Before I begin, I hope that this question has not been posted previously as I do not wi***o be redundant and add to anyone’s grief. If previously posted, then my apologies to the forum.
Here’s my question: Do train crews have to “qualify” on specific types of locomotives [like pilots have to qualify for specific aircraft] in order to be allowed to operate them? I would think that there is a huge difference between operating a Dash-9 as oppossed to SD-40. Maybe someone can help out?
It has been asked before…I know…because I asked it too…and the answer your are looking for is in Nora’s “Stupid Question Thread” on pages 11-12.
http://www.trains.com/community/forum/topic.asp?page=-1&TOPIC_ID=6646&REPLY_ID=44273#44273
Dan
Back around1993 or94 I was riding the Cheif somewhere in Arizona.It had two units,a GE P32 leading a new P40.I was listening to my scanner as we met a freight and the engineer asked “Why isn’t the pretty one in front?” Our engineer replied,“We’re not qualified on those yet.”
Here in England, any new driver has to quailify on each loco or unit, but if they have not driven an individual type of loco or unit after six months, they have to go on a refresher.
On the Class ones it is pretty much here it is now make it work. The RRs don’t even hand out operating manuals any more. All OJT, sink or swim.
You got that right the only thing that I had on the engines was ojt and figure them out on the go, the only differance between them is how fast or slow they respond to throttle, and how fast or slow the respond to breaking i.e. the 26 air responds a little faster than the computer controlled air brakes.
Rodney
I do wonder is there a limit as to how many locomotives a particular engineer can qualifiy on, or can he/she deside that they want to qualify on all of them ( all locos that a particular railroad owns), or can he/she pick and chosse what locos that person would like to qualify on?
I personally, think that the engineers that qualify on a locomotive should have OJT and a manual to help them along. The manual doesn’t have to get into certain specifics like it would for a mechinest but, it should have some things that the LE should know in print.
Generally speaking, No.
LC
We have put back in service several older locomotives, one has 6bl air and another has 24rl air. We cannot put those engines out on all the jobs because the engine crews have no idea what all those positions on the airstand are for. Try explaining where to find the rotair valve on a 24 system , and for that matter try and find the isolation switch !!! If you think that’s bad try to instruct someone on manually transitioning the unit back and forward !!!
Interesting that this is the reverse of the example above with new technology, I wonder how many engineers hired in the last 10 years would react to a locomotive with #6 air?
Randy
Manual transition ? surely you jest.
Oh no, he’s not jesting! There was manual transition, I just didn’t know that there was a pike anywhere that still had such an animal on the loose
First Generation Diesel Electrics were manual transition…the technology for automatic transition did not come until later.
99% of locomotives are all standerdizes as far as the controlls… meaning that the controlls …even thow they might be in a differnt layout between a sd40 and a -9…still opporate the same way… so once an engineer is quiifed…he is quilfed to run evey engin… now the 1% of them are the ones that are the old stuff… (24 air brake…not the 26 or electric air brake…or the drum style controll stand… with the maunal transition…) i have never run one becoues all csx power is equiped with the 26RL or electric air brakes… but some short lines might have some old power that hasnt been updated to newer brakes or controll stands… and i was never trained or even explosed to anything older then a 26 brake… since we dont use the 24 anymore…
csx engineer
i would call a RFE out and show me how to run it…becouse i would be clueless…lol
csx engineer
And in today’s world most of the RFE’s would also be clueless…[:)][:)][:)]
lol…ok…your right… but to be fair for the RFE…they are always clueless…lol
csx engineer
Slide that brake handle over, then put it in lap position, nothing to it, although I had more experience with a 24 than I ever did a 6, and manual transition is something I’ve just heard and read about. Oh, I know the RFE is going to be clueless!
no not on the UPRR anyways with the exception of running DPU (Distriputed Power Units) and then they give you couple trips, sprinkel some holy railroad water on you and you are quall’d. In fact you will find that a large number of locomotives differ in the position of switches and breakers etc. are different on the same make of locomotives ie. sd40s sd90s and so on. And being an engineer on the uprr it is a pain in the rump at times and also degrades safety. before working on the railroad I work as a FAA cert. mechanic and the airlines took great care in asurring that the cockpits were standardized for safety reasons. hope this sheds some light on the Q.
[#welcome] to the forum, John! Glad to see another Iowan on board.