From: ahk@chinet.com

mroberds@att.net wrote:
>John Albert  wrote:

>>I don't know whether there were any instructions similar to these in
>>MMA operating rules and special instructions.

>Section 1.12.1 of the Transportation Safety Board of Canada report,
>"Rule 112 of the Canadian Rail Operating Rules", says that

>TSBC# Since MMA operated in former CPR territory, it adopted CPR's
>TSBC# General Operating Instructions (GOIs). [16]

>Footnote 16 of the TSB Canada report says

>TSBC# Montreal, Maine & Atlantic Railway (MMA) decided to use Canadian
>TSBC# Pacific Railway's (CPR) General Operating Instructions (GOIs), and
>TSBC# decided how to apply and interpret any instruction.

>There appears to be a copy of the CP Rail General Operating Instructions
>from April 2009 posted on a Canadian rail union site (Teamsters Div. 76
>Winnipeg) - top level at http://www.tcrc76.com/TCRC_CP_GOI.htm .

>Section 14 of the CPR GOI
>http://www.tcrc76.com/Legislative/GOI/GOI%20Section%2014%20-%20
009%20Final.pdf
>, item 3.0, "Leaving a Train Unattended", on paper page 177, PDF page
>5 of 8, says (in part):

>CPR# On the controlling locomotive, the control stand must be left as
>CPR# follows.
>CPR# . Independent brake cut-IN and FULLY applied.

He did that.

>CPR# . Automatic brake cut-IN and handle in RELEASE.

Why not leave the automatic brakes applied?

>CPR# . Generator Field OFF, Engine Run ON, Control/Fuel Pump ON.
>CPR# . Engine Control Switch (ECS) to Isolate.
>CPR# . Reverser handle removed.

He left it and all his paperwork in the cab of the lead locomotive. It
didn't state if any reverser handles were left in the four trailing locomotives
in the engine consist.

>Or if the person who retrofitted the alerter (the TSBC report calls it
>a "reset safety control" or RSC) had wired it correctly, then when the
>main switch on the locomotive was shut off, the alerter would have done
>a penalty brake application.

The report said that RSC wiring was fucked up on every retrofitted GE
locomotive that the railroad owned. As penalty brake application with
power loss isn't a function enforced by government regulatory standard,
the shop wasn't required to check that the feature worked.

Seriously: Wired directly to the battery. Is that frightening or what?
Who the hell makes a mistake like that? How did that idiot not electrocute
himself when wiring it up?

>Or if somebody in a shop had realized that JB Weld (or similar) wasn't
>the best product to use on the camshaft bearing housing of a 3,000 hp
>diesel engine.

How? They thought overtightening the housing around the bearing was
the correct procedure for stopping the oil leak. Surprise, surprise:
The bearing cracked.

>Of course, you can chase the "chain" way back if you want to.

I guess. But management is always management. A friend of mine who came
up through the ranks on railroads refused to violate safety regulations
when ordered to by his bosses. He was appalled that no one in the shop
insisted on doing locomotive repairs right.

How much does it cost to rent a locomotive in good working order to give
your shop enough time to make proper repairs?

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