Jump to content
Attention: In order to reply to messages, create topics, have access to other features of the community you must sign up for an account.


Senior Member
  • Content Count

  • Joined

  • Last visited

Community Reputation

53 Excellent

Profile Information

  • Location
    New York

Recent Profile Visitors

1,090 profile views
  1. 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.
  2. 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.
  3. 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.
  4. 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).
  5. 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
  6. I think he's ready for the road. The crew office seemed to think so as well.
  7. 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.
  8. 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).
  9. 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.
  10. 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.
  11. 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.
  12. 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.
  13. 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.
  14. 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.
  15. 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.
  • Create New...

Important Information

By using this site, you agree to our Terms of Use.