a couple years ago, u.p. said many crew members were approaching retirement, and a higher number of positions than normal would be open… what has happened since? is u.p., or r.rs. generally, filling crew positions easily? are r.rs. attracting many applicants to begin with? what is the success rate in applicants making it thru training and moving into “probie” status? does it change much after probies move up to regular slots? what part is the greatest test for applicants: initial application; schooling (classroom); training (field work); probie (under a conductor’s supervision)?
what happens after probie status? i’ve heard that probies spend a minimum number of months as conductors before being put on the list for engineer training, which they must accept… but, i’ve also heard that after completing probie status, a conductor could spend years (10 or more) on the extra board before being offered a “regular assignment” slot… how does this career path work? does it depend on the r.r., the location (div. super.) or the union contract?
is the extra board the only way r.rs. fill slots when regular crewmen are on personal leave or ill? do extra board crewmen shift from long-haul runs to yard work without notice? in my location, i was told the positions the division defended were up to 212 miles from this divison point, for up to 3 days’ work… would an e.b. crewman be dispatched from this point with a 90-minute notice?
the media says that r.rs. are becoming clogged due to increasing demand for service, and the clogged rails are slowing shipments… is this the picture from the inside? a few years ago, u.p. worked with ups to set-up daily unit trains coast-to-coast… it worked for a while, then u.p. cancelled the service… it said it could not afford to commit resources (crews, mostly) just to handle thru highball runs… it seems to me that if u.p. had the crews to support this service, it would not have cancell
Are you thinking about hiring on? Most guys now a days get fired when they mess up and put cars on the ground after marking up. The classroom is the biggest hurdle, after they make it threw that part its not getting fired like i said.
There isnt a time limit before you can take engine service on the Union Pacific, once you mark up as a trainmen you can bid on engine service if there a bid out there. On the mainline theres an extra board and then theres “turns” or “pools”. Most guys will switch back and forth depending on what there looking for, eather time off or the money. Guys that are hungry for the money might jump on the extra board if theres not many guys on there to make alot of money, other times there might a whole lot of guys on there and they might get quite a few days off in between calls. What time of year it is also pl
thank you for answering my long letter… your info is very interesting… i cant get too much info about r.rs… i love details about working conditions, rules-of -the road, procedures, etc… the 90-minute rule i spoke of is a time limit for the crewman to drive at his pick-up point (where he works out of)… he is then transported by cab or charter service to the job site… after the assignment is over, the charter returns him to the original station where he drives himself home… i knew a supervisor of a charter service who said his company contracts to csx to drive all crews to out-of-town assignments and return them to their original station…
a few years ago, i might have tried for a r.r. crew… now, im 60… i was put off by a physical requirement to pick up a knuckle and carry it a certain distance… also, the stress of working several days in a row with a few hours sleep… i didn’t know that extra boards were so stressful (i have lived in the south from louisiana to s. carolina)… i thought that a few months into the job, or right after getting off probie status, i would go directly into a regular assignment, and there i would be, working 4-5 days, same location, same schedule, same crew, just like in the real world… i read that on most assignements, there will be 1 crewman who is on the e.b. for someone who has days off… that’s a lot of men who are on-the-job for someone who isnt there, a big need for e.b. crewmen… i could not jump from place-to-place filling in a slot for someone who is out for a few days… so, i post questions of veterans who know whats going on… and thanks.
It’s my understanding that the UPS service interfered with UP’s meat-and-potatoes freight traffic. This lucrative business had to be put in the hole too much to accomodate the Brown Boomers.
UP Engineer–UP did in fact plan on operating a high-speed train for UPS, or perhaps more than one; I think Memphis and Chicago were supposed to be eastern termini. General orders changed the maximum speed for these trains from 70 to 75, provided that they were pulled by certain locomotives and had certain series of TTX spine cars in their consists. The trains didn’t last more than a few trips, and the General Orders were eventually rescionded. I don’t remember how long ago this took place, but the ex-CNW East-West Main Line was one of the routes affected by the speed increases.
That 75mph was for more then UPS, some of those K trains and other then UPS Z’s were also in Expedited Service, the speed limit was in the SSI if i remember right. One of the K-Trains back then that i ran ended up going well over that speed limit, broken speedometer let me run it as fast as it would go. I dont know contract your speaking of, aint my part of the RR. (as a side note) Anything i get on thats good for 70 goes as fast as the overspeed will let me go while complying with FCS of course… guess maybe they couldnt make it within the time limits UPS wanted. Like i said i dont know.
The UPS “bullet train” never operated in regular service across Iowa that I’m aware of. They did run a test train in each direction. If one did operate in regular service out of Chicago, it probably went to KC via the BNSF. I recall trains operating out of Memphis to/from LA.
These didn’t last very long because, IIRC the UP didn’t figure in costs incurred from delaying other trains so the bullet train could make the schedule when bidding for the contract. The BNSF did figure these into their bid. It was those other costs that led the UP to give up this business.
The westbound test train leaving Chicago had both a Chicago and an Iowa crew on board. The Iowa crew rode on a business car behind the power. They changed at Clinton while moving. The eastbound leaving Missouri Valley I think did the same so they too could change at Clinton without stopping. A train at KC Jct near Nevada, Iowa was told they would have to wait for the test train, which was still in Illinois before they were allowed onto the double main.
My son works for BNSF and he says they cant hire any help,it may be the job,he’s in the bridge dept.But they are a man short all the time…
If you want to work in MOW try the bridge dept,He works 4 days a week except holiday weeks and is home a lot of the time but is never over 250 miles from home at any given time…
Train service is the preferrd job but if you want a day job look at MOW…