I am sure we must have some members who are real railroad workers. let us hear from you guys please
Bob C.
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Hanging out waiting for my turn into the terminal
When I retired from the Carpenters Union in 2004, I wanted to look for a job with SEPTA or possibly Amtrak. I wish I had persisted. Some opinions from forum members of other forums, who had worked for railroads, made me abandon the effort. I was only 57 at the time and had and still have a young outlook on life. Oh well, can't cry over spilt milk.
Dan Padova posted:When I retired from the Carpenters Union in 2004, I wanted to look for a job with SEPTA or possibly Amtrak. I wish I had persisted. Some opinions from forum members of other forums, who had worked for railroads, made me abandon the effort. I was only 57 at the time and had and still have a young outlook on life. Oh well, can't cry over spilt milk.
Dan
I went to work as a Motorman for the NYCMTA when I was 56 It was a bucket list thing I wanted to do and am loving every minute of it. I retired from IBm after 32 years and I can honestly say I now have the easiest job in the world. The hours stink but they pay me to play with trains
I worked for 2 railroads. Right after high school I got a job with the Union RR outside of Pittsburgh PA. They did work for the local steel mills in the area. I worked as a yard clerk. Later on I got a job with NS, as a conductor, taking coal trains from Shire Oaks yard in Elrama PA over the mountain and around the Horseshoe Curve to Altoona PA. What amazed me was the ability of such long and heavy trains to traverse the mountain the way they do. What with steel wheels on steel track and with such a steep grade they have to climb. Almost unbelievable.
Rick
Penn Central..Conrail....CSX....collinwood yard OHIO !!.....the end is near !
I had 2 employee numbers:
Quanah, Acme & Pacific and BN (but Frisco corporate culture never went away on our board...working or retired, we're Frisco people).
Does it count if I'm going to work for a railroad?
RaritanRiverRailroadFan4 posted:Does it count if I'm going to work for a railroad?
Nope. Not until you pass all the employment tests and actually get the job.
- 1967 - 1969 - Brakeman - Pittsburgh & Lake Erie Railroad
- 1978 - 1981 - Fireman on GTW 2-8-2 #4070 running out of Cleveland, Ohio
- 1982 - present - Life Member Fort Wayne RR Historical Society and Engineer on steam locomotive NKP 765
- 1995 - 2005 - Superintendent of Operations and Designated Supervisor of Locomotive Engineers (DSLE) for the Ohio Central Railroad System's Youngstown Division
- 2006 - present - Volunteer Engineer and DSLE at the Cuyahoga Valley Scenic Railroad in Cleveland.
- 2015 - present - DSLE at the Grand River Railway in Grand River, Ohio.
nice resume Rich
Bob C.
bluelinec4 posted:Dan Padova posted:When I retired from the Carpenters Union in 2004, I wanted to look for a job with SEPTA or possibly Amtrak. I wish I had persisted. Some opinions from forum members of other forums, who had worked for railroads, made me abandon the effort. I was only 57 at the time and had and still have a young outlook on life. Oh well, can't cry over spilt milk.
Dan
I went to work as a Motorman for the NYCMTA when I was 56 It was a bucket list thing I wanted to do and am loving every minute of it. I retired from IBm after 32 years and I can honestly say I now have the easiest job in the world. The hours stink but they pay me to play with trains
Although I work on aircraft 777-787-747, it's still good to know that at my age I can retire and still fulfill my childhood dream!!! I've always wanted to be a motorman for the greatest subway system in the world!
Not a RR per say, but worked at BFF (Berwick Forge & Fabricating) 1978 to 82, as a millwright. BFF built railroad cars, boxcars, hi cubes, gondolas and bathtub cars.
39 years (retired).
GP 40 posted:39 years (retired).
From what and where?
Hot Water posted:GP 40 posted:39 years (retired).
From what and where?
Chessie (B&O until 1987) then CSX. Brakeman 1977, Fireman seniority 1978, promoted Engineer 1979. Comfortable there from 1979 to 2005. Hundreds of thousands (somewhere around 1M give or take a few) of miles as engineer between Chicago, Toledo, Lima, Cincinnati, Cleveland, Columbus, Willard. Then DSLE and eventually Mgr. Operating Practices (rules guy and accident investigator) for last third of career. Spent considerable time on all of CSX's Northern Region Divisions. Albany, Baltimore, Chicago and Great Lakes as officer. Chicago, Great Lakes and Louisville as engineer.
I worked for MK Rail in a re-manufacturing facility in Mountain Top Pa re-building SD 40's and 45"s. That's probably as close as I'll get?
Don
Details..Details.. hired at 18 years old on Penn Central 1972. Promoted to conductor in 1974. Conrail for the whole show . currently csx signs my check....44 years and 4 months. Been there ,seen it,done that..still love it...conrail john
some pretty admirable resumes
Bob C.
SP, worked on the section up in Truckee Ca. in the 70s.
Worked 37 years for CSX. Started straight out of High School. Worked in the Engineering Dept. Started out in the rail welding plant, welding together CWR. Got laid off when the changed from Oxy/Act weld to Electric Flash But welds. Went to work on the racks and never looked back. Supervisor for 29 years. Always had a goal to retire early at 55.
37 years with Santa Fe and BNSF. I hired out as a Fireman in 1970 and worked in engine service until 1984, when I became a Company official. My home terminal as an Engineer and Fireman was San Bernardino, California. I fulfilled a long-standing desire to become an Engineer on the Los Angeles Division of the Santa Fe, alongside which I grew up. As an official, I was headquartered at Barstow, California, as well as Sweetwater and Amarillo, Texas. I had temporary assignments at Galveston, Topeka, and Kansas City. As an official I was Road Foreman of Engines, General Supervisor of Train Handling, and Assistant Superintendent, and was certified as a Designated Supervisor of Locomotive Engineers.
I retired on the last day of 2007, at age 61. I had planned to work until I was 65, but my boss intended to retire at age 60, in December, 2007. So, I talked him into waiting until December 31, and we both left railroad service on that day. We left 'em high and dry -- so we said 
-- but they're still in business. Although it was not my long-term plan to retire at that age, it has been good and I have an O-gauge model railroad as proof. I have not burned any bridges, but I did allow my Locomotive Engineer Certificate to expire and turned down offers to be a DSLE for a company which trains and certifies Engineers for smaller railroads. Since retirement, I have been back to the Amarillo office four times in nine years. I still enjoy following the railroad, but I don't work there any more. That part of my life is finished.
Our three daughters had no interest in railroad employment, but our three sons work at BNSF. One is an Engineer here in Amarillo; another is an Engineer on the Joint Line at Denver; and the third is the Director of Safety-Operations for the entire BNSF. He is a DSLE and he gave Hot Water his annual check ride and signed his certificate aboard the 4449 from Sacramento to Keddie a few years back.
impressive background
Bob C.
I had planned to go to work for the DL&W RR, as a Hostler Helper in the Hoboken Terminal, and was already accepted for starting as soon as I graduated from High School (1959). My mother had other ideas, as she didn't want me to go "working on the railroad" has my father and grandfather had done.
I was "forced" to attend college, in order that I could obtain a "good job". However the "railroad blood" was in me, so I went to work for EMD on June 1, 1962, delivering new locomotives. During late 1964, I was drafted into the U.S. Army (while deliver new units to an all steam narrow gauge portion of the N de M in Mexico). I returned to EMD on January 2, 1967 and continued my career on the locomotive side of EMD's service organization, retiring at the end of 1998.
While in the Central Service Dept. of EMD, I was assigned to work with the Chief Mechanical Officer of the American Freedom Train, i.e. former SP GS-4 #4449, beginning in the summer of 1975. I have subsequently been a crew member on 4449 ever since, plus working as a contract Fireman with the UP Steam Crew from the early 1990s thru October of 2010, when Steve Lee retired from the UP.
Former Signal Maintainer for the THE LITTLE RAILRAOD THAT COULD--
THE CENTRAL RAILROAD OF NEW JERSEY
Now I have fun running O-Gauge trains.
A lot of good and very interesting resumes here!! Keep em coming!!
I was a conductor for NS in Harrisburg and later Conway, PA. Worked mostly road jobs between those terminals, with some local and yard work thrown in.
Also worked on two local tourist railroads, mainly as a conductor/trainman.
Thanks for starting this thread Bob C.
Wow, until now I only knew about Rich, Number 90, and Hot Water.
What advice would you veterans have for the young people looking to get into the industry?
Started out of highschool on the C & O as a signal helper. Worked a year and hit the draft lottery of 1970. Worked for Uncle Suger for a couple years in south east Asia. Came back to the C & O - B & O worked through Chessie, CSX and the Contrail acquisition. Was a signal foreman, signal inspector, signal manager of construction, and a Signal In Service Test Engineer. Worked on every division on CSX. Retired after 42 years.
This is a great thread !
My claim to fame is my relation to John Shearer in the enclosed article. John was a 16 year old apprentice with Hanover Junction ( close to York, PA ), relaying messages between Gettysburg and Washington as Lincoln was on his way to deliver his great speech.
John and the stationmaster hid in the woods with the telegraph when Rebels began to dismantle the telegraph wires. They were able to rebuild well enough to continue communications. Telegraph is now in Smithsonian.
http://www.trainweb.org/chris/htnf.html
spwills posted:Thanks for starting this thread Bob C.
Wow, until now I only knew about Rich, Number 90, and Hot Water.
They're all coming out of the closet.
And I'll second the tip of the hat to Bob C.
Hot Water posted:I was "forced" to attend college, in order that I could obtain a "good job".
Well, yes, but that "forced" you to ride the Lackawanna and the Santa Fe to and from college. Oh! What torture that must have been. 
yes thank you. this thread turned out to be better than I had expected. It carries information on very impressive careers. Thanks to all the railroad men who responded.
Bob C.
There is a couple people I know that haven't been online for a while that also works for the Railroad... What a very interesting thread
Number 90 posted:Hot Water posted:I was "forced" to attend college, in order that I could obtain a "good job".
Well, yes, but that "forced" you to ride the Lackawanna and the Santa Fe to and from college. Oh! What torture that must have been.
Right you are Tom! I took the Lackawanna to Buffalo, where the sleeper was then switched into a Nickel Plate train to Chicago. I then had to collect my luggage and transfer to the Santa Fe (Dearborn Station), for the Texas Chief to Ponca City, Okla. What fantastic trips!
I've been a railroader all my life, but I only worked there 42 years. I started in Jan. of '69 as a Carman Apprentice for Santa Fe at Topeka, Ks. It was still a freight car factory then. In 1-'79, I transferred to engine service at Emporia, as a Fireman on the Middle Div. Promoted to Engineer by the end of that year, I mostly worked west from Emporia until 9-88, when they transferred us to Kansas City for the run-thru agreement. I worked the "transcon" mostly between KC and Wellington, sometimes to Ark City, Newton, or Oklahoma City. Back in the day, we had branches up to Superior, NE and other places, I worked all those too. About two million miles altogether. I retired at the end of 2010, but still run live steam at the C&H RR east of Topeka. A 12" road with three coal eating Ottaway 4-4-0's. I'm too far away to help, but I'm a support of the AT&SF 2926 group, and send them what I can, when I can.
OGR Webmaster posted:
- 1967 - 1969 - Brakeman - Pittsburgh & Lake Erie Railroad
- 1978 - 1981 - Fireman on GTW 2-8-2 #4070 running out of Cleveland, Ohio
- 1982 - present - Life Member Fort Wayne RR Historical Society and Engineer on steam locomotive NKP 765
- 1995 - 2005 - Superintendent of Operations and Designated Supervisor of Locomotive Engineers (DSLE) for the Ohio Central Railroad System's Youngstown Division
- 2006 - present - Volunteer Engineer and DSLE at the Cuyahoga Valley Scenic Railroad in Cleveland.
- 2015 - present - DSLE at the Grand River Railway in Grand River, Ohio.
I must be missing something but when did you work as a regular engineer on diesels(spare board?). Are you a member of the UTU or BLE?
Yes.. quite an accomplished career and I understand you're also a Pilot... What would you rather do... Fly or run run the steamer?
Norfolk Southern,25 years and counting. First 2 years brakeman/conductor,last 23 years as Engineer. 13 more to go.
Gregg posted:I must be missing something but when did you work as a regular engineer on diesels(spare board?). Are you a member of the UTU or BLE?
Yes.. quite an accomplished career and I understand you're also a Pilot... What would you rather do... Fly or run run the steamer?
I was a member of a union when I worked for the P&LE, but I don't recall which one it was. That was a long time ago! The Ohio Central was a non-union outfit.
In regional railroading we have to wear many hats. During the period from 1995 through 2005 I ran a lot of trains on the Ohio Central. We ran 40 car trains on a branch line that was a former street car line! Lots of heavy grades, light, 90-pound rail and old, tired ties. Careless train handling on that line would put you on the ground in a heartbeat. Right out of the yard we had a 2-mile long, 2% grade. Four GP10's had all they could handle on that grade with 40 loads. We'd get into the 5-minute short time ratings just as we crested the hill. Even though I was a company officer, I wasn't exempt from running trains almost every day. As I said, many hats...
Honestly, I would rather fly the King Air 200 than run the 765. It's a lot smoother, quieter and cleaner. And the view is a lot better, too.
I was a conductor trainee at SEPTA in 1985. Because I got married that Fall, SETPA wouldn't allow me the time off for our honeymoon. So I left SEPTA. In 2008, I became a light rail train operator at Phoenix Metro Light Rail. I love driving those trains but that's where it stops! 
To you Signal Maintainers, I tip my hat. I never heard of a Signal Maintainer who was sitting at home watching a football game on TV during bad weather.
Not exactly a "real railroad" per say, but I work as an engineer and fireman on the railroad at Greenfield Village here in Michigan. Obviously it technically is a real railroad since we run full size standard gauge equipment which demands just as much attention as equipment running on bigger railroads (as well as attention to safety). Even for a small railroad, it can be somewhat of an operating challenge. It's a three mile loop that was built with many tight curves and steep uphill and downhill grades (at least one that is a little over 2%).
In the winter months, the operating crews spend their time working in the roundhouse doing winter maintenance stuff. In that time I've been working on gaining some basic machining and fabricating skills. My main project this winter (with some help from the mechanics of course) has been fabricating the sheetmetal smokebox baffle panels for our small 25 ton 4-4-0 that has been out of service for work on its dry pipe. Even small steam locomotives require a ton of care and maintenance to run properly.
Unlike a lot of groups that run bigger steam locomotives, we're one of the relative few in the U.S. that run steam 7 days a week about 7 months out of the year. We have three operable steam locomotives and one waiting for it's turn in the shop sometime in the future when funds are available.
SANTAFE158
sounds like a neat little operation
Bob C.
First off, a sincere "thank you" to Hot Water....and all of the other veterans on this board....who served in Vietnam or during that time period. It was a very unique and challenging period in our Country's history and I don't think you guys (and gals) were shown enough gratitude four plus decades ago.
Speaking of Hot Water, would I be correct when I say that you were/he was the Fireman on the SP 4449, UP 844, and UP 3985? That's a rather impressive list of steam locomotives.
Am I missing any? I thought you may have been involved with Santa Fe #3751....but I could way off base here.
Berkshire President posted:First off, a sincere "thank you" to Hot Water....and all of the other veterans on this board....who served in Vietnam or during that time period. It was a very unique and challenging period in our Country's history and I don't think you guys (and gals) were shown enough gratitude four plus decades ago.
Tell me about it! Even though one could get lots of discounts for traveling in the U.S., if you were in uniform, it wasn't worth the constant hassle from the "public" in bus terminals, train stations, and airports. I never worn my uniform in public.
Speaking of Hot Water, would I be correct when I say that you were/he was the Fireman on the SP 4449, UP 844, and UP 3985? That's a rather impressive list of steam locomotives.
I didn't attempt to list all the steam locomotives I learned on, even back in the mid to late 1950s. I spent lots of time on the PRR at South Amboy, NJ learning to service and clean fires on the K4s and the lone K4sa locomotives.
During the fall of 1962, I spent lots of time on the Buffalo Creek & Gauley RR in West Virginia, while working on the delivery of new GP30s to the NEW. I was assigned to the Portsmouth, Ohio shop and the N&W required my full attention on weekends. Thus, my "days off" in the middle of the week were spent on the BC&G.
While on the 1963 Southern Rwy delivery out of Chattanooga, TN I was able to spend quite a bit of time on the Kentucky & Tennessee RR, ATTEMPTING to fire their big 2-8-2 #12 (known today as 4501), on my "days off".
During my 1964 assignment in Mexico, on the N de M, training their Engineers on the new GP35 units, they would "pay me back" by training me to run their 4-8-4s! I even had a special "Government Pass", with a hand written letter from the Regional Superintendent in Mexico City, that stated in Spanish that I was permitted to run the steam locomotives as well as the new diesels. After I was there for more than a month, the word got around among the crews that there was this crazy gringo who like running the steam locomotives. More than one Engineer actually left the cab, and rode on top of the tender reading his newspaper, and left me to deal with only the Fireman, to practice learning english!
When the CP "Royal Hudson" #2860 came to Chicago, I fired it all the way from Windsor, to Shiller Park, IL on the Soo Line.
Am I missing any? I thought you may have been involved with Santa Fe #3751....but I could way off base here.
Although I have been around #3751 quit a number of times, I never needed to fire her, as I trained Bob Kittel well, on 4449, back in 1977.
N&W/NS Shenandoah (aka Virginia) Division 40+ yrs. Machinist Apprentice (1 yr.) , T&E the rest.
It was nice having so many people keeping things going just so that I could run trains up and down the Shenandoah Valley on a regular basis. Thank you team!
Wyhog posted:All of that operation greatly surprised me! I wrote a thank you letter to Southern and Northwest Airlines. So you see, Hot Water, you should have worn your uniform after all ;-)
It sure wasn't like THAT in 1965/1966! The money discounts were not worth get spat upon!
Hot Water posted:Wyhog posted:All of that operation greatly surprised me! I wrote a thank you letter to Southern and Northwest Airlines. So you see, Hot Water, you should have worn your uniform after all ;-)
It sure wasn't like THAT in 1965/1966! The money discounts were not worth get spat upon!
I've seen film footage of such happenings.....and it makes me sick to my stomach every time I see it. The idiocy and lunacy of the people on the other end is nothing short of appalling. The soldiers, Marines, and all others who served in Vietnam deserved a much better "thank you" than that....and then some.
Nice job Walter Cronkite, Lyndon Johnson, Robert McNamara....and a host of others.
Trainman for Canadian National Railways...Brakeman/ Conductor/ Baggage man/ Flagman/ . Started May 7th 1965. Everyone remembers their first trip. That's their seniority date which decides what jobs you may work and when your vacation may take place...
We still had 5 man crews , Good power was RS-11s or GP9s wooden cabooses, and lots of work. I worked a spare board for about 6 years before having enough seniority to hold a reg job. I was laid off the first year and loaded express cars on the midnight shift at Union station... The second year laid off again and out to Jasper Alberta for part of the winter . They were really short of men and being a Junior man spent most of my time as a head end brakeman. Hard to Believe but west of Jasper was still single track Train Order territory in 1966. One thing about the westerns ,They were really friendly to work with, Ex On completion of a trip I would get stuck taking the power to the shop and one might expect the other crew members to be long gone home. Nope, they were always waiting and wanted to know if I need anything. Fortunately the station at Jasper was run by CN and I could get what they called a Pie book .(a book of tickets that could be cashed in for food and the amount taken off your cheque.
Anyway things change over the years, new power, No caboose . less work . I was injured in a serious switching accident(1989) which pretty much ended my railroading career...
Still alive and kicking though . I do come from a family of railroaders. father, uncles. cousins . grandfather.
Engineer w/A&M RR. Still at it trying to put together a retirement.
Hi all,
I worked as a conductor for Guilford Transportation.. then, Lionel for 7 years after a stint in the US Army. Then on to DTE, then working with LaSalle on Railcar leasing and now my own company, leasing railcars and some really cool stuff coming forth.
Some neat stories above.... Thanks and good post topic..
Dan
I used to work on the Narrow gauge RR in the Open Hearth at Youngstown Sheet and Tube which changed names just a year or so before they closed the mill.
In 2006 I was hired by NS as a conductor trainee for 11 months on the Harrisburg division in Allentown. It was a great experience but didn't care for management to much so I resigned.
