To you train engineer's......?

Question

Im curious, just what exactly do train engineer's do,besides drive the train? I guess most may think that's all you do, but I would like to know just what are all your duties when you are on your job?

Answer 1

Well, that's essentially what engineers do, operate the lead locomotive in a train (of course, to do this you must be trained how to operate a locomotive, know your track speeds, and know your signal indications).  Being an engineer is a sort of a seniority position as to become one you must first work several years as a conductor (usually at least five), whose duties include knowing exactly what commodities are being hauled by your train as well as every car and its type (loaded or empty), and where it is headed.  Basically the conductor has complete authority of the train (including that of the engineer) and is responsible for every aspect of it outside of operating it.

Answer 2

Good question.  

The proper term is ‘locomotive engineer’ (in the US).

The engineer runs the engine, with or with out cars.  While doing so, the following comes in to play:

1. Locomotive engineers are licensed by the Federal Railroad Administration and must re-certify every three years.  Re-certification requires passing written test of operating rules, rules governing operation of air-brakes, and train make-up restrictions as applied to transporting hazardous materials.  Required physical examination including hearing and vision.  They must also submit a copy of the engineer’s vehicle driving records.

2. When actually operating, the engineer constantly monitors speed information, air gauges, including brake-pipe, equalizing reservoir, BC equalizing and main reservoir, as well as tractive effort and air flow indicator on engines so equipped, as well as telemetry readings from the rear end device that replaced the caboose.

3.  Amperage is also monitored while in both power and dynamic brake.  Warning devices are monitored as well, such as DB grid over current, brake warning, ground relay, wheel slip and pinion slip.  Other protective devices that must be addressed include open grid, low lube oil, low water, hot engine, excitation limit, crank case pressure or engine over-speed (this is not the same as locomotive over-speed, which is usually set at 72 MPH for freight trains).

4. Control of speed and slack in the train is the primary goal when running an engine.  This is accomplished through the use of the throttle, dynamic brake control (on most locomotives these days, these two are controlled by the same lever moved in opposite directions), automatic air control valve (train brakes), independent brake (engine brakes), reverser, sander control valve and the valves for the whistle and the bell.

To accomplish the above effectively, the engineer needs to know well the terrain over which he is operating and his train make up.  If operating in unfamiliar territory, an employee is designated as a 'pilot' to help out with train handling.  You must be ‘running’ two miles in advance of where you are actually at, so the train slack is in the proper configuration when you get there, while keeping in mind the mile and a half behind you that the train is actually on.  Put another way, at any given time you are planning and executing your train handling over three and one half miles at once.

5. Each engine must be inspected once in every 24 hour period.  Usually, the engineer taking charge of the equipment after midnight will perform this inspection, but I always checked the daily inspection cards to make sure they have been signed off.  In addition, there is the ‘blue card’ inspection that must be made every 90 days, 120 days and yearly.  These inspections require the locomotive be inspected in a heavy maintenance or running maintenance shop.

6. When taking charge of an engine where there are no roundhouse personnel, the engineer is require to service the locomotive for the trip, including fuel, cooling water, lube oil, governor oil and sand, perform the required ‘standing engine air-brake’ test and sign off the daily cards, checking MU connections (multiple unit operation), headlight controls, drain the main reservoir of condensation, check  brake piston travel, condition of brake shoes and rigging and that all safety chains are in place.  On older engines, the ‘carbon traps’ should be inspected as well.

7. When stopped en route, an inspection of the locomotives from the ground is required.

8. At the completion of a trip, the engineer must note any defects on the trip report forms.

9. These days the engineer and conductor are equally responsible  for the safe conduct of the train in their charge and for observance of all applicable rules.

So, the engineer is really a very busy guy.  You just don't see it when we come chuggin' by.

Addendum:  In atypical fashion I have inadvertantly ommited number 10...............

10. An engineer is always responsible.  Two huge aircraft can get together and kill hundreds of people, including those on the ground.

Your average freight train has enough maz-mat in it to kill thousands.

If an engineer screws up an entire town can be erased.

So, duty number 10 is, don't s***w up.

Answer 3

I'm not certified as an engineer, but rather as a brakeman - also called a conductor in most operations. The engineer is confined to the locomotive cab; all he can do is go forward or backward. It's my job to line switches, couple and uncouple cars, see to the air lines and hoses, protect the head end of shoved cars, and do everything else on the ground. Because I'm the one riding the sides of cars and putting myself in questionable places, I have full authority over the engineer's actions when switching.

Engineers sometimes have the responsibilty of starting and servicing the locomotive(s), but that varies per railroad. Their main duty is to run the engine and run it well. If the slack though the train is too hard, couplers can break, people can fly off, and cars can derail. If their communication and anticipation are dull, the stakes are also high. Engineers must make note of all track speeds, slow orders, bulletin orders, etc, and are senior members of a crew. As with the rest of the crew, their obedience to the rulebook is crucial!

Answer 4

Well, thats all they do. But its harder than it sounds.

You have to keep the slack from running in, dont go too fast, but dont stall, keep the train at a good speed, be prepared to stop in an emergency, perform complex switching movements, the list goes on.