You watch airliner pilots walk through an airport with their little briefcase on wheels…they get on the plane, do a pile of procdures, fly the plane to the other end, and then do a bunch more of procedures. That we see. Then there is the ‘back office’ stuff we don’t see which I’m sure involves reading lots of reports, including traffic and weather, to get a sense of what his/her flight will be like.
So…what’s a ordinary day like for train Engineer? It is kinda the same in its unique RR way, or is it more messier? Airline pilots don’t connect that gate to the plane, but would a train engineer get out and throw the switch?
I also wondered something else…for those really long haul routes, does the train crew always get changed after so many hours, or are there cases where a double crew go and one rests while the other operates and they take turns. I know the locos are “all engine” and space is minimal, and a double crew could mean double costs so I’m assuming the answer is “no”.
Well, im notgonna go into details, but crews cna only run for 12 hours at a time, at which time the train must be stopped and the crew either put in a hotel, or back to their home terminal, depending on their location.
Usually one first goes to whatever passes for a yard office to get your train orders (speed restrictions, track conditions, etc). If you’re lucky, the train is right in front of you at the yard, if you’re unlucky, you get a long ride in a old van and driven to your train.
If it is the trains initial terminal, the engineer should inspect his locomotives prior to departure. The conductor should ascertain that the orders and other paperwork (hazmat notices, etc) are correct.
Switches are usually lined by whoever is closer.
Crews are limited to 12 hours on duty; their territory is determined by division points. A train needs to be inspected by the car department every 1000 miles. The locomotives need to be inspected one per day (the daily), and also at other scheduled intervals (90-day, 180-day, etc).
well… a day in the life of a road engineer…(extra board or pool turn)
sit head out all day waiting to be called… and as soon as you and your wife and or girlfriend deside to go out to grab a bite to eat or just do anything for that fact…the phone rings and you are called to duty…you drive to work… park your car…get your grip out of the trunk or back seat… and go into the yard office… get a coffee…get your paperwork…(train messages ext. ext)…sit down at a table…take a sip of your coffee…and get out your pen and hylighter… and start to go over your train documentation with the conductor… while this is going on…you complain about something railroad related…either the size of the train and the crappy power they assined to it…or you talk about coworkers and managment…and or the lastest screwups in the yard or along the road…or all of the above…and then you take sip of your coffee agin… gather up your paperwork…and then either walk to the yard masters office or call them on the phone (depending on how big of a termianl you are working out of)…to find out where your power and train is…then you gather up all your paperwork and stuff it in your grip or your pocket…and grab your crip… take another sip of your coffee… and either walk to your power or get a ride in a taxi to it…then once you get to the power and or train…you unload your grip…clime up the steps and get on the engin…and then yell and scream about how bad it stinks like crap from the toilet…next you dig your paper work out of the back pocket or the grip and put it within EZ reach of your hands on the controll stand…ajust the seat and grab the locomotive work report and or inspection card (depending on what road you work for) and see if the calender day inspections are done or need done…if they need done…you do them if they dont…you put the work report back in the holder…next the conductor or you will call the yard master for instructions… you get your instructions…and go to work… ei
well… a day in the life of a road engineer…(extra board or pool turn)
sit head out all day waiting to be called… and as soon as you and your wife and or girlfriend deside to go out to grab a bite to eat or just do anything for that fact…the phone rings and you are called to duty…you drive to work… park your car…get your grip out of the trunk or back seat… and go into the yard office… get a coffee…get your paperwork…(train messages ext. ext)…sit down at a table…take a sip of your coffee…and get out your pen and hylighter… and start to go over your train documentation with the conductor… while this is going on…you complain about something railroad related…either the size of the train and the crappy power they assined to it…or you talk about coworkers and managment…and or the lastest screwups in the yard or along the road…or all of the above…and then you take sip of your coffee agin… gather up your paperwork…and then either walk to the yard masters office or call them on the phone (depending on how big of a termianl you are working out of)…to find out where your power and train is…then you gather up all your paperwork and stuff it in your grip or your pocket…and grab your crip… take another sip of your coffee… and either walk to your power or get a ride in a taxi to it…then once you get to the power and or train…you unload your grip…clime up the steps and get on the engin…and then yell and scream about how bad it stinks like crap from the toilet…next you dig your paper work out of the back pocket or the grip and put it within EZ reach of your hands on the controll stand…ajust the seat and grab the locomotive work report and or inspection card (depending on what road you work for) and see if the calender day inspections are done or need done…if they need done…you do them if they dont…you put the work report back in the holder…next the conductor or you will call the yard master
Nah, some days are even better, you get runaround by another crew before you even leave the yard office or they change the calls on you, putting you on a worse train than you were called for, so then you’re doing the name calling before you even get out of the yard office.
CSX, I loved your description, I’d say it’s pretty much nationwide on a Class I.
Man times have changed a great deal. Back in the late 70s-early 80s I frequently spoke to SCL train crews and their routines didn’t seem to be as tough as today’s. Though relations between union and management were traditionally “so-so”, relations between trainmasters, locomotive crews, and dispatchers seemed much “warmer” then.
One thing that makes me wonder. Back then locomotive toilets were regularly serviced, at least here on the Florida west coast. I climbed into many locomotives (with permission of course–got the photos to prove it!) and NOT ONCE EVER did I smell an unsanitary bathroom on an idling locomotive.
Question:
Today on CSX or the other Class 1 railroads who services the toilets? Porters, Mechanics? Custodians? Is it contracted out?
I’m just amazed that a rail corporation that “wreaks” in profits and can afford to pay executives six figure salaries can’t afford to hire the personnel needed to keep toilets from wreaking in unsanitary odors! [V]
SCL was considered a bit of a “hick” railroad compared to UP, SP and Santa Fe back then…but they seemed able to do it. [;)]
One more thing…when I drove buses (part-time) for Gray Line years back, the custodians always gave us extra chemical chemical deoderizing tablets to drop in toilets just in case we couldn’t get them serviced immedietly after some passenger left a “strong aroma”. Those tablets helped quite a bit.
on somedays (getting called for a work train) you dont even turn a wheel… you just sit and sit and sit and watch the clock go tick tick tick for 12 hours…
csx engineer
Amen CSX just the way I see it, nothing is getting placed on a work train for a week spending 12 hours on duty and not turning a wheel getting payed to do nothing but inspect and start the locomotive and also tie it down and shut it down.
csx engineer…surely you are not waiting to be called to work 24/7? Do you not have rostered “on call” days when you are on standbye to be called to work, or can the RR just call you anytime and you have to “jump” and get to work?
MY QUESTIONS: Does the call come to only the home phone of the employee, always?
I have heard that they [RR Dispatchers/Crew Callers]will not call beepers, or cell phones[ I can’t imagine this in today’s world, but that is what an employee told me]?
What are the policies for being on call?
Thanks,
Sam
While CSX is resting, I will put in my limited knowledge. If you have a “regular” yard job, you will go to work same time each day, with set days off.
If you have a “pool” job, you will come in from work with so many times out (1940/1950/1960 lingo) and as soon as all those jobs are called, then you become 1st out and need to be near a phone. If you are on the extra board, I would assume that it works pretty much the same way. Each extra person is called until your turn comes up.
You must have 8 hours rest and the rest is up to how fast the board or pool will move.
A day in the life of family back then - 13 times out - you could possibly leave for the day and have fun. But - this was before cells & mobile phones and you best call in every few hours to check your status. And when you were 1st or 2nd out, you stayed by the phone at home. Or kept calling the crew callers every so often. If you laid off (what is now called “marked off”) for your turn, someone from the extra board would probably be called for your turn. When traffic was slow - you may spend 2+ days at home.
Crew callers will call cell phones, my cell is my primary number for calling. As for being on call 24/7 yes we are the only time they can not call is while we are on rest normaly 8 hours but when thing are popping the phone can ring 6 hours 30 minutes being on duty right on your rest. Last year after I got my card the only spot I could hold with my seniority was the extra board I no work an assigned turn in the pool which means I get a little more time at home about 28-32 hours, but things can and usualy do go to he** in a handbasket quick (ie) derailment, dol trains, wash outs, you think of it and it can happen when extra board runs out of people they can call out of the pool to jump up so even toough I work the pool I am subject to call 24/7.
Most pools and extra boards work like Mookie said, first in means first rested, which means first out…
CSX, you forgot about making the conductor share the food heater back in the engine compartment!
If you let us get too carried away, we end up with stuff spread out all over the place!
ok…the deal with oncall… the only time they cant call you (atleast by union aggrements but donsnt mean they wont try if crew missmangament is in a real pinch for a body) is on vaction(days) personal days…or any nonpayed layoffs (aka sick layoff barevment…ext ext) or assined rest days… any other time…(pool and extra board only…yard jobs have a reguler assined start time and off days) you are subject to call 24 hours a day on days your avalable to work…(rest days exculded…but see above about needed a body in a pinch agin)… and also…being not head out dose not mean your not going to get called either… when they are needing a body in a punch for another terminal (at least here they can) run a roster for another terminal to find a body…if you awnser the phone when they are doing a body surch mision…and your quilifed on the terriotry they are looking for the body…your the body they where looking for…and you have to go… but the short awnser is…if your rested…and marked up… your subject to call at any time…and yes…you have to jump when the railroad comes-a-callin
csx engineer