LC,
You've got the basic process down.
Looking at the position the cars were in, and way the track was disturbed it was obvious the first derailed car had picked the switch. The trick was figuring out why.
Nick
Take a Ride on the Reading with the: Reading Company Technical & Historical Society http://www.readingrailroad.org/
nbrodar wrote: Dropping in for another update.Over the weekend, I participated my first investigation of a derailment, where the cause wasn't painfully obvious (umm...we backed over the derail and derailed). It was a very interesting experience: conducting a crew interview; looking at the physical evidence; and listening to the various departments' theories of what happened. Of course, it's always neat to watch the contractor doing the re-rail too.Nick
Dropping in for another update.
Over the weekend, I participated my first investigation of a derailment, where the cause wasn't painfully obvious (umm...we backed over the derail and derailed). It was a very interesting experience: conducting a crew interview; looking at the physical evidence; and listening to the various departments' theories of what happened.
Of course, it's always neat to watch the contractor doing the re-rail too.
Hmmm, lets see, probably something like this:
TRAIN CREW AND TM(Transportation): We derailed because of a sharp flange that split the switch points, so it must be the fault of the Mechanical Dept (wheel) or the Track Department (switch).
TRACK SUPERVISOR (Track): The switch is in great shape and the derailment is the fault of poor train handling (Transportation) and perhaps a sharp wheel flange (Mechanical).
CAR DEPARTMENT (Mechanical): The switch is loose (Track) and either that or poor train handling (Transportation) is to blame or perhaps both. The wheels measure up just fine.
Nick, am I close?
LC
sanvtoman wrote: I knew a yardmaster once on CR who thought about trying to get a Trainmaster job. At one point during his second shift a trainmaster "fell" off a caboose and was off for a few weeks. It turned out an angry conductor had helped him off "his" caboose. The conductor was fired but after 10 years or so recieved a small "buyout" and never went back. My yardmaster friend stayed a yardmaster and retired without incident. Being a trainmaster can be tough i guess!
I knew a yardmaster once on CR who thought about trying to get a Trainmaster job. At one point during his second shift a trainmaster "fell" off a caboose and was off for a few weeks. It turned out an angry conductor had helped him off "his" caboose. The conductor was fired but after 10 years or so recieved a small "buyout" and never went back. My yardmaster friend stayed a yardmaster and retired without incident. Being a trainmaster can be tough i guess!
Never too old to have a happy childhood!
Typical day...
About 30 minutes before I get there, I call the Trainmaster I'm relieving to see if there are any pressing issues, get a basic rundown on what's going on, and find out if I need to go to a specific yard.
Once at the office, I get the detailed turnover, safety briefing sheet, and any notes from the Terminal Super from my E-mail. Then, I pull the yard inventories, 30/60/100 hour reports, and the power line-up. While all this is printing, I fill out my train sheet, which lists: trains enroute, their power, train length, any work to be preformed and call times; trains originating in the terminal, their assigned power, and call times; and any trains holding, where and the reason. I also check the number of crews in the hotel, against the number of trains to be called.
Next, I call my three yardmasters, to find out what's happening in their worlds, and give them my general ideas for the day. After that, I talk to the chief dispatcher about the trains to run, discuss crew availability, power and train size.
Through out the day, I talk to every crew coming on duty. We discuss the rule of the day, the last injury, last derailment, safety issues, and any concerns they have.
Occasionally, there will be a customer issue or lost car requiring my attention. I'll also have to talk to the power desk, if something goes wrong with the power plan.
While all this is going on, I'm suppose to find time to get out in the field and watch the crews. Compliment them on what they're doing right, and instruct them on what they can improve on, and correct any blatantly wrong procedures.
Of course, I also have to deal with the rare derailment, engine failure, broken knuckle, etc.
At the end of the day, I prepare my turnover and give my relief a quick run down on the happenings of the day. I also fill out an orginations report, listing the trains that departed on time, those that didn't and why.
Thank you for the words of encouragement.
There are days when I question my sanity. Especially, the day I supervised the clean up of a leaking sewer sludge car.
nbrodar wrote:Most of you probably know, I'm a Yardmaster in medium size Class I terminal. Currently, we are short a few Trainmasters. In recognition of my Operations savvy, I was asked to step-in, like I did before. Apparently, not having learned my lesson the first time, agreed. So be safe out there guys.Nick
Most of you probably know, I'm a Yardmaster in medium size Class I terminal. Currently, we are short a few Trainmasters. In recognition of my Operations savvy, I was asked to step-in, like I did before.
Apparently, not having learned my lesson the first time, agreed. So be safe out there guys.
Best of luck with the new job, and congratulations on the promotion. I'm glad to see talent being recognized!
S. Hadid
CNW 6000 wrote:This is a neat and informative thread. Just as a 'what if' - suppose a loco breaks down in the middle of nowhere (train stalls, single track main, blocking crossings) what would you do to handle it?
Handling the minute to minute logistics of and engine failure are a function of the Dispatchers Office responsibilities. Trainmasters and Road Foreman are notified of the occurrence to provide on the scene leadership. If the train can't move because of either being a single engine train or having too much tonnage for the remaining power to be able to move.....the crossings won't get cut until additional power can be located and brought to the train. If the train crew, after consultation with the mechanical guru's is still unable to get the engine to operate, additional power being supplied to the train is the only solution. An opposing train may be able to give up an engine. A following train may be able to shove the disabled train to the nearest siding where the train is tied down pending the ability to get additional power to it. Each occurrence has it's own life cycle dependent upon what trains are operating and how close to their tonnage maximums they are operating. Trainmasters and Road Foremen in the field will facilitate and assist in such things as making the brake test and shuttling crewmen along the length of the train as necessary. Road Foremen with their 'superior' locomotive knowledge may be able to get the engine operating when the train crew can't. Locomotive failure, is the single most disruptive occurrence that can happen on a sub division, short of a derailment.
First, I'd find out if it's actually part of my territory. Second, you find out if the engineer has called the help desk. If the train is going to be a while, the crew will have to cut the crossings.
The easiest thing to do, assuming you have a spare locomotive and crew, is to send the power out to the train lite. If not, you steal power from a close by road train - either to assist the train in distress, or give up an engine outright. Failing that, you secure the train, and bring the power in lite for repair or replacement.
If the train is close by, and you have mechanical forces handy, you can go out with a machinist or electrician and sometimes they can resurrect the locomotives.
BigJim wrote: What you seem to be forgetting is that the CONDUCTOR is in charge of the train. When the Conductor instructs his crew members about what to do, the Trainmaster better not be coming in and telling the crew members to do something else! Keep in mind that this was before everyone had a radio (remember those days?)and that the Conductor was not notified of what was going on. Rule #1: Safety is of first importance in the discharge of duty.The Trainmaster was duly stiffed!!!
What you seem to be forgetting is that the CONDUCTOR is in charge of the train. When the Conductor instructs his crew members about what to do, the Trainmaster better not be coming in and telling the crew members to do something else! Keep in mind that this was before everyone had a radio (remember those days?)and that the Conductor was not notified of what was going on. Rule #1: Safety is of first importance in the discharge of duty.
The Trainmaster was duly stiffed!!!
Ahh...you left out that key point in your original post. Yes, in that case, the TM was in the wrong. The TM is well within his rights to change the move, but he should make his wishes known through the conductor.
If the conductor then tells the Trainmaster off, well, he's up the creek without a paddle. Said conductor can count on a charge letter, and a "fair and impartial" hearing, followed by a hanging.
Personally, I don't like to operate that way. But a lot of the new Trainmasters, especially the college kids who's knowledge of railroad comes entirely for Railroading 101, will write you up at the drop of a hat.
BigJim wrote: That last conductor that talked back to a Trainmaster that way, was out of service the next day, and charged with Insubordination. He ended up with 15 days I think.I would think that would have to be a very tactful conductor, unleashing on a trainmaster around these parts would be done at considerable peril.What you seem to be forgetting is that the CONDUCTOR is in charge of the train. When the Conductor instructs his crew members about what to do, the Trainmaster better not be coming in and telling the crew members to do something else! Keep in mind that this was before everyone had a radio (remember those days?)and that the Conductor was not notified of what was going on. Rule #1: Safety is of first importance in the discharge of duty.The Trainmaster was duly stiffed!!!
That last conductor that talked back to a Trainmaster that way, was out of service the next day, and charged with Insubordination. He ended up with 15 days I think.
I would think that would have to be a very tactful conductor, unleashing on a trainmaster around these parts would be done at considerable peril.
Yes, I do remember those days, which dates the story considerably, which most likely makes it an N&W story, which makes it an example of comparing apples and oranges. The fact that the conductor had a crew to instruct alone dates it. You've experienced both worlds, BigJim, as have I, and they're considerably different.
.
BigJim wrote: As contract employees, YMs can not actually "order" anyone to do anything.Station Agents had more power than TM's. Sadly the agents are all gone around here. And a TM better not show up and try to change a move either. We had a TM do that once and he got his butt eat out royally by the conductor on the job. The TM didn't do that again.Just remember a TM is a supervisor. He is not a Fourth Grade Hall Monitor!
As contract employees, YMs can not actually "order" anyone to do anything.
Station Agents had more power than TM's. Sadly the agents are all gone around here. And a TM better not show up and try to change a move either. We had a TM do that once and he got his butt eat out royally by the conductor on the job. The TM didn't do that again.
Just remember a TM is a supervisor. He is not a Fourth Grade Hall Monitor!
I would think that would have to be a very tactful conductor, unleashing on a trainmaster around these parts would be done at considerable peril. One has to choose their words carefully to unleash on those folks, right or wrong.
Make the move, if it doesn't violate operating rules, and if its wrong, the trainmaster will have to explain it. It's always shut them up when its explained to someone questioning why what was done was done is because trainmaster or RFE such-and-such made us do it like that.
nbrodar wrote: I respect what you're saying, Jim. But....That last conductor that talked back to a Trainmaster that way, was out of service the next day, and charged with Insubordination. He ended up with 15 days I think.Nick
I respect what you're saying, Jim. But....
I can remeber a trainmaster hidding in the bushes and following my train one day and went with the police for a while.
nbrodar wrote: Frankly, the railroads would be much happier if Yardmasters were Company Officers, rather then contract employees. As contract employees, YMs can not actually "order" anyone to do anything. We instead provide "instructions". As an Officer, the fine line we walk would be eliminated.
Frankly, the railroads would be much happier if Yardmasters were Company Officers, rather then contract employees. As contract employees, YMs can not actually "order" anyone to do anything. We instead provide "instructions". As an Officer, the fine line we walk would be eliminated.
Frankly, the Carriers would like have have every employee as a 'non-contract' employee thereby being a total puppet of the puppet-master and having to pledge total allegiance to whomever the supervisor is that one reports to as they have the power to hire and fire and rearrange work forces at their whim. Union contracts and the work rules, that the carriers have agreed to cramp their style. Rules....'We don't have to follow no stinkin' rules'. 'We want what we want and we want it now'.
My 40+ year experience on both sides of the Union Contract has taught me that the Carriers always want work rules they don't currently possess. Once they get the work rules they say they want, they have no idea of how to make those rules work effectively, and frequently they desire to have the old work rule they just bargained away.
Nick:Thanks for the update. Your posts are always insightful. Hopefully, without jeopardising your career or privacy issues at work, you can keep us updated...sorta like a trainmaster blog.
ed
Dan
Here's a progress report on my Trainmastering....
As I was told by several people (railroads I respect immensly), Trainmaster really is the worst job on the railroad. You're really at the pointy end of the stick. Motivating crews, calming irrate customers, dealing with often clueless big bosses, and handling the endless minute details of running a terminal. Including some really kindergardenish stuff..."He's being mean to me." "He's won't do what I tell him."
You are responsible for everything happening, whether it's your fault or not. The job is as much conference calls and filling out reports, as it is planning moves, and handling crew and locomotive issues.
Having said that...
I do enjoy the challenge of the operational aspects of the job, making sure the crews are properly balanced, the right power is in the right place, etc. It also allows me contact with other departments. I have a much better understanding of how the MoW, Mechanical and Intermodal departments operate.
My planning is primarily tactical...planning for the next 12 to 16 hours. I now have a glimps at the strategic planning...seeing the higher ups plan for the next 2 to 3 days.
As tough is the job is, it is regarded as a necessary stepping stone for further advancement. It's is very rare for a Terminal Super, Division or Regional officer to not have been a Trainmaster.
So stay safe out there,Nick
I like that idea! You have no idea how much I have ranted about trains sitting still (due usually to signals or waiting for a crew). I keep wanting someone to hurry up and get them going on their way - to no avail - no one hears me but the Driver and he is pretty much deaf in the right ear!
I will pass this along to him.
Thank you!
She who has no signature! cinscocom-tmw
Mookie wrote: Nick - Driver wants to know what 30/60/90 Hour Cars are? Mook!
Nick - Driver wants to know what 30/60/90 Hour Cars are?
Mook!
Mook,
The true measure of how fluid your yard is, is Terminal Dwell, or how long a car "dwells" in your yard. In a fluid yard, Terminal Dwell should be less then 24 hours.
30 Hour Cars have been in the yard more then 30 hours. 60 Hour Cars, 60. 90 Hour Cars, 90.
A standing car makes no money. So once a day, we report on the number of 30/60/90 hour cars in the yard, and our plan for getting them moving.
Coming soon to a railfan site near you....
Your's truely, in a hard hat, staring grimly at a leaking covered hopper.
Nick - whether it is a smart move for you or not is entirely how you see it. The bottom line is if you are happy in what you are doing, then cogratulations! Be one of those that actually likes/enjoys their job, no matter what it is.
And thanks for the information. Houston Ed sent me a breakdown a few years back, but it is in my mess so a printout of this will go to the top again!
Mook
The railroad chain of command is well confusing. Chains of command exsist within each department, but only at the division level is there someone in command across department lines.
The Operating Department is organized something like this:
Terminal Areas:Conductor -> Yardmaster -> Trainmaster -> Terminal Manager/Superintendent -> Director/Supervisor of Train Operations -> Assistent Division Manager -> Division Manager
Line of Road:Conductor -> Dispatcher -> Chief Dispatcher -> STO -> ADM -> Division Manager.
Of course, there's also the Line of Road Trainmaster and Road Foreman of Engines, who also have authority over train crews, which can create conflicts with the dispatchers, because neither one can tell the other to do anything.
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