Trainmastering

[BaltACD]

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.

[Anonymous]

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 can remeber a trainmaster hidding in the bushes and following my train one day and went with the police for a while.

[ValleyX]

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.

[BigJim]

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!!!

[ValleyX]

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!!!

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.

[nbrodar]

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.

Nick

[nbrodar]

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?

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.

Nick

[BaltACD]

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.

[Anonymous]

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. [8D] So be safe out there guys.

Nick

Best of luck with the new job, and congratulations on the promotion. I’m glad to see talent being recognized!

S. Hadid

[nbrodar]

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. [xx(]

Nick

[nbrodar]

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

[sanvtoman]

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!

[BaltACD]

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!

Do the job with tact and respect and you are effective and have a long and successful career. Do the the job as the North end of a Southbound horse and ‘Friendly Fire’ can happen.

[nbrodar]

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

[Limitedclear]

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

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

[ValleyX]

Always blame the engineer.

[nbrodar]

LC,

You’ve got the basic process down. [8D]

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