Thanks John and Bill,
I suspect the Chgo Div men probably were tested on the foreign roads like
the Beardstown men but I cant say for sure. I just remember working a dinky for
awhile that a senior Chgo switchman would get on westbound each morning from an
overnight transfer. His switch key ring must have weighed 5 lbs as I swear he
had a key for every RR in the terminal district ! Besides all the class
ones he had the IHB,BRC,etc,etc. It was he who helped me start my switch
key collection.
Doug,we had pilots because we didnt know where the "xxxx" we were going. I
remember the first coal train we took to Glenn Yard on the GM&O. When
we said none of us had ever been there before we were told just go. A nervous
trip over and back. In Glenn Yard they talked us around on the radio with
messages like" look to the west and run down to that switchman in front of
you,when you go over the switch,he'll throw it,reverse directions,come to the
other end of the yard and watch for a hand signs" !
Another time when the IHB bridge was out at Congress Park we ran from
Cicero with a high wide special over the Belt and out the GM&O to Joliet and
then up the J to Eola. Had a pilot every each of the way that day.
I believe all the BNSF guys are qualified today on the Belt as everything
comes and goes from the Clearing yard. I believe whats left of the "east end
local" can run over there with transfers from Eola more than once a night.
Leo Phillipp
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Re: [CBQ] Re: Chicago transfers |
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"John D. Mitchell, Jr." <cbqrr47@yahoo.com> |
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On the old Beardstown Division, crews had to take rules exams on the CB&Q, Alton (later GM&O), NYC, C&EI, B&O and IC (for the P&I), in addition they had to carry Hannibal Division timetables and special instructions when operating into North St. Louis. Bulletins for all these roads were posted at the Centralia yard office.
From: "dhartman@mchsi.com" <dhartman@mchsi.com>
To: CBQ yahoo <CBQ@yahoogroups.com>
Sent: Wednesday, August 1, 2012 9:52 AM
Subject: Re: [CBQ] Re: Chicago transfers
Leo, I always had a pilot when doing a transfer (unit coal train delivery) beyond Clyde. Did that change for Aurora crews after early 1980's? Sent from my Verizon Wireless BlackBerry From: William Barber <clipperw@gmail.com>
Sender: CBQ@yahoogroups.com
Date: Wed, 1 Aug 2012 09:20:15 -0500 To: <CBQ@yahoogroups.com> ReplyTo: CBQ@yahoogroups.com
Subject: [CBQ] Re: Chicago transfers
Leo,
I don't know how it was then in Chicago, but even today, crews regularly operate on the trackage of other railroads, both for interchange and road operation. To the best of my knowledge, they don't take specific tests for other RRs' rules, but they are required to know the other RR's rules and to follow them when operating on "foreign" trackage. My son works as an engineer on the U.P. out of KC and he regularly operates U.P. trains on other RRs, both yard and road, including BNSF, KCS and the KC Terminal. Many southbound U.P. trains leave KC on BNSF tracks to Paola, KS and all
trains operating past Union Station, are on KC Terminal trackage. When operating on another RR, that RR's rules apply and the crews must know those rules. However, when he takes a rules test, they are U.P. rules.
I am sure that the same applied and still applies in Chicago. It might be a little easier, today, with a few less RRs, but a transfer across Chicago probably involves operation on several different RRs' rails. On each RR, they must know the rules that apply, but I am not aware that crews were ever required to take a test specifically on another RR's rules. In addition, they also have to be able to pick up that RR's radio signals and communicate with their
personnel.
Bill Barber Gravois Mills, MO Tue Jul 31, 2012 2:40 pm (PDT) . Posted by:Every operating employee working in/out of Chicago Union Station was
required to pass its' book of rules and remain qualified to work on their
property in addition to his home roads rules.
Did all the many crews working in transfer service have to be
qualified
and re-examined on the various roads they could be called to run across ?
Imagine an extra board engineman or switchman who from day to day might work
on any number of freight transfers or at 14th st and run over to another
road/station to get mail or express cars. Did they also then need to be
qualified on the other stations book of rules ? Seems one would be in rules
classes a lot of the time.
Anybody have any insight into how this
worked ?
This came to mind after looking at a photo of Bill Shoeners dad in the cab
of # 540 the other night. I know strange minds....... ......... ....
Leo Phillipp
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