Thanks, man. Very interesting and informative.
Pretty funny about the fire alarm.
Lithonia Operator Thanks so much for the clear, comprehensive explanations. But just so I'm clear on this: When you say "book" 8 hours rest, or 24 hours rest, is that basically saying "I am not available, period." Like what, on the extra board, we used to call "marking off?" And is that in addition to the original, specified 6 hours, or 24 hours, respectively? Or does it extend the 6 to 8, and the 8 to 24?
Thanks so much for the clear, comprehensive explanations.
But just so I'm clear on this:
When you say "book" 8 hours rest, or 24 hours rest, is that basically saying "I am not available, period." Like what, on the extra board, we used to call "marking off?" And is that in addition to the original, specified 6 hours, or 24 hours, respectively? Or does it extend the 6 to 8, and the 8 to 24?
Booking personal rest simply extends the rest period. If I go off duty at my home terminal at 0700 on December 1 after being on duty for 12 hours (therefore I am subject to MR) and take 23 hours personal rest, I become available again at 0600 Dec 2. The Company cannot call me to work during this time, the soonest I could be called for is 0800 Dec 2, assuming I want a 2 hour call (the phone would ring at 0600).
The personal rest provisions of our agreements date from long before the Hours of Service regulations came into being.
There are certain cases where the Company may consider a employee to have booked what they refer to as illegal rest, such as attempting to book rest past a regular start time if you are on a yard or roadswitcher assignment. If the crew office notices this they will phone the employee even if the computer shows them on personal rest. Mandatory rest must be respected even if it causes an employee to miss a assigned shift.
Lithonia Operator Let's say you are at the away-terminal, and on the 6-hour plan; can they call you (not "call the train," but rather call you on the phone, say 2 hours before departure) during that 6 hours, or only after the 6 hours. Put more simply, can they ring you only 4 hrs. after going off duty?
Let's say you are at the away-terminal, and on the 6-hour plan; can they call you (not "call the train," but rather call you on the phone, say 2 hours before departure) during that 6 hours, or only after the 6 hours. Put more simply, can they ring you only 4 hrs. after going off duty?
No. To do so would be a violation of the Hours of Service regulations. The employee must remain undisturbed during the MR period. In fact, if we are disturbed we are supposed to restart our MR from that point.
I actually know of a case where someone pulled the fire alarm in a bunkhouse because they wanted to stay there longer.
That is an extreme example, but as you can probably guess much game-playing and loophole jumping goes on regarding rest, by both the Company and its employees.
Greetings from Alberta
-an Articulate Malcontent
SD70Dude Lithonia Operator So, a crew could work 12 hours, then be off 6 hrs. at an away-terminal, then work another 12 hours? Since in the initial 24-hour period (from when "the meter started running") contains "only" 18 of those hours (12 on the first train, and 6 on the second), then the 6 remaining hours on the 2nd train get filed under a different 24-hour period, so that's cricket? If that's correct, that is brutal. Crazy. And then, when our crew gets 8 hours of rest at the home-terminal, they can be sent back out for another 12-hour stint? 10 of those hours on the 3rd train are in the second 24-hour period, so now they have done 16 hours in that period (and 2 hrs. into the following)? If I understand this correctly, then these guys have worked 34 hours in a 48-hour period?!?! Insane. Plus they have to go 2 more hours on this third train. Yes, that is legal, if the employee chooses to take no call time. We are entitled to a 2 hour call unless we notify the company otherwise. Indeed, in theory, one could currently work 18 hours straight (one 8 hour tour, take no personal rest, the immediately begin another 10 hour shift), go off duty for 6 hours at the AFHT, and then work 18 more hours in the same fashion. On and on that could go until you run into another current limitation of our Hours of Service. When you go off duty at the home terminal after accumulating 64 on duty hours within 7 days mandatory rest of 24 hours applies. The crews of certain outpost assignments and worktrains that always tie up at a AFHT or online location may not reach their designated home terminal for many days or weeks. These jobs tend to attact high seniority employees, because of the high pay and the prospect of getting off for miles quickly (more on that later). I should also note here that both the Conductor's and Engineer's contracts allow us to book up to 8 hours personal rest when we tie up at a AFHT or enroute, and up to 24 hours at the home terminal. The mandatory rest times and HOS limitations we are discussing are the bare minimums required by law. Most employees do take advantage of those rest provisions, and CN's desire to eliminate or reduce them was a big part of the recent strike. Lithonia Operator Obviously, this is a hypothetical with the first two trains going dead, or arriving exactly at the HOS mark. But theoretically, this could actually happen? Yes. And it does happen, more often than you would think (crews want to get home quickly). It is quite common for crews to be on duty for longer than the allowed operating times, usually while waiting on the train for a relief crew and then deadheading to the rest location. You do not go off duty until you reach your final terminal or rest location, and cease performing company service (deadheading is included in this). The train must be secured before the 12 or 18 hour limit is reached. I think my personal record is being on duty for almost 22 hours straight. Having worked close to the full 18 hours, we then waited in a remote location for relief that the Company forgot to call, and when the relief finally showed up we were still faced with a long taxi ride. Lithonia Operator And this: is the 6-hour rest period at away-terminals something that the company primarily wants? Or is it something that the unions also want, because then crews can get back to their families a bit sooner? The Companies would prefer as few rest provisions as possible, for obvious reasons. In their perfect world, there would be no mandatory or personal rest, and no mileage regulations either. That way employees could be worked like the animals and/or machines they think we are. You are correct in implying that the Unions and employees want to get home as soon as possible. I think that is indeed a big part of how and why they were able to talk Transport Canada down to the current 6 hours, back when our Hours of Service were first created.
Lithonia Operator So, a crew could work 12 hours, then be off 6 hrs. at an away-terminal, then work another 12 hours? Since in the initial 24-hour period (from when "the meter started running") contains "only" 18 of those hours (12 on the first train, and 6 on the second), then the 6 remaining hours on the 2nd train get filed under a different 24-hour period, so that's cricket? If that's correct, that is brutal. Crazy. And then, when our crew gets 8 hours of rest at the home-terminal, they can be sent back out for another 12-hour stint? 10 of those hours on the 3rd train are in the second 24-hour period, so now they have done 16 hours in that period (and 2 hrs. into the following)? If I understand this correctly, then these guys have worked 34 hours in a 48-hour period?!?! Insane. Plus they have to go 2 more hours on this third train.
So, a crew could work 12 hours, then be off 6 hrs. at an away-terminal, then work another 12 hours? Since in the initial 24-hour period (from when "the meter started running") contains "only" 18 of those hours (12 on the first train, and 6 on the second), then the 6 remaining hours on the 2nd train get filed under a different 24-hour period, so that's cricket?
If that's correct, that is brutal. Crazy.
And then, when our crew gets 8 hours of rest at the home-terminal, they can be sent back out for another 12-hour stint? 10 of those hours on the 3rd train are in the second 24-hour period, so now they have done 16 hours in that period (and 2 hrs. into the following)?
If I understand this correctly, then these guys have worked 34 hours in a 48-hour period?!?! Insane. Plus they have to go 2 more hours on this third train.
Yes, that is legal, if the employee chooses to take no call time. We are entitled to a 2 hour call unless we notify the company otherwise.
Indeed, in theory, one could currently work 18 hours straight (one 8 hour tour, take no personal rest, the immediately begin another 10 hour shift), go off duty for 6 hours at the AFHT, and then work 18 more hours in the same fashion. On and on that could go until you run into another current limitation of our Hours of Service. When you go off duty at the home terminal after accumulating 64 on duty hours within 7 days mandatory rest of 24 hours applies.
The crews of certain outpost assignments and worktrains that always tie up at a AFHT or online location may not reach their designated home terminal for many days or weeks. These jobs tend to attact high seniority employees, because of the high pay and the prospect of getting off for miles quickly (more on that later).
I should also note here that both the Conductor's and Engineer's contracts allow us to book up to 8 hours personal rest when we tie up at a AFHT or enroute, and up to 24 hours at the home terminal. The mandatory rest times and HOS limitations we are discussing are the bare minimums required by law.
Most employees do take advantage of those rest provisions, and CN's desire to eliminate or reduce them was a big part of the recent strike.
Lithonia Operator Obviously, this is a hypothetical with the first two trains going dead, or arriving exactly at the HOS mark. But theoretically, this could actually happen?
Obviously, this is a hypothetical with the first two trains going dead, or arriving exactly at the HOS mark. But theoretically, this could actually happen?
Yes. And it does happen, more often than you would think (crews want to get home quickly).
It is quite common for crews to be on duty for longer than the allowed operating times, usually while waiting on the train for a relief crew and then deadheading to the rest location. You do not go off duty until you reach your final terminal or rest location, and cease performing company service (deadheading is included in this). The train must be secured before the 12 or 18 hour limit is reached.
I think my personal record is being on duty for almost 22 hours straight. Having worked close to the full 18 hours, we then waited in a remote location for relief that the Company forgot to call, and when the relief finally showed up we were still faced with a long taxi ride.
Lithonia Operator And this: is the 6-hour rest period at away-terminals something that the company primarily wants? Or is it something that the unions also want, because then crews can get back to their families a bit sooner?
And this: is the 6-hour rest period at away-terminals something that the company primarily wants? Or is it something that the unions also want, because then crews can get back to their families a bit sooner?
The Companies would prefer as few rest provisions as possible, for obvious reasons. In their perfect world, there would be no mandatory or personal rest, and no mileage regulations either. That way employees could be worked like the animals and/or machines they think we are.
You are correct in implying that the Unions and employees want to get home as soon as possible. I think that is indeed a big part of how and why they were able to talk Transport Canada down to the current 6 hours, back when our Hours of Service were first created.
jeffhergert ... The current law requires 10 hours undisturbed (can't be called until the expiration of 10 hours) for being on duty 12 hours or less. Over 12 hours and they add every minute past the 12 hours to the 10 hours. So if you're on duty 13 hours and 10 minutes, your off time would be 11 hours and 10 minutes. ...
That seems fairly reasonable. Certainly better than many other scenarios I've read about.
Back (in ancient history) when I was on the extra board, it really ticked me off that I could get a call during the supposed "8 hours rest."
The following is a simplified overview of past and present US requirements and practices.
Before the passage of the RSIA in 2008(?), if you worked 11 hrs and 59 mins you were only required to be off 8 hours. This did not include call time. Most contracts provide for a 90 minute call, some urban locations may get a 2 or 3 hour call. So with a 90 minute call, they could be calling you less than 8 hours to report at the expiration of the 8 hour rest time. Throw in travel time and personal maintenance requirements, one might not get very much actual rest. Back then, work 12 hours or more and the required off time was 10 hours, not including call time.
The current law requires 10 hours undisturbed (can't be called until the expiration of 10 hours) for being on duty 12 hours or less. Over 12 hours and they add every minute past the 12 hours to the 10 hours. So if you're on duty 13 hours and 10 minutes, your off time would be 11 hours and 10 minutes. (You would also accrue 1 hr and 10 mins of limbo time, but that's for another post.) That's only if you performed 'covered service' which is, in simple terms, working a train or a deadhead. If you have a rules class or other company service not considered 'covered', when you tie up they only provide the 8 hours off and it's not undisturbed. After a rules class for example, they can call you less than 8 hours to report at the expiration of 8 hours. Just like the old days.
In my area, we went to 10 hours undisturbed by contract before the new law was passed.
Jeff
SD70Dude, another question on this. Well, a few questions.
If I understand this correclty, then these guys have worked 34 hours in a 48-hour period?!?! Insane. Plus they have to go 2 more hours on this third train.
There is a truism at play which the RTC (and whoever above the one doing the talking on the Org chart above the RTC was forcing) fail to acknowledge - 'If you don't think you can, you won't'.
From my experience, when YOU put a crew in such a position, YOU are the loser - no matter what the ultimate out come is. Malicious compliance is always available to the party being pressured - they have the 'moving' train that has millions of reasons for stopping in the middle of nowhere for a 'legitimate' walking train inspection. One thing all parties involved have to remember - you are going to be working together AGAIN at some point in the future and each party has to have a level of trust in the other - such 'conversations' destroy trust.
Similar 'conversations' take place across all railroads on a daily basis - not necessarily to the level that this one rose to.
Never too old to have a happy childhood!
SD70Dude The current Canadian hours of service allow for a maximum tour of duty length of 12 hours. Multiple tours of duty combined must not exceed 18 hours in a 24 hour period. Mandatory rest applies when you go off duty after having been on duty for more than 10 hours. MR is 8 hours at the home terminal and 6 hours anywhere else, exclusive of call time in both cases. There is a clause in our contract which states we can give the Company notice of our intent to take rest after 10 hours on duty. The Company's practice of ignoring these rest notices has evolved into a major, major dispute over the last 15 or so years. Contractually, we do not have to work past 10 hours if we give such notice, but the Company continues to force us to based on the "do it now, grieve it later" principle. These rest violations have become so numerous that we ended up with penalty payments of between $100 and $400 for each individual violation, depending on the length of violation and the class of service. "What was going on" probably refers to a sequence of delays and errors that happened earlier in the trip, of the normal railroad type. By the sounds of it they were on a train that had suffered a lot of delays and had some enroute switching. I also gather that they had been scooped (overtaken) by another train whose crew had been called several hours later. It also sounds as though they gave the Dispatcher (RTC) ample notice of their fatigue and hours situation, and like usual this was ignored in the interest of getting the train over the road. To be fair, it does sound like another freight train ahead of them was experiencing some unrelated problems that blocked the line. At any rate, if the crew in question already had over 10 hours on duty, sending them out onto the mainline is a bad idea. Something could happen at a bad location, leaving the train stopped on single track, blocking crossings, somewhere that is not easily accessible by road, or some combination of those. The crew ended up not moving the train, and the Conductor on that recording was suspended for two weeks without pay as a result of his actions. Whether or not this is really the situation, the law says that crew was still able to continue operating that train. I have a feeling Transport Canada would have sided with the Company in this situation. However, if the crew decided to invoke Part II of the Canada Labour Code (the right to refuse unsafe work) things are different. Once Part II is invoked all work stops, and the local health & safety rep must be contacted. CN has gotten in trouble in the past for ignoring a crew's invoking of Part II in just this sort of situation.
The current Canadian hours of service allow for a maximum tour of duty length of 12 hours. Multiple tours of duty combined must not exceed 18 hours in a 24 hour period. Mandatory rest applies when you go off duty after having been on duty for more than 10 hours. MR is 8 hours at the home terminal and 6 hours anywhere else, exclusive of call time in both cases.
There is a clause in our contract which states we can give the Company notice of our intent to take rest after 10 hours on duty. The Company's practice of ignoring these rest notices has evolved into a major, major dispute over the last 15 or so years. Contractually, we do not have to work past 10 hours if we give such notice, but the Company continues to force us to based on the "do it now, grieve it later" principle.
These rest violations have become so numerous that we ended up with penalty payments of between $100 and $400 for each individual violation, depending on the length of violation and the class of service.
"What was going on" probably refers to a sequence of delays and errors that happened earlier in the trip, of the normal railroad type. By the sounds of it they were on a train that had suffered a lot of delays and had some enroute switching. I also gather that they had been scooped (overtaken) by another train whose crew had been called several hours later.
It also sounds as though they gave the Dispatcher (RTC) ample notice of their fatigue and hours situation, and like usual this was ignored in the interest of getting the train over the road. To be fair, it does sound like another freight train ahead of them was experiencing some unrelated problems that blocked the line.
At any rate, if the crew in question already had over 10 hours on duty, sending them out onto the mainline is a bad idea. Something could happen at a bad location, leaving the train stopped on single track, blocking crossings, somewhere that is not easily accessible by road, or some combination of those.
The crew ended up not moving the train, and the Conductor on that recording was suspended for two weeks without pay as a result of his actions.
Whether or not this is really the situation, the law says that crew was still able to continue operating that train. I have a feeling Transport Canada would have sided with the Company in this situation.
However, if the crew decided to invoke Part II of the Canada Labour Code (the right to refuse unsafe work) things are different. Once Part II is invoked all work stops, and the local health & safety rep must be contacted. CN has gotten in trouble in the past for ignoring a crew's invoking of Part II in just this sort of situation.
Thanks for the excellent explanation.
SD70Dude, can you explain exactly what the situation was that this CN creew found itself in?
My understanding is that legally crews can work for 12 hours, and the railroad can force them to. And this crew was at 10 hours.
But on the recording, the conductor refers to "what was going on." What was going on? It sounds like the crew is referring to the amount of rest that they had had before beginning this trip. Yes/no?
What rules are in play?
Or is this just a case of a crew realizing they are in no shape to go 12 hours, and on basis alone are declining to move the train?
By the way, DID they move the train?
Is there any possibility that Transport Canada would have sided with the crew?
I really don't understand the situation here.
SD70DudeHere's an example of the Company's response to fatigue: https://www.globenewswire.com/news-release/2019/11/25/1952222/0/en/Teamsters-Release-Recording-of-CN-Ordering-Fatigued-Conductor-to-Work.html Direct link to the recording: http://teamsterscanada.org/wp-content/uploads/2019/11/2018-Oct-19-exhausted-worker.mp3 Interestingly enough, the only way for the Union to have gained possession of a recording like this would have been as evidence during the "investigation" into the Conductor.
https://www.globenewswire.com/news-release/2019/11/25/1952222/0/en/Teamsters-Release-Recording-of-CN-Ordering-Fatigued-Conductor-to-Work.html
Direct link to the recording:
http://teamsterscanada.org/wp-content/uploads/2019/11/2018-Oct-19-exhausted-worker.mp3
Interestingly enough, the only way for the Union to have gained possession of a recording like this would have been as evidence during the "investigation" into the Conductor.
Not up to speed on Canadian HOS regulations.
How much rest is required for a crew to start a tour of duty 'fully rested'? Is the maximum Canadian tour of duty 12 hours or some other period of time. Are there 'respite' provisions in the Canadian tour of duty like there are in the US tour of duty?
The radio conversation is not unusual, wherein, each party wants the other party to accept responsibility if anything happens.
Here's an example of the Company's response to fatigue:
Activated
http://wx4.org/to/foam/maps/and_timetables6.html
http://wx4.org/to/foam/maps/and_timetables.html
http://wx4.org/to/foam/maps/1rule/book.html
Deggesty Formerly, most railroads did have freight schedules in their ETT's. The UP, however (as well as I can tell) ran all freights as extras, and the number boards on the engines indicated that they were extras; I believe the SP did also. And the numberboards on passenger trains of both roads showed the train numbers.
Formerly, most railroads did have freight schedules in their ETT's. The UP, however (as well as I can tell) ran all freights as extras, and the number boards on the engines indicated that they were extras; I believe the SP did also. And the numberboards on passenger trains of both roads showed the train numbers.
It depended on where you were, but yes both the UP and SP had ETT scheduled freight. The number boards, instead of displaying "X4014", would instead display the train number, "71" or the section number when more than one section. "1-71" or "2-71" etc. I believe that when using the number boards for indicating the train, the use of classification lights was not required.
wx4.org/to/foam/maps/1-Ogle/1951-04-29UP_Nebraska10_OCR-Ogle.pdf
(having trouble getting these links hot.)
On double track (signalled, current of traffic) or CTC, freight trains usually didn't have schedules. (I noticed on the linked UP ETT that some local freights did have schedules and also "f", for flag stop, at many stations. i'm guessing that although not listed as mixed trains, they may have been authorized to carry passengers on the caboose.) The reason being that for operating purposes, other than authorizing use of the main track, the schedules are meaningless. When operating on signal indication, the signal indications supercedes superiority by class. So the junk manifest running ahead of the Limited can keep on going as long as they keep getting proceed block signal indications. However, instructions from the dispatcher, either by train order or message ("clear all first class trains" etc.) requires the junk manifest to clear the main track on the Limited's schedule.
This site has quite a few ETTs to view.
wx4.org/to/foam/maps/and_timetables6.html
For the index of all ETT collections:
wx4.org/to/foam/maps/and_timetables.html
Rule books, too:
wx4.org/to/foam/maps/1rule/book.html
Sorry for the cold links.
DeggestyFormerly, most railroads did have freight schedules in their ETT's. The UP, however (as well as I can tell) ran all freights as extras, and the number boards on the engines indicated that they were extras; I believe the SP did also. And the numberboards on passenger trains of both roads showed the train numbers.
Schedules, other than First Class, that most railroads placed in their Employee Timetables were placed there as TOOLS for use by Train Dispatchers in operating those segments of railroad in the days of TimeTable and Train Order operations. Those schedules were not for the operation of any particular train, but for the operation of any train that showed up in the time frame authorized by the schedule.
In segments of the railroad where the entire subdivision was operated on CTC or multiple track territory with Current of Traffic signalling, all trains without schedules were operated as Extra's and per TTSI for those territories the display of white flags or white class lights was not required. Their authority for movement was the signal indications that were displayed to each train.
First Class schedules were for the passenger trains that operated on those schedules.
As I recall form working the B&O Operators position at Vincennes, IN in 1966 the C&EI did show freight trains (Trailer Trains) as First Class in their ETT, that being said the line was being operated under CTC by signal indication.
Johnny
tree68 zardoz The cost of one decent-sized wreck could pay for quite a few employees, especially if the wreck involves hazmat and/or fatalities. True, but that comes from a different line on the accounting ledger...
zardoz The cost of one decent-sized wreck could pay for quite a few employees, especially if the wreck involves hazmat and/or fatalities.
True, but that comes from a different line on the accounting ledger...
Thanks to Chris / CopCarSS for my avatar.
charlie hebdoSo the words 'precision' and 'scheduled'are both just window dressing then. Just corporate P.R.
Has always been Buzzword Bulls..t to catch Wall Street's attention and a excuse to excise the financial stability of the company into the stockholders pocket.
So the words 'precision' and 'scheduled'are both just window dressing then. Just corporate P.R.
The 'scheduled' in PSR has nothing to do with trains running on a time table schedule. It's about planning car movements, what trains/where to make connections, etc. Trains have service schedules, but they're not exact. Many trains may have a semi-fixed departure time at the originating yard, but that can vary by circumstances from day to day. Some days it might run early, others late. Once it's out and running, than Murphy's Law kicks in and the anticipated schedule goes out the window.
There is no 5:15 that leaves everyday at 5:15.
zardozThe cost of one decent-sized wreck could pay for quite a few employees, especially if the wreck involves hazmat and/or fatalities.
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...
charlie hebdoSchedules started with Amtrak and commuter agencies? You're joking.
Seriously - then EHH came on the property and decided to F everything - Amtrak, Commuters and CSX.
I think he means the organizing of modern schedules. Scheduling and timetables of course date back to the earliest days of railroading.
Of course, these days the "schedules" are often just a pie-in-the-sky plan that does not reflect the operational reality on many days.
Schedules started with Amtrak and commuter agencies? You're joking.
charlie hebdoYears ago, many freight trains were scheduled, at least on some lines, just like their passenger trains. Not all freights were Extras. Is it possible that running 200-300 heavier car trains leads to more breakdowns and unreliable operations?
Most all 'Manifest', Automotive and Intermodal trains of today are scheduled, and have been for decades. Bulk commodity trains (coal, ores, grain, oil, ethanol etc.) are Customer initiated movements. There are very few 'Extra' trains, and always have been.
The problem is not the schedules and/or the bulk commodity trains - the problem is actually getting the entire railroad operating within the framework of On Time (On time is a relative term, not an exact minute term).
Schedules, at least where I worked, started with Amtrak and/or the Commuter agencies setting their schedules for First Class trains. Once those are set, windows are created for other operations. Next to be plotted into the mix are the Intermodals, following the Intermodals were the Automotive trains and then the Manifest trains. With all these schedules plotted other windows are created. Into these windows go the line of road switchers and local freights. Ideally the Bulk Commodity trains will operate in the final windows that get created.
Assigned crews are used, as each crew district sees fit, for Intermodal, Automotive and Manifest assignments. Bulk commodity trains, since they are totally dependent upon the customer on both the loaded and empty sides of the movement will be some form of Extra Board crew. Road Switchers and Local Freights will have assigned crews with a regular starting location and time.
The higher number of trains operating on a territory, the more complex the operation of that territory is - from ALL aspects of the operation.
There are no simple answers.
Years ago, many freight trains were scheduled, at least on some lines, just like their passenger trains. Not all freights were Extras. Is it possible that running 200-300 heavier car trains leads to more breakdowns and unreliable operations?
charlie hebdoIf PSR were actually a return to precisely scheduled, on a timetable trains, the crappy on-call system could be reduced or eliminated. Maybe more like how medical people do it. When I was on staff in a medical clinic, we rotated on-call weekend and night duties, so it was predictable.
Ah yes! Precision Scheduled undesired emergency brake applications with the crew inspecting 10000+ feet of train in the dark with a brakeman's lantern. Precision Scheduled Defect Detector activations that required inspection far back in the 10K+ foot trains. Precision Scheduled Signal failure. Precision Scheduled track defects. The list of things that can happen to a moving train and delay its 'On Time' arrival at an particular point on its route approaches infinity.
Trying to accurately and consistently predict the arrival of trains at calling points is much harder than you believe it to be. A Two Hour Call for a crew of a moving crew means that when that call is initiated, the train is nominally between 80 and 100 miles from the point where the new crew is to be put on duty. A lot of unforseen things can, and do, happen in those 80 to 100 miles that end up delaying the train from arriving at the time it was forecast to arrive.
Among the various CSX Divisions, Subdivisions and T&E labor contracts that I worked with - virtually every manner of call scheme that could be thought of by man was implemented at one location or another - none of them were ideal for a variety of reasons.
BaltACD charlie hebdo Augusta is not a very long - 2 hour - drive back to Atlanta. That is correct and I suspect some crews used the two vehicle means of dealing with the 'away from home' situation. That being said, Extra Board calls are 2 hour affairs. One gets NOTIFIED at 0415 to be at the On Duty site at 0615. Secondarily, the Offical rest period starts at the time crews 'register off', which is very shortly after the arrive at their desination terminal. In the period I discribed, the minimum Full Rest period was 8 hours, which in reality means that 6 hours after your Registered Off time you could be getting notification to be at the on duty site in TWO hours - ready for another 12 or more hours working. 8 hours can pass very quickly if you add in 2 hours each way between the on duty site and the individual's rest site.
charlie hebdo Augusta is not a very long - 2 hour - drive back to Atlanta.
That is correct and I suspect some crews used the two vehicle means of dealing with the 'away from home' situation. That being said, Extra Board calls are 2 hour affairs. One gets NOTIFIED at 0415 to be at the On Duty site at 0615.
Secondarily, the Offical rest period starts at the time crews 'register off', which is very shortly after the arrive at their desination terminal. In the period I discribed, the minimum Full Rest period was 8 hours, which in reality means that 6 hours after your Registered Off time you could be getting notification to be at the on duty site in TWO hours - ready for another 12 or more hours working. 8 hours can pass very quickly if you add in 2 hours each way between the on duty site and the individual's rest site.
If PSR were actually a return to precisely scheduled, on a timetable trains, the crappy on-call system could be reduced or eliminated. Maybe more like how medical people do it. When I was on staff in a medical clinic, we rotated on-call weekend and night duties, so it was predictable.
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