Operations Article Page Number                        of Three
Wyoming Division Historical Society Articles Modeling the Union Pacific from Cheyenne, Wyoming to Ogden, Utah
Operations on the Wyoming Division This article describes the Wyoming Division, a very large HO layout near Sedona, AZ.  The layout is designed and built specifically to have operating sessions that simulate prototypical movements of the 485 miles from Cheyenne, Wyoming to Ogden, Utah on the Union Pacific in 1957.  The layout is housed in a 50 x 75 foot building built especially for the layout.  The building has no internal posts.  As yet there are about half the structures completed, but little scenery.  The bench work is a mushroom two level design on 9 connected benches that are not attached to the walls, so the design is a true mushroom with access to all sides of all benches.  The double track main line is 859 feet long on the layout, and including the main through staging and the staging helix the length is 1,006 feet for each main or 2,012 feet total.  Nine two-level benches are connected by a 3 turn main helix of 7 x 11 feet double track ovals with minimum radii of 36” in the center of the layout.   Another 7 x 9 foot oval helix of 5 turns connects the other two ends of the string of nine benches.  The two ends of the layout connected by the smaller helix are Cheyenne on the upper level and staging on the lower level.  Ogden is on the other end of staging opposite the small helix on the lower bench between aisles 8 and 9 (See Figures 1 and 2).  Thus beyond both Cheyenne to the east and Ogden to the west the large staging yard imitates east of Cheyenne (Chicago, Kansas City, St. Louis and beyond) and west of Ogden (Los Angeles and Oakland).  There is also a separate staging yard for Portland, Oregon under the lower level bench at the end of the Oregon Short Line (OSL), and it can be seen in Figure 3.  The OSL is hidden track from its junction with the UP main at Granger, Wyoming to the Portland staging yard and is the hidden orange track of Figure 3. The first three drawings show the track plan for the two levels plus the hidden level for the OSL. Figure 1.  Upper Level of Wyoming Division Track Plan in the 50 x 75 foot building Figure 2.  Lower Level of Wyoming Division Track Plan in the 50 x 75 foot building The layout has over 100 classic UP locomotives with 8 Big Boys, 11 Challengers, two 2-12-4’s and numerous FEF (4-8-4) and other late steam engines, as well as many early diesels and the gas turbine-electrics.  There are nearly 2,300 cars, and we run long trains of 25 to 30 freight cars or 12 passenger cars including the “City” trains of St. Louis, Portland, Los Angeles, and San Francisco plus the heavyweight Challenger and mail and express mixed trains. Staging Design Referring to Figure 2, on the lower level of the Bench between aisles 8 and 9 (Bench 8/9) is the main staging yard.  It has about 680 feet of track in 15 tracks.  It also has a center through track.  The half near the wall has 1 section for classification (left half) and 1 section for passenger train storage (right half).  The other half are for A/D (bottom right) and the stub tracks on the bottom left are for storage.  A fifth part is 5 tracks under the Cheyenne bench (0/10) which represents North Platte, Nebraska, our code name for all points east of Cheyenne.  After west bound trains are made up in classification, they may be stored in “NP” for later transport up the smaller helix to Cheyenne by the “Nebraska Job crew.”  East bound trains arriving in Cheyenne are taken down to “NP” by this crew also. The Oregon Short Line (OSL) from Granger, Wyoming runs to a separate staging yard which represents Portland, Oregon.  It is shown in Figure 3 as the orange tracks, a 168 foot branch line that leaves the “sceniced” part of the layout through a mouse hole and makes a broad 180 degree turn as hidden track at the edge of several benches to the 9 track Portland staging.  There is a turning loop under the main helix and back into the yard from the far side.  This arrangement allows whole passenger trains to turn so they may return back east without being uncoupled.  There are also 2 turning passenger train loops as a third track on the upper and lower turns of the small helix for passenger trains.  The upper loop connects to a 3 track staging area on the upper bench behind the Cheyenne Classification yard on the bench between aisles 8 and 9 (Bench 8/9). Altogether there are about 5,300 feet of Code 83 flex track counting all yards, staging, and leads.  The 9 two level benches were built in three phases and connected to the main helix at the end of the then current benches following each phase of construction. These two locations were first at the left end of Bench 2/3, and later at the left end of 4/5.   At the end of each phase we invited modelers from Figure 3.  Third Hidden Level under Lower Level.  Note that all tracks are kept close to the bench edges so trains may be watched and reached.  Only at wide turns to maximize radius is it necessary to crawl under a bench if a train is derailed or stalled. all of Arizona to run many trains simultaneously as a test of track and the DCC system.  At the end of Phase II we held 3 initial formal operating sessions with 28 to 36 operators to test the layout at that point and the operating system.  Those test sessions were remarkably successful.  Finally, Phase III was completed with the rest of the benches connected to the main helix in its final position.  That helix was built on a sturdy 4 x 4 dolly with casters, so it could be jacked up and set down on the casters for the two moves.  In position the helix is permanently blocked up firmly with the casters about ¼” off the floor to be immovable.
OPERATIONS Prototype Union Pacific Operations in Wyoming (Coast to Coast Ops) With a layout this large, I was able to plan operations with a lot of features not normally seen on other layouts.  The Wyoming Division models real railroading on a coast to coast railroad with a balance of passenger trains, locals, drags, and long runs on the main.  I also have block switching, and a lot of switching on many freight trains, locals, LCL operations, unit trains, and some on passenger trains.  All of the operations described below are prototypical for UP. Wyoming is sparsely populated and has no major industries, other than mining of coal and soda, so there is not as much need for local switching as would be expected for a layout modeling 485 miles.  This was even more the case in 1957, the era I chose to model to include the Challengers (4-6-6-4), Big Boys    (4-8-8-4), and other huge steam locos, the early diesels, and the first two generation of gas turbine electrics.  Thus most trains in Wyoming were through trains, and a lot of local service was carried by those trains on a few head end cars in front of long blocks from and to distant places.  This prompted me to plan for head end car switching on some through trains, as well as blocks of cars on all trans-continental trains.  There were two places in Wyoming where blocks were separated to follow separate routes.  Some west bound blocks were switched in Green River, Wyoming to be routed straight through to Ogden and on to California, while other blocks were placed on trains bound for the Pacific Northwest via the Oregon Short Line (OSL), off the layout in the staging yard of Portland.  We label all such OSL traffic as “Portland” as our conventional or “code” destination name.  East bound blocks were likewise switched in Laramie, Wyoming and routed in one of 2 directions, the first of which was straight on to Cheyenne and through to points east in staging (down the smaller helix) which represents North Plate, Council Bluffs, Chicago or through Marysville, Kansas to KC or St. Louis.  This route we call as a convention “NP” for North Platte in Nebraska or all routes east of Cheyenne.  A second direction beyond Cheyenne, but not through it, is east out of Laramie bypassing Cheyenne to its south to Denver.  This route leaves Laramie and goes east on the Harriman Cutoff at Dale Junction.  This is Track 3 to and from Cheyenne, but if a train takes the wye at Speer, Wyoming directly to Denver, it bypasses Cheyenne to go to the small helix and directly to staging which then mimics Denver.  The bypassing track on the model should be hidden from Speer to the helix, but because of space and other constraints we had to “hide” it as the track nearest the Riser aisle along Cheyenne to “sneak” trains to the small helix (See Figure 1).  As can be seen it is separated from Cheyenne on Bench 0/10 except near its access to the small helix on Bench 8/9. In imagination these two destinations, NP or Denver can mean anywhere east or south.  Likewise either through Ogden on the lower level directly to staging (the end of staging opposite the small helix) or to Portland on the OSL hidden branch can be imagined to be anywhere west of Ogden or north west of Ogden.  Thus the Wyoming Division is in effect a coast-to-coast layout. The two features of UP operations, head end switching and block switching with split destinations at each end of the layout, plus the additional UP locals, unit soda, gravel, and coal trains, and, of course, passenger trains—it is 1957—must be provided by the car forwarding system.  We also have a “switching puzzle” area and even occasionally run a work train.  Two coal trains require their crews to start the job as coal agents to plan how many coal hopper loads to deliver from the number of empty hoppers out on the layout.  In other words, we have a little of everything to manage with a car forwarding system. General Consideration for Model Operations My two primary tasks in support of making a good operating layout were to operate on other railroads and to read all I could about ops.  I was fortunate to operate on Bob Burke’s N scale Santa Fe Southern Division, 1st and 2nd Subdivisions railroad in a nearby small town in Arizona.  Bob started out using 4 cycle car cards, and they were new, and clear and easy to read.  He had good signs and track plans of industrial areas on the fascia, car card boxes and supplied picks for uncoupling and pencils, although there was little need to write anything with the 4 cycle car cards.  Recently, Bob switched to JMRI Operations, so we now operate with switch lists, and it feels more prototypical than carrying the waybills around.  I realize like all other modelers that no real railroad would allow the waybills out in the open for them to get blown away or otherwise lost, torn or soiled, because the waybills are probably the proof of payment due for the railroad. They probably all stayed in the caboose bundled up and safe.  My complaint with the computer generated switch list is that first I have to imagine that it was made up by hand by some office worker somewhere, and I understand that the switching crews usually made up their own from a list of cars with destinations.  Second, I had gotten used to sorting the car card/envelope-waybill pairs, sometimes laying them out in stacks or putting them into separate fascia boxes to organize my work at any one moment.  With the switch list on one or two sheets of paper, I have to draw in columns and make notes for my own organization system, and it soon gets messy. Previously, I had visited other railroads that used the RailOp computer program and was impressed with it, but it seems to have been left to wither and die.  It is no longer available and support is nonexistent.  I also read the ProTrak Yahoo Group.  Both programs seemed difficult in a sense of being long and involved in the initial setup with a lot of details to ferret out, and that was not attractive, but the promise of automatic or nearly so setup was very attractive.  On the other hand, the prospect of setting up a conventional 4 cycle car card system for 2,300 cars was daunting, even terrifying.  In short, I was not enamored with switch lists, computers, or 4 cycle cards. My own Yahoo Group attracted many modelers nationwide.  Doug Stuart of Virginia came out to help me plan my DCC system and we talked about operations for the few days he stayed with us.  John Goodrich flew his plane in with Jim Betz from the Palo Alto area for a short weekend to see my layout in its early stages.  John is planning to build a giant O gauge model of The LA Harbor railroad, so he was interested in visiting my large layout, because I had also bought a lot and built a building for it.  Jim turned out to be a mentor for operations and in many timely and detailed early emails guided me through the maze of operations.  I also drove to the Bay area to visit them and took a tour of Rick Fortrin’s famous Santa Fe layout and David Park’s “Cumberland West.”  David’s layout is a dual model of the Baltimore and Ohio and Western Maryland railroads in the vicinity of Cumberland, Maryland in 1953.  Rick’s railroad is famous for its excellent track work and good arrangement for operations.  He is said to re-stage his 4 cycle operations by running his trains full speed backwards on the hand laid track and turnouts to return to their original positions!  David’s layout is an electronic marvel with computer dispatching, video viewing of hidden staging under the layout, many computer assisted towers, and a 1960’s (or earlier) phone communication system, so yelling or walking across the room is not needed.  Later in the year I also took my key Wyoming Division members, Allen Montgomery and Lenny Wyatt, to Desert Rails in Phoenix in the 2011 and to Bay rails in the San Francisco Bay area.  At each of these we operated on 4 or more layouts in intense 3 day weekends.  We intentionally chose to operate on railroads with a variety of operating systems, but all used the 4 cycle car cards of one make or another. In Phoenix we operated together on David Doiron’s fine and very large HO Southern Pacific-Lost Dutchman 1967 era layout, the Pebble Creek Club’s Great Lakes Western early 60’s era layout, Ron Mei’s Southern Pacific Sunset Route, a transition era layout, Steve Chapman’s Stevensville, Eastport, and Central Valley 1952 N scale layout, and Roger Brendecke’s Riverside Chicago & Baltimore Modern HO railroad.  All of these used 4 cycle car cards and waybill car forwarding with a variety of control systems. At Bay Rails we operated on David Parks Baltimore & Ohio half of his 1953 HO layout, Jim Providenza’s Santa Cruz Northern part of SP, and Rick Fortrin’s early 70’s ATSF Valley Division, 4th District HO model.   Those railroads also used 4 cycle car cards and waybills, but the Baltimore & Ohio and the Santa Cruz Northern used TT&TO (Time Table and Train Order), and the ATSF used TWC (Track Warrant Control with verbal authority). I also bought all the available past copies of the “Dispatcher’s Office” Newsletter and read them.  I also studied several books on operations that are in the model railroad literature.  With this reading and the operating experience I was able to formalize my list of requirements, and I stress that these are my preferences, not a criticism of other systems. Operating System Requirements The system must be fairly prototypical, but not necessarily rigorously prototypical.  Besides, I decided my overall rule was for my guests to have fun, and not to be stressed. o Jim Betz researched the UP and pointed out that UP was double tracked and used Rule 251D for double track and current of running operations with Track Warrants to grant permission to leave yards and spurs to go onto the main.  That became the system I wanted to model, but of course, I realized it had to be simplified. o Ideally at least some of the Wyoming Division should have ABS (Automatic Block Signals), because portions of the prototype had them in 1957.  I have such a system designed but not yet installed.  Simple set up is a must. o This implies simple initial set up of the layout. o Second, the setup required between op sessions should be as simple as possible.  Restaging of trains is to be avoided as much as possible.  This requirement led to my double ended staging to simulate both ends of a point- to-point route. I had already decided I preferred the ability to sort car cards versus scribbling on switch lists to manage them, despite the slightly more prototypical flavor of switch lists.  But I disliked the tiny size of the 4 cycle cards that are so hard to read, the artificiality of planning 4 moves in advance, and the care required in handling them.  Because the waybills seemed to be unprototypical carried with the individual car cards and they could also easily slip out of the envelope/car cards, especially if dropped, those factors also mitigated the attractiveness of 4 cycle cards.  So I chose to make car cards, but o to not make the car cards so “prototypical” containing so much data as to be cluttered and hard to read.  My feeling was no trainman cared what was in the car unless it was Haz Mat. o I also imposed on myself the requirement to settle on one design, because I had operated on some railroads that had probably been forced to change card styles when one type became unavailable or other reasons.  That meant I should probably print my own. Ted Ferkenhoff, my Head Dispatcher from Flagstaff, suggested that there was little switching of individual cars across Wyoming and eastern Utah, but that blocks of cars were the rule, and furthermore that the blocks were classified at Laramie (to and from either Denver or North Platte, Nebraska) and at Green River, Wyoming (to and from either the west coast or the Pacific Northwest via the OSL).  What little switching was done in Wyoming was either by a few locals or some through trains that stopped to be switched by local yard crews along the way. o This led me to adopt car cards for locals and for head end cars for a certain class of “through” trains.  Other “through” trains would only stop for fuel, water, sand, or to dump ashes. o Allen Montgomery suggested block cards for the blocks, because there was no sense in having a car card for every car if a great percentage of cars transverses the whole layout. o This in turn implied that I would have to have either a few cars dedicated to head end work with cards and many more cars dedicated to blocks, with only one card for each block.  Having cars so dedicated was unattractive, so I made the car and block cards semi-disposable, that is used for a few sessions or until a car was taken into a block from head end work, or vice versa. o I decided that ¼ page would be a nice size for the head end car cards, and that given that there would be even fewer block cards than individual cards, I should make the block cards of a different color or size to distinguish the two.  I settled on ½ page for a block card and ¼ page for a car card, because the block cards, last on the train, would be visible as a group under the ¼ page car cards. o ¼ page car cards would require about 1½ reams of card stock, about $24 for 2 reams to make 2,500 cards, and I could probably get them printed and cut economically by a printer.  A pad of 100 car cards plus a pad of 100 waybills costs $8.30 plus shipping.  This large size for each card is admittedly a potential problem for a smaller layout, but my railroad is large with a lot of fascia space, so I had room for large fascia pockets for the cards, although a non-standard size meant we would have to make our own.  This has not been a problem. o I realized that I could easily draw up the cards on Excel, so I would have an unlimited supply that need never change, if I got the initial design right. From car and block cards Allen and I then decided, at his suggestion, to also use Locomotive Cards, to enable the prototypical UP practices of o helpers up both Sherman Hill and the Wasatch Mountains from the opposite ends of the layout, and o change of power (locomotives) at Laramie after Sherman Hill had been crossed and at Green River after the run up the Wasatch.  At Green River they use the turntable there to send the pushers back to Ogden.) o Keeping with the stacking of different sizes of cards, we decided to make the loco cards a full sheet. o A different sheet would be required for each type of loco, because each type have different tonnage ratings and varying needs for fuel and water and other services.  I saw immediately that by using the tabs at the bottom of each Excel Workbook, I could make a separate worksheet for each type, and multiple numbers of each type of locos could be neatly filled in by hand, so keeping the locomotive cards on the computer in a single file would not be cumbersome. Next I needed a simple system of conveying instructions to my engineers, and hopefully it would double as a blanket “track warrant,” that is, a track warrant for all movements onto or off the main.  o I wanted these to be on a single sheet also, so it would be always visible on a standard sized clipboard, or at least partly visible under the car and block cards. o I envisioned an instruction sheet or train brief which I called a “Train Order.” o But a series of Train Orders would be needed, one for each type of train (passenger, local, types of through trains) as I describe them below in the Block Cards section. To fulfill the most important requirement, that the system should be easy to initially set up and then easy to maintain, I made extensive use of Excel Workbooks (files), o One Excel file with a single tab for car cards, and o another Excel file with one tab for block cards, and o third Excel file with multiple tabs for locomotive cards, one tab for each type of loco, and o a fourth Excel file for Train Orders with multiple tabs, one for each type of train. o The use of these Excel workbooks or files makes producing the paperwork on the computer very simple. I also wanted the operating system to be self-healing.  If an operator made a mental mistake like missing a pick up or a set out, I wanted it not to matter much, so the mistake could be rectified without disruption and operator embarrassment.  I am sure real railroads miss moves occasionally, and they must just correct the move in a natural way, and then go on about business.  I wanted my operating system to have the same ability without embarrassing anyone.  The cure with 4 cycle car cards is usually to add a “go back” card to the envelope or somehow mark it so, but while this is probably prototypical, I did not want to have to bother.  I wanted this to be automatic.  As will be seen, my designs of the head end and block cards makes this possible. Other Requirements On every railroad I operated on there were many good points.  On Rick Fortrin’s I really appreciated the spacious yards and long yard leads that made it easy to operate, and the track work was flawless, and I shamelessly stole the electric switch in a fascia hole idea to reach in with one finger to operate a Tortoise machine.  Rick used slide switches, but I found inexpensive rocker switches before I came across slide switches.  Mounting the switches behind the fascia keeps them out of the way so they can’t be accidently actuated.  I also stole the idea of 9 x 12 white boards available at the yards for YM’s to make notes from Rick, to draw a sketch of part of the yard or make a list to organize an operator in using the yard tracks. Most of the layouts I operated on had good maps and identification of locations locally about a given area.  I thank Bob Burke for it specifically, because I first saw good maps on his layout.  As for the overall plan, I often was lost on other layouts.  Sometimes a layout uses made up names, because it does not follow a prototype road, or the names are real but obscure to a visitor.  For example, Hanna, Wyoming makes sense to me, but I have been there specifically to take photos of the coal mines and yard and the small and old town.  I did not want guests asking or muttering, “Where the heck is Hanna?”  Consequently, I have taken pains to label the fascia with numerous ways in numerous places to help operators find their way around the layout.  Overall the layout is situated in the building with the northerly model direction actually being geographic north on the first east-west bench.  Therefore, as one looks across the tracks at any point of the layout left is always west just like a map.  Most layouts furnish a layout map or track plan with the initial operating rules and paperwork, but I never can discipline myself to use these, because it always involves opening a booklet or unfolding a paper.  This is a fault of mine rather than a criticism of other layouts, but my hopes are that the fascia information will suffice as well as being more readily available.  The bullet list gives specifics below. I appreciated clean fasciae that were uncluttered, and we tried to keep ours so.  At Lenny’s insistence we use Velcro strips on the fascia with mating strips on the backs of all clipboards, so no hooks can snag clothing or arms. I wanted to make sure my aisles were wide enough.  I started my design with 48 inch aisles, but as it progressed they shrunk to 41 inches except for one place where it is 36 inches for less than 4 feet.  I expanded the Cheyenne aisle 10, an upper level aisle, to 50 inches wide, because it is naturally crowded, being a natural point for operators to move through while others have to work there.  Other physical requirements were to have good track and turnout work with solid and smooth roadbed so that derailments were minimized and reliable electrical performance.   We did the standard suggested things, soldering or welding all electrical connections except the screw terminals on DCC components, and used #10 AWG wire for the main power bus with #14 AWG sub buses for lengths of 8 feet or less at the end of power lines, and #18 AWG feeders of reasonably short lengths of generally no more that 6 or 7 inches.  We used feeders every 4 to 6 feet. We TIG (tungsten inert gas—argon gas) spot welded every copper feeder to the bottom of the nickel-silver track to avoid soldering.  It was expensive to buy the jewelers’ spot welder and time consuming for Greg White to learn the settings of power and duration of the pulse of gas and power required, because they depend on the thermal conductivity of the metals and the pressure of the tip on the metal, which affects the contact electrical resistance between the two parts and the top part and the tip.  Since copper has a much higher thermal conductivity than nickel-silver, and their melting points are fairly different, the learning curve was steep.  We used an Orion unit that had adjustable features that could be replicated automatically, and even the pressure of the tungsten tip pressing the two parts together governed the firing of the gas/electrical pulse to make each weld repeatable.  Naturally the size and characteristics of the copper wire and the track were constant, so they were not variables.  After Greg learned the process, he became quite proficient at welding the feeders to the track.  We have no unsightly globs of solder or melted ties with welding. Signs on the Fascia I believe that next to good track, wiring, and running locos and cars, the most important element of a model railroad for operations is the fascia.  It should be the signposts for the operator to give him all the information he needs to navigate around the layout without a handful of maps and charts.  This is especially true for new to the layout operators who are most often befuddled by a layout they have never seen before that models an area they are not intimately familiar with.  I express all this very natural and understandable befuddlement by the phrase, “Where the heck is Hanna?” I certainly cannot expect operators, especially ones new to the Wyoming Division, to know the geography of the layout or the prototype.  On my fascia you can find: Compass Star signs (on Sun Yellow paper) o with north always up (across the bench away from you) o west to your left no matter which bench or level you are on o east to your right no matter which bench or level you are on o These are all like a regular map. o Also to the left of each compass star is a list of the next 3 or 4 locations west of that spot on the fascia, and to the right is a list of the next 3or 4 locations east. OS (on Hot Pink paper to get attention) o These are very close to where operators should report to the Dispatcher on a phone to give him their train number and current location.  This is how the dispatcher knows where all the trains are.  It is 1957 and station agents or UP Operators had this job, and they used phones or telegraph, so we do also. o The OS signs are in 3 parts The left side is a triangle and inside it is the notice to report to the Dispatcher here. The bottom right least used rectangular section tells what to say to report the first time and each subsequent time thereafter The upper right section tells how to report at a depot leaving the main on junction or siding returning to the main on a junction or siding Yard and town maps tell operators where to pick up cars and make setouts  (on Sun Yellow paper) o These are sections of track plans copied out of Figures 1 and 2 which were made with the drawing program “3PlanIt.” o Operators need the maps to find the spots for setouts per the card cards on their clipboards and for those pickups mandated by car cards they find in the fascia pockets (boxes). Yard Limit Signs (on white paper) where a train enters a yard or leaves one. o Inside Yard Limits an operator must run slowly to be able to avoid accidents, and o he should follow the directions of the Yard Master (YM). Current of Running Signs  (on Sun Yellow paper)  Generally the current of running is right handed on the double track mains But 3 places trains must take a crossover to the opposite track, and at a foruth place there is an overpass where the west bound track crosses over the east bound track. Yard Instructions  (on blue paper in sheet protectors or laminated) o detailed, if you need it, or o to be skimmed only the Bold type if you are familiar with yard ops in general You do not need to memorize or carry any of these items around as you operate.  The fascia signs plus the 4 sets of cards on your clipboard are all the information you need to operate on the Wyoming Division. SPECIFICS OF THE WYOMING DIVISION OPERATING SYSTEM Operations on the Wyoming Division are controlled by a car card and block card forwarding system combined with a Train Order sheet for each train and a set of Locomotive Cards to determine train length and fuel and water stops and helper and engine change locations.  Thus it is a Four Card Car Forwarding (FCCF) system. Single Trick Car Cards The car cards are single move cards, that is, one move per line.  They are printed out 4 to a page in Portrait Orientation on card stock from an Excel spreadsheet page as shown in Figure 3.  Note that a single card may be used for a single move, or for a sequence of any number of preplanned moves, or as a second single move following the last move, such subsequent moves being planned move by move, line by line.  Note that these are the ways real railroad cars are used: For a single move, in planned sequential moves (e.g. LCL cars), or from A to C via B for a single move, then followed by other single moves, each single move independent of the rest, i.e., “this boxcar is needed over there next” without artificial preplanning. And any of the legs of these combinations of moves may be empty, loaded or with LCL freight. The single move nature of each line of these car cards on one of many lines gives them the needed flexibility for my prototypical ops.  For the car designated at the top of the card, each line below the “From-To-Loading” heading is a single move, but any combination of other moves may follow that line.
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