To further this suggestion, I've prepared a draft copy of the replacement
section on my user page of the wiki, here:
https://wiki.openstreetmap.org/wiki/User:Nathhad/TaggingNADraft
Please feel free to use that draft as a basis for feedback. Thanks!
Chuck
Virginia
On Thu, Jun 4, 2020 at 6:16 PM Chuck Sanders wrote:
> There was substantial discussion on the OpenRailwayMap/Tagging in North
> America talk page back in May-October, 2018 (with a brief copy to this
> list) trying to sort out a better means of differentiating usage=main from
> usage=branch appropriately. However, this prior discussion never really
> came to a consensus; I believe, from going back over it, that may be in
> part because no one was proposing relatively clear-cut guidelines to go by.
> I would personally say the wiki guidance is still very unclear as
> implemented now, since folks are still asking this question.
>
> Coming from a tiny bit more of an industry perspective, and a little
> better defined, I'd like to propose the following set of basic guiding
> characteristics that I think will probably work for at least 95% of cases,
> and clear up the confusion. If you have any interest at all in rail tagging
> in NA, please let me know if the below makes sense to you, as I'd really
> like to have some feeling of consensus before implementing it.
>
> usage=main characteristics:
> - Route connects multiple localities.
> - Predominant traffic is long-distance through traffic.
> - Local industries and customers are very likely to exist, but local
> service is clearly secondary to the through service.
> - Routes are unlikely to be dead end, and usually (but not always) connect
> to other main routes at both ends. (Frequent exception: routes that are
> long but dead end routes, where the route is generating substantial blocks
> of traffic from major customers, most of which are destined for
> interchange. Typical example of this exception is a mainline servicing a
> major port or industrial area, where the majority of traffic generated is
> bound for long distance travel at the connected end. However, one or two
> industries generating unit trains do not automatically make the route main).
> - Most, but not all, main routes in the US will be owned by Class I
> railroads. (Exception example: Florida East Coast is a Class II regional
> generating substantial port intermodal traffic, and unit trains of stone,
> most of which is bound for interchange; its mainline is a good candidate
> for usage=main).
>
> usage=branch characteristics:
> - Route connects multiple localities.
> - Predominant traffic is locally generated by on-line customers. Multiple
> small to medium customers along the line are typical.
> - Route serves multiple customers.
> - Route may be dead-end or connected at both ends; this does not affect
> branch classification.
> - Some through traffic may exist, but under ordinary circumstances does
> not represent the predominant source of traffic. For example, route may be
> parallel to a main route, and may take through traffic when the main route
> is overloaded or blocked.
>
> usage=industrial characteristics:
> - Route serves a single locality, port, or industrial complex (including
> one large or multiple adjacent customers), OR
> - Route connects multiple localities, but serves a single large customer
> (exception).
> - Predominant traffic is locally generated by on-line customers. Multiple
> small to medium customers along the line are typical, though not required;
> an industrial route may equally serve a single, dispersed industry's
> complex.
> - Route may be dead-end or connected at both ends; this does not affect
> branch classification. For example, many port railroads connect to multiple
> competing mainline railroads, to allow the cluster of customers to get
> better price competition. Conversely, many port or industrial railroads
> are part-owned by multiple larger railroads in partnership, to help promote
> fair competition and allow all participating railroads to access all the
> customers equally.
> - Route has some sort of discernible primary route through the locality or
> complex it serves. A cluster of non-independent spurs immediately off
> another railroad's main or branch track is not a good candidate for
> usage=industrial, as all of its individual tracks are better represented by
> service=spur.
>
> Overall, I would definitely say AAR Class does *not* serve as a useful
> determinant for usage tagging. However, it can sometimes point the user in
> the right direction to start, if considered in concert with the other
> characteristics as noted.
>
> I'm hoping this might be a start to helping clarify the Wiki, and would
> really appreciate any feedback. I'd love to incorporate as much good
> feedback as possible before I consider trying to put this in.
>
> Thanks,
> Chuck
> Virginia
>
>
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