I was just informed that I was invited to a hiring session with Union Pacific for Train Service. I had a few questions that I was hoping to have answered before I went to the interviewing session. First off if you are hired on where do you do your 14 weeks of training? I know with some other railroads you go to their headquarters and do your training, while with others you train at the location you were hired on. Second can sombody please explain how the extra board works since that is where you start. I understand your on call 24-7-365. And lastly what is the reading comprehension exam all about? Is this somthing I can study for?
Thank You
I'll try this one.
A lot depends on where you're located. For example, I think most of the new hires around Chicago get their classroom training at Proviso, then work with other crews, possibly in their local area. It's been a while since I hired out, and we only got a week of class before being thrown out to the wolves.
Extra Board: When they call you (you're right--it's 24/7/365), you take the call and go where they tell you to work. After you've completed your tour of duty, you tie up, and are placed at the bottom of the extra board again. As others who tied up ahead of you are called, you move up on the board--when you're "first out", you'll be the next one they call. Be sure you have the legal amount of rest (they'll go into that in your classes).
If you can understand what I just wrote, your reading comprehension test shouldn't be a problem.
Good luck! Last I heard, UP was hiring only about one out of twenty who tried for the jobs.
Carl
Railroader Emeritus (practiced railroading for 46 years--and in 2010 I finally got it right!)
CAACSCOCOM--I don't want to behave improperly, so I just won't behave at all. (SM)
I think they require you to be at the Job and working less than 1.5 hours after the phone rings.
If the phone rings before you complete your rest I think that you would need to inform that person.
And you will be married to the railroad for every day of the year. Your life will probably change once you start your journey.
If you run into a problem on the job that creates a danger for yourself or anyone else, solve it or get out. Railroading is not for everyone.
Also examine your Union options, retirement options and insurance. I think if you select railroad retirement you cannot get social security. It's one or the other.
I had an oppertunity to hire on some time ago but was deemed not suitable but the experience showed that they are careful about who they hire for the railroad.
I would be located in the Milwaukee area, so Proviso would make sense then for doing the training. I think the Butler yard would be to small and not busy enough to do training at?
How far away from your city do they send you out before you get turned around and sent back home? Would I leave Milwaukee and end up in Seattle, or do you go a few hundred miles and tie up and wait for them to call you to take a train back to Milwaukee?
Sorry I know so many questions but I want to hear it from people who work for the railroad, and know what they are talking about. Usally when you ask someone from HR they will cover everything in bubble gum and sunshine, and make everything sound so perfect.
Here's what generally happens, but do understand that there can be some variations to this schedule.
During the student trip phase you'll get an idea of what jobs you like and what your seniority will allow you to hold. Some people luck out and walk into a regular pool freight turn from the get-go. Others start at the very bottom: on a switchmen's extra board. It all depends on the particular situation at each crew change point.
One issue you'll want to get a handle on is "generational turnover." If you see a lot of old heads where you're going to work, chances are they'll all be retiring soon; so, you may gain seniority quickly. Conversely, if it's a younger crowd you're working with, building any meaningful seniority may take awhile. Also, don't forget to look at the locomotive engineers as well. If they're about to undergo a significant generational turnover, it'll be the switchmen/trainmen that you're working with that will be tapped to fill those vacancies. This latter situation will help ease you into a better job quicker.
I haven't seen the U.P. reading comprehension exam, but my guess is this: if you can read and understand a newspaper story (they're usually written at the eighth grade level) you shouldn't have any trouble with this test. If you want to study for this exam do this:
Do this a few times and it'll sharpen your mind.
If you're being hired for Milwaukee here's a very important question to ask: "Am I being hired as a switchman?" or "Am I being hired for train service?" Milwaukee United Transportation Union work rules are under the jurisdiction of the C.& N.W. General Committee and I don't think you'll be allowed to hold dual rights? If you're hired as a switchman, you may not be able to establish conductor/brakeman seniority. If you're hired as a brakeman, conductor promotion will happen eventually; but, you may not be able to hold any jobs that are protected by the switchmen craft.
I'm not sure how many road crews work out of Butler any more (I think crews operating into Butler from the south are all based at Proviso). If you do get a job out of Butler, you definitely won't be going to Seattle! Probably no further than Adams, Winona, or Sheboygan. If you're in the yard, you'll have to be able to work Mitchell, and possibly as far away as Bain.
Just relax and enjoy the classes! You'll do all right.
I thank all of you for all of your insight, it has been quite helpful. I have sat around today at work listing the positive and negatives of this job. Like every other job it has its good things and its bad things. I've worked the last ten years in the airline industry so I'm use to the stupid weird hours and most importantly my wife is use to it also, so that is a big plus for me. I almost turned down this opportunity but I have passed up way to many other great opportunities so I'm not going to let this one slip by. I've already talked to my wife about how horrible the hours will be and she may not be fine with it, but she can accept it. I think we even got are first taste of what it will be like being called out for a tour of duty at a horrible time, last night at 9:51 Union Pacific called me to inform me that I had been accepted for a interview session, I love thoes automated messages. Good thing my daughter is a sound sleeper.
Now I just need to remember to take a deep breath and relax when I take my test. Never been much of a fan for taking tests. I know 2+2= 4 give that to me on a test and I could get it wrong?!?!?
Thank you again
Bob-Fryml wrote: Here's what generally happens, but do understand that there can be some variations to this schedule. Three weeks of Rules training (including some one day and half day field trips) and you'll become a Rules qualified (but not territory qualified) switchman/brakeman. Next make anywhere from seven weeks to 14 weeks of student trips to become familiar with the subdivisions and/or yards for which you hold seniority. Return to the classroom for two additional weeks of Rules training to become a Rules qualified conductor. Make another two or three weeks of student trips to become familiar with conductor duties. Mark-up where your seniority permits. During the student trip phase you'll get an idea of what jobs you like and what your seniority will allow you to hold. Some people luck out and walk into a regular pool freight turn from the get-go. Others start at the very bottom: on a switchmen's extra board. It all depends on the particular situation at each crew change point. One issue you'll want to get a handle on is "generational turnover." If you see a lot of old heads where you're going to work, chances are they'll all be retiring soon; so, you may gain seniority quickly. Conversely, if it's a younger crowd you're working with, building any meaningful seniority may take awhile. Also, don't forget to look at the locomotive engineers as well. If they're about to undergo a significant generational turnover, it'll be the switchmen/trainmen that you're working with that will be tapped to fill those vacancies. This latter situation will help ease you into a better job quicker. I haven't seen the U.P. reading comprehension exam, but my guess is this: if you can read and understand a newspaper story (they're usually written at the eighth grade level) you shouldn't have any trouble with this test. If you want to study for this exam do this: read a newspaper story, ask yourself the newspaper man's standard questions as they apply to the story: "who?," "what?," "where?," "when?," and "why?". write your answers down to these questions, re-read the story, and then grade yourself. Do this a few times and it'll sharpen your mind. If you're being hired for Milwaukee here's a very important question to ask: "Am I being hired as a switchman?" or "Am I being hired for train service?" Milwaukee United Transportation Union work rules are under the jurisdiction of the C.& N.W. General Committee and I don't think you'll be allowed to hold dual rights? If you're hired as a switchman, you may not be able to establish conductor/brakeman seniority. If you're hired as a brakeman, conductor promotion will happen eventually; but, you may not be able to hold any jobs that are protected by the switchmen craft.
Bob is about right on. The only thing I can add, is that if there are just a few being hired, they may send you for your first initial class room training to another location where they are holding a class. I hired out in Iowa and did my initial training at Des Moines, the field days were held at Bell Ave. yard. One guy hired out a few months earlier, and he did his initial in Los Angeles. If the training is farther than 50 miles from your home, they will provide a motel and meals. BTW, my conductor classes were at West Chicago at the Larry Provo Training Center.
I don't think there is a distinction for road or yard service for new hires anymore. I know in my area there is, unless he's retired by now, one protected CGW switchman left in Des Moines. He can't be forced to road work. Everyone else can work either road or yard seniority permitting.
Unless it's been changed, they used a test that had snippets from the rule book for the reading comprehension test. You don't need to know the rules. You read a few sentences or a paragraph and they ask a question on what you've just read.
Jeff
Bob-Fryml wrote: If you're being hired for Milwaukee here's a very important question to ask: "Am I being hired as a switchman?" or "Am I being hired for train service?" Milwaukee United Transportation Union work rules are under the jurisdiction of the C.& N.W. General Committee and I don't think you'll be allowed to hold dual rights? If you're hired as a switchman, you may not be able to establish conductor/brakeman seniority. If you're hired as a brakeman, conductor promotion will happen eventually; but, you may not be able to hold any jobs that are protected by the switchmen craft.
Everywhere I've worked - Conrail/CSX/NS, the craft of switchman exists on paper only. No one is hired as a brakeman or switchman anymore. You will establish universal trainman's senority...which covers the crafts of Conductor, Brakeman, Switchman, Yard Foreman, and RCO Operator. Essentially, you'll be a "fully qualified" conductor the day you mark up.
Eventually, however you will have to accept promotion to engineer.
Nick
Take a Ride on the Reading with the: Reading Company Technical & Historical Society http://www.readingrailroad.org/
nbrodar wrote: Bob-Fryml wrote: If you're being hired for Milwaukee here's a very important question to ask: "Am I being hired as a switchman?" or "Am I being hired for train service?" Milwaukee United Transportation Union work rules are under the jurisdiction of the C.& N.W. General Committee and I don't think you'll be allowed to hold dual rights? If you're hired as a switchman, you may not be able to establish conductor/brakeman seniority. If you're hired as a brakeman, conductor promotion will happen eventually; but, you may not be able to hold any jobs that are protected by the switchmen craft. Everywhere I've worked - Conrail/CSX/NS, the craft of switchman exists on paper only. No one is hired as a brakeman or switchman anymore. You will establish universal trainman's senority...which covers the crafts of Conductor, Brakeman, Switchman, Yard Foreman, and RCO Operator. Essentially, you'll be a "fully qualified" conductor the day you mark up. Eventually, however you will have to accept promotion to engineer. Nick
Eventually?! Have to Accept?! Hmm.
I gotta tell ya if they stick me fresh from training in front of a 40 car train and hand me a stack of Lading with rules etc and tell me "Mush!" Im gonna turn to mush.
It takes special people to drive a train. Not everyone can do it or live that life.
Safety Valve wrote: Eventually?! Have to Accept?! Hmm. I gotta tell ya if they stick me fresh from training in front of a 40 car train and hand me a stack of Lading with rules etc and tell me "Mush!" Im gonna turn to mush. It takes special people to drive a train. Not everyone can do it or live that life.
According the 1985 UTU National Agreement (which is still in effect), anyone hired after 1985 must accept promotion to engineer and must pass engineer training or face dismissal from service.
Some places this happens in as little as a year, others it can take 5 or more years.
The intent is to create a Universal Service Employee. So any employee will be able to fill any vacancy. This is already reality on some shortlines.
The seniority district goes from Adams to Proviso to Janesville, with the Metra/UP North and Northwest lines .
So it sounds like I could end up working Metra also?? Do they send you to different training for working Metra since that is passenger and not freight? I remember seeing somewhere maybe in the job posting that if you work in the Chicago area you may end up a ticket collector and you have to buy a uniform. So that means I would be standing in the little booth at Northwestern or Union station selling tickets? Or would I be walking around on the train collecting tickets? Do you get to choose if you want to do the Metra service or do they just call you up and say ok today your going to be running Metra trains from Kenosha to Chicago, have a good time? When you do your training do you also train on the Metra side of things then also?
Last question I promise.
If you are stuck out on a siding and you time out on hours, how do you get to the hotel or back to your domain? Start walking or does sombody come pick you up?
Thank you all for all of your responses you have all been so helpful and kind.
God bless
If you are a good egg, of even reasonable intellegence and drug free you will probably make it. About 1 third to one quater of applicants eventually go on board into operating with a class one. A full 40% don't make the cut just because of the drug test...unbelievable. Most class one's use a hair test so they can detect drug use a year back. If you are clean you are a good part of the way there.
Te RR will essentially own you, anytime any day you can get a call, long hours etc. Your interest in trains may only hold you so long after your spouse has her fill and things get testy at home, sitting for hours at a signal that you have sat at many times before, the cold, train hassles etc.
A couple that are friends of ours on our fire dept had the husband join UP 2-3 years ago as an Engineer out of Denver. She is very accepting and adapted to him beoing gone constantly. He had to drop the fire dept and his involvement with our scout troop as he is almost never around. They are managing OK but many do not, the divorce rate I understand is pretty high.
A word of advise, stay out of operating management....(Trainmasters, terminal superintendants, yardmasters etc etc). The politics, pressures and unreasonable expectations create numerous health problems for these people over the years, they also get forced to move frequently nad many times to places that no one wants to live. At UP I heard teh divorce rate amongst operating management types was something about 40%. I personally knew many who had nervous break downs, heart attacks (two I knew died on the job of coronaries in their 40's).
Don't let on you are a rail buff in your exams or interviews, you might luck out and meet a fellow railbuff but you are more likely to run into a railroader who has had too many negative experiences with foamers over the years and that may result negatively on you even if you are a normal decent guy.
blugoose wrote: Last question I promise. If you are stuck out on a siding and you time out on hours, how do you get to the hotel or back to your domain? Start walking or does sombody come pick you up? Thank you all for all of your responses you have all been so helpful and kind. God bless
Dont worry. Dispatch will send a "Dog catcher" after ya. Probably a company or contract van with a cheerful driver full of bull and ready to help you to your nearby hotel.
Never ever start walking away from a train (Or truck for that matter) oh the horror!
What are the vision requirements for train service?
railfanespee4449 wrote: What are the vision requirements for train service?
20/40 corrected vision. Both eye glasses and contacts are acceptable. If you where glasses, the company should pay for one pair of clear and one pair of tinted prescription safety glasses. But be advised the free frames may not be the most fashionable.
More importantly, you cannot be color blind, and must pass a depth perseption test.
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.
slotracer wrote: A word of advise, stay out of operating management....(Trainmasters, terminal superintendants, yardmasters etc etc). The politics, pressures and unreasonable expectations create numerous health problems for these people over the years, they also get forced to move frequently nad many times to places that no one wants to live. At UP I heard teh divorce rate amongst operating management types was something about 40%. I personally knew many who had nervous break downs, heart attacks (two I knew died on the job of coronaries in their 40's).
*** 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 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.
nbrodar wrote: railfanespee4449 wrote: What are the vision requirements for train service? 20/40 corrected vision. Both eye glasses and contacts are acceptable. If you where glasses, the company should pay for one pair of clear and one pair of tinted prescription safety glasses. But be advised the free frames may not be the most fashionable. More importantly, you cannot be color blind, and must pass a depth perseption test. 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.
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.
nbrodar wrote:And it is true, that most railroads have a policy requiring you to move each time you are promoted.
And it is true, that most railroads have a policy requiring you to move each time you are promoted.
Datafever wrote: nbrodar wrote: And it is true, that most railroads have a policy requiring you to move each time you are promoted. 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?
nbrodar wrote: And it is true, that most railroads have a policy requiring you to move each time you are promoted.
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
zapp wrote: 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.
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.
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.
I fully agree with this. However, depending on the circumstances of the claim, it can take several years to get them paid.
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