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Dave2836

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About Dave2836

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  1. 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.
  2. 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).
  3. 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.
  4. 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.
  5. 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.
  6. Don't count on them not giving you a task that doesnt exceed clearing time during WAA. Been given plenty of runs within 40 mins of WAA that ended up being 3+1.5.
  7. CR in charge when train is stationary. TO in charge when train is in motion. But always communicate with your partner. We make a team and the plan is to make it from terminal to terminal safely. Don't let what RCC say scare you. I've had partners who answer for me, and the common denominator is they answer with authority. Own your job, own your interval so no one questions you. PERIOD.
  8. CRs can move laterally into flagging (where most people get their bread) but there is always late clears and OT available. They always need CRs. The TO title is a different animal all together. When I bring the train in, TDs always ask or tell you to lay a train up. Really cuts into the social life sometimes. Sometimes I envy my partner who just WAAs at the terminal while I'm in the yard pumping the handbrakes on these trains and then climbing thru the yard or the structure to get back and sign out.
  9. N/B on the leaving 135 is a switch, and if it remains going into the center track, you are essentially going on. Bidirectional track against the normal direction of traffic into a timer, which is there for safety reasons. Sometimes people on the platforms are leaning over looking in the opposite direction of where we are coming from (out of a blind curve mind you), so with our vision obstructed of course we will slow down. S/B going into 145st we be careful depending on the scenario. Sometimes a is leaving 145st middle and will cross in front of the so the signals dictate the safe speed to enter the station. The entire Dekalb section is a complex series of switches and timers with constant workers coming out of no where. There are signs posted leaving Dekalb, Canal St, and the Manhattan Bridge to approach the signals with restricted speed and extreme caution for this very reason. These speeds and signals are designed and written with spilt blood and we have to respect the safety measures taken to prevent any future tragedies.
  10. It's pretty much the same in the B. NTTs show 59mph going over a switch and plenty of R32s, R68/As show 0mph while the train is still in motion.
  11. File number is seniority number. There was a TSS test given early last year. The list is expected to be established soon, possibly this year.
  12. +1 Get your certificates of good conduct ready and whatever evidence you think you need.
  13. Retirements, Promotions to TD. The TSS list is about to be established soon. Expect the file numbers to get better
  14. Not everyone who is a TD or in Control was a train operator. Some know their job better than others and some don't care enough to know their job. It falls on the crew to understand their responsibilities (unfortunately). Control can't see the bumper tie on the road or what you see. As for accepting the call on, know the procedure. Understand that the switch must be in your favor before moving the train and ensure the stop arm is retaining in the clear position before moving the train. That means sometimes you will have to secure your train and cab, descend with your PPE and shoe paddle and investigate the switch.
  15. Congratulations. Put everything you have into the job and it can be very rewarding. Eventually, the hardest part is reporting to work on time and maintaining absolute focus and attention.

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