Hello everyone:
Longtime railfan, first time poster here. I have a general question that I realize will have an answer that will vary tremendously depending on the circumstances.
There are innumerable books and simulators out there about the operation of locomotives; you can go get Train Simulator or Run8, for example, and get a pretty much 1:1 accurate representation of all the switches and levers and so forth. What I haven't found anywhere, however, despite countless hours of searching books, videos, old forum threads, etc. is an answer to the question of, in real life, I step into the cab, I know how to operate the train, but... what do I do now?
In aircraft, for example (I'm a licensed pilot), you have a flight plan and ATC tells you exactly what to do. But in train simulation games this part is usually hyper simplified (you get some God's-eye view of where you are and where you're going). From what I can piece together, in reality it would be something like this:
1) You would have a printed rulebook/timetable for the road you're on explaining what the rules are for those sections of the track. I have to memorize all the rules, signals, and idiosyncrasies for every piece of track I will be operating on.
2) You'd have printed orders from the dispatcher about exactly where to go and when that you'd verify via radio.
3) As you travel between sections of track under different orders, e.g. CTC, 251 ABS, etc. this would be delineated by the employee timetable. Details will vary depending on which road you're on.
4) And in reality before ever being entrusted with a real run I would have gone over the same route 100 times as a trainee.
Is this kind of how it actually works? Please correct me! It seems like real-life railroading would have to have inordinate amounts of rule, signal, and road memorization.
CaptainKoloth but... what do I do now?
If you are the engineer, the short answer to this question is "ask the conductor." They are the one who (in theory) actually controls the movement of the train, gives the order to start/ stop, etc.
As a general matter, a basic plan for the trip will be discussed between the engineer and conductor and any other crew members in a job briefing before the train turns a wheel. The expectations come from the applicable operating department plan, and will tell the crew to operate from point A to point B and if necessary, where they are going to stop and do work such as pick-ups or set-offs. If you are a pilot, I imagine it is not that much different than a flight plan, though I don't think such plans are "filed" on railroads. If and when things change en-route, then the crew will have another job briefing to discuss the changes and proceed accordingly.
Conductors are typically the ones who call the dispatcher to obtain the necessary authority to operate on main tracks. Engineers can do this as well, but all the operating rules I know of prohibit an engineer from doing so while the train is in motion. And you are correct in that both the conductor and engineer need to be familiar with and qualified on the territory they are operating on.
It's not likely you'd have gone over a route "100 times" before being cut loose on it.
If you are thoroughly familiar with the operating rules and practices of your railroad (as determined by rules classes and tests, and experience on the road, no matter the route), then being qualified on a given route will probably involve a few orientation trips, both ride-alongs and with a supervisor looking over your shoulder, if you will.
With any luck, you'll get coaching on the vagaries of the route - like grades, special considerations, etc. A lot of that is gained by experience, yours, and the folks helping you out.
Assuming you're proficient in actually running the locomotive, it simply comes down to following the rules of the road (as established in the rulebooks).
The fact that you are doing so with a mile and more of train behind you notwithstanding, it's kind of the same as driving on the highway. Pay attention to the traffic control devices, and follow the route you've laid out (in your head or on a map) and you're set.
As ADKRR64 points out, there will be communication with the rest of the crew, the dispatcher, potentially MOW, etc. OTOH, if you're taking over from another crew, such communication will be minimal if there's nothing going on otherwise - calling signals, f'rinstance. Then you'll get to the next crew change point, discuss any issues with the oncoming crew, and head for your rest.
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...
You climb on the locomotive. First things are to check the locomotive daily inspection form and FRA Blue Card. Is the Blue Card up to date? It records all FRA required periodic mechanical inspections of safety appliances such as air brakes, etc. (We don't use the FRA form. Ours states "Do not use after MM/DD/YR" which makes it so much easier than trying to figure if everything is up to date.) If the card has expired because one of the items is out of date, the locomotive can't be used for power. If the locomotive hasn't had a daily inspection that day, it will need to be done at some point. While an inspection doesn't take a lot of time, you still may have to ask the dispatcher if you can do it now or down the road.
That being satisfied, check for an airslip. Our paperwork can show the airslip info and can be used in place of the actual airslip. You would have determined when going through your paperwork at the onduty point whether it had the air info. If it doesn't and there is no actual slip, contact the dispatcher. If they can find info when the air tests were done, they can give you the info and you can make out a air slip. If info can't be found, time to do a class one initial terminl test air test.
You find a slip on the back wall and it's in your paperwork. Then I take off gloves and coat and settle in. Get out the Clorox (or other brand/generic) wipes and wipe down the controls and anything you might touch. I started doing this a few years before Covid and it's surprising how less sick I've been. And how dirty the surfaces can get.
And don't forget to adjust your seat.
Next, with PTC, you start entering info into PTC for the trip. It will have a consist available, but almost always does one or two items need editing. You use your paperwork to edit any items. If you have Energy Management Systems, you initialize that when prompted.
Dial up the dispatcher to tell him your ready to go. Either the engineer or conductor can do this. I work CTC territory. Most of my change outs take place on signalled track, even though we may not always be at a signal. The dispatcher will usually say "signal indication" which is what governs in CTC. Authority to enter CTC from say a yard can either be by a signal at the beginning of CTC or verbal authorization.
Before you move, and you probably would have already noted this, check the gauges and EOT to see if the automatic brake has been applied. (Also check if the EOT emergeny feature is enabled.) If it has and you have one (or more) DP consists, has the train check feature been initiated? It is a check for air brake pipe continuity. If the air brake has not been applied, make a set. Generally at least a 10 psi (12 is better) set. Some railroads may have specific instructions in making said reduction. You want to see (at least) a 5 psi reduction and then a 5 psi rise on the EOT. Your checking brake pipe continuity.
You changed out on the main, but can't see the next signal. If the inbound crew tells you what the last signal was, you're delayed in the block. I they don't, then you're governed by the rule regarding initiating movement between signals.
Almost all the paperwork, rules, etc, would've been gone over when job briefing with the rest of the crew before boarding. At that time you would've checked for any changes or updates to rules, time tables, special instructions, etc.
I'll probably think of something else later. Or someone can add to the list. Right now it's off to bed. There's a double coal train with my name on it. It should be gone before it's my turn, but I just know I'll get it.
Jeff
adkrr64... Conductors are typically the ones who call the dispatcher to obtain the necessary authority to operate on main tracks. Engineers can do this as well, but all the operating rules I know of prohibit an engineer from doing so while the train is in motion. And you are correct in that both the conductor and engineer need to be familiar with and qualified on the territory they are operating on.
Under CSX rules, the person OPERATING the locomotive is prohibited from being the person copying 'Mandatory Directives' while the train is in motion. Mandatory Directives are such things as slow orders, Track Warrants and any other Dispatcher issued directives. Engineers can conduct conversations with the Train Dispatcher while the train is in motion.
Amtrak, that normally only has the Engineer in the cab, will be instructed to get the Conductor on the head end if possible OR copy the Mandatory Directive while the train is making a scheduled station stop.
Never too old to have a happy childhood!
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