trip and knowing where it will be at
each stage of the estimated 56 hour trip to Chicago customer goals
can be satisfied whether they have contracted for Premium, regular,
or standby service they will be getting the Santa Fe treatment.
     All of these are aspects of what goes into making an intermodal
facility function.  Truck drivers, lift operators, hostler tractors,
yard masters squinting through binoculars are all part of what it
takes to send trains across the country.  The operations in the yard
are usually unheralded by the railfans but this is really what
railroading is all about.
    Thanks to Kevin Harrington, Warren Wysong, Pat Egan, Tom Alley,
Tom Eison, and Mike Martin for explaining what it takes to get the
job done.