Just finished reading the feature of the NS local @ Reading and I noticed there was no mention of a brakeman on this job, which is not the norm. I have never seen a local, rd swtchr or work train run w/no 3rd crewmember. Even though the NS job was basically a local, I noticed it was operating w/a H symbol which then perhaps the carrier could run the job w/no brakie. Anyone who may have knowledge of NS operations, would like to know the answer to this question.
I don’t know about over there in PA but in my part of the NS world, there are plenty of locals running around that have no brakeman. There are locals with brakemen, company assigns them based on the work the local normally does. There are locals that it would be a good thing and would speed up the work if they were there.
Brakemen? They still exist? Where have they been hiding?
The local trainmaster here (CSX) often accompanies the local to where I work if they have a lot of switching to do. He may do no more than ferry the conductor around to speed things up, or flag a crossing or two, but he’s there. On the other hand, last time I caught them working out there, they did have a helper. That hasn’t been the norm, though. Usually it’s just the engineer and his harried conductor.
Houston Ed often refers to his “helper.”
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I see both two- and three-person crews. Now that you have brought it up, I’ll look to see whether there apears to be any relationship between the number in the crew and the complexity of the job.
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There is a good chance that the regular brakeman was off and there wasn’t any extra men to fill the vacancy.
I have been told that the BNSF will have a breakman even if the train has to do one stop. Just a time saver.
On the NS they are not required to have a brakeman, The jobs that have brake men are blankable jobs, these jobs are protected jobs in that pre 85 guys and those locals must always have brakeman positions, Now to make things more complecated the company does not haft to fill these vacancies if they dont want unless a protected man wants to work it. The company has been putting locals on in the last few years but they are not protected ( blankable ) jobs. and if they dont have a brakeman there is no claim . there are locals out on the system that work a 2 man crew that have brakeman jobs but no brakemen if no protected man wants to bid the job the company wont fill it with a non-protect.
Protected man is a man hired before 1985
non- protected man is hired after 1985
My local shortline operates with just the engineer on over-the-road freights. The conductor drives along in his car. The trainmaster or someone else will also drive to locations where they need help. The conductor rides the locomotive on local switch jobs .
Thats kinda what we would do on the TPW at night. If we were just going around town or down to mapleton, then I would drive and make sure all the switches were lined for straight track along the way. One to keep the engineer happy, and to so that I was basically with the train, or at least with in ear shot of the radio, since our vechiles did not have a permanant radio. Flagging crossings with a vechile in my opion is a lot safer than having someone stand on the crossing while speeding cars try to hit you. Trainsmaster would sometimes help, and that was great when he was there. But you could not count on him being there all the time.
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Some of the two-person crews I have seen were on the BNSF Madill Subdivision. OTOH, I saw three on the DGNO in Carrollton, TX, a couple weeks ago, which may be because that run has a lot of small industry tracks and unguarded crossings.
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Locally on CN, conductor only assignments can only do pick ups and set outs enroute and can only go from point A to point B and return. A conductor only assignment is not supposed to do any switching, strictly hook and haul. Any switching required, such as the Westlang switcher and Main Yard(Vancouver) transfers(transfer crew switches Main Yard and industries downtown Vancouver)require a helper/brakeman. Train 417, before CN gave the switching at Chilliwack to the SRY ran with a brakeman. A Brakeman was either called from Boston Bar or one was taxied from Thornton yard(Vancouver) and would return to Thornton yard either on the train or by taxi.
The DGNO only runs 2 man crews. The only time there is a third person, is when they have a student enginner or they are training a new conductor.
Might be true in your part of the NS world, but it isn’t true in mine. I can show you locals with two trainmen on them and neither of them are protected. Unfortunately, I can show you locals that do a lot of work and they’ve only got a conductor, too.
The KCS on there site, when hiring someone they are brakeman trainee/conductor.
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Thank you. That would certainly explain what I saw.
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To better explain it, the DGNO is to cheap to pay for two full wages. Believe me I worked there from June of 06 to October of 06. I am very suprised that Railamerica got them brand new Locomotives.