Lol! Now why didn’t I use that term earlier?[:D][:D]
Say the two members who can only resort to name-calling when they can’t use facts.
If you want the government to seize your property and operate it for their benefit, not yours, have at it.
You only can resort to distortions and exaggerations.
We shout be able to have reasoned discussions on here without your scare tactics.
The rational, more efficient rail system would use various routings, not just try to use one company’s tracks. Some lines are underused while others are near capacity. A single mainline system, whether one private national one or with the tracks owned, maintained and controlled by feds while private rails are the train operators might be more profitable for each private operator while transportation of both freight and passengers becomes more efficient.
That only happens in your world of satire.
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Nobody suggested confiscating private property except you and Balt. Possibly purchasing the track infrastructure is completely different.
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So you took a real estate law class and that makes you an expert? More properly it would need to be constitutional law or history, preferably several.
How would crew stay qualified on a myriad of different routings?
Presumably the same as they did after mergers.
Which in reality was not a lot of cross company running. The FRA qualification standards don’t permit qualifications to extend ‘forever’. A employee starts working a regular position or gets a regular ‘pool turn’ and in a relatively short period of time they lose qualifications on the territories they were qualified on but haven’t operated upon in the time period specified in the qualification regulations.
Becoming qualified on a territory is not just looking at it on the employee timetable. If a run operates over a ‘foreign’ railroad, those making the run must get rules qualified on that carriers book of rules.
But they do permit periodic review trips to maintain qualifications.
This goes without saying. Rules classes for ‘foreign’ railroads are readily available.
Once again you raise specious objections as Joe pointed out and is obvious to anyone who thinks about this. You continue to use the false strawman argument.
These are real issues explained by railroaders who know of what they speak. Other matters that would need to be addressed would include rate divisions, provision for trackage rights, etc.
Ugh. Charlie Hebdo and CMStP&P, go to your corners. I don’t want to have to research this issue just so I can figure out who’s being the bigger jerk. Just knock it off so I don’t have to get all admin-y on this thread.
There are about 140,000 miles of track in these United States of which Amtrak operates over 21,000. Federalizing dispatching of the whole for that fifteen percent that carry passenger trains does seem extreme.
Very much so. Keeping crews qualified on different routes is a real challenge, and a much bigger deal than Joe implies.
That being said, the hypocrisy of some on here is amazing. Don’t you dare state your opinion on the legally of some ideas unless you have taken a real estate class. However, when it comes to railroad operations, every Tom, Harry and shrink are welcome to tell the people who do it for living why they are wrong.
A yearly check ride and attendance at a rules class is a “much bigger deal”?
It would be interesting to compare the ~50 years of operating experience of engineer Joe (243129) with that, if any, of n012944. Or with BaltACD’s experience as an engineer.
Yep. But what do I know? I only spend half my shift getting qualified people to take trains to Proviso, Bensenville, Kirk, or up one of the three routes to the BRC.
20 years railroading and counting, thank you. All of it dealing with the Chicago area, which involves keeping people qualified on different routes and railroads. Again, there is a bit more to it than what has been said.
How much do have Schlimm? If the amount of screen names you have had on Trains.com is more than your years railroading, you might want to take a step back.
If there are only 2 or 3 route possibilities. Otherwise it can be a difficult task of trying to get people work all the routes they have become qualified on while on the extra list. With PSR operating fewer trains on all territories, it is even harder to get someone to sustain their qualifications on a little used track segment.
I have had individuals that operate in a particular track segment tell me they aren’t qualified because they only worked the track segment West to East and the job they are being called for will run the track segment East to West.