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Dave2836

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  1. Whenever a TSS boards your train, take the opportunity to ask questions and get clarification. Especially for anything you are not 100% sure of.
  2. YX is not only about learning the relays and lay up moves but also the opportunity to familiarize yourself with the train. I take the time to look over the equipment, see if I can practice cutting out door panels without looking at my notes, maybe charge the train with a pulled cord and see how far the brakepipe needle goes, learn what the 25a CB on the 68s really do, etc. We can read all we want but experience is the best teacher. Better to learn on a lay up train than on the road when everyone got their camera on you.
  3. 8.5 months for B Div. It's longer because more equipment, more line ups, more reverse moves, more terminals, more of everything.
  4. Learn to gap yourself in between stations, especially if following your leader. Given the example above with the November cutting the Romeo at 34st, there is absolutely no reason to wrap it up following another train. Especially if the tower operator is new and doesn't clear home signal for like an experienced professional, you will just be rushing into an approach signal stuck at red. Like wise, as insubordinate as it sounds, read the signals as far as you can before leaving a station. Why move the train on a yellow aspect when you have to stop with atleast one car or even the entire train itself can't clear the block? Now you are stuck between stations and your follower can't even breach the platform. As for wrapping it up and encountering a train ahead around curves... Very few revenue trains are capable of stopping safely given that kind of space and reaction time, and currently I only trust the 68A live up to that kind of performance. Don't bother trying to challenge the signal, the terrain or the train itself. Doing so will prove nothing when the conga line appears at certain choke points, like Continental, Brighton Beach, Columbus Circle, Dekalb Avenue, etc.
  5. Keep your hopes up, but not all in one basket. The retention rate down here is still about 50%. They will hire again before you know it. To me this is just the standard pattern of MBA's who never worked an operational title in public service over reacting with their decisions, making decisions they may or may not be fully qualified to make.
  6. I agree. The Bravo line is fun on the 68As. And once you understand the line and know which landmarks to pull brake at, it becomes easier. Just plan about 1 - 2 car lengths ahead, trust the dynamics, release to stop, never go lower than snow brake, hold your initial brake to see how the train reacts then adjust to make the train react the way you want it to. Out on the road it is better to rookie roll to the stop/punch rather than cowboy the train and over run the station or worse, slide into the home signal. And if it makes you feel better, the full length R68s is 10 feet shorter than a full length R143/160/179/32. Patience and practice.
  7. Keeping to the scheduled time should never be a Train Crew's priority on any level. Getting to the terminal safely is what we focus on. How can we as train operators go into a packed station with people on the edge of the platform at maximum allowable speed knowing anyone of them might slip, lose their balance or worse get pushed into the tracks? How much time will the train crew lose then? Yes, people lacking in common sense exist as passengers and even some of out co-workers. Being honest here. If a Train Operator can be on time then they can do it. But no need to stress or beat yourself up about losing time. The last thing we want to do is roll over someone or drag a person out of the station, no amount of compensation or therapy can make us whole from that kind of morbid scenario. And as for being promotional only, the job is not for everyone. It is intense training and out on the road requires absolute focus. Staying promotional only works if they expand the promotional eligible titles.
  8. Don't look at the money. Look at the benefits. Ask questions about what NY Family Leave is going to do and how it affects those of us already on FMLA. Understand just because the contract is forming a committee for discussions does not mean both parties will resolve anything other than saying "YOU'RE FIRED!!!" or "GO F YOURSELF!!". We are dealing with a bunch of lawyers whose main goal is saving as much money as possible, who look at its skilled employees as liabilities rather than assets, who are always finding ways to shift blame on failing production (i.e. blame the contractor game).
  9. People who are ready to retire are retiring. The pilot program to cash out 50% of the remaining sick time will most likely not continue with the next contract
  10. I think he's ready for the road. The crew office seemed to think so as well.
  11. If you look like you know what you are doing they will let you finish even if you take more than the regular alotted time.
  12. First of all... Understand the kind of equipment you have. The R32/42 has 2 shoes on each wheel, the 32s on the charlie sucks big time for braking accuracy. They slide big time. The R68 has good dynamics and good brakes but a small tappet valve so expect a delay. The delay is even more pronounced on the 68A. Come in hard and depending on the grade, you can grab a healthy brake mid station (before mid station if downgrade) and can smooth it out to the end. Best braking trains in the system. New techs have blended braking which is an abomination. The braking force is linear (as opposed to the exponential applied force on the smees) thats why you have to pull back more on the handle to stop the train then let some air go to smooth it out. If you just hold a brake (no matter how much) it will keep rolling at decelerating speed and then buck at the end. Also it is unreliable in inclement weather. The trucks were made to not skid, which is iron because of it's light weight it actually skips on wet rails (thank you blended braking for false hope).
  13. Remember this when you go yard posting and yard extra or work the yard. PERIOD. Sometimes you can't make the cut from one position and have to do so from the other. Good way to get taken out of service if System safety or a TSS catches you on the road.
  14. 1. You will have to resign or take an on paper demotion to go from Train Operator to Conductor. 2. Yes. You will start at the begginning pay tier. 3. Yes. You will lose your seniority gained over your time as a Train Operator, however the time spent as Train Operator will count towards your serviceable years in regards to pension. In terms of vacation, birthday, personal leave day, and Lincoln's Birthday, if you resign you will have to complete one year again. If you take the on paper demotion those years as Train Operator will count towards acruing those vacation weeks and holidays. 4. Only if you take another Open Competitve or Promotional Test as Train Operator and are called again for it. 5. Conductor and Train Operator has different forms of stress. Former Conductors tell me it is harder to get in trouble as a Conductor Compared to Train Operator, but the question is what are you really looking for in a job? Each title has their own benefits and demerits. Ask around the crew rooms, talk to your co-workers who have worked the title before you decide. Conductor is not for everybody and Train Operator even less so. Met plenty of people in all titles who refuse to go to the front for fear of failure and responsibility, but if knowing the job and everyone else's job is paramount comcerning train movement.
  15. Where did you hear this from? Rule 9 protects permanent employees taking promotions and deciding to go back to their previous title. Conductors promote to Train Operator, not the other way around. In order for a Train Operator to go to Conductor is if they were permanently a Conductor as a former title (finished probation in the Conductor title) and willing to go back OR Take an on paper demotion, in this case probably to Cleaner and then promote to Conductor. This also requires the Train Operator to have finished their probation in the Train Operator title.
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