As others have related, kicking cars is an art. Kicking 8 tank cars however, is not kosher according to UP rules.
As far as how to kick, it all depends on the lay of the land. Our yard is on a hill, with both ends of the tracks rolling downward. This makes kicking cars harder than on flat or bowl shaped yards. Add to it, the lead is also downhill from the yard tracks, so the motive power gets a workout, especially with all loads.
We work from the north side of the yard along what is now an industrial lead. The first crossing is 40 cars away from the crossover. Originally both crossovers were the high stand type, and yard tracks were "rubber" or Racor #22E switch stands on #8 turnouts.
In order to switch with some ease, all hand brakes are set on the south end of the yard, so that cuts pulled north, will remain secured. Also when kicking, hand brakes on cars will drop a pin since slack is not constant. All knuckles on facing cars must be kept open in order for joints to be made on kicked cars. No impact may be made over 4 mph, and no kicking cars over 10 mph (other than main track rule). Impact over 4 mph results in damage to cars, track, and possible loss of commodity in cars (covered hoppers and scrap in gons).
Usually switch jobs will have two ground men, the Footboard Yardmaster, and Switchman or Utility man. The FBY usually calls the moves and holds the lists, and the Switchman or UT man is in the field catching cars. The FBY will tell the Hogger to "come ahead 3 to a pin" The hogger will keep uniform slack at 3 or 4 mph to where the FBY gets the pin, and calls for a kick. The cars are sent up to 10 mph with slack controlled by throttle modulation til the hogger gets a "that'll do". The field man will ensure cars make, and hoses hung as needed. Should a car bounce or fall short, he will be there to stake the car from rolling back to the lead ( a 2x4 is perfect for this) and open both knuckles. Cars later kicked to that track have the ability to shove the first and get the track together (a twofer). This saves moves and labor applying and removing hand brakes.
Whole tracks of cars being shoved can also be kicked to make room for further cars to be kicked into the track. This is sometimes called a running pin. Again the hogger is mindful to always keep the pin on all moves to save time and effort. Another move is the bump and kick. The cut is shoved to a joint, and kicked while the field man is at the proper place to make a cut on the cars that stay in the track. Once the hogger feels the slack on the standing cars, he kicks till told otherwise. Field man stops the move and sends the remaining cut of cars back to the FBY all in one command.
It is very important in an operation like this to know your crew, and how they want moves made. The hogger does not think on his own, but only acts upon command unless he knows otherwise. This is the biggest reason the yard engine faces the work and his crew. Should something happen to a member, the hogger can act accordingly. It is also easier to pass hand signals for moves since the crew works on the switch side of the lead. Despite being "a dumb hogger", he is still an important part of the crew. He can feel if there is still brakes on a track, if a car has left the rail, or a cut has come apart. The crew depends on his eyes to also scan the yard in case cars roll out for some reason. And of course in this time of year, to also keep an eye on the sky for weather, and provide a supply of cold water. Given this lay out, it is easy to switch 120 cars a shift with a good crew who can work together, so long as they know in advance their roles in the game.
