Hey,
How is a host railroad compensated when another railroad uses their tracks when a circumstance requires them to reroute trains, such as a huge derailment? Is this a monetary transaction or do they log hours incase the circumstance is reversed, both, or they don't mind being friendly (little bit of a push on that one)?
Thanks!
Money is the key! Most large railroads have 'detour' plans in place and have worked this out with each other in advance. There are a number of issues:
Crews - There may be a limit on the number of detour trains the 'host' can handle based on available 'pilot' crews. Usually a conductor & engineer from the host railroad will accompany the detouring crew over the host railroad, unless the detouring crews are certified over the host railroad(usually not)
Track Capacity - If the host railroad is already running at or near capacity, they will limit the number of detouring trains. You have to take care of number one first!
Cost - This is worked out in advance. Number of trains/number of cars/pilot crew costs are factored in.
Jim
Modeling BNSF and Milwaukee Road in SW Wisconsin
Thanks Jim!
With the 'plant rationalization' that took place among the Class 1 carriers in the 80's & 90's there aren't nearly as many 'detour routes' available as there once was and those that continue to exist tend to be much longer and circuitious than the detour routes of a generation or two ago. On the longer reroutes the host crews will be the only crews on the train and operate the trains to whatever point they return the train to the owning road.
Never too old to have a happy childhood!
In the past few years when we've detoured due to planned track work or other long term blockages (the flooding a couple of years back comes to mind) and the detours were known to last for a fair amount of time, we've had some of our own people become qualified over the railroad we've detoured on. They in turn pilot our own crews over the foreign railroad.
Jeff
Unrelated question...
What is the difference between being "certified" for a segment and being "qualified"?
I heard a crew tell a dispatcher they were "certified but not qualified."
Ed
MP173 Unrelated question... What is the difference between being "certified" for a segment and being "qualified"? I heard a crew tell a dispatcher they were "certified but not qualified." Ed
I would imagine that by "certified" they mean they have a FRA Certificate, aka license. It used to be that only engineers carried certification. (FRA oversight started after the Amtrak/Conrail collision many years ago.) Now conductors also have to be certified. Just like with your state's driver's license, there are different levels of certification.
Qualified means they know the physical characteristics of the trackage they operate over. You need to know the basics of where the grades are, signals, sidings, etc. If you have never been over a line, or haven't been over a line for a certain period of time (there is a maximum time period required by law, but railroads can have shorter time periods than what the law mandates) you need to have a qualified person pilot you until you are familiar with the line.
Jeff:Thanks for the response. You do not run to Chicago do you? With all the multiple routes, that would be quite a "qualification" challenge.
CSX constantly asks crews if they are qualified on various routes.
jeffhergert In the past few years when we've detoured due to planned track work or other long term blockages (the flooding a couple of years back comes to mind) and the detours were known to last for a fair amount of time, we've had some of our own people become qualified over the railroad we've detoured on. They in turn pilot our own crews over the foreign railroad. Jeff
Hey Jeff,
If you are qualified to run on the host railroad and you do so (no pilot), does your railroad owe any compensation to the road your train is running on? Jim mention money, is that the same with you guys or other arraingments possible?
BaltACDWith the 'plant rationalization' that took place among the Class 1 carriers in the 80's & 90's there aren't nearly as many 'detour routes' available as there once was and those that continue to exist tend to be much longer and circuitious than the detour routes of a generation or two ago.
This problem is really going to rear its' ugly head if the Irving Oil Refinery in Saint John, NB wants to continue to receive oil by rail, and the MN&A is off the table.There are only two lines into Saint John, the MN&A and CN.
CN's line was built as a line linking Montreal with Halifax, NS, when Saint John was considered something of a backwater area. Trains would have to go considerably past the Saint John area before making a buttonhook at Moncton, NB and turning back SW. There will be a considerable amount of extra mileage involved.
Bruce
So shovel the coal, let this rattler roll.
"A Train is a Place Going Somewhere" CP Rail Public Timetable
"O. S. Irricana"
. . . __ . ______
AgentKidThere are only two lines into Saint John, the MN&A and CN.
My apologies. After I typed the previous post I realized I had misspoke, but I was unable to repost until now. The effects I mentioned in my previous post remain unchanged, however the corporate realities do not.
The MN&A only extends east of the QC/ME border as far as Brownville Jct., ME. Now according to my SPV Atlas, the line between Brownville Jct. and Vanceboro, ME, at the ME/NB border, is operated by the Eastern Maine Railway, a subsidiary of the New Brunswick Southern Railway. The line from Vanceboro to Saint John is operated by the NBSR.
It occurs to me however that even that may have changed somewhat, from recalling stories in the TRAINS Newswire. Any further clarification would be appreciated.
K4sPRR jeffhergert In the past few years when we've detoured due to planned track work or other long term blockages (the flooding a couple of years back comes to mind) and the detours were known to last for a fair amount of time, we've had some of our own people become qualified over the railroad we've detoured on. They in turn pilot our own crews over the foreign railroad. Jeff Hey Jeff, If you are qualified to run on the host railroad and you do so (no pilot), does your railroad owe any compensation to the road your train is running on? Jim mention money, is that the same with you guys or other arraingments possible?
There's more costs to a host railroad besides crew costs. Even if the host railroad doesn't supply a pilot or crew for the detouring train, the detour move is still using the host's track. If the host is fairly busy, the detour is also impacting the host's regular traffic. That's also figured into compensation.
MP173 Jeff:Thanks for the response. You do not run to Chicago do you? With all the multiple routes, that would be quite a "qualification" challenge. CSX constantly asks crews if they are qualified on various routes. Ed
No, I don't but I do rub elbows with the Proviso crews who sometimes go to other roads in Chicago. I was talking with a fellow employee about keys. He asked if I've ever seen how many different switch keys they have to carry. At least one for every railroad they are qualified on.
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