GE45tonner wrote:Some good news:
http://www.mcclatchydc.com/2014/09/11/2 ... .html?rh=1" onclick="window.open(this.href);return false;
The fight is long from over but this a great step. Proves that conductors, young and old, know what's best and won't give in to what people are calling unavoidable. I think it is avoidable. There are several valid reasons too keep two man crews, none of which can be solved by PTC:
1)What if the engineer needs to leave his train to inspect an airhose or knuckle? Several class 1 railroads require that a certain number of handbrakes be set before a cab can be left unattended.
2)If that rule is revoked, what if the engineer is hurt while walking his train? How long will it take for the dispatcher to realize an engineer is harmed? What if the train was stopped in an unsafe neighborhood?
3)What if PTC malfunctions? What if the engineer is receives the wrong information (Think how often websites go down or are hacked, or face glitches). A second mind with traditional paperwork can prevent any wrong orders being carried out
4)How will an urgent back up move be made? If a train separates and has to wait for an already occupied "master conductor" traffic will be held up for hundreds of miles.
5) Engineers will no longer have the chance to spend years learning and practicing railroading as a conductor before becoming an engineer. Conductors learn the basics of train operations. New engineers will be more likely to make basic mistakes with items like train orders, signals, and handbrakes.
6)Discussion of rules between conductor and engineer can not be recreated by PTC. Rules are so complex an engineer may need to ask his conductor for his opinion on how a rule applies.
7)Conductors are often the reason engineers stay awake in the cab. Sure, PTC can stop a train if an engineer falls asleep, but do we really want trains going into emergency every time the engineer dozes off.
8)The isolation of crew members will make the workplace atmosphere worse and cause depression.
First off, I want as many people working out here as possible. I think we are going to hit the point where we as a country won't be able to sustain ourselves since we eliminated just about every job. Now saying that, let me play devil's advocate (or what a manager would probably say) for your situations:
1.) rules and procedures can be changed to make allowances for such situations.
2.) many people work by themselves in remote territories. Signal maintainers may be miles from their trucks looking for a TOL. What makes engineers so special? If the area is unsafe, they'll call out a trainmaster with a slingshot.
3.) If there is a paper redundancy, then the engineer needs to know conditions that affect the safe movement of his train. He should not have to rely on a conductor.
4.) Any "urgent" back up move is going to take time. Many places it may be faster for the utility/master conductor to drive to the rear of a train than to walk back. And if something is messed up enough that an unplanned reverse movement has to take place, the railroad is already screwed.
5.) Engineers used to hire right in engine service. Many conductors are promoted to engine service very soon after they start working. And you'll be given training, and more importantly, a CERTIFICATION that says you know what you are doing.
6.) Engineers are rules-tested every year. Again, they need to know their rules as a condition of employment. If they don't, they can find a new job.
7.) There is no sleeping in the cab of a locomotive while operating per rule. We'll have cameras set up in the cabs to enforce compliance. Again, you have a certification in your wallet.
8.) don't like it? Find a new job. We'll hire someone else.
Bottom line? I'm pretty sure we'll see one man operations within 5-10 years.