Before coupling up? I'd say inspect the units assigned to your train. Check fuel, water, other levels. Check to ensure 90-day inspection is not overdue, check for defects and other write-ups causing the uit to be unusable for service. Read your track warrants, bulletins, etc. Take special note of slow orders, track maintenance, speed restrictions, etc. Remove blue flags, if required. Get permission to make any movements, as necessary. After tying down the train? Ensure train brakes are set, FRED reads no movement. Shut off ditch lights, dim or shut off headlamps, display blue flags, isolate or otherwise shut off units, notify proper authority when you have the train tied down. Await the crew wagon.... Am I even in the ballpark?
================================= #1 you NEVER touch a blue flag unless you placed it there to begin with. Unless you are the hostler or maintenance person, you probably have no cause to place or remove a blue flag. #2 Removing a blue flag by other than the person who placed it there or by another person of the same class or craft , will get you fired right now. #3 I moved a consist that still had a "blue flag" on it, even after the hostler who was working on it told us it was ok to leave the ready track. It was a flashing blue light and I guess when I checked, it was during the "off" millicycle. My mentor and the conductor were ready to break my neck. Fortunately we didn't get into trouble. The hostler forgot to remove the blue light(it was on a magnetized holder on the outside loco cab). Story.... One of our engineers was changing ends on a METRA train at the Aurora Transportation Center. He was doing the required air brake test. A mechanical person put a blue flag on the locomotive while the hogger was doing the brake test. When he climbed down from the cab, he promptly "read the riot act" to the mechanic right there on the platform. The controls are not even supposed to be touched while under blue flag protection,unless it is the person who blue flagged it, touching the controls. The mechanic was properly humbled and apologized. That would have been 2 people who could have been in deep s**t trouble! CT
================================= You actually did quite well! Question #2 though had to do with "Tying on" to the train, not "tying down". After you tie on to the train you would notify the yardmaster of such and then notify the mechanical people to do the air test for you. If you dont have that sort of arrangement then you proceed with the air test per rule. This is where the conductor and brakeman hit the ground. You conduct your test of the FRED as part of the air test. When your air test has been completed and certified(if this is an initial terminal air test)notify the yardmaster and/or dispatcher when you are ready to proceed. Proceed when you have received proper authority. When tying down a train, other than at the terminal, you set the air per rule, apply the proper number of hand brakes.leave a copy of your wheel report,with proper hazmat info,a copy of the air test and a note stating how many handbrakes applied and where.(this is just a courtesy). You most likely wont isolate or shut down any locomotives. If any units are isolated, it is because they were isolated while the train was operating and are probably that way per rule. If not you will leave a note for the relief crew(if you dont meet them)explaining which units are isolated and why. Units are seldom ever shut down unless they are desparately low on fuel or they are switch engines and the low temperature is above 50 degrees. Shutting a road locomotive down may also involve draining the cooling water(if it is winter).Believe me, if that ever happens to you on the road,then a whole heckuva lotta people best be ready to CYA ,cuz a whole lotta folks didn't do their jobs right. The train should have had enough fuel to get it to the next fueling point with contingencies taken into consideration. The crews should have been aware of the fuel supply as well as the dispatchers and motive power desk. It is VERY expensive to re-fuel a consist enroute at a remote point. CT
I should have made my comments a bit clearer. When you are relieved from duty but have not exchanged assignment with the relief crew,you will isolate your consist, but only on the units that were not isolated while running. You will also remove the reverser and place it where required by rule, remove the brake handle(if required by your railroad)and place it in it's proper receptacle. One other thing,and very important, when the crew van picks you up, you tell the driver where you will be stopping for breakfast. If he balks, you offer to buy him his meal, if he continues to balk, you threaten his life or bribe him(whichever works). If he still refuses, you call the TM on your cell phone and tell him that you are in the van,the driver is driving erratically and unsafely, you are frightened and want a new van(this is a rule on the BNSF). When the driver is ordered to pull over, make sure it is near a place that you can get something to eat. Leave driver outside to ponder the error of his ways while you eat. Before he finally pulls away, tell him that if you ever see his sorry @** again, he is in deep trouble.! Be sure to add this time to your "Tow in" time!!! LOL CT
