May 27, 2004, the Ergonomics Committee gets together with the Mechanical Department to see how things are going with the Comet VI cab cars and discuss the ongoing problems the engineers are facing.
Ergo members
present:
Steve Kay
Dave Crossley
Ed Prawdzik
Management present:
Chuck Prehm
John Rutkowski
Dave Wetmore
Bob Lavell
John Squitieri
J. Herzog
Jim Donlen
The
Comet VI cab cars were the first order of business. The committee is
looking for consistency in the design of the cab controls of such items as
headlight and ditch lights, alertor resets and bell valve positions so that
engineers going from one cab car to another will know where everything is
located without having to search for it.
The Comet VI cab cars will have catenary voltage and
traction motor load meters. Unfortunately, at this time this feature will
only be used when the DTN cables are in place. The Comet II rebuilds and
the Comet Vs are also set up with DTN jumpers.
The picture of the hard mockup of the Comet VI cab showed very little of the instrumentation in the cab. There is an "order light" in the same place as the Comet IV cab car. There were only two air vents in the ceiling. We asked for a third vent like the Comet V modification with a blower switch to allow more air to vent into the cab.
We asked that the PA/IC have a volume control so as not to interfere with radio transmissions. I believe this to be a safety issue since I have had to backup in NYP using only the PA. Interference from the radio and extreme volume from the PA made the move intense and less safe than it should have been. We were told by Mr. Herzog that the PA volume levels will be based on ambient cab noise. For what its worth, I think a simple volume control knob is more than sufficient and seems a whole lot simpler and less expensive. This discussion will continue.
The first six Comet VI cab cars will not be assembled and ready for Pueblo until August or September of 2005.
The committee asked if the engineer's locker in the Comet VI cab can have a drain so that water bags can be placed in the locker and have the melted water drain to the outside rather than onto the cab floor. This will be explored.
The Comet VI cars will have end doors (high and low level) and quarter (high level only) door like the Long Island cars rather than center doors. It was suggested that these doors be opened with separate buttons so that the quarter doors will not have to be manually cut out for winter ice and snow operations.
Toilet closet air vents: The air vents in the ALP-46s are supposed to vent the air from the closet. They blow air into the closet instead. Upper level mechanical was unaware of the problem and it will be corrected.
5-3-04 Update: The ALP46 toilet vents are just as described in the meeting. We are looking to see if a vent to atmosphere, powered or unpowered can be installed. Everything in that machine room is shoe horned in place and extra room is at a premium.
5-27-04 update: Mechanical is still working on the problem of venting the toilet closet. They are looking at a small vent fan to solve the problem but there is little room above the closet for the extra ducting. A solution will be found. Unfortunately, the PL42AC locomotives are designed the same way. We will try to stay on top of this and therefore avoid the problem in the PL42ACs.
ALP-46 mirrors will be standard for locomotives.
Seats for the Comet IIIs will be replaced with the old ALP 44 engineer seats. Six of the nine cabs are done at this time.
Seats for the Comet IV and Comet IB cab cars are being replaced with a Baultar seat. The committee saw a couple of problems with this seat as the photo and description show a cloth covering on the seat and this will not hold up under normal wear and tear. Vinyl was suggested with ventilation holes in the seat. Also the photo shows adjustment handles and knobs that stick out too far and can snag pants and legs. These seats are $1,200.00 each and the problems will have to be resolved before they are installed. We will also look at seats that the Mechanical Department already has in stock at the MMC.
There have been complaints that the Comet V seats are too low with not enough height adjustment. A new base is being looked at as the solution.
A spring type coat hook is on order for the Comet V cab cars.
Air
Conditioners:
This has been a major bitch of ours through the years. The A/C units are
too loud, the temperature on some is uncontrollable by the engineer and on
the ones that do have a temperature control there is only two settings. The
A/C units have poor drainage causing the unit to drain on the floor,
control stand, and engineer. The ALP-44 drains are flexible tubing that has
low spot in it so that it doesn't drain properly. When the drain works it
drains onto the handrails next to the cab door and the rain gutter over the
cab window. Wet handrails are a safety problem and when the engineer brakes
the train the water in the rain gutter flows forward in front of the
engineer's window and onto the engineer. A fix is being worked on.
A new drain system for the ALP-44s is being installed. It will be a 1" copper tube that runs through the back wall and down onto the #1 traction motor keeping all water out of the cab.
The A/C units with just an on/off switch will have a three way switch install for off/blower/a/c positions.
The deadman foot pedals that are turned sideways will be straightened out at the MMC.
We are still asking for a six second delay on the MU deadman pedals. This will be looked into.
The Machine room door handles in the ALP-44 are being replaced with handles that interfere with the cab door. These handles have to be changed out with ones that allow the cab door to be fully opened.
Bells:
It was brought up again that the bell exhaust in the ALP-44s are very loud
when the bell is shut off. It was also mentioned that the air from the bell
valve contains particles of oil from the compressor and this oil is
atomized into the cab environment every time the bell is shut off. It was
requested the bell air be vented out of the cab or the current air valve be
replaced with an electric switch like the ALP-46s. This is a health issue
and options will be investigated. Bob Lavell will
investigate and give us a plan.
Horns:
It was mentioned again that the "Montclair" horns had been
so over modified that there was not enough air volume through the system on some
ALPs to activate to bell when the horns were blown.
Also, the volume of air through the horns drops off so slowly that a Rule
19B could not be blown for grade crossing because the individual blows
overlap. We know we work for a company which
is extremely sensitive to political (read community) pressure but there are
times when, even though a crossing has bells, lights, and gates, the only
thing between you and the death of a trespasser or vehicle occupant is the
volume of the air horns on your engine. We asked again that this be
addressed and the horn problems, hopefully, will be corrected.
If you have any additional problem or suggestions please add them here or here or here or here.
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