Train safety requires 2 sets of eyes and ears

[BNSF 1088]

Train safety requires 2 sets of eyes and ears
WASHINGTON - "The best closing pitchers in baseball blow saves, off-duty policemen receive speeding tickets, and human beings make mistakes," said UTU International President Mike Futhey, responding to National Transportation Safety Board revelations here March 3 of text messaging by a locomotive engineer and the engineer's permitting unauthorized people to operate a train.

"The most effective means of reducing the probability that train-crew members make mistakes or violate federal and carrier safety rules and maximize situational awareness is to have two sets of qualified eyes and ears -- an engineer and a conductor -- in each locomotive cab," Futhey said.

The two-day NTSB hearing commenced Tuesday, March 3, as part of an investigation into a commuter-rail crash in Chatsworth, Calif., last Sept. 12 that killed 25 persons and injured 130.

As reported by the Associated Press, the engineer of that commuter train was planning to let a railroad fan operate the locomotive on the day of the accident, according to documents from federal investigators. The engineer also sent and received 57 text messages while on duty that day, including one the NTSB said he sent just 22 seconds before the head-on crash with a Union Pacific freight train.

A transcript of the text messages by engineer Robert Sanchez was released by the NTSB at the start of the hearing, during which investigators sketched out the events leading up to the deadly crash.

The texts indicate Sanchez had allowed the rail fan to ride in the cab several days before the crash, and that he was planning to let the rail fan run the train between four stations on the evening of the crash.

"I'm gonna do all the radio talkin' ... ur gonna run the locomotive & I'm gonna tell u how to do it," Sanchez wrote in one text released by the NTSB.

The documents do not identify the fan, but after the crash two teenage train buffs told KCBS-TV that they received a text message from Sanchez minutes before the crash.

Investigators said the pattern of text messages was not uncommon for the engineer, who died in the crash.

Investigators said there was no sign of mechanical error involving the Metrolink train that was carrying 220 passengers.

"All the evidence is consistent with the Metrolink engineer failing to stop at a red signal," investigator Wayne Workman told the NTSB.

Workman said text message records also indicated Sanchez had allowed unauthorized individuals into the locomotive cab three days before the accident. One of those individuals was allowed to sit at the controls while the train was operating.

"Both company and federal rules prohibit these activities," Workman said.

The Associated Press also reported that investigators found that the conductor of the Union Pacific freight train also received and sent numerous text messages while on duty. The conductor tested positive for marijuana, according to the NTSB.

The crash prompted a Federal Railroad Administration-imposed ban on the use of cell phones and other electronic devices by crew members while on duty.

The NTSB panel conducting the hearing focused on cell phone use by train crew members; the operation of trackside signals designed to prevent collisions; and oversight and compliance with safety procedures during the crash.

President Futhey's statement:

Following are additional comments by President Futhey, which were released to the media at the start of the hearing:

"The United Transportation Union neither condones nor defends the violation of operating rules intended to ensure safe operation of freight, passenger and commuter trains.

"The assignment of a qualified locomotive engineer and qualified conductor to the cab of every freight, passenger and commuter train helps to ensure situational awareness, which is essential to safe train operation and protection of passengers and the public.

"When a locomotive engineer works alone in the locomotive cab of a passenger or commuter train, and the qualified conductor -- who has charge of the train -- is in the passenger cars performing other duties, there is not a second set of eyes and ears to interact with the locomotive engineer in observing track signals and ensuring compliance.

"A two-person crew, which includes a qualified locomotive engineer and a qualified conductor, also provides increased assurance against lapses in judgment by one crew member, who, for example, might otherwise permit an unauthorized person in the cab of the locomotive.

"Human beings possess frailties, and every individual has a tendency to fail at some point. Having two qualified crew members in a locomotive cab significantly reduces the probability of life-threatening failure.

"Indeed, the professionalism and safety operating record of more than 100,000 train and engine service employees each and every day in the United States is compelling testimony that horrific accidents such as occurred in Chatsworth, Calif., are extremely rare.

"Having a second qualified individual in the locomotive cab further reduces the probability of a repeat occurrence."

UTU International Vice President J.R. "Jim" Cumby will be called by the NTSB March 4 to respond to questions. Members of the UTU Transportation Safety Team, of which Cumby is chairperson, assisted the NTSB in its initial investigation of the accident.
March 3, 2009

[TSB]

The preceding post is far too wordy to read but I do agree with the premise. There
are far too many instances that require a man on the ground as well as on in the cab
to risk a one man crew. On some grain trains going to interchange we would send three.

[AARR]

What times can a one person crew operate a train safely?

[leo28150]

On their model rr....

[AARR]

On their model rr....

[Old Hogger]

A blast from the past. The NTSB investigator (Wayne Workman) used to be my boss when he was Road Forman of Engines on Chessie in Detroit, early 80's. It seems like a lot of guys take management jobs (he came from the Big Sandy region) just as a stepping stone to some government job.

The Trainmaster I had in West Palm Beach (FEC) before that also went to NTSB. Probably a good gig if you can get it.

[TSB]

What times can a one person crew operate a train safely?

At road speed on tangent track with no crossings. Any number of things can happen
on the most mundane run that would make the second man needed. Sometimes three.