Hot Times on the High Iron - Today; Get Me to the Train on Time
|
||||||
June 5, 2005
Timing is everything. I know that for a fact. I've said for years that
my
life is twenty minutes off from the rest of the world. Some days it is
twenty minutes fast, other times it is twenty minutes slow. For whatever
reason though, it just never seems to be in sync with the rest of the
world.
And somehow, for some strange reason, it has managed to work out alright.
Now I've often mentioned in the past that there is real time and railroad time. There is no correlation between the two. You know, sort of that "east is east and west is west thing?" That is the best analogy one would use to compare real and railroad time.
Now once upon a time, virtually all trains operated on some sort of timetable schedule. All trains had schedules that pretty much forced them to operate on time. There was such criterion established as timetable meeting points. Trains really operated on time and not some fluffed up and padded schedule. When they failed to operate according to the schedule, the result was more work for Dispatchers and Operators. There had to be more orders issued and copied to compensate for the delays. Thus, there was a greater emphasis for on time performance.
Back in the days when the railroads operated there own inter-city passenger trains, the managerial hierarchy had a tendency to use the on time performance of their passenger trains as a barometer of how the well the railroad was operating. It was often said the president of the Illinois Central always looked to see if train #6 was parked in the depot at Central Station in Chicago as he headed up to his offices located above the station each morning on his way to work. If this train was late, he presumed (usually correctly) there were problems along the line which resulted in a tardy train. There was tremendous pride in operating passenger trains on time, once upon a time. And if they couldn't run their passenger trains on the advertised times, it wasn't likely they would be doing well with the rest of the operation.
In today's world of railroading, passenger trains operated by Amtrak on the lines of the freight railroads tend to be totally at the mercy of the whims of their hosts. Passenger train schedules are created based upon calculations in a world where all things function according to plan. Now on the Northeast Corridor which is owned and operate by Amtrak, they control their own destiny. Any and all freight traffic and guest commuter lines such as New Jersey Transit are subject to the host passenger carrier's whims. And as a result, Amtrak trains on the Corridor tend to operate on time far more frequently. Commuter trains are also given priority on the corridor though. The entire system and schedule is designed for all the inter city and commuter passenger trains to fall into a certain place operating with time/service windows. It seems to work quite well in most instances.
In Chicago Metra operates a significant network of commuter passenger trains. The greater majority of these trains operate over the rails of freight carriers but Metra does have one line, the Electric District, that is totally and completely passenger trains. There are no industries remaining which require rail service along the three lines which comprise the Electric District. Therefore delays incurred are not generally of "freight train interference" but are of equipment failures, wire problems or acts of God. Although Metra did experience a couple of episodes in which derailments on the parallel CN Chicago Sub brought down the catenaries and then there was that big bridge fire that brought the line south of Kensington to a complete halt, most of their trains do tend to operate on time.
Now the South Shore uses the tracks of Metra's Electric District between Kensington and downtown Chicago. There are operating windows for the South Shore on this line. Owing to the tightness of the schedules for the Metra trains on the line, the South Shore has to hit these windows when they are open so to speak. If the Shore is late arriving at Kensington with a train inbound to Chicago during the morning or afternoon rush periods, they might get held to wait for another window to open allowing them to access the Electric District. Metra is not going to delay their own trains because the South Shore is late. In my days there I can vividly recall on several occasions, sitting and waiting at Kensington for just such a reason.
Metra has had a great on time performance record over the years; the best in the commuter passenger industry. The arrival time at the final destination of the train is the barometer used to gauge on time performance. The train could be late in and out of the intermediate stations on its schedule, but the arrival time at the end of the trip is the final answer.
Over the years, the rail industry has used a five minute factor as the gauge for delay or being late. Metra uses six minutes. Any train that arrives at the final destination within six minutes of the timetable schedule is considered on time. With scheduling being what it is, there is a possibility of making up lost time when running behind schedule without having to resort to speeding. Aside from there being a little bit of padding built into all schedules there is another method when more than six minutes behind schedule. We would be given permission to "flag stop" stations along the route. This meant we did not have to stop at a station unless there was somebody waiting for the train and/or there were passengers on board the train wishing to detrain at that station. Not having to stop but only slowing and if no there was no business at a particular station highballing it, you gained some of the lost time back. Of course this was only normally allowed on non-rush hour trains.
On the Electric District, there was the door management method too. We operated on the door light method. When the green door light illuminated while working a station, this was the Engineer's authority to depart. The Conductor did not have to verbally instruct you to depart, give you a hand sign or use the communicating signal system.
The communicating signal system is a buzzer. At each door is button for this system. There are specific signals used on the "communicator" to signal the Engineer or the Conductor without having to use voice communication via the intercom or PA system on the train. The communicator is used to instruct the Engineer to start the train, stop at the next station, stop immediately, and request the brakes be applied or released during brake tests and for other acknowledgements.
When running behind schedule on non-rush trains, the Conductor would close all the other doors but theirs, give you a signal on the communicator to depart and then close their door. Of course, this plan was all worked out between the Engineer and train crew prior to implementing this plan.
Metra management was maniacal about employees arriving to work on time. (No alliteration was planned here; it just worked out that way). An Engineer, Conductor or Assistant Conductor that was late could wreak havoc to the well oiled machine, especially during rush hour. They could get around the Conductor or Assistant as a no show, but obviously, with no Engineer, the train couldn't run. If the train doesn't run, there will plenty of disgusted and dissatisfied passengers. And managers will really be peeved.
The Superintendent at the Electric District had a policy that was commonly referred to as the "snitch" rule. We were on duty about twenty-five or thirty minutes prior to departing. This gave us plenty of time to do the pre trip preparation including the air test on the train. It was also a bit of a buffer in case you were just a bit tardy. With the snitch rule, if any member of the crew was not at the on duty point on time, one of the other crew members was supposed to turn the tardy employee in at the moment you went on duty. This policy was clearly defined as being in the yard office or on the platform. If you failed to turn your late workmate in to Randolph Control and they failed to show or showed late enough that it resulted in the train being late to depart, you the employee that failed to rat out your fellow worker would be subject to discipline as well. Talk about being thrust into a "Catch 22" situation.
The point was hammered home by this Superintendent to use a wind up clock as opposed to an electric model. And along with the wind up clock was the recommendation that you have more than one alarm clock. It was also strongly advised that you place that alarm clock on a fixture away from the bed. In doing so this meant that you had to get out of bed to silence the alarm. This in itself is half the battle. The same idea was presented for the telephone for those on the extra board. Again, you have to get out of bed to answer the phone giving you a distinct edge in the battle over waking up. Too many times over the years an employee has rolled over and either hit the button to silence the alarm or answer the phone while still lying down. They then roll over and go back to sleep. It has happened zillions of times over the years including to yours truly. More on my experiences in this matter to come.
In my days at Metra there was occasion for somebody to be late. It didn't happen too often, but it did occur. I was only late once and we'll discuss that later. Depending upon the situation, a tardy employee situation could be worked around with little, to no delay. When an Engineer was late or a no show during the morning or evening rush, they would simply move an Engineer from another job that departed this particular terminal that was already there for their assignment. Did that makes sense?
There were several assignments that went to work at each outlying yard such as University Park, Richton Park or Blue Island. Most of the morning rush jobs went on duty within ten or so minutes of each other so the Engineers of assignments following the one in which the Engineer was a no show would either already be there or just coming in the door. They would simply snag one of those Engineers to use on the assignment where the Engineer was the no show, or had phoned in that they were going to be late. The late Engineer would wind up working another assignment.
At Randolph Street they employed "relay" jobs. These were assignments that moved and switched equipment around the depot. If there were a no show Engineer on a job that went on duty at Randolph St. they would use one of the relay Engineers to cover that void.
Now during the off rush or off peak periods, a no show Engineer at an outlying point could be a serious problem. No other Engineers coming on duty within minutes behind the no show meant there was nobody to run the train which of course, means the train does not depart.
"Nobody does it better."
A no show Conductor or Assistant Conductor, while a hassle wasn't quite as big a problem; if either didn't show, they could simply run the train without them. In some cases, the tardy Trainman might be able to catch up to the train down the road. This did happen from time to time. In my days at the South Shore it almost happened to me a couple of times; almost but didn' t. Somehow I managed to barely make it. I'll elaborate on that in a moment. In an extreme case, they could instruct the Engineer to take the train alone. This could and did result in the Engineer having to operate the doors at each station. But nobody was checking tickets. This significantly slowed the train but at least kept them moving. Again, the tardy Trainmen would catch up to the train en route. Now this concept only worked on the Metra Electric District. The South Shore had ground level boarding requiring not only doors to be opened but trap doors to be raised as well.
The Superintendent on the Electric District that hired me in 1991 told me point blank there was no excuse for being late. He didn't want to hear about breakdowns, flat tires, traffic, acts of God, power failures; nothing. His theory of wind up alarm clock discounted the power failure excuse. Actually, he was correct. You have to set your alarm every night at bedtime, so there was no reason to not wind the clock up at that moment as well. A wound up and ready alarm clock that was on the other side of the bedroom was no reason to oversleep.
To demonstrate what an impact that philosophy had on me, I have two wind up alarm clocks (plus a back up third alarm clock on stand by if one of them should decide to quit. They are on the opposite side of the bedroom so that I have to get out of bed to silence them. I also have my telephone positioned to where I also have to get out the bed to answer it. In part two of this lesson I'll discuss some of my past episodes prior to adopting this philosophy.
The Electric Division Superintendent also believed that if you gave yourself enough time to travel to work you should never be late either. This idea I would debate. You leave the house giving yourself at least an hour and a half to make say, a thirty minute drive. Your car decides to suffer a major failure en route. There is virtually no possibility to make it to work on time. What did he really expect; just leave your car there and hitch hike? Call a cab? Or what about if you get into an automobile accident, particularly one with injuries? And if then if there is no problem and you' ve allowed yourself all this extra time, you now arrive at work a good hour early. You are sitting there on your own time for no logical reason other than the fear of being late.
Riding the train in to work was also not an excuse for being late. If the wires came down or some other problem was encountered that resulted in the train being late, such an episode did not count. Less than punctual service on our own railroad was not an excuse for us to be late. Oddly enough Metra did hand out "late slips" to the patrons if their trains were tardy. This was their proof to their employers of the reason for being late to work. Isn 't this bizarre; the passengers could be late because of us but we the employees were not afforded the same luxury. We were plain and simply, late. No excuses.
And the worst part was that in some cases, we had no choice but ride the train. On the Electric District we had some jobs that went on duty at one location but went off duty at another. This meant you had to park your car at the off duty point, catch the train to the on duty point, ride it in and then go on duty. Now if this train encountered difficulties en route and you were late, too bad; you were in trouble. You were told that you should have taken an earlier train. If you followed this advice it meant giving up even more of your own time and donating it to the company.
And even worse than this, there were actually employees there that liked these assignments and didn't want them changed. Go figure.
Now I was late once to work at Metra. I did follow the advice given by the Superintendent when I was hired though. I knew well enough in advance that I was going to be late. I called in and turned myself in. In doing this though, it allowed them to be able to make an adjustment which would not leave them short of Engineers.
I was working a relay job at Randolph Street Station. They just held one of the daylight relay Engineers over until I arrived. Of course they were compensated with time and one half pay for the extra time they had to stay.
Upon my arrival I was informed that I was to call the Trainmaster when I got the chance. I did so when I had a break in the action. Instead of getting the big butt chewing I was expecting, I was simply told to make sure to put forth the effort to see that it didn't happen again. I was also thanked for following the instructions given and calling in far enough in advance to allow them to make the necessary adjustments which in turn, prevented any disruptions in service.
I won't disclose the excuse I gave for being late. One just never knows I may have to resurrect it some day and use it again. The reason for being late though was this; I was getting my pre-employment physical for the IHB. For whatever reasons the medical facility where I was getting this done was extremely slow in completing the process. For what they did as far as the examination went could've and should've been completed in about half the time. But it wasn't to be so I was late.
Oh well, two weeks later and I departed Metra and went back to work freight. At least I did manage to depart with some dignity and no discipline on my work record.
Never once did I actually turn anybody in for being late. I lived dangerously taking the chance that they would show up on time. And in most cases, my hunch played out; most cases. Now I worked with guys that took the lead and ratted somebody out, but not me. I guess I let them do the dirty work.
"I don't wanna do your dirty work no more."
We did have one employee there who seemed to take great delight in turning in fellow employees for being late; even if it was just a couple of minutes. In one case, the employee was there, but not on the platform. He was in the parking lot on time. He even waved to this employee as he climbed out of his car to signal that he was indeed there on time. The employee on the platform smiled and waved back, and then went and turned him for being late as technically, he was. The rules required that you be at the train at this location. He was maybe a couple of hundred feet away and there was absolutely no chance of the train not leaving on time, unless the power went out or the world came to an end. But he was in trouble just the same and had to go and talk with the Superintendent when he arrived downtown. Talk about splitting hairs.
When I worked at the South Shore we received a one and a half hour call instead of the standard two hour call that many railroads give. I lived about 40 miles from Michigan City. This meant when I got the call, I really had to hit the floor running. I got the call one afternoon to be there at 2:15 pm. As luck would have it, there was a big wreck on I-94 and I was stuck in traffic. I was starting to weigh my options. I was thinking about exiting the interstate and heading over to US R 12 which parallels the South Shore and trying to just catch the train at one of the stations west of Michigan City.
As luck would have it, traffic began to move pretty good again. I challenged all speed limits (significantly) and raced my way into work making it on time; barely. I drove a Trans Am in those days so getting it up to high rates of speed was not a problem and with its ground effects suspension the old T/A held the road quite well at those high speeds. Sort of felt like AJ Foyt for a few minutes there. Fortunately I was quite lucky that the Indiana State Police missed me on their radar screens that afternoon. I arrived about the time the train was pulling into the station at Shops Yard. After I boarded the train and stowed my gear, I told the Conductor about my adventure. He told me that if it were to happen again, just head to one of the stations west of Michigan City and notify the Dispatcher via the phone at the station where I would catch the train. He said it was not worth getting a speeding ticket or perhaps worse, even into an accident just to get to work on time.
In part two of this lesson we'll discuss late passengers which actually inspired this topic and also being late on freight. I have some real gems of being late on freight by myself as well as others.
And so it goes.
Tuch
Hot Times on the High Iron and the HTOTHI initials, ©2005 by JD Santucci.