Usually, a van will come and get you. Occationally, a passing train will pick you up. And where circumstances permit and you really want to get home (I’ve done it frequently), you walk over the nearby passenger station, and catch Amtrak or Transit.
Nick
*** Disclaimer ***
I’m a Yardmaster and part-time Trainmaster. I also have asperations of someday being a General Manager or something similar for a regional or shortline.
*** Disclaimer ***
Don’t swear off being a manager. Yes being a manager is tough. Trainmaster is probably the most difficult job on the railroad. There are days, I wonder what the [censored] I was thinking. But there are other days, when I see my grand plan come off without a hitch, and am filled with a great sense of accomplishment. I will admit, I do love the challenge of problem solving and then executing my solutions.
Railroads often use the front line management positions, as proving grounds for higher management. You can’t advance without being a Trainmaster. And it is true, that most railroads have a policy requiring you to move each time you are promoted.
Nick
Any prescription glasses are accepted for the personal protective equipment/safety glasses requirement for train engine and yard service employees. Yes, I know there are some out there with small lenses and I wonder if or how they would be OK. I wear glasses and the vision insurance will pay $100 for frames every 2 years. Anything over and you pay the remaining balance.
Jeff
We still have Brakeman/Switchman on the MP properties. We also have Brakeman/ Switchman local chairperson’s.
As long as there is a junior man below you, who will except the promotion to engine service, they can’t force you to accept it.
If you get the position, learn the rule book and the agreements that you work under. You can make alot of money on penalty claims, because management either doesn’t know the agreements, or doesn’t care.
Work Smarter, not Harder.
Why is that? Wouldn’t such a policy inhibit the desire to be promoted? Plus, since the railroad is going to pay the cost of the move (wouldn’t they?), doesn’t that just increase costs overall?
First, Nick is right on with what he says about management. It can be a lousy job most of the time. Some people seem to like that a bit too much. Having a large district, living out of your car, being the “face” of the railroad in local events (usually negative ones like derailments or blocked crossings) make interaction with both your employees and the public, who largely haven’t a clue about railroads, very difficult.
The main reason given both for the move requirement and the general requirement on the larger railroads that managers coming up from the ranks not being assigned to their home district is that senior management doesn’t want managers getting too chummy with the employees or forming little fiefdoms in their areas that become more difficult for headquarters to control.
LC
A friend of mine who works as a hoghead on UP @ Kan City a few yrs ago had a wild idea and took a terminal trnmstr position in St.Louis. About a month later he checks himself into hospital for stress treatment, resigns and flows back to his engr spot. Said could not handle the stress of the job and no way he would make a move like that again.
Good luck!
As far as them being selective, I will have to agree. The interview I went to, 6 people showed up for the job introduction, and they only called 2 back for an interview. The reading comprehension test is easy. When I went to sign papers that friday there were only 2 others there signing papers, and they had interviews 3 days that week for that terminal. The guys said they were looking for 7!
Also, if you accept the offer you will have to take a physical abilities test. The machine is weird, you apply a force but nothing moves.
That is true on some roads (Conrail). But remember, each time you pass on the promotion you will lose senority to those that take the promotion.
You live and die by your senority.
Other roads (CSX) you must take the promotion when your turn comes up to keep you senority. CSX contract states that as long as you accept promotion to engineer when your slot first comes up, your conductor’s senority becomes your engineer’s senority. Pass once, you’ll go to the bottom of the engineer’s roster, pass twice and your out on the street.
I fully agree with this. However, depending on the circumstances of the claim, it can take several years to get them paid.
Nick
That’s true for protected pre-1985 employees. While a post 1985 employee may hold a switchman/brakeman position, he or she will be still be a fully qualifed Conductor, and not a switchman or brakeman.
Nick
NS also forces employees to LETS based upon seniority. I was in one of the last real Conrail LETS classes at Conway even though it was after the split. We had many older guys in the class who were all forced. One even hired on the EL in 1974. His mistake. He changed crafts from track to T&E in 1987…they forced him to LETS…
LC
Yes, most regular perscription glasses are acceptable. However, if you choose the railroad will provide you with one free pair of clear and one free pair of tinted glasses - from a limited selection of frame and lens styles. This is completely seperate from the eyewear provided for by the vision insurance.
Nick
LETS??? [%-)]
Maybe at your company, but all I’ve ever been told is they will pay for eye surgery, if available to restore vision.
Jeff
Locomotive Engineer Training School
LC
I agree, if you decide you want to go into engine service, alot of folks will get around you, but if you don’t (and I ahve alot of friends that haven’t) want ot go into engine service it really doesn’t matter.
Yes, that’s true we’ve been working on one batch of claims for years now. It stems from the carrier (UPRR) not adjusting the boards (extra boards in particular) per the local chairman and mileage agreements. We had folks running 8000 miles a week! When the board called for 32, UP would cap it at, say, 24. The guy’s on the board were making $4000-5000 a half! But, on the downside, fatique was a serious problem. They would climb on the engine and go to sleep before they even departed the terminal! The engineer’s, for the most part, understood
Zapp,
I’m surprised UP hasn’t taken the CSX and NS stance on engine school…you go or you’re fired. After all, the contract you “sign” when you hire states that you understand you must accept promotion to engineer. Then again, CSX’s contract allows for a single senority date, rather then seperate Conductors and Engineer dates.
Nick
Is there really that much of a shortage of people willing to be engineers?
It’s not about a shortage of people willing to be engineers - there isn’t. It’s about what the contract says, and the contract says everyone will eventually be an engineer.
Which is what the carriers want…the Universal Service Employee. The engineer, being able to work both as a conductor and engineer, is the more versatile employee.
I’ll probably be vilified for saying this…but I think the USE is inevitable. Sooner or later, probably sooner, the carriers will force the unions to accept this issue. Just like they did with the fireman, brakeman, and flagman.
Nick