Re: Outlawed equipment
On Jan 21, 2006, at 4:35 PM, Rupert and Maureen wrote:
There have been numerous posts on when certain equipment such asOn the contrary, the consent provision only made it possible for cars
in assigned service to go a short distance off-line on an adjoining RR
if their mechanical equipment was out of date. Cars in general
interchange that had not been updated were routinely rejected and the
mechanical departments of all railroads understood this. You
underestimate the thoroughness of RR bookkeeping practices; for
example, I have a list many pages long issued on Dec. 31, 1952 by the
Santa Fe's Car Department listing by class and number every car owned
by the company that had yet to be equipped with AB brakes before the
Aug. 1, 1953 deadline. That list was circulated to every yardmaster
and car shop on the system with instructions that the cars were not to
be loaded but were to be shopped as soon as possible for the
application of AB brake equipment. By 8/1/53, what few cars that might
have remained with K brakes would have been known, and would not have
been permitted to be routed off-line.
Assuming that the changes had not always been made, was there aThe policy was that cars offered in interchange with prohibited
mechanical equipment were not accepted, period, and all operating
personnel were instructed to observe that the prohibition be rigorously
carried out. That's not to say that there weren't a few instances of
outlawed cars slipping through the cracks, but in general
non-conforming cars didn't get past the first interchange point.
Were all home-road freight cars that were going off-road checked (onYes.
Were foreign cars physically checked for compliance prior toYes.
or was it the responsibility of the originating road to declare theThe penalty was that the railroad that loaded the car got it back and
had to transfer the load to another car. Needless to say, both RR
management and shippers took a dim view of such instances.
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