Hot
Times on the High Iron
This Time We Do Our Daily Constitutional
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March 20, 2003
I have touched upon daily inspections of locomotives numerous times
in this little column over the years. Today we are going to look more
in depth at the procedures for performing the daily inspection.
In the US, the FRA requires that locomotives are to receive a daily inspection. To clarify this point a bit, the rules state a locomotive shall be inspected once every calendar day. Based on this measure, the daily inspection works like this; if I inspect a locomotive at say 0005 (five minutes after midnight on the morning of the 1st, this locomotive can be used without another inspection up to 2359 hours on the evening of the 2nd. At that point in time the locomotive must be inspected again with the inspection card and accompanying form filled out and dated for the 2nd. If not inspected by 2359, the locomotive then goes out of date. If the locomotive is used on the 2nd and not inspected, this would be a violation of the daily inspection rules. If the FRA checks locomotive files and discovers this fact, the railroad can and will be fined.
Going out of date on a daily inspection (often referred to as just a daily) will not cause the locomotive to suddenly cease running or anything drastic. Now should the Engineer operating that locomotive be caught by the FRA using it out of date, they are subject to a fine of up to $5000, that is $5000 per out of date locomotive in their consist. The railroad will also be fined as well. The FRA will allow some latitude in any discipline. I know of a couple of Engineer’s who have been caught operating out of date locomotives and they were issued a warning but no fine. However, if they should be caught again they would be assessed some sort of fine as they had already received a warning.
The daily inspection can become a sticky issue. Some railroad officials and yardmasters do not have an understanding of the daily inspection rules or the process. Sometimes I can’t fault them for their ignorance, I fault the industry. There have been cases where the some railroads have neglected to clearly address this issue in some instances. In other cases though, the industry has made serious efforts to teach these folks the necessary aspects of the importance of the daily inspection. Those that know and understand the requirements and still chose to attempt to get employees to overlook the daily inspections are merely attempting to cut corners.
All the Locomotive Engineers on CNIC have been given a class in the requirements and performing of daily inspections. We also review these requirements at our triennial recertification classes.
The FRA very clearly states the employee operating the controls of the locomotive is the person responsible to assure the engine or engines in their charge are in date and compliance of the daily inspection rules. There is no such thing as "not your locomotives" when it comes to operating out of date units. Unfortunately though, some people in charge don’t grasp this concept very well, if at all. I’ll delve into this a little later. This requirement doesn’t mean the Engineer operating the locomotive has to perform the daily, only they have to assure the locomotive is in compliance. The Engineer taking charge of the locomotive may very well be able to summon the mechanical department to come out and perform the daily depending upon the circumstances.
When taking charge of one or more locomotives the first thing I do is check the daily inspection cards on each unit to see if they are in date. Time and date are factors here. Say I am beginning my tour of duty at 0700 and the locomotives in my charge were given their most recent daily inspection yesterday, I can use them without performing the daily inspection. Even if I should work twelve hours this day, my tour of duty would finish within the same calendar day. Thus, the locomotives would still be in compliance with the daily inspection rules. This doesn’t mean I will not look them over before I take charge, it just means I do not have to daily them. I always look them over no matter what.
Now if I had begun my tour of duty at say 1600 hours and the units had yesterday’s date for their last daily inspection, I would need to take care of the daily inspection before midnight. Starting at this point in time could easily have me working well past midnight and the locomotives in my charge would need to be given their daily inspection by 2359 hours.
Anytime I am placed into the situation where it is even remotely possible to work past that magic 2359 point in time, I normally perform the daily inspection on my locomotives. And I normally perform this inspection upon receiving the locomotives to my charge. Better to take care of it first thing than to try to perform it later. Although again, it can be difficult to make some managers understand this reasoning.
Upon completion of the daily inspection, if there are defects or problems, I must report them immediately and am not supposed to use the defective locomotive until repairs have been completed. On occasion, I have been instructed by a manager to use this locomotive anyway. If this is the case, I try to arrange it where they inform me on the radio where God and everybody will hear it. I will then write up a non-complying tag and apply it to a conspicuous location on this locomotive stating the date, time and location of the inspection, the nature of the defect and any instructions or restrictions for movement, if necessary. It is very seldom that I am ordered to use a defective locomotive though as it can lead to tremendous exposure and liability to the company it something bad should happen such as a personal injury or some other episode as a direct result of a defect or problem.
If repairs are required before I use the locomotive, I will contact the necessary parties to arrange the repairs. In some cases I might be instructed to move the locomotive(s) involved over to a track where repairs can be made. It might be a locomotive servicing track or even just another track that will allow normal operations to proceed around me. This would not be a problem. Now if the Yardmaster would instruct us to maybe grab a track while heading that way and set it over, that would be a problem. Yes, it has been tried and no, I did not comply with their wishes. More on that in a bit too.
So now I have boarded my power and observe the lead unit is either due or perhaps out of date on its daily inspection. I will undertake the inspection but must protect myself before doing so. Under FRA regulations, I must have a positive method of protection even though this is my power. A member of my crew can sit on the Fireman’s side of the lead or controlling unit to protect anybody else from attempting to operate this power while I am inspecting it. Or, I can place a warning device to alert anybody who enters the cab if it is unoccupied not to move this locomotive.
My device is a plastic blue ring. This ring looks like a big blue washer or bushing and fits onto the throttle handle. This is one of the exact same types of warning devices our mechanical department employees use. This blue ring informs anybody coming up to the controls that there is an employee on, about or in between the rolling equipment and that it is not to be moved. The FRA says Engineers should have an orange ring, but orange paint will not stick to the type of plastic this ring is made from. So mine is blue and also has my name on both sides of it so anybody encountering it knows exactly who this ring belongs to.
I’ll make certain the reverser handle is removed from the control stand and that the generator field switch is also in the off or open position. These are two more safety measures that are also required by the rules when leaving the cab of a locomotive unattended. I usually take the reverser handle with me as well. Now I am ready to begin the process.
A look around the cab starts this ball rolling. The FRA blue card is checked first off the make sure it is in place and then to make certain the unit is not due or perhaps overdue a quarterly inspection. I cannot operate this or any locomotive without the blue card. Then I check all the lights in the cab, overhead, reading (if equipped), toilet and gauge. I operate all the windshield wipers to assure they work properly and also observe the blades on them to assure they are in good order and not falling apart or badly worn. I sound the whistle and ring the bell to assure they are working properly. I illuminate the head, ditch and number lights to assure they are working properly. I check for any type of garbage, debris or equipment on the cab floor. Any hardware items including wrenches or flagsticks are properly secured. Trash is placed into the garbage can or bag. I look to see if the cab is supplied with the proper materials needed such as drinking water, ice (in cooler equipped units), refrigerator is working (on such equipped units), crew packs with the necessary paper towels, toilet paper and the like, fusees (flares) and air hose gaskets. I check for garbage bags. If there any that are full, they are removed and placed into a dumpster. Should the floor need to be swept, a straw broom does that trick, if the locomotive is equipped with one. Any and all windows that need cleaning are also washed.
Now at locations with the proper forces available, I will summon for them to come and take care of a messy cab. They can do the clean up and supplying while I take care of the inspection.
On units equipped with an alerter or crew vigilance system, I test the system to assure it is working as designed. I also turn off all gauge, number and cab lights as well as the radio and telemetry receiver on trailing units, pull in rear view mirrors, wing windows and awnings and close all the windows and doors.
Before I exit the cab, I will operate all the sanders. While I cannot observe their operation from the cab, I can check on them later when I perform my inspection from the ground.
Once finished in cab I move outside. I open engine room doors and check fluid levels. There is a dipstick to check the locomotive lube oil level. A small dipstick is located on the air compressor to check the oil level in it. One units equipped with mechanical governors there is also a sight glass on it for checking the oil level. Cooling water levels are also checked. While checking the cooling water level, I also check to make certain the filler cap on the expansion tank that holds the cooling water is securely tightened. A pair of fuel line sight glasses mounted side by side are used to check for possible clogged fuel filters. The glass closest to the diesel engine (prime mover) should always have fuel in it when the locomotive is running. The other glass should be empty and clear. If there is fuel in it this means the fuel filters are either beginning to clog or are completely plugged depending upon how much fuel is in this glass.
While poking around the engine room I will also look for fuel, oil or water leaks. I will also observe for exhaust leaks by both looking for telltale signs and listening for distinctive sounds exhaust leaks make. I also look for any other signs of problems that may be developing such as anything that appears to be loose or missing. The starter motor is also checked to assure the safety cover on it is in place. All other rotating components that require safety covers are also observed to assure such covers are in place and secured. I also check the inspection covers to assure they are closed and properly latched.
I then move to the rear of the engine room and look around the air compressor. Again I am looking for leaks or problems. Just behind the compressor is an open storage area. This is often referred to as the air room. Some railroads store equipment in here such as spare air hoses, shorty or dummy hoses, air hose wrenches and other tools such as a hammer and chisel. Some railroads use a storage bin or locker to store this equipment while others use a rack or uncovered box. A chain may also be stored in here as well as a spare jumper cable. The jumper cable is what is used to electronically connect two or more locomotives. Any items on the floor must be removed and stowed in their proper holder so as to eliminate any tripping hazards.
If I have more than one unit in my locomotive consist I will repeat the above procedure on them. Between the units I check the safety chains to assure they are properly connected and secured and also at the correct height. I also look down from here to positively ascertain (a favorite railroad expression) that all of my multiple unit hoses are properly connected. They cannot be crossed as this can create a great deal of problems. I also check to make certain the jumper cable is properly secured into the receptacles on each locomotive.
Any carbody doors that are opened are closed and latched. Before I conclude the top deck inspection I look over the unit for oil, grease, ice, snow or any other tripping and slipping hazards. I observe all walkway and platform lights to make certain they are illuminated and in good working order. Handrails and grab irons are also observed to make certain they are in place, of the proper length and secure. Handbrakes are checked to make certain they are released.
With the top deck inspection completed I climb off and prepare to begin my inspection of the underside of the locomotive. From the ground I’ll observe various components and hardware. As I climb off, I observe the grab irons and steps observing for anything loose, damaged, broken or missing.
Once on the ground I observe all the running gear. Wheels are examined for signs of cracks, spalling, shelling or flat spots. The trucks are checked for cracks, or signs of other abnormalities. Pedestal liners that line the wheel housing are observed to check for cracks or damage. All of the brakes and rigging which includes the brake shoes and brake cylinders are checked. The brake piston travel is checked to assure it doesn’t exceed allowable limits.
The manual bleed valves on the two main reservoirs are opened and any moisture that has accumulated is drained off. Moisture collectors in the air brake system that are placed in front in of the fuel tank on the right side are also drained of any condensate that may have built up.
I look at the tops of the traction motors to make sure the covers are in place and that traction motor leads are secured and not loose or dangling. All piping is also observed for damage and I keep an ear tuned for possible leaks. All cut out cocks are checked to see they are secured and not loose. I also look for signs of fuel, oil or water leaks. Ground and step lights are observed to see they are properly illuminated.
A look at the rail and surrounding area checks the sanders. There should be sand on the rail and surrounding area if they are working properly. Sometimes the sander hoses get clogged. Wet sand can cause that and sometimes smacking the hose or piping directly above it with an air hose wrench will break it loose. If not, it’s a call to the roundhouse for assistance.
In between the units, all jumper cables are examined to assure they are in place and properly hung in the hangers. All multiple unit (MU) hoses are checked to assure they are properly made and all MU cut out cocks are properly positioned and that these cocks are not loose. Any hoses not being used are placed into the holders so they are not hanging down. I also listen for any leaks between any of the MU or brake pipe hoses. I observe the pilots and end sheets to assure they are not too high or low above the top of the rail.
On the front of the lead unit I will pull in all MU hoses and tuck them into the holder behind the snowplow or if not equipped, the holder for them mounted onto the pilot. The brake pipe hose is placed on top of the plow or connected to the protective holder if so equipped. Any jumper cables not being used have their ends plugged into the dummy receptacles. If units are not equipped with dummy receptacles, the jumper cables are removed and hung on brackets inside the air room. Jumper cables are not allowed to be left with one end plugged into a hot circuit and the other end hanging free.
The snowplow is checked to assure it is secured and not damaged and not mounted too high or too low above the top of the rail.
Finally, I get back on board and perform the locomotive brake test. There are three types of tests to perform when the locomotive is standing. An application and release of the engine (independent) brakes is made. An application and release of the automatic brake valve is made next and finally an application of the automatic brake valve is made and then a release by means of the actuating portion of the independent brake valve is done. In all of these tests, the locomotive brakes are observed to set and release in all three tests. Usually, the Conductor or Brakeman will assist in the brake test. A leakage test is also performed and leakage must not exceed 3 psi per minute.
The daily inspection cards are signed and the form F-1443 is filled out to verify the daily inspection has been made and completed.
The first time I move the locomotive(s) I perform a running brake test. In this test while moving I make an application of the automatic brake valve and feel the retarding effect as the braking action takes effect and then release the application and feel the release taking effect.
This then, completes the actual daily inspection.
I had mentioned several issues dealing with managers that do not take the locomotive inspections seriously. I had one episode several years ago in which I was to double up somebody else’s train for them. The first thing I did upon boarding the power was go through each unit to assure they were all in compliance with their daily inspections. The yardmaster went berserk. He started screaming at me on the radio that I am not required to check or perform daily inspections on these locomotives, as they were "Not my engines." I tried to politely explain to him that he was incorrect and being that I was operating them they indeed were my engines. He began to threaten me with discipline telling me I was disobeying a direct order.
I futilely attempted to explain to him the Assistant Super had specifically told me to make certain all of the locomotives I am operating are in date. Several weeks earlier an Engineer had been caught operating an out of date unit by the FRA. They issued the guy a warning but told the Assistant Super that if they came back and caught anybody operating an out of date engine again, there would be fines assessed. I also told this guy that contrary to what he thought, he did not have greater authority than the Assistant Super. It was like talking to the wall though. Of course this guy has often been referred to by many as "empty head" so I suppose I needn’t have to say more.
When all was said and done, I took care of inspecting the power and went about the business of doubling up this train. When the yardmaster drove out to pick me up, he started in right away that he was going to turn me in to very high sources and how it was going to cost me my job. I told him to go ahead and that I would call the FRA and turn him for trying to order me to violate federal law. Being the conversation was on tape having been recorded on the radio, I had him over a barrel. He didn’t care though; he still threatened me with discipline. I also told him about the $5000 per locomotive fine that is involved. I mentioned to him that I don’t have that kind of cash lying around to make him look good.
The Trainmaster on duty chose to take the low road and refused to get involved. His silence in this matter indicated to me that he wasn’t willing to make certain that rules compliance was part of the procedure. When I asked him why he wasn’t getting involved and trying to set the yardmaster straight, he merely shrugged his shoulders and told me I should realize this guy is trying to get the job done. Some leadership, eh?
Several days later I brought the issue up with a high-ranking official who told me I chose the proper method in taking care of the engine inspections and not backing down. He also stated that should this happen again, I should inform the employee telling me to disregard the inspection to immediately call this man and discuss it and that I should go about taking care of the inspection.
Now if a company official directly orders me not to perform the inspection, I will question this order and inform them of the fact this is a Federal violation. If they demand I not perform the required inspection, I will then ask them directly if they are instructing me to violate Federal law. If they say yes, I will acknowledge this and then inform them I am complying with their instructions and doing so under protest. I will also fill out non-complying tags and place them on each locomotive stating the fact I was ordered to violate. In this manner I am relieved of any discipline or fines should the Feds show up and discover I am operating an out of date locomotive. Thus far in my career though, this has never happened.
In my days at the IHB, I operated some locomotives that were originally built in the 1940’s. While they had been rebuilt over the years, they were still fifty something years old and had seen better days. One evening I was working a job that went on duty at the Lakefront Yard in Indiana Harbor. I had to daily my engine, an NW2 built in 1947. One of the sander hoses appeared to be plugged so I got the air hose wrench and began whacking the sander hose and piping above it. When I hit the piping above the hose the first time I corrected the problem, well sort of. The entire pipe broke completely away from the bottom of the sandbox and sand began to pout freely out and onto the rail and ground below. I did have sand coming out but it was just pouring out uncontrolled and quickly emptying the sandbox. This is bad, very bad.
Examination of the piping that had broken of showed significant corrosion and deterioration. I didn’t cause the damage, I just competed the failure process. I guess I was sort of exonerated with this discovery.
So I went in and called the Gibson Roundhouse telling the Foreman what had happened. He laughed and told of various locomotives with the very same problem. He stated these old warhorses really needed to be replaced as they were fighting a losing battle in trying to keep them up to required standards. I was told this type of repair could not be made in the field and that it needed to come straight to the roundhouse for repairs. He gave me authorization to operate it lite engine from the Lakefront to the Roundhouse just a few miles away. He faxed over a non-complying form to place on the locomotive to allow me to operate it as such.
I contacted the Trainmaster at the West End Yard at Gibson telling him of our plight and how we would have to run this unit lite to the roundhouse and get another engine. He agreed and that was that, or so I thought. The Conductor called the yardmaster at Michigan Avenue Yard to inform him but he had other plans. He decided that since we are heading to the roundhouse, we would stop at the Avenue and pick up some bad ordered cars to take over the Gibson Rip Track, which was right next to the roundhouse.
"No can do" was my response when I was told. I called the yardmaster back and explained to him that we are not authorized to move any cars with this engine being that it is non-complying and moving under its own power to the house for repairs. A little debate ensued and he accused me of playing "screw the pooch." I told him this would be a violation if we were to use this engine for anything other than transit to the roundhouse and that the Trainmaster had already been informed and concurred. The yardmaster was not too pleased but was outgunned. He begrudgingly agreed and we moved lite engine to the roundhouse.
In more than one case over the years I have encountered officials who believe a daily inspection consists of simply signing the cards and filling out the paperwork. They also do not realize the importance or requirements of the daily inspection. I try to explain to them the importance of these inspections and how they are more than merely signing a few forms.
The daily inspection serves several purposes. One is to assure all of the required components are working and in good order. Another is to positively ascertain all safety appliances are in place. Other safety issues are also being investigated. Grease or oil on the catwalks, steps or handrails could result in a serious personal injury as could a build up of snow or ice. Grease or oil leaking onto the trucks, wheels and brake shoes can diminish the retarding effort of the locomotive brakes. Locomotives with excessive piston travel (the pistons control the movement of the brake rigging that operates the locomotive brakes) or badly worn brake shoes will have greatly diminished braking effort. Other problems with the locomotive may also be discovered.
Many problems such as safety defects can render the locomotive unsafe to use if not repaired. To me and many others, the entire concept of the daily inspection is vital and extremely important. We find many of these problems and get them corrected or the offending locomotive is removed from service and sent to the roundhouse for repairs. Such action can keep personal injuries from occurring and also accidents from happening.
And so it goes.
Tuch