Wednesday, January 22, 2014

1973 Santa Fe Instructions for Barge Loading

I recently received the loan of a 1973 Valley Division Bulletin Book from John Berry.  What follows is an extract of the bulletins applicable to the geographic area at Richmond found on pages 85-87.

3.  PULLING AND LOADING BARGES: Following instructions will govern:

Engine Foremen are responsible for proper lining up of tracks on apron and barge.

The automatic air must be coupled up and working on al1 switch movements on and off barges, the only exception permissible will be when car with defective air brake will be set out.

Pulling or loading barges at Santa Fe landings - Engine Foremen must double on and double off with all loaded cars, except solid barge loads of merchandise cars.

Engine Foremen will stand on bow of barge at coupling of apron when pulling and loading to observe clearances, and must see that all members of his crew are in proper position at all times to pass signals.

Speed must not be greater than two miles per hour with car movements on aprons and barges.

Foremen will be particular in sizing up the cars to be loaded on barge in connection with excess width cars, cars with leaning roofs, doors bulging, and when necessary, make switch so leaning roof or bulging side will be on outside of the barge.

When necessary to shove rear cars on track hard up to stern block, Foreman will notify bargeman, who in turn will mark boat list accordingly for information of Forman of location pulling barge.

The switchmen at all Santa Fe landings and bargemen .at other landings will set sufficient hand brakes on each track, hand brake must not be released on track to be pulled on barge until coupling has been made.

Captains are responsible for proper and safe trimming of barges; Engine Foremen will make any changes found necessary at Captain’s request.

Triple loads of piling, timbers, pipe, structural steel or other commodities in open top cars loaded on barges must be loaded on center track.

When pulling cars from barges at Ferry Point and China Basin, Engine Foreman will observe barge and apron when the first pull is being made from the, port side to see that excessive list does not develop and damage the apron. If necessary, leave several . cars on the port side, and after pulling cars from starboard (right): side double back and finish pulling cars from port side (left). Captains of tugs can help in this by notifying Boat Dispatcher whenever heavy loads are to be unloaded.

Maximum Single Loads on Bay Area Ferry aprons -China Basin and Ferry Point No. 1 aprons designed for Cooper’s E-60, which is equivalent to total load of 600,000 pounds distributed over the 100 ft. length of apron. These aprons now restricted to maximum single load of 526,000 pounds. Before approving any overload on the aprons should let Mechanical Department say what would be maximum load could move from apron to barge with safety. Ferry Point apron No. 2 restricted to maximum single load of 350,000 pounds.

There is fence with gate at Ferry Point located across tracks leading to apron No. 1.  It will be the responsibility of the Engine Foreman to see that these gates are kept closed and locked with switch lock at all times when barges are not being worked, and it will also be his responsibility to see that gates when they are open arc locked: in gatekeepers so that gates will not swing into moving cars. Boat flats, when not being used, are to be left in the clear of fire road at all times.

Engines - San Francisco -Ferry Point, Slips Nos. 1& 2: At China Basin and: Ferry Point Slips Nos. 1 and 2, orange clearance line has been painted 10 feet from nose end apron opposite sign attached to gallows frame reading:


In other words, live engine may be operated on apron and in most cases only one idler will be required to load and unload barge.

Mechanical reefers -with motors running will be placed on outside track of barge away from wheel house.

In loading passenger cars and passenger express box cars on barges, Engine Foreman must see that rear ca r on starboard, port and center tracks does not contact stern block on track. This to avoid damage to steam hose equipment.

Foreign and: system gondolas arriving Terminal Division with hand brake wheel and ratchet installed on outside wall on end of car must be loaded on starboard or port side barge with brake wheel on outside, as will not clear cars on center track.

When loading barges and have any 50-feet or longer cars first out on either port or starboard side, see that they are left either on straight track or just in the clear on the bowl so that joints can be made when tying on to unload barges.

Cars with plug doors and mechanical reefers must not be loaded: on barges with doors open.

Whenever switch crews are pulling a barge at a Santa Fe landing when we have an extreme low tide, after pulling the port and starboard side, will set out all cars and come back against the middle rail with boat flats only.

4.         LOW CLEARANCE CARS: all mechanical-l reefers have diesel tanks underneath car which have extremely low clearance and Santa Fe hopper cars, Series 300,000, have dumps which have extremely low clearance under car.

When loading these cars during high or low tide, be careful to see they do not drag between apron and barge.

Account curvature of outside rail on barge, all equipment having length of 70 feet or more should be loaded on center rail of barge.

5.         LOADING SHPX TANK CARS ON BARGE: SHPX tank cars in Series 12,000 are all 60-foot cars. When loading on barges handle on middle rail only.

6.         CARS PROPERLY TURNED FOR UNLOADING:  We receive numerous cars in San Francisco which reach Terminal Division placarded to unload from one side. Frequently a car so placarded reaches final destination with 'wrong, door toward: platform, necessitating that car be switched out and returned to Richmond: for turning.  All concerned will please give special attention to this feature and see that cars are properly turned: before loading on barges to avoid: the necessity for returning the cars to Richmond for turning eliminating unnecessary' delay attached to the loading.

1 comment:

  1. John, this is great stuff. I don't know how I missed this post from 5 years ago! I model the Lehigh Valley's waterfront operations in Jersey City NJ in 1953 (, and I'm sure that the LV had a similar memorandum/set of rules, too, though I've yet to find any. I have four float bridges, so I'm going to use and re-word this document to add some guidelines and "flavor" to my ops. Many thanks for sharing this.