Hello I hardly post here, and lurk frequently. I have been a Trainman for UP for over 3 years, and I have loved most of every minute. In the 3 years I have held the road the whole time, and am pretty confident in my abilities of knowing the territories I am able to hold seniority wise.
I just put my bid in on the next fireman’s class, beginning in Oct. I must admit I am a bit nervous, and I am fairly confident I can complete the course. With the UP if you go for it, and you fail, that is it. You are done, you cannot go back as a conductor. So I am sure you can understand the pressure.
I have a little idea about what the Engineer does over there on the control stand, but I wish I would have paid more attention to him more often. Seeing what he/she does in specific areas, when to set air, how much ect…
So I am just looking for some words of encouragement, or some sound advice from the Engineers on this board. Do some of you regret making the move?
Well I have blown the whistle, silenced the alerter, while he/she used the restroom real quick.
And once I sat in the chair for about an hour, but it was on flat territory and there where no slow orders. The majority of my training will be on the Roseville Sub, Donner pass. Not so flat…
Walked the tracks from Colfax to Cape Horn so many times it is not funny. It is a beautiful spot, and that view down 2000 feet to the north folk of he American river. Wow. Do you know where I am talking about?
Although the directions are for making them on a stove, Ramen Noodles can be made in the microwave.
Seriously, I went into engine service 4 years ago and have never regretted it. I know others who wish they could go back into train service. (I also know a few who wish they had the senioirity to hold an engineer’s slot year round. The only good thing they say about being set back to conductor is that they can bid a conductor’s vacation.)
Most of the class room work will involve rules. If your comfortable taking rules tests you should do fine. If you have had trouble in the past, don’t worry. The instructors want you to pass and will do all they can to help you understand the rules.
You know your territory and that is good. Your a step ahead of those who didn’t pay attention while they were a trainman. In the time you have remaining, every time you’re on an engine that has a conductor’s computer screen, watch what the engineer is doing. That’s what I did as a conductor. Every engineer is different when it comes to running a train, but you’ll get an idea of what they are doing.
I agree with the above posting, I have been a engineer for 4 years now I work the same subdivisions I worked as a conductor so I should know them (lol) their are some times that a train will act funny and throw me off a little at certin points, bit I just learn every time I get in the seat.
A friend of mine who has worked conductor on the Roseville Subdivision has told me some pretty harrowing stories about some of the big tonnage he’s witnessed coming off of Donner Pass, westbound. It’s a long, steep, descending grade and the hogger has to be totally focused at all times. Using just the right amount of brake pipe reduction to keep the train under control, not being tempted to kick 'em off when you think you may be going too slow, and knowing what to do the instant one of your techno toasters burns out a dynamic brake grid are the keys to successful running. Respect for the Air Brake and Train Handling Rules is essential.
As a hogger told me once, “Any monkey can run a train up the hill. We earn our pay every time we take a train downhill and keep it together in one piece!”
Some winter night when the wind is howling through the mountains, Sierra cement is pouring out of the skies like there’s no tomorrow, and your train gets stabbed by a hotbox detector, you’ll be glad that it’s the other guy sitting across from you who has to leave the warm, dry cab and inspect.
Best wishes, “piglet,” with your new choice of careers!
That’s a good way to get fired and never get back. You would never want to get caught doing that without a license. I know of four who could attest to this when things didn’t go as planned.
Its no known secert within that many a condr has received throttle time pratice by sitting in the engr chair while going down the road. For condrs wanting to become engrs, that is a good way to get a feel for what its like and any hands on experience can only help down the line. I have had a few hogheads ask if I’d want to briefy takeover but I nicely declined. Other than blowing the horn & hitting the alertor, no running experience for me and not really interested.
Watch what each engineer does. Note what they all do they same. Note what they all do differently.
If you work with a decent Engineer that would be willing to give you advice, ask him to talk you through what he does: ask him to explain why he does what he does and where he does it.
As you begin to see the railroad from the operational needs of an Engineer, you will start to really learn the territory. Eventually you will be able to anticipate about when the Engineer might be about ready to set the brake, reduce or advance the throttle, etc. When you can do those things, you will be ready to begin your training.
that is sound advice… asking questions is a good way to learn the job befor your actuly put in the seat… but alot of it is feel and knowing your terriroty… for me to run a train was all in how it was feeling and instinct… every train handles differnt… and every engineer has his/her own style of running… some like to strech break…some like to use dynmaic…some will creep upto a red signal…some will fly up and stop on a dime and give you 9 cents change… some run hard and fast…some are slow and take there time… everyone is differnt and the more engineers you get a chance to run with while training the better… they all bring something differnt to the job as far as style and skill…and you take alittle from them all and make it your own…
the one thing that any new engineer is going to find out when he/she gets into the seat is that you will run the train as the engineer that is training you wants you to run it… and everything you learned from the last guy you spent 4 trips with is wrong… my advice is that untill your on your own running… go into each trip with any engineer as if it was your first day on the job untill they all get comfortable with you in the seat… once you have some time under your belt in the seat…and they start to feel that you dont have to be baby
Amen csxengineer you hit the nail right on the head, I will run the dog sh… out of a train on clear signals the second i go by an approach I take action getting the train ready to stop, every train is different I have an idea on how I want to run it but questions come to my mind how good are the dymanic and the train brakes, how will the engines respond to throttle changes I can find out fine details with in the first 10-15 miles then rest is keeping on top of situations. I use every start I get as a learning tool.
Not an engineer but have trained newbies on trucking. They get eyeballed and barked at every second until they either cry and quit or start showing me what they know or dont know and why. Ive had trainers do the same to me. They dont want a half monkey on the road.
The time I start napping with a ear and pants towards the wheels on pavement or gravel is when the trainee can relax and really learn how to go. The one trainee that never makes it past the first week are the jammers.
I suppose a desiel engine talks. Some of you may not make understand what I mean. But an ear towards that engine as it works or drifts will tell you alot about what it is up to. It may not apply so much in todays electronic desiels but in the days gone by of air breathers a properly driven engine makes good music.
By the way I consider Donner Pass a Graduate Course. Many trainees never get to see it. Because they dont learn how to properly get it down the hill on the smaller hills back east.