Train Service Job

[Anonymous]

Hello All,
Have a question for someone in the indusrty. UP has posted positions in "Train Service". The position requires travel, which I understand. My question though, Where do Train Service personel travel onboard the train if cabooses are no longer used?

This looks like an interesting position but would like more info.

Thanks in advance,
Kevin

[Anonymous]

In the loco's cab........Only 2 of you unless there is a brakie or student.

[Gluefinger]

I think he means travel that doesn't pertain to driving the train...

Every crew member has a home terminal that they're based out of, and run most of the trains out of that home terminal. However, it is not too uncommon for a train to be stuck in a siding or on the main due to the lack of a fresh crew, or for a terminal to have trains waiting for crews as well. Therefore, crew members at the home terminals are driven by crew van (sometimes nicknamed the "limo"), or else deadhead in a trailing unit of another train to get to their destination. However, the crew will eventually make it back to their home terminal.

[Anonymous]

Thanks guys, appreciate the info.

[Bob-Fryml]

Ski train1:

"Train Service postions" may be Union Pacific's way of recruiting people for switchmen, brakemen, and conductor positions.

At places like Grand Junction, Denver / North Yard (ex-DRGW), and Denver / 36th St. (U.P.) Union Pacific employs people in the switchmen craft to man their switch engines. Switching involves reclassifying inbound trains, building outbound trains, working some of the local industries, and making interchange runs with connecting carriers like BNSF.

At Roydale, Rolla, La Salle, Sterling, Denver, Bond, Phippsburg, and Grand Junction, Union Pacific employs brakemen and conductors to man their local freights and conductors only on most of the through freights.

Presently the Union Pacific puts off-the-street hires first into an intensive 3-week rules training class. Upon passing each of the required examinations, the student graduates as a rules-qualified switchman/brakeman.

After the rules training class the student makes a required number of familiarization trips within his seniority zone. These trips may include working every switch engine and local freight one or more times with a fully qualified crew. The idea here is to expose each student to each of the jobs he could possibly work. Depending on the size of the seniority district and other factors this on-the-job training period lasts anywhere from nine to 15 weeks.

Upon completing this student trip phase, the student returns to the classroom for two weeks of additional rules training. This classroom phase includes a number of final examinations; and upon successfully completing all of the classroom requirements, the student graduates as a rules qualified conductor.

Upon graduating as a conductor, the student makes an additional series of road trips with a qualified conductor so as to become familiar with conductor responsibilities. This phase may last somewhere around two-to-three weeks. Upon completing all of the required student trips, the student usually has a final "father/son chat" with a local carrier officer and then places himself on a regular job, pool freight turn, or extra board depending upon what his seniority allows him to hold.

Because Denver / North Yard, Denver / 36th St., and maybe Grand Junction work with radio controlled locomotives, RCL training fits into the above described training regimen, but I'm not sure exactly where.

SENIORITY: The "Denver Hub" seniority district includes territory bounded by Sharon Springs, Kans. to the east and Grand Junction, Colo. at the west end. It also includes "The Moffat" from Orestod, Colo. to the end-of-track west of Craig. The "Denver Pacific" line between Denver and Speer, Wyo., the Commerce City branch, and the Fort Collins branch also belong to this seniority district. Denver Hub crews work all through-freight assignments between Denver and Cheyenne and now may work between Granite Canyon, Wyo. and Speer, Wyo. I understand the Denver Hub people also work a turn-around local that works the industries between North Yard and Castle Rock. Additionally, the Denver Hub people also work the Sterling-to-Julesburg local.

The Pueblo Hub protects the Pueblo - Denver work, the Pueblo - Dalhart, Tex. work and the Colorado Springs switcher. I don't think Denver Hub switchmen/trainmen have seniority rights in the Pueblo Hub (and vice versa), but I could be wrong.

Buena Vista, Leadville and Minturn? FUHGEDDABOUDIT!

37-years ago or so I remember reading a story in Newsweek Magazine where some Federal civil rights officials were looking into the hiring practices of some Class 1 railroads. As I recall, U.P. was not mentioned. But there was one ol' boy trainman that had a brilliant quote that pretty well sums up the railroad attitude about seniority, "You can take my house, my wife, and my kids, but don't mess with my seniority!!!" Seniority within the trainmen and switching crafts meant everything then, and it still means everything today. So don't hesitate to act on your curiosity.

Hope this helps!

[Anonymous]

QUOTE: Originally posted by Gluefinger

I think he means travel that doesn't pertain to driving the train...

Every crew member has a home terminal that they're based out of, and run most of the trains out of that home terminal. However, it is not too uncommon for a train to be stuck in a siding or on the main due to the lack of a fresh crew, or for a terminal to have trains waiting for crews as well. Therefore, crew members at the home terminals are driven by crew van (sometimes nicknamed the "limo"), or else deadhead in a trailing unit of another train to get to their destination. However, the crew will eventually make it back to their home terminal.

Also known as "dog catching".

[Anonymous]

Bob, Thanks so much for the info. I'm guessing your in the biz?

Kevin

[Rodney Beck]

That is the way that UP hires for conductors, breakmen & switchmen, one word of advice if you get hired and you are in the classroom the pay is minium wage that is what stopped me from working for the UP. On BNSF we advertise for conductor trainee, now we pay 138.50 per day durring training and overtime after 48 hours for the week, this is on a 6 day week. If you decide to go with BNSF you will be trained as a conductor, breakman, switchman, & hostler.

Rodney

[ericsp]

Perhaps "travel" is an euphemism for forced transfers.

[Anonymous]

QUOTE: Originally posted by ericsp

Perhaps "travel" is an euphemism for forced transfers.

Ithink that when Class 1's describe "travel" in the train service job ads, they are highlighting the fact that you make many overnight trips, as most road crews are on the road, away from their home terminal, for two or three days at a time, staying in a motel at the far terminal.