How do RR's choose the head end loco?

I had an NS engineer tell me that he runs whatever engine they put on the front, althugh there seems to be some differences between EMD & GE.  I know that NS engines on the Pgh, line need the correct in-cab signalling equipment. see what the experts say  !!

Lots of variables here... As Jim said, here on the NS Pittsburgh Line and Conemaugh Line, lead units must be cab-signal equipped.  In some cases it comes down to what is required by the railroad the units are running on- the state of PA, for instance, requires chemical toilets on locomotives.  At one time, NS didn't have many units so equipped and had to make sure one was leading through PA.  This was prior to the Conrail split.  Also, Canadian railroads had their own requirements for a lead unit.

As far as EMD vs GE leading, there's no difference in engineer qualifications.  The control stands are essentially the same in both, either a desktop or conventional stand, with the throttle, dynamic brake, reverser and air-brake valves in the same locations.  

I'm sure there are other variables as well and others will chime in.

I'm sure certain  units  are assigned to  large terminals and crews really don't have a say what power they get....    Shop staff probably don't have the final say on long distance runs     EX  from Toronto to Winnipeg....They even have the fuel  needed figured out.  A lot depends on what type of train... Fast intermodal,  heavy freight drag   Units trains etc.

Who is they?? never did figure that one out.  Someone with a sharp pencil though.

"Thinking about some of the variables, one of them is engineer qualifications. I don't know the first thing about engineer qualifications, but drawing on aircraft experience, pilots have certain ratings, but they also have to be qualified for the type of aircraft. For a RR such as UP, are the engineers all qualified in the different types of locomotives, or only certain types?"

As far as type of locomotives goes, you run one, you can run 'em all. 

That said, Engineers do have to be qualified if the train is a unit ECP (electric brakes) train or on using Distributive Power units on the rear or mid-train.

I was out taking photos  one day and met an NS engineer. I asked him about mfrs differences  and he told me that EMDs load faster. Didn't go in to detail. I do know some modern diesels ride better and are quieter than others. I do know that when I was on the road all day as a salesman, my car was very, very important to me. a second home.

The lead engine is the first one the engine house comes across that is facing the right way. That's it.

A diesel is a diesel is a diesel. The aircraft type rating analogy doesn't work for railroad locomotives. They are all basically the same.

Back in the day, Frisco had a sizeable fleet of GP15's without dynamic brakes.  They were used on the road just as much as in the yard,  and they were often found in the lead of a road switcher consist...(they had a knack for facing the right way).

Many of the engineers I worked with were grateful for this occurrence after the RFEs started relaying the news that Dynamic braking was to be used as the preferred way of slowing and stopping in all terrain.  This occurred around 1982 for us.  With a GP15 in the lead it did not matter if every other unit had Dynamics...the engineer only had controls for train-line.  Don't take this wrong, our guys had no trouble with using Dynamics on the hills that we had on our subs, but for ALL braking?  In the words of the old-head engineers, all whom had run fast freights like QLA, QSF, CTB, etc, "Just put it in Run 8 and straight-air the pi** out of it".

Who am I to argue ??

OGR Webmaster posted:

The lead engine is the first one the engine house comes across that is facing the right way. That's it.

A diesel is a diesel is a diesel. The aircraft type rating analogy doesn't work for railroad locomotives. They are all basically the same.

Thank you all for your replies. I was imagining it to be much more involved.

In my NYS&W days I usually picked a unit that had a good working radio, etc. I'd turn it if it was facing the wrong way to be head out on the power.  

Is it safe to say that is was more difficult to be an engineer on a steamer than on a diesel?

Even before I'd now guess tonnage is all totalled in making up a train, by computer, to make sure there is enough horsepower oomph to make it over Pike's Peak or whatever, I'd guess somebody was crunching numbers and making the decision whether to send an Allegheny out on a caboose hop, or the shop switcher to head up a coal drag.  This is not about a diesel on the front, but how many diesels, how much horsepower, or which or what engine with how many helpers would be most cost effective to get from Point A to Point B, sometime this week.   Somebody, somewhere, must make those decisions.  I am guessing they are looking at a computer screen with an inventory of power, car weights and quantities, and history of experience with loads the grades will accomodate, and all of the factors mentioned above considered in the equation.

One wonders how often a train got sent out that could not make it over the mountain, stalled on a grade, and helpers had to be sent out from nearest point to couple on and restart?

Terry Danks posted:

Is it safe to say that is was more difficult to be an engineer on a steamer than on a diesel?

I don't think so, I started  as a brakeman in 1965, most of the older engineman I worked with had spent 2/3 of their careers on steamand now were on diesels... I suspect  the best of them  were great on steam or diesel. The  better  ones  just seem to have it and  could  get you over the road faster (safely)  than others.. 

trestrainfan posted:

 Is it random and whatever locomotive ends up put front is fine, and the engineer shows up for work and drives whatever is there?

Yes.  There is not the same difference in operating different types of diesel-electric locomotives as there is in flying different types of aircraft.  Only when there is a significant difference in locomotive operation -- such as straight electrics and diesel-electrics -- would the railroad be interested in whether the Engineer had qualifications for a certain locomotive.  For example, a PRR Engineer at Fort Wayne trading seniority with a PRR Philadelphia Engineer would have been required to qualify on Electric locomotives and m-u cars before being allowed to perform service.

 

My original thought and belief is that the first Engine heading towards the destination of the train is the head loco.