jeffhergert Of all the threads on the subject, I picked this one for convenience. I came upon it first when looking for one. The BNSF SMART-TD members (formerly known as the UTU) failed to ratify the contract. Jeff
Of all the threads on the subject, I picked this one for convenience. I came upon it first when looking for one.
The BNSF SMART-TD members (formerly known as the UTU) failed to ratify the contract.
Jeff
Good to see that the members had more sense than their leaders!
Never too old to have a happy childhood!
Well placed, Jeff.
Johnny
I regularly run half of our excursions (the half with the short hood leading) by myself. But that's a half hour and ten miles. Long hood forward, I need an extra set of eyes due to the many sharp curves on the line.
Even then, and with plenty of rest, I occasionally catch myself wanting to doze.
A recent issue of Classic Trains included a story about an engineer who was asleep, but managed to blow for all the crossings. As I recall, the rookie head-end brakeman was afraid to wake him...
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...
Having had a close relative die (of a massive heart attack) at the throttle of a train on the main at track speed (ex SP San Joaquin valley line) I hope we NEVER see one man crews on the main.
Mabee on low speed yard tracks and private property operations. And yes, I know Amtrak and the commutes are already one man, but at least there is someone on the train that can get to the cab in minuets if something is amiss.
One man is fine - as long as the train is moving. Whenever the train stops for a undesired emergency application of the brakes or a Defect Dectector activation all bets are off.
Something I read some time ago comes to mind, but I'm not sure if it would apply here. In the early days of radar, the operator was isolated so that he would not be distracted while watching the screen. It was found that when targets would appear on the screen, he didn't see them, but when placed in an environment with other people around, he did see them. This may not apply to operating a train since there is a nearly constantly changing scene in front of him, but it might be something to consider. It may be common for trains to be operated by a lone driver in other countries, but as I understand it the runs are usually shorter than here.
_____________
"A stranger's just a friend you ain't met yet." --- Dave Gardner
I will agree with Greyhounds. In the correct conditions I see no problem with one-man crews. But how to limit use to only the "correct conditions" despite intense pressure from the cost-cutters will be a challenge. If done incorrectly, new regulations may kill the concept. Furthermore, producing those conditions will require a significant culture shift by both management and the running trades.
First of all, the pervasive issue of fatigue must be eliminated. Predictable work times so the engineer is at least starting with enough rest will help. I would also suggest that with one man operation the maximum hours on duty should be reduced from the current 12 hours. A single man lacks the stimulation of occasional chatter/argument that helps the monotonous miles go by, or during the two hour wait for meets.
The tracks should have easy access so help can be provided in a timely manner. A single track railroad in a wilderness environment is NOT the place. The dispatcher can see a train is no longer moving, but if there is no communication from it, investigating becomes a challenge. The safest is to send a Hi-Rail or locomotive in from behind. Once organized and it reaches the train there will still be another mile or two on foot to reach the head end. Approaching from the opposite direction is fraught with risk. If it is a medical emergency those many hours of delay may well prove fatal.
I think it obvious that if the RSC (alerter) fails the train should be stopped as soon as possible, maybe stretching the point so it can reach the next siding.
The above are just the musings that come immediately to my mind.
John
Thanks, Overmod.
I have had one experience, in February, 1971, in riding a passenger train that had no fireman--Lakeland to Naples, Florida one day and back the next. While waiting for time to leave Naples, I had a brief conversation with the engineer, who told me that he did not really like being alone in the cab of the engine, which was the one remaining power car of the two that the Seaboard had bought in 1936. There were, also, only two in the train crew. I have no memory of a meet going south, but I do have a faint memory of a meet going north. The run was, definitely, not at all like any described in the Train Orders postings.
Just so everyone gets to the right place, here is the link to the first page of the Trainorders thread.
cp8905 I don't know if this has been discussed here previously: http://www.trainorders.com/discussion/read.php?1,3509762 I agree with the OP's thesis, and thought Frailey was way off base..
I don't know if this has been discussed here previously:
http://www.trainorders.com/discussion/read.php?1,3509762
I agree with the OP's thesis, and thought Frailey was way off base..
Well Fred certainly did knock down a hornets' nest. And those hornets, they be loose and angry.
I'm not going to get involved over there because everything there is just too blame emotional. Thought, reason and logic do not have a chance against emotion.
I do have some railroad experience. I have hooked up air hoses, mounted and dismounted moving equipment, set handbrakes, etc. But most of my time was spent in marketing, so take what I say with that in mind.
It's perfectly obvious to me that some trains can be operated safely and efficiently with a one person crew. It's also perfectly obvious to me that some trains require multiple crew members to operate safely and efficiently. (i.e., Wouldn't a CN reefer block/train out of Waterloo, IA running to eastern connections in Chicago be a good thing? Iowa produces a lot of pork. The northeast eats a lot of Iowa pork. It now moves by truck. One person could run that block/train into Chicago from Waterloo on a regular schedule with regular rest. Wouldn't that be a good thing?)
Instead of screaming "NO", I would like to see railroad workers engaged through their unions with their employers to determine and negotiate where such operations would work. I guess that's too much to hope for. Too much emotion, not enough thought and reason.
One person crews do work. And they work well and safely under the right conditions. It has been proven in other countries and in these United States. I sure would like to see everyone work it out like grownups.
Nothing came up when I tried to read what you wanted us to read.
Our community is FREE to join. To participate you must either login or register for an account.