All operating department employees are efficiency tested. Train & engine employees, Dispatchers, Operators (the few that still exist) and Yardmasters. Additionally signal personnel get tested on their performance when it comes to handling grade crossing malfunction situations. All crafts have been disciplined for their failures.
Efficiency testing is not a railroad option....it is an FRA requirement and the FRA does check through the Efficiency test results.
Never too old to have a happy childhood!
Trucking company have saftey depardment and when they travel they look at thier trucks and will look at other trucks that are doing wrong and will report them also the insurance company will look at trucks while travelingand if driver is agressive or speeding the insurance company will ask for either disipline or termination of said driver. now as far as railroad goes these test are not a problem and if your doing your job wont hurt you. all yo haft to do is stop before hitting the banner you wont be penalized for not stopping in half the distance.
If you think about it, the police handle the efficiency tests for the trucking industry. I can't say that I've ever heard of a trucking company official sitting alongside the highway, checking that company's trucks with a radar gun....
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
Thank you Ed I would have to say is keeping (1) step ahead of the train i.e. thinking about 5 miles ahead and what the rear end is doing.
Rodney
Rodney:That is a great attitude.
What is the most difficult aspect of your job, regarding operating the train?
ed
Operations testing is a must as set fourth by the FRA, yes we in the operating department call trainmasters weed weasels but they have a job to do as set fourth by the superindetendt of operating praciices the same goes for the road foreman of engines, I work CTC and I am graded for compling with the signals, radio procedures if I am getting flagged by a stop indication at the control point then I am graded for the requirements of restricted speed being able to stop short of a whole number of things (bad switch, broken rail, train and equipment) we may gripe about being tested but as long as I pass I do not care. I treat every train I run as a op test.
blue streak 1 Evidently the proceed at restricted speed is a real problem for the operating crews and maybe the FRA should require more recurrent training to prevent vilations instead of suspensions or firings.
Evidently the proceed at restricted speed is a real problem for the operating crews and maybe the FRA should require more recurrent training to prevent vilations instead of suspensions or firings.
Operating at restricted speed is NOT a real problem. Yes, there have been violations but trains or engines having to run at restricted speed is a daily occurance. For every incident there are hundreds, if not thousands, of times where operating crews have complied whether it be a structured test or operating conditions.
Jeff
American Airlines installed a flight recorder that took down all parameters and could be read out later (on BAC-111 aircraft). Pilots union protested so much that a new program was installed that did not identify viloaters but allowed the airline to install in training all items that seemed to show up the most and training would focus on those problems and try to prevent future problems. That is what the RRs should do as well. Evidently the proceed at restricted speed is a real problem for the operating crews and maybe the FRA should require more recurrent training to prevent vilations instead of suspensions or firings. Note: the FAA now approves of the program industry wide and NTSB reports insulate violaters from action.
In aviation: All of my instrument check rides in the last 22 years were in simulators. Previous to that they were in the air with either a hood, that blocked out the outside but allowed you to see the instruments, or slats on the windshield (UK practice) that you could not see through but the check pilot could see out. Checkride every 6 months in addition to whatever I did in the National Guard. Anytime an FAA inspector was on board he could and I have seen it (not me) , if you screwed up bad enough, take your license or require that before your next revenue flight you pass another check ride.
Not for nothing I'm happily retired !! John
At lunch today I got to thinking about this, which led me to wondering if any other mode of transportation besides railroads does this as aggressively ?
For those (few ?) who don't know, I'll generally* describe these as a condition or situation artificially created by a railroad company official (the "weed weasel", such as a trainmaster, road foreman of engines, asst. superintendent, air brake supervisor, etc.) to test the operating crews' knowledge and compliance with the rules. It seems the most common current example is to manually override a signal to display a "Restricting" aspect of some kind that requires the train to reduce speed to not over 20 MPH, and proceed while keeping a lookout for "obstructions", and also being able to stop within 1/2 of the range of vision. Then a "banner" (literally) or a diamond-shaped orange sign (like those used in highway work areas) that says "STOP - OBSTRUCTION" or similar (like a red flag or lit fusee being waved by the official, etc.) is placed in or aross the tracks, often in a sharp curve where stopping from the 20 MPH would be tough - that's to emphasize the "1/2 range of vision" portion of the rule. If the crew & train passes by stopping in time, well & good; if not = "failing" the test, I understand they can be taken out of service immediately and subjected to discipline and/ or retraining - perhaps even fired if they have too many recent failures on their records.
[*Please don't "bust on me" for any errors or omissions in this short explanation - I'm just "setting the stage" here with it, as you'll see below - not trying to "write the book" on these. But I wouldn't mind if you contribute you own definitions or experiences to provide more detail, context, or "flavor" to this.]
Here's my question/ observation: I don't think any other transportation industry does this - i.e., create an artificial test of the crew of an actual operating vehicle while in revenue service - do they ?
I mean, does the airline management or FAA enter the cockpit and blindfold the pilots, or call them up on the radio and say, "Assume that visibility is now 1/4 mile, you must fly on autopilot !" ? Do they do such things at the terminals, on the runways or taxiways ?
Does anyone the Coast Guard do such things with ship or barge captains or pilots - put out buoys just to see if they respond correctly ?
What about over-the-road truckers ? Aside from weigh stations and inspections, do the trucking company officials or state troopers ever change a stoplight in front of you to see if you can stop in time ? Wave a flag or lit flare or lantern to get you to pull over in other than a real emergency or disruption ? [Ed Benton ?]
What about intercity buses ? Again, does Greyhound or the state PUCs or similar ever set up a situation and flag them down ?
Is this ever done with subways, elevateds, light rail, or other mass transit or people-mover systems ? (monorails ? cable cars ? aerial trams ? LOL !)
I don't think so - at least, I've never heard of it. While this surely makes working hours tough for the train crews ("Yes, I'm paranoid, but am I being paranoid enough ?"), it also means that they are on-the-ball and accustomed to dealing with unexpected (and sometimes weird) safety-critical situations. Sure, the others can prove their knowledge and competence in simulators (and rails can too), but I don't think anyone else is subject to as many unannounced random tests on-the-job out "in the field" on a day-to-day basis, which is then documented to build a record that it was in fact done. And then of course we have grade crossing incidents, which are a whole 'nother random layer of surprise and quick reactions . . .
[Edit- add:] In other words, is this kind of test unique to railroading ?
Finally, this is not just a theoretical discussion - I did a little research before posting this, and found that during such a test on Tues., Nov. 25, 2008 with the FRA and officials from several other agencies observing, Amtrak train 564 to San Diego ran over such a banner with the somewhat drastic results - apparently the train was then annulled, the passengers transferred to a later train, etc., and a bunch of questions being asked about how that could have happened, etc., etc.
So: Comments ? Critiques ? Questions ? Explanations ? Observations ? Recommendations ? Real-life experiences ? Deep or shallow thoughts ?
Thanks in advance for your replies.
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