Behind the Blue Flag
The process of getting a train classified, built, laced up, powered up, and inspected is often a long and in- teresting procedure involving several crafts. The term “craft” refers to those who are in different unions, and, thus, perform different tasks for the railroad. I am a train service employee, but I often interface with me- chanical department personnel, track maintenance per- sonnel, electricians, pipefitters, carmen, building and bridge personnel, and so forth. Because mine is the only craft that has been hired and trained specifically to move locomotives and cars, the other crafts need to be protected from me while they are on or about rolling stock performing their duties. This protection is accom- plished by the use of blue flags and the blue flag rules. Any non-train service employee who will be on or about moving equipment must place a blue flag(s) on the equipment where it is readily visible. That flag (light, flasher, tag) is a signal to me that I cannot move my lo- comotive until the craft or person who placed the flag has removed it. Switches leading to the track where the equipment is to be worked on are also locked against movement into the equipment with a lock specific to the craft being protected. Often I climb onto the engine to find several blue flags from several different crafts rest- ing on my control stand, each protecting their own. I am not allowed to move the locomotive, or even touch the throttle for that matter, until each craft removes their protection.
Such was the case on a warm fall morning last year. I picked up my track warrants, track bulletins, and train “soup” (train list) at the on-duty point, and carefully went over them with my conductor. I then caught the crew cab from the on-duty point and arrived at the fueling pad. My locomotive consist, followed by our train, was being serviced and fueled pre-departure. My conductor and I climbed up onto the nose walkway, helping each other with our heavy grips, and then we ducked into the nose of the unit. I love hearing the metallic clang of the ar- mored nose door as it closes and locks behind us. My first duty inside the cab was to put my lunch in the refrigerator, so it would stay cold and fresh. I then checked my “soup” comparing the consist unit numbers with those listed on my paperwork — an exact match, so all was well. Mechanical department personnel crawled over the units, maintaining them in a manner not unlike ants on the body of a dead beetle. An electrician turned on the headlights and ditch lights and then proceeded to the ground in front of the units to make sure they were
38 RAILROAD MODEL CRAFTSMAN
all operable. New toilet paper was added to the com- mode, and fresh water was placed in the refrigerator. The FRA daily inspection card, part of CFR 229, was signed and returned to its place in the card holder on the back wall of the cab. Continuity of both air and radio link was tested between the head end and the distrib- uted power units over a mile behind me. Yes, another mechanical crew member was at the rear of the train checking that pair of locomotives as well. The cab windows were hosed off, and radiator water was added to the second unit in my consist. Hanging in its bracket was the standard aluminum blue flag de- signed specifically to fit into a twin opening slot on the side of the big GE — my steed for the day. The flag is designed so a large portion of it crosses in front of the engineer’s side windshield. Oddly enough, the flag even has holes in it, so I can keep a vigilant eye on my signal, which would eventually announce my departure from the fueling racks.
I talked with one of the mechanical personnel for a while, and he asked me a few questions about how the new power was working out on the road. I answered his question and then asked him about how much fuel the units took. He stated that if completely empty, the fuel tank would require 5,500 gallons to fill it. “I’m glad I don’t have to pay that bill!” He agreed and went on his way, walking down the long hood walkway toward the second unit. What a nice guy, I thought, and what a privilege to have such a great job.
The fuel booms were eventually unscrewed from the enormous fuel tanks, carried under the locomotives, and the booms hinged back into their upright positions in the clear of the motive power. One by one, the workers removed their flags from my view and disappeared into the expanse of the huge yard, heading off to other work. The main blue flag was eventually lifted off its mount points, and I waited until the dispatcher gave me a clear signal to skin the throttle back. I made sure the distrib- uted power came to life and showed the rear of the train in motion before I relaxed a little. Another trip east on the double-track main line. By nightfall, the train and its millions worth of lading would be in Chicago. I love my job, and I love the complexity and efficiency of the crews that service my units. Hats off to the blue flag and all it protects.
B. Oscar Bobby
PERSPECTIVE
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