The last couple of weeks, I've watched the LaPlata webcam and noted that Amtrak #'s 3 & 4 have been loosing time between Galesburg & KC. Curious as to the cause.
Other questions concern PTC. Does BNSF have it in service in this area? And does Amtrak use it here? And when a freight train changes crew's, does the PTC need to be reprogramed with the new crews idenity and how long does that take? Metra has change schedules claiming that their PTC computers have to have programs reset when their trains "Flip" But saw a BNSF train change crews at LaPlata and depart after a few minutes after the new crew boarded. Understand that the trip program is still in effect so maybe a change of Engineer/Conductor is a quick entry to the PTC system.
Electroliner 1935The last couple of weeks, I've watched the LaPlata webcam and noted that Amtrak #'s 3 & 4 have been loosing time between Galesburg & KC. Curious as to the cause. Other questions concern PTC. Does BNSF have it in service in this area? And does Amtrak use it here? And when a freight train changes crew's, does the PTC need to be reprogramed with the new crews idenity and how long does that take? Metra has change schedules claiming that their PTC computers have to have programs reset when their trains "Flip" But saw a BNSF train change crews at LaPlata and depart after a few minutes after the new crew boarded. Understand that the trip program is still in effect so maybe a change of Engineer/Conductor is a quick entry to the PTC system.
Freight carriers stopped the rolling crew change several decades ago. As such there is alway 'some' delay at crew change points. With the information that was presented in PTC familarization classes before I retired, the new crew will have to sign in to the PTC system with all the appropriate information concerning their move. How seamless that will be once crews make the basics of what is required second nature I don't know.
Never too old to have a happy childhood!
BaltACDFreight carriers stopped the rolling crew change several decades ago
I'm still scratching my head on that one because they certainly do not stop the locomotive all the time for switching or road protection for the conductor to run and hop on. Numerous youtube videos can be referenced for that. So if it is a safety issue at crew change........why the inconsistency?
CMStPnP BaltACD Freight carriers stopped the rolling crew change several decades ago I'm still scratching my head on that one because they certainly do not stop the locomotive all the time for switching or road protection for the conductor to run and hop on. Numerous youtube videos can be referenced for that. So if it is a safety issue at crew change........why the inconsistency?
BaltACD Freight carriers stopped the rolling crew change several decades ago
They aren't CSX if they are.
BaltACDThey aren't CSX if they are.
Your right I think it was WSOR or CP I was watching in Wisconsin.
I was just in Wisconsin eating at the Oconomowoc, Depot watching the CP I think it was a patrol job come into town from the West with two covered hopper cars, back to back rebuilt SD40-2's I think. Anyhow, dropped the cars at Brownberry ovens (probably the largest most frequent shipper in Oconomowoc) near the depot then the engineer just pegged the throttle to full run 8.
Man what a show, from a dead stop one or two city blocks away those diesels flew by the Depot about 40 mph and still accelerating to full 55 mph (track speed for freights....79 for Amtrak)....exhaust pouring out of the stacks the Diesel sound reverberated through the Depot restaurant. They were in a hurry to get out of the way of something. It was getting near Amtrak Empire Builder time, so my guess was that. Never seen light engines accelerate and move so fast.
CMStPnPSo if it is a safety issue at crew change........why the inconsistency?
You don't usually carry your grip or overnight bag when flagging a road or switching cars.
Plus a change in crews usually involves a briefing. Not the thing to be doing while moving and sqwapping crews.
The opinions expressed here represent my own and not those of my employer, any other railroad, company, or person.
CMStPnP BaltACD They aren't CSX if they are. Your right I think it was WSOR or CP I was watching in Wisconsin.
BaltACD They aren't CSX if they are.
Crews these days do not travel light. They must have IN THEIR POSSESSION, not only their own carrier's rule book, but the rule book for every other carrier their work territory MAY have them operating on. No only must they have those rule books they must have whatever 'superintendents' bulletins (different carriers call them different things) those carriers may publish. Then you also have Safety Rule books, Train Handling Rule books and in today's world you will also have PTC operating instructions that may be necessary for ready referend. In short form, that is a lot of paper - paper is heavy.
Then we get into what the employees carry for their own use - rain gear or snow gear or both as necessary with expected weather conditions for the next 24 -48 - 96 or more hours depending upon the requirements of the territory they are protecting. Then we have all the necessary toiletries to sustain themselves for their anticipated time away from home. Then we get into the various electronic devices each employee deems necessary in his own life - a simple cell phone may not be sufficient. A change of both work clothes and civilian clothes - who knows they may want to eat at a higher class 'food store' than Denny's.
The Conductor will likely have his own 'train inspection kit' Air hose, Wrench, Chisel, Air hose gaskets, duct tape, wire ties and probably any of 100 other things experience has taught him that can bail him out of a situation. Don't forget he must also have his Railroad Raido as well as his lantern. I am certain Jeff or Zug can add in more elements that they have experienced.
At a minimum each employee will have to get two 'grips' on the train as well as other things. Getting all this on AND OFF the engines is not something that can be safely accomplished 'on the roll'.
The crews changing at La Plata each had two large loaded duffel bags. But the departure of the freight train came within a couple of minutes after they boarded the locomotive. So I am still questioning whether PTC is in operation on this BNSF Division and if so, what does a crew change require of a new crew on a transfer with an existing train plan. Just a new crew I.D.? It is not as complex as Metra where they have to identify a new trip.
Electroliner 1935The crews changing at La Plata each had two large loaded duffel bags. But the departure of the freight train came within a couple of minutes after they boarded the locomotive. So I am still questioning whether PTC is in operation on this BNSF Division and if so, what does a crew change require of a new crew on a transfer with an existing train plan. Just a new crew I.D.? It is not as complex as Metra where they have to identify a new trip.
I think METRA's issues MAY BE that on some routes more than a single carrier's PTC must be 'signed up to' to have all the 'back office' info in place for all the carriers.
When I was working, Amtrak, VRE and MARC all had issues in getting correct crew information into the CSX Mainframe and CADS computer systems. The big issue at that time was getting Employee ID numbers into the CSX system. Hopefully this hang up has been fixed by now, but one never knows unless one actually works with it.
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Balt. All that infomation we just called the bags "Brain bags " Main thing was to know where to find the information not every nuiance !
blue streak 1Balt. All that infomation we just called the bags "Brain bags " Main thing was to know where to find the information not every nuiance !
Bags exist for reasons -
There may be many more items that are necessary for each individual. They aren't carrying bags because it is cool - they are carrying them for necessity.
The issue with Metra seems to be caused by the quick turnarounds scheduled for "flipbacks", which are short-turn trips which turn around at an intermediate station. Since the return trip is now a new schedule, PTC requires the crew to enter the necessary for that trip, which calls for additional time to allow for the turnaround.
BaltACDThe Conductor will likely have his own 'train inspection kit' Air hose, Wrench, Chisel, Air hose gaskets, duct tape, wire ties and probably any of 100 other things experience has taught him that can bail him out of a situation. Don't forget he must also have his Railroad Raido as well as his lantern. I am certain Jeff or Zug can add in more elements that they have experienced.
I would never carry a air hose, chisel, or wrench with me in my grip*. Those are hopefully on the engines.
*- now sometimes we were thoughtful enough to add those things to a new conductor's grip when he/she wasn't looking.
zugmann- now sometimes we were thoughtful enough to add those things to a new conductor's grip when he/she wasn't looking
... I don't suppose knuckles fit in those things, do they?
zugmann BaltACD The Conductor will likely have his own 'train inspection kit' Air hose, Wrench, Chisel, Air hose gaskets, duct tape, wire ties and probably any of 100 other things experience has taught him that can bail him out of a situation. Don't forget he must also have his Railroad Raido as well as his lantern. I am certain Jeff or Zug can add in more elements that they have experienced. I would never carry a air hose, chisel, or wrench with me in my grip*. Those are hopefully on the engines. *- now sometimes we were thoughtful enough to add those things to a new conductor's grip when he/she wasn't looking.
BaltACD The Conductor will likely have his own 'train inspection kit' Air hose, Wrench, Chisel, Air hose gaskets, duct tape, wire ties and probably any of 100 other things experience has taught him that can bail him out of a situation. Don't forget he must also have his Railroad Raido as well as his lantern. I am certain Jeff or Zug can add in more elements that they have experienced.
From CSX crew reports over the years - when it comes to hope of equipment on engines and a cup of coffee - the coffee they can actually drink, the rest not so much.
BaltACDFrom CSX crew reports over the years - when it comes to hope of equipment on engines and a cup of coffee - the coffee they can actually drink, the rest not so much.
"send the wreck truck"
Overmod zugmann - now sometimes we were thoughtful enough to add those things to a new conductor's grip when he/she wasn't looking ... I don't suppose knuckles fit in those things, do they?
zugmann - now sometimes we were thoughtful enough to add those things to a new conductor's grip when he/she wasn't looking
No, but knuckle pins do.
Jeff
jeffhergert Overmod zugmann - now sometimes we were thoughtful enough to add those things to a new conductor's grip when he/she wasn't looking ... I don't suppose knuckles fit in those things, do they? No, but knuckle pins do. Jeff
Tie plates work good too.
Being flat, they fit nicely in the very bottom of a bag.
Greetings from Alberta
-an Articulate Malcontent
SD70DudeTie plates work good too.
Yeah, right....it would be a Kodak moment. Not to mention the cross trade greavance it would trigger between track maintenance and operations.
Yep it's a moment alright, when Buddy picks all the stuff out of his bag, AFTER he carried it from the engine back to the office...
I consider rusty track jewelry to be abandoned garbage and free for the taking, the section guys just leave all that stuff in the ditch.
They used to go around every so often with a magnet-equipped crane and a couple gondolas, "trawling" the ditch. It is amazing just how much comes flying up out of the weeds. It would fill up a gondola in no time.
SD70Dude Yep it's a moment alright, when Buddy picks all the stuff out of his bag, AFTER he carried it from the engine back to the office...
We had a guy who liked to add knuckle pins to his conductor's bags. One time a conductor was going through his bag looking for some rarely used item that had become buried over time. Instead he found a knuckle pin. He knew immediately when it was done and who had done it. He had been carrying it for a few trips when he found it.
BaltACDCrews these days do not travel light. They must have IN THEIR POSSESSION, not only their own carrier's rule book, but the rule book for every other carrier their work territory MAY have them operating on. No only must they have those rule books they must have whatever 'superintendents' bulletins (different carriers call them different things) those carriers may publish. Then you also have Safety Rule books, Train Handling Rule books and in today's world you will also have PTC operating instructions that may be necessary for ready referend. In short form, that is a lot of paper - paper is heavy.
#1. More reason for uniform rue books, train handling books, etc.
#2. Tablet or notebook? This is 2018, not 1998.
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