You must not have seen my thread entitled "Careers on the Rails".Do not know if this has been posted but it makes you appreciate the on board crew more.
We know why the Engineer needs to know the signals, but when does the Conductor knowing them come into play.
We have a winner!!! Shove movements are conducted on a daily basis. A classic example of a train that performs a shove move everyday is the CZ. They shove into Denver everyday. Regional trains are shoved into South Station in Boston and Union Station in DC everyday, multiple times a day.An example of when the Conductor uses their knowledge of signals is whenever the train is doing a back-up move. The Conductor at that point is watching the backup move, watching for broken rail, and watching and calling signals. This happens on a daily basis for many trains.
Conductors have to have a large knowledge of train operations, they conduct brake tests, sometimes have to set out or add cars / equipment, and they spot the train at many stations (meaning they call where the train stops at various platforms.)
I was a conductor on a short line railroad that was non-signaled. So “looking out for broken rail” was involved in every shove. With a signaled Mainline system I suppose you’re right! Ha.The only time a conductor is to look for Broken rail is when the train is operating at Restricted Speed.
So there is some yes and no to this. Most of the time, no. But NJ Transit, LIRR, and I believe Metro North have a rule that indicates a second person must be in the cab upon arrival of certain terminals. Hoboken, Atlantic Ave, and Grand Central.Does the conductor have to be in locomotive with engineer during restricted speed?
During my time at NS I once rode a shove about 3 miles on all clears! Lucky for me the ROW was only good for 25! LOL!I was a conductor on a short line railroad that was non-signaled. So “looking out for broken rail” was involved in every shove. With a signaled Mainline system I suppose you’re right! Ha.
The Builder gets wyed on its way to the yard, and operates "normally" both to the station, and on its way out. It's the only westbound train to do so. This is how most OBS easily tell which train is the Builder when it's in the yard (only old heads and more observant can spot a diner, sleeper, and coach, from the exterior).Outbound LD trains shove into CUS South Terminal after being turned out by Lumber Street. I believe the CONO is the only LD train that shoved into CUS on arrival and doesn’t need to be turned around.
They are also supposed to "feel" the train comply with the signals. In other words, if track speed (which the conductors are supposed to know) is 79mph and the engineer calls out they are passing an approach signal, the conductor (where required by rule) is supposed to repeat the signal and actual "feel" the brakes being applied. If they don't notice a "perceived" reduction in speed, they are supposed to say something.We know why the Engineer needs to know the signals, but when does the Conductor knowing them come into play.