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I heard something a little different on the scanner tonight that seemed odd. Due to a broken rail all train traffic was restricted to 10 mph while mow crews stood by and watched each train roll by the problem area. As Amtrak approached, the dispatcher asked if they were ready to copy the restricted speed order. The Amtrak engineer replied 'there's only one on the headend tonight and the power is nose to tail so you'll have to hold off until we can get stopped'. At the crossovers about 5 miles west of the restricted speed Amtrak stopped and copied the orders then proceeded on through the problem area. Is it common practice to have just the engineer in the cab and the conductor in the second engine, or farther back in the train with no way to get to the head end short of stopping the train? It seemed I read something a while back that talked about it being a requirement to have at least a 2 man crew on the head end of a passenger train...maybe not.
>It seemed I read something a while back that talked >about it being a requirement to have at least a 2 man crew >on the head end of a passenger train...maybe not. Amtrak trains willhave an assistant engineer ONLY if the scheduled runis six hours or more. Below that, engineer all by their lonesome.
With one Engineer they have to be stopped to copy/repeat back any authority, such as a track warrant. I didn't think they had to stop to copy a slow order that's just being put into effect(one that's not already on their paperwork), but maybe they do... I know they don't have to stop to contact a Road Foreman when getting permission to go thru a "Form B" work limits restriction--those are all in their paperwork, so they call out when they're a few miles away to get authority to proceed thru.And Steve is right... any run that's scheduled to be under six hours long will have one Engineer. And over the last several years they've rearranged where crews switch, created new bases, etc; in order to do that where possible. They still run two-man crews on overnight runs and it seems like heavy-mountainous areas too.
BLET Job Bank: Amtrak (Florence, S.C.)Note: Restricted info deleted.CLEVELAND, December 15 -- Amtrak, the National Railroad Passenger Corp., is recruiting a Locomotive Engineer to work between Florence, S.C., and Richmond, Va. (eight hours).Duties include the safe operation of diesel-electric locomotives, complying with train orders, wayside signals, railroad operating rules, special instructions, and federal, state and local regulations to transport passengers and equipment safely and efficiently.Locomotive Engineers perform equipment and air brake tests as required.Job involves working alone and apart in physical isolation while integrating activities with others. Engineers must make timely and critical decisions under stressful situations to safeguard lives and property.Amtrak is an equal opportunity employer: EOE, M/F, D/V.Silversides
>> I know they don't have to stop to contact a Road Foreman when getting permission >> to go thru a "Form B" work limits restriction--those are all in their paperwork, so they >> call out when they're a few miles away to get authority to proceed thru.Usually all I hear is the conductor advising the engineer of restrictions coming up...these I assume are on the GTB they have when starting out... conductor will say 'you have a 25 coming up at 443.4' When they reach that point engineer will call 'yellow flag' and then 'green flag' when clear of the restricted area. Conductor will then give the engineer the next MP to watch for. I always wondered why the engineer and conductor did this communication via the radio.... since this run is about 4 and a half hours it must mean they are not in the cab together. Sure seems like the hard way of doing it with the conductor 2 or 3 cars back and having to keep track of where they are and what's coming up ahead. The incident last night was unusual since the broken rail was discovered long after this Amtrak crew had started out, so they had no pre-warning of it. In fact the dispatcher had to give out the 10mph restriction many many times to all trains as they were getting close to the problem area. Thanks for info... I learned someting!
You're right about slow orders. The Conductor is to give the head end an advance warning that they are approaching it. The Conductor and Asst. Conductor ride back in the train. On Amtrak they're responsible for pulling tickets, the delay report, and other assorted paperwork. On a freight train there's nowhere else for the Conductor to ride so he's up in the engine. The switchman might ride up there too or he/she might ride another unit. What I was talking earlier about(a "Form B" -- at least that's what its called on the BNSF, probably "Track and Time" on other roads), is where there's a crew out working over a said area of track. When the train gets close to its limits the Engineer calls out to the Foreman there(listed on their GTB papers), and gets clearance to pass thru their area. Whenever I've been on Amtrak and we go thru one of these we usually get a "Men and equipment in the clear, proceed at maximum authorized speed, pass the red flag without stopping." Sometimes you may have to stop before proceeding thru, or only pass by them at a certain speed, its all up to what the guy there wants you to do.