Hi All:

I received an email from someone interested in trains that is considering entering railroading. The questions asked made me stop and think about it for spell. Below you'll find some excerpts. The answers are based on my perspective of 30+ years exposure to railroading. Some here may find it of interest. Here we go...

> What exactly is the "physical abilities" test?

Can't say for all railroads, but with the Union Pacific, it will consist of being able to lift about 80 lbs (the weight of a knuckle), being able to do a reasonable amount of sit ups within a minute, and a few other non-threatening things. Mainly, the railroads that employ such tactics do so to prevent the obese/etc from thinking they've found a gravy train to hop on.

> Can the average person in good health, but not a professional weight lifter, pass the test?

Yes.

> Good hearing and color vision are, I suppose, required, but can you
> be a bit more specific.

You must have an average hearing score no more than 40db loss. I am boderline. Railroading is a noisy business, and it WILL take its toll on your hearing. You cannot be color blind. Period. Vision will need to be in the 20/20 20/30 range (or something like that). Correctional lenses are okay.

> There are a couple of trade schools...One is in Kansas...

That would likely be the National Academy of Rail Sciences. (NARS for short.)

> Apparently they promise you an advantage...What is your opinion of these schools?

Two railroads that I know of rely on NARS: The BNSF and the KCS. If you hire out "green" (zero railroad exposure), both the BNSF and KCS will require NARS. It's also my understanding that they will require new hires with previous experience to attend as well. I think the money for NARS will be out-of-pocket. Some railroads have a "pay back" program spread over several years. (In the hope the new hire will stick it out once he discovers the railroading hornet's nest he's stepped into. More on that below.)

> Could you list perhaps the three best things and the three worst
> things about the lifestyle of an RR engineer?

Hmmm. Three best. Okay...

1. Running and handling such huge and powerful equipment. I liken running an engine/handling trains to being able to take a hammer and chisel and make a wrist watch. That is, you have very crude instruments to work with (8 throttle notches controlling several thousand HP, 27 pounds of train air, and 30 lbs of independant brake) and with that you have to be able to spot within a few inches over a grain unloading bin some 2000' feet behind you with 30 cars containing approximately 15' of slack... and on a grade. (As a for instance.) This has to become second nature and done by "feel". Just the act of handling a train well returns a good sense of accomplishment.

2. Living within the unique world of railroading. There is no other job like it. Some love it, some hate it. If one has the genes for it... it will be in your blood from an early age. My grandfather railroaded, and I was exposed to it at a very early age (3 years old). From that point on, I was interested in trains, and once old enough to understand it, began to be interested in railroading. (The two are different.) If not in the blood, if one has a propensity toward it, then once exposed to it, it can become infectuous. However, one can only know for sure once tried. I feel sorry for those that view railroading as merely "a job"... those are usually the whiners and moaners. I also feel for the "railfan" type that hires out... typically the job overwhelms them.

3. The solitude and job itself. Except for some yard jobs... typically you're off and on your own with only your crewmember(s). Your boss isn't poking his head into your cubicle and riding your rear every few minutes. Seeing as you're out there on your own, you will need to solve the issues that WILL come up, and if not solvable, figure out a work-around. You have to think on your feet all the time. No two trains handle alike, and even the climate can change the abilities of the engines. You have to be able to "feel" these things and adapt in order to surmount the grades, whatever. Though a scheduled job may be similar day in day out... there will be enough foibles along the way that it is different each time.

Now, the three "worst":

1. The toll it takes on you physically. Railroading extracts a lot from you. My hearing is shot. I may need hearing aids in order to finish out my years. Of the many friends I know that railroaded all their lives, some are out on disability. (Back injuries due to truck/train collisions, neck injuries due to the nature of their job, etc, etc.) Long term Conductors find that catching moving equipment and jumping off them day in and day out will take its toll on the ankles, feet, knees and shoulders. Many Class 1's say they do NOT allow you to catch/alight from moving equipment... but that is ONLY in the class room. Once out in the REAL WORLD, you WILL do so.

2. The screwball hours it can require. Working when your wife is at home and/or sleeping, then sleeping when she's working and gone before she gets home. That sort of thing. Doing such on the long term can be very detrimental to a marriage. You say you have kids? Kiss'em good bye... you'll see them when you're retired. Working for most Class 1's, there will be NO set hours or schedule. In fact, in a worst case scenario, you can be working every 8 hours. That means approximately 1 hour to/from the job, a shower, eat a bite... then maybe 4-5 hours of sleep and you're off again. I have friends on a Class 1 that have been doing this very thing now for months.

3. The very real potential of being hurt or killing someone. Thank God I have never killed or hurt anyone with a train... but my odds of doing so keep going up each day I continue to work. Things within my control (working with my ground crewman) I can minimize by paying attention and obeying the common sense safety rules. (After all, the safety rules are written with blood.) However, grade crossings and pedestrians are beyond my control. Within the past week, I had three close calls at a grade crossing (two autos and one semi-truck), and one close call with a pedestrian. Most of my engineer friends have killed people at grade crossing accidents, as well as drunks on the tracks, etc. It is the dark side of railroading that isn't talked about much, but is a very real part of it. Also, there is very real risk to one personally when working the ground. The saying around a railroad is that if you have a serious accident, there will be one of two outcomes: You will be killed OR you will be maimed for life.

> What are the unexpected surprises that are lurking out there for the new folks
> in this career field?

Probably the fact that (contrary to uniformed popular belief) railroading is HARD work. I put in 61 hours this week in 105 heat index weather. Working the ground on a heavy switching job is HARD WORK. Working a switch job in the engine is hot and hard work. When running an engine during heavy switching, your upper body will be in motion 99% of the time. There are lots of days I get neck aches and head aches from the constant leaning out the cab window in order to stay in visual contact with my ground crew. Most new hires have no IDEA how bad the natural elements can be and how HARD the work can be on a busy railroad. That will likely be the biggest unexpected surprise for a newcomer.

> Could you comment on whether or not the UP is a good employer? Or BNSF?
> Is one better than the other?

I would say both are similar. I'm sure the benefits and pay scales are great. BUT, they are Class 1 railroads: Their hours will be as described above.

> I guess the normal job progression is brakeman, conductor, and
> finally engineer. Is that correct?

Yup.

> How long would it normally take to advance from "new hire" to "engineer"?

On a Class 1, it will depend on the seniority above you. If you happen to hire out at a place where a bunch of young men were hired above you, you may spend years and years (decades) on the ground before you get a shot at an engine seat. However, if you hire in a district where a lot of the "old head" engineers are about to retire, then perhaps you could get a shot at engine service in as early as two years. You just never know.

> Is there a way to speed up the process with more education?

Consider hiring out on a large regional. The pay will not be as rewarding as with a Class 1, but the shot at moving into an engine seat will likely be greater. Sometimes even within a year or so.

>>>>

Well, there you have it... still wanna' railroad?

I've always wondered about some of the aspects of hiring process or working on a railroad that you covered with this topic.

Very informative and it sheds light on a few things I didn't know much about.

I sometimes wonder if they would hire a young 50's man in good physical health. I think its only the middle of my life and actually a career change would be exciting and challenging to say the least. Whats your opinion on that Andre?

Hi Kevin:

Class 1's:

You can try the Class 1's... but I have been unsuccesful getting on with them. I'm led to believe that IF they really want the "most qualified" for the job, then there could only be one thing keeping me from getting the call: Age.

There are supposed to be laws to prevent being discriminated against by reason of age, but companies have ways to get around that.

The other outside chance may be that they genuinely do NOT want experienced people. That way, they can teach THEIR way of doing things. But I doubt that is the case with most Class 1's. (I'm told the UP feels this way, though.) However, if you have NO previous experience, then this second reason would not be a factor.

Regionals/Shortlines:

I know for fact that most regionals/shortlines will not hold your years against you.

I didn't decide to go full time with my railroading until I was in my early 50s. After an absence from paid railroading, I started by getting my foot back in the door a few years ago as a part time/extra man with Pioneer RailCorp... then parlayed that into a full time engine seat with Watco. From there, I have now gone to the A&M. With shortlines/regionals, VALUE is placed on being experienced. Being an FRA Certified Engineer with a reputable outfit will open many doors for you on other regionals/shortlines. If you're willing to go whole-hog right off the bat (I sort of phased into full time), then that will be easier to accomplish.

Be reminded that you will need enough years to garner the minimum railroad retirement. You will vest a railroad retirement after 5 years full time employment. You will surrender your Social Security and be mandatorily rolled into the Railroad Retirement system at 10 years service, but you will not be able to retire until at least 66 years of age, possibly longer depending on your birth date. If you desire to remain with the SS system, you can stop short of the 10 year roll-in and do something else until retirement.

What region do you live in? Are you married? If not, are you willing to relocate? Your best bet to get into an engine seat within a reasonable amount of time will be to chose a regional that has a high turnover rate. This often happens because a younger man will hire with a regional and gain experience as a Conductor, then go hire out with a Class 1. (Those they will hire.) Watco has experienced this repeatedly on some of their railroads. In fact, that was a reason for some of my loan-outs last year.

If you want to make the change bad enough, it can be done. In fact, I may be able to help you if you're near the midwest region.

Bear in mind though, you want to avoid the "Foamer" tag like the plague.

Andre Ming

I live in Illinois, married with all kids out of the house. Relocation would be questionable with the wife I would like to get out of my trade and the more I think about it, it might be now or never

Kevin:

Contact me off-forum via laming@clnk.com and we can talk about this in a more personal way.

Andre

Yup. That one kept me in the model business. I can pass a color light test with flying colors but those PI plates are just a bunch of colored dots to me. It almost got me disqualified from the Navy and thereby drafted in the Vietnam era (the Army doesn't have such a picky criteria). If they didn't have a color light test I'd have been "in country" within a couple of months!

I recall the doctor saying that I did perfect on the light test "...except for that one red you called white." I told him he'd better check his lights because that "red" was definitely white. Sure enough, the paint had chipped off.

Nice summary, Andre. Probably the most thorough and accurate I've ever read on this.