Buffer cars

[alcocentury]

Were "buffer" cars used in the 50's and 60's?? Thanks

[cemr5396]

yes and no, at least not in the same way they are today. Unit trains of 'dangerous' goods (or really unit trains of any kind) weren't really a thing back then.

I believe there were rules to the effect of "dangerous cars must be 'x' number of cars away from the head end and the caboose if at all possible". Which on your typical mixed freight train, just meant switching a bunch of cars in ahead of your 'dangerous' cars.

Regulations also change over time, back when SP was running the 'TankTrains' they were hauling mostly crude oil, but at least as far as I know they never used 'buffer cars' like they would on a unit oil train today. In the photos I've seen, I seem to remember the locomotives being coupled directly to the train.

[jonklein611]

Not FRA mandated, it would vary by rulebook by railroad.

[alcocentury]

So two or three tank cars of fuel or oil wouldn't require buffer cars?

[jonklein611]

Jun 27, 2023 8:04:01 GMT -8 alcocentury said:

So two or three tank cars of fuel or oil wouldn't require buffer cars?

Again, it would depend on the specific railroad's rulebook, the material, and the year.

railroads.dot.gov/sites/fra.dot.gov/files/fra_net/2066/safe_placement_report_june1605.pdf

www.ecfr.gov/current/title-49/subtitle-B/chapter-I/subchapter-C/part-174/subpart-D/section-174.85

Current in-train placement rules generally require a "six-deep" separation between a hazardous materials carrying tank car and a locomotive or occupied caboose. These rules grew out of "good practices" established at a time when railroads used steam locomotives that produced hot cinders and carried freight, including explosives, in wooden box cars. Some separation between hazardous materials cars and the parts of trains occupied by humans is intuitively correct, but research by FRA and others points out that the risk of incompatible chemicals mixing in a derailment is small and must be balanced against the risk of crew injuries during any extra switching required by stringent car placement rules.

Regulations: Just after the turn of the 20th century, Congress directed the Interstate Commerce Commission to formulate and publish "Regulations For The Transportation Of Explosives" to promote the safe transportation in interstate commerce of explosives and other dangerous articles. As the only nation-wide transportation system, the railroads played a large role in the early framing of the rules and created the Bureau for the Safe Transportation of Explosives and Other Dangerous Articles (later called the Bureau of Explosives) within the AAR to inspect shipments and methods of manufacture and packing.

Impetus for the early laws and regulations was provided by a number of accidents relating to shipments of black powder. It is thus not surprising that the first train placement rules dealt with cars containing explosives. These early regulations required cars of explosives to be placed near the center of the train, and at least 16 cars from the engine and 10 cars from the caboose, when the length of train would permit. The "16 deep" rule was chosen because it was considered to be a "safe distance" during a time when railroads used steam locomotives that produced hot cinders and carried freight, including explosives, in wooden box cars.

By 1922, regulations were in effect to require cars placarded INFLAMMABLE to be placed in trains at least five cars from the engine and five cars from the caboose. When the length of the train did not permit this placement, the hazardous materials car was to be placed near the middle of the train, separated from the engine or an occupied caboose by at least one car, and the engine crew was to be informed of its presence and location in the train. Under no circumstances could an INFLAMMABLE car be placed next to a car transporting explosives.

The current in-train placement requirements are founded on no more rigorous a scientific basis than were the original. They are, rather, based on the empirical evidence of history and on a sense of what "ought" to be, driven by concerns for the safety of crew members. This is not intended as criticism. The current in-train placement and separation regulations seem to have served the cause of safety well, and no body of evidence has emerged from the analysis of accidents or incidents to suggest the need for sudden or drastic overhaul.

The current regulations, at 49 CFR § 174.85, use a table to graphically display requirements that, until December 1990, were contained in §§ 174.85 through 174.93.

It does have some restrictions:

1. When train length permits, placarded car may not be nearer than the sixth car from the engine or occupied caboose.
2. When train length does not permit, placarded car must be placed near the middle of the train, but not nearer than the second car from an engine or occupied caboose
3. An open-top car when any of the lading protrudes beyond the car ends or if shifted would protrude beyond the car ends
4. Loaded flat car except closed TOFC/COFC equipment, auto carriers, and other specially equipped cars with tie-down devices for handling vehicles. Permanent bulk head flat cars are considered the same as open-top cars.
5. Any rail car, transport vehicle, or freight container with temperature control equipment or internal combustion engine in operation.
6. Placarded cars may not be placed next to each other based on the following

I don't have the history on 49 CFR 174.85 to know when the rules were implemented / codified into law.

Edit: It looks like it became codified / clarified in the late eighties?

railroads.dot.gov/sites/fra.dot.gov/files/fra_net/18122/HZ1835_Hazardous%20Materials%20Guidance%20Notices%202018.pdf

[Baikal]

Jun 27, 2023 8:04:01 GMT -8 alcocentury said:

So two or three tank cars of fuel or oil wouldn't require buffer cars?

You have to be more specific.  Like others have said, it varies & changes- by railroad, date, commodity, # of hazmat cars.  It varies a lot and it can be complicated, esp with increasing USDOT-FRA involvement leading to current stricter rules.  At one time gasoline coule be handled next to a loco or occupied car.  Fuel oils inc diesel was classed as combustuble (not as flammable) not that long ago so it could be handled next to loco.

The rulebook (or some rulebook) is needed for whatever / whenever you are modeling otherwise there is no answer to your question.

Also, the use of dedicated "buffer cars", often covered hoppers containing sand, is relatively recent.  They became more common with the increase of crude oil shipments esp from fracking.  Plus those oils contain more flamable & hazardous components.

20+ years ago hazmat cars were simply burried deep enough in the train or unassigned cars were used if needed.  Some hazmat could be carried with the "X cars back" as optional depending if cars were available to run between the car and the loco.  And other ops like switching where coupling next to or near the loco is necessary.

[alcocentury]

So "Fort Smith and Western " operating in early 1950's to about 1965 in Western Arkansas and eastern Oklahoma would have its own riles regarding where/How hazmat cars are placed inside train not withstanding any Federal rules of that time period.

[Baikal]

Jun 27, 2023 9:43:45 GMT -8 alcocentury said:

So "Fort Smith and Western " operating in early 1950's to about 1965 in Western Arkansas and eastern Oklahoma would have its own riles regarding where/How hazmat cars are placed inside train not withstanding any Federal rules of that time period.

In 1965 you could almost always place cars of oil or diesel next to a loco on any railroad (someone will find an exception).

A freelance RR? Get a rulebook of a nearby railroad and use that as a solid starting point. Get something close, cheap.

Almost all railroads use rules based on NORAC (Northeast...) or GCOR (General...)  en.wikipedia.org/wiki/General_Code_of_Operating_Rules

Amtrak has there own.  Canadians & Mexico, etc.

There were earlier regional rulebooks.

FRA was 1966.  USDOT 1967.  Fed rules, CFR and elsewhere existed before then.  Plus state & local rules...

[jonklein611]

So the oldest I could find was 1976 update:

archives.federalregister.gov/issue_slice/1976/4/15/15959-16121.pdf#page=124

§ 174.91 Position in train of loaded placarded tank car other than car placarded “COMBUSTIBLE” .

Except for a tank car placarded “COMBUSTIBLE”, a loaded placarded tank car in a moving or standing train may not be nearer than the sixth car from the engine, occupied caboose, or passenger car. However, when the length of the train will not permit a loaded placarded tank car to be so placed, it must be placed as near the middle as possible and not nearer than the second car from the engine, occupied caboose, or passenger car.

Other details:

§ 174.25 has been renumbered § 174.26 and a new § 174.25 has been incorporated to read consistent with existing § 174.584 which was eliminated inadvertently from the Notice. It requires no additional burden and is consistent with an existing regulation. The “Dangerous” placard endorsement requirement for combustible liquid shipments has been removed since placement in the train of such shipments is not specified. In addition, the placard notation has been amended to read “Combustible”.

Hazmat really took off in the early 70's. You'd have to acquire a rulebook for your railroad to know for sure.

[Baikal]

Jun 27, 2023 10:31:00 GMT -8 jonklein611 said:

So the oldest I could find was 1976 update:

archives.federalregister.gov/issue_slice/1976/4/15/15959-16121.pdf#page=124

§ 174.91 Position in train of loaded placarded tank car other than car placarded “COMBUSTIBLE” .

Except for a tank car placarded “COMBUSTIBLE”, a loaded placarded tank car in a moving or standing train may not be nearer than the sixth car from the engine, occupied caboose, or passenger car. However, when the length of the train will not permit a loaded placarded tank car to be so placed, it must be placed as near the middle as possible and not nearer than the second car from the engine, occupied caboose, or passenger car.

Other details:

§ 174.25 has been renumbered § 174.26 and a new § 174.25 has been incorporated to read consistent with existing § 174.584 which was eliminated inadvertently from the Notice. It requires no additional burden and is consistent with an existing regulation. The “Dangerous” placard endorsement requirement for combustible liquid shipments has been removed since placement in the train of such shipments is not specified. In addition, the placard notation has been amended to read “Combustible”.

Hazmat really took off in the early 70's. You'd have to acquire a rulebook for your railroad to know for sure.

Most oils and diesel fuel were classed as "combustible" (not flamable) until recently so could be and were placed next to loco or occupied car.  Not sure when that changed. 15 years ago?

Get a copy of a rail hazmat placement chart via web search, it makes placement decisions easier.  "subject to change".  Example lawblet13.org/wp-content/uploads/2021/05/RCB_Buffer_Cars_HZM-2.pdf

In the OPs period of interest dedicated buffer cars didn't exist and there was no need to separate cars of oil or diesel from a loco or occupied car.

[alcocentury]

Thanks to all. Further research seems to be next.

[edwardsutorik]

Jun 27, 2023 10:07:50 GMT -8 Baikal said:

Almost all railroads use rules based on NORAC (Northeast...) or GCOR (General...)  en.wikipedia.org/wiki/General_Code_of_Operating_Rules

Amtrak has there own.  Canadians & Mexico, etc.

There were earlier regional rulebooks.

One of those rule books was the CCOR (Consolidated Code of Operating Rules). It covered the Northwest US. The last copy was 1980. I think the locality went with the GCOR after that.


Ed

[alcocentury]

Have 1950 rock island and 1957 frisco rule books coming. Paid under $25.00 for both.

[fr8kar]

Most of the 1970s and 80s employee timetables I have contain some special instructions, often including hazmat instructions. So it's possible the rules you're looking for might be in timetables and not in a rulebook, per se.

[edwardsutorik]

Here's an example of "special instructions". It's the first BN one for the Portland division:


fobnr.org/wp-content/uploads/2018/07/si-PORTLAND-01-030370.pdf


There was also the employee timetable. Two separate "books".


Ed

[fr8kar]

Jun 28, 2023 5:37:20 GMT -8 edwardsutorik said:

Here's an example of "special instructions". It's the first BN one for the Portland division:


fobnr.org/wp-content/uploads/2018/07/si-PORTLAND-01-030370.pdf


There was also the employee timetable. Two separate "books".


Ed

Sometimes it's a separate book, sometimes it's the same one. It seems to depend on the railroad and the time. And that's why I brought it up, since a search only for a specific railroad's hazmat or special instructions rulebook might come up empty.

For example, the January 1, 1972 St. Louis Southwestern Timetable No. 1 contains individual subdivision special instructions as you would expect from a timetable, but following the last subdivision is the section for "Special Instructions - All Subdivisions." The only mention of hazardous materials in this timetable's special instructions is the following:

12. Employes[sic] whose duties are in any way connected with the transportation of Explosives or Other Dangerous Articles must provide themselves with and observe ALL Regulations of the Interstate Commerce Commission covered by I.C.C. B.E. Pamphlets 20-F or 20-G.

The Missouri Kansas Texas System Timetable No. 11 dated January 1, 1982 takes a similar approach to system special instructions but with a more comprehensive hazmat section. Following the pages listing each subdivision is the Special Instructions, which establishes the Uniform Code of Operating Rules as the governing rulebook and lists those rules amended by the railroad. Beginning with Item 11 through the end of the document instructions are given for handling emergencies, defining, identifying, switching, and placing hazardous cars. As you might expect the Oklahoma Kansas Texas Timetable No. 2 dated November 1, 1982 follows the same convention.

Southern Pacific and St. Louis Southwestern's Eastern Region Timetable No. 1 dated November 1, 1985 has kind of a middle ground approach. At the end of the timetable are the Eastern Region Special Instructions. Within these special instructions are sections that modify the General Code of Operating Rules, Air Brake and Train Handling Instructions and Hazardous Material Instructions. This is very spartan compared to the MKT/OKKT method, but that's only because the rules exist in separate books and only those modified rules are listed.