I know most modern railroads use long train designations that incude the train type, three letter marker for stations of origin and destination, priority, and date. My question is how do they identify themselves on the radio? Do they use this entire designation or do they use some sort of abbreviation?
Ron
Not all railroads use designators such as you suggest. NS uses three character train designators, and CSX uses four characters, followed by the two digit date (ie, Q621-13).
I often hear CSX using just the four character designator informally, especially if that’s the only train with that designator in the area (a delay might put two of them on the road at the same time - ie, Q620-12 and Q620-13). Adding the date tends to sound like your mother using your middle name…
On the UP, I only hear actual designations (MPRSS=Manifest PRoviso SouthSaintpaul) or the identifying number (UP6688 North). Many moons ago (during my day) the C&NW trains had ‘unofficial’ train numbers that we used (477, 291, etc), but were officially frowned upon for safety reasons.
On the CP and the CN, I hear trains call themselves by their ‘unofficial’ number ("807’s train, 482’s train, etc) and/or by their identifying number.
In the Pacific Northwest BNSF and UP dispatchers just use lead unit numbers. It is so much easier.
Mac
In the Calgary area I’ve never heard CP use anything but the lead engine number.
AgentKid
There was a briefing on this about a month ago on radio id rules. Its not mainly the carriers but more FRA and of course they have to enforce what big brother says. Basically the FRA frowns on train numbers/symbols being used and listen for the eng number to be broadcast. That is not always easy to do as a society our minds are so cluttered w/ so many numbers nowdays. Heck, half the time I can’t even remember my eng number. Also the FRA is no longer allowing names of crew members to be used in switching movements–instead the eng number. They are also getting very, very picky on car counts. The half plus one has been in use a few yrs but now the 25 feet count is being enforced and if its not heard, a opt test failure could be handed out to the entire crew. As well, the going in between via radio now reads that every crew member on the job has to respond when a fellow member is going in between and then is in the clear.
It is what ever i feel like some times its train symbol and sometimes its engine number ,
Interesting on the car counts, etc. We’re using 85’ passenger cars, so we usually use 40’ or half car, 20’ or quarter car.
We use the NORAC “three step.” Just finished our NORAC class for the year and having the entire crew acknowledge wasn’t mentioned. For that matter, many times only the trainman and the engineer are even near the train during some moves - everyone else is cooling their heels in the station or setting up to flag the crossing we don’t blow for.
As for the name thing - we’ve always used the engine number during moves. Unless we’re calling a specific member of the crew. If there’s more than one trainman, you either have to give them some sort of designator or just call them “trainman Smith.” “Trainman Smith” is a lot easier to remember.
On the NS Lake Division, the crews use their symbol only when calling signals or talking to the dispatcher about the line-up. When switching, or getting three point protection they use train symbol and engine number. When copying Track Authorities, they use engine number only.
“big brother” must have been listening a few months ago as they were spelling out the number of the Track Authorities. It really tied up the radio for both the dispatcher and the permitee to spell out all those numbers.
And safer!
Using the names of the crew members - as in (to the engineer) “OK to go ahead now, Jim” could be problematical when there’s more than 1 “Jim” running a locomotive - or any on-track equipment - on any railroad - within radio range.
The micro managing rule on repeating numbers on TW’s is a joke. I haven’t touched a TW in yrs and if I to repeat one back, lord help us.