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near unbearable. Earplugs are provided but really aren't practi-
cal, since there's a lot of necessary conversation going on. The
noise factor improved in the early '90s when Amtrak phased in a
new generation of locomotives that feature a fully-enclosed, air-
conditioned cab.
There is, however, one serious negative to the job, and it's a
big one. Many engineers, whether working freight or passenger
trains, have struck and killed someone while at the controls of
the locomotive. Perhaps it's a truck driver who thought he had
plenty of time to drive across the tracks before the train reached
the crossing. Maybe it's a teenager playing chicken with the train
on a dare. And maybe it's a poor soul who's decided it would be
a quick way to end his or her life. Whatever the circumstances,
they're all equally tough on the person who happens to be at the
controls of the locomotive at the time. Spend a few hours riding
in a locomotive cab and you somehow sense a touch of uneasi-
ness as every grade crossing is approached. Most engineers man-
age to keep it in perspective. One told me, “As long as I've done
everything possible—if I wasn't speeding, if I used the whistle,
and if I applied the brakes—I can't allow myself to take it per-
sonally.” There is, of course, no way in the world to stop in time,
although the engineers always try.
Once upon a time, even after steam locomotives had been
taken out of service, the second person in the locomotive cab was
called a fireman. Today, both are considered engineers. The one
not actually operating the locomotive sits on the left side of the
locomotive cab and provides a second set of eyes and ears, calling
out the signals as they're passed, noting any change in the speed
limit, sending and receiving messages on the radio, and generally
assisting with the many details and allowing the other engineer to
focus on the primary task of operating the locomotive. Two engi-
neers are used on all long-distance trains, but on short-distance
runs, there is only one engineer in the cab.
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