Updated 5/31/08
There are five basic operating assignments on the Lackawanna Terminal Railway and the trains we run*

MAINLINE EXTRA CREWS - Operates through freights that originate at East Buffalo or are received in interchange from CSX, NS, or Conrail such as unit coal and through stack and piggyback trains. Run through manifest freights drop off and pick up drafts of cars at east buffalo as required. Most of these trains are run through from staging yard to staging yard.

LOCAL EXTRA ROAD CREWS - Local freight assignments are called at East Buffalo and Binghamton and will be required to work consignees at various points throughout the Division as directed. Local crews also run transfer trains between yards and local freight service within the Division. Transfers are run between the Lackawanna Terminal Railway's East Buffalo Yard and CSX, Conrail, and NS in nearby yards. Crews will run local freights originating in East Buffalo (for eastbound movement) and Binghamton, NY (for westbound deliveries) working industries in each direction as workload requires.

YARD EXTRA CREW - Handles all switching in the yard including make-up and break-up of freight and passenger trains. The yard extra crew hostles engines and drills shop tracks and local industries. Cab be required to switch trains in the staging yard as well as making up locomotive consists based on horsepower needs and availability.

PLANT EXTRA CREWS - These crews are called out of East Buffalo Binghamton and are responsible for all plant switching duties at the National Chemical and Refining Plant and Stradivarius Steel as directed by the plant's yardmaster. Three crews are generally assigned top these plants to provide twenty four hour, seven day a week service. Crews deadhead to and from their assignments in the company van.

DIVISION SUPERINTENDENT AND PERMANENT DISPATCHER - Wanders around aimlessly on operating nights, giving conflicting orders to the crews most of which are impossible to implement on the best of days. Usually has an uncomprehending blank expression on his face featuring glazed eyes and an uncontrollable nervous twitch. Always has the best interest of the railroad at heart though he is frequently the target of cruel but justified remarks concerning his intelligence and ancestral lineage. Often told to go stand in a corner. Can be seen oiling leg irons prior to work sessions. In sole possession of the "bottomless" soda can. Could run a great office if it wasn't for the railroad. He is the personification of the Stop Signal. Resembles owner of the railroad.

Since our last operating session in April of 2008 we have instituted the jobs of East Buffalo Junction Operator and Buffalo Division Dispatcher. A model board has been created and built for the purpose of bringing order out of chaos with remarkably positive results.

Each engineer acts as a entire crew unless manpower allows additional help. Local, yard, and plant crews are normally allowed to work at their own pace dependent on workload. The mainline crews normally have a schedule or sequence of trains to operate. All workloads are subject to changes brought about by "Acts of God".

"Acts of God" include but are not limited to:

1: Derailments for any reason
2: Power failure
3: Lack of manpower
4: Refreshment breaks
5: Delicate domestic situations
6: Real life work requirements
7: Weather (outside the basement)
8: Floods (inside the basement)
9: Boredom

In all unresolved disputes, the owner of the railroad is right.

The railroad's owner is a benevolent Dictator and at all times is your friend.

Local and plant extra crews work under the following general considerations:

All freight cars leaving any yard or interchange point for local or plant distribution, whether loaded or empty, must be spotted at a door or loading or unloading facility appropriate for that type of car before being returned to the yard or interchange point (i.e., no coal hoppers or refrigerated cars at spots normally used by tank cars or covered hoppers). Cars which are spotted for loading or unloading may then be re-spotted as many times as necessary to complete the process (i.e., a car that is unloaded at one door may be spotted at another for loading or a partially loaded car may be re-spotted to complete the loading process). Variations in this scenario are allowed if there is valid (read justifiable) reason for carrying the car to the distant yard. Such justifications as: a through car crippled, fixed then dispatched, a misrouted car, crew out of time, or no room at the consignee's siding at time of delivery. Other excuses as the creative mind conjures up.   

New 5/31/08
Check out the trains we run during typical operating session in:
The trains we run.

*For a more detailed explanation of each train crew's duties and how they are expected to fulfill them see the article:
Car Forwarding, A load of Grist for the Mill.