I saw a job listing from CSX and they listed the pay as $138 per day. Is this an 8-hour day or 12-hour day? Does overtime kick in after 40 or 48 hours a week?
Thanks in advance.
Thanks in advance.
roadster wrote:Probably would help if you stated "what" job was listed. Different crafts have different agreements. Train crews are paid by miles. Rates vary regarding assignments, ie: locals, yard jobs, road short pools, long pools. The Hours of Service is not a pay rate item. Like the trucking industry, It's a safety standard under federal law specifying hours able to work and required rest between assignments. On the Railroad, one can perform service up to 12 hours. After Federal Law prohibits employee from performing any type of service. (Emergency's excepted) However, a crew may remain on duty at an out laying point, until they are transported to a final destination terminal and marked off. This is referred to as limbo time, does not count towards rest and is also regulated by the FRA.The old clerk's agreement provided for overtime with certain exceptions. If you worked more than 8 hours on a bulletined assignment on a single day, you got OT.
Desertdweller wrote:GF,I think it was, I worked one 19 day stretch withOUT a rest day!:( And no OT! I got on one of those cycles of "one day only" assignments, bouncing from one shift to another, etc! I didn't much like the Operator's job, but I started hoping I'd get called for one so I could get a rest day of SOME sort! (Due to the hog law). Some of them, I worked 1st trick, marked back to the board, then called BACK for 11PM to 7 AM Yard when a clerk took sick & the board was short. One of those times when they furloughed TOO many people and then couldn't find folks to protect everything.
Your post brought back memories for me of working those extra board clerk assignments. NO OT! If you shifted from your own job to someone else's back to back, it was 16 hours straight time. Sometimes for a week or two at a time.
Desertdweller wrote:GF,We would do, basically, the same thing. Most of the mainline trains were already in the computer when they arrived as they had been inputted from the previous location. Locals were a bit different. When one of these "shifters" or locals came in, we would go out to the requisite end of the yard and wait for it to arrive. We used a tape recorder to vocally record each car as it passed thru the switching lead. That is, if you didn't get an engineer SOB that didn't like clerks! We had a couple that, upon spotting the yard clerk waiting, would throttle UP thru the lead and go so quickly you couldn't talk fast enough to keep up with the cars! EWWWWW! How that did p** us off! There was no need for such shenanigans, but a few of the engineers thought it was very funny. It meant that you'd now have to wait for the train to be doubled into the yard tracks, find out from the YM where the cars were being staged, then walk 2 miles UP to book the cars by hand (switchlist), then 2 miles back to your car to go to the office. If you were lucky you *might* catch a switch engine going your way and catch up on it to ride back to your car. Otherwise it could take 2 hours JUST to get the train crossed over and lined in while you twiddled your thumbs. Nothing you could do in that event but wait, sweat in the heat, shiver in the cold, get wet in the rain! What could've been done in 2 1/2 hours now took 6 because it would sometimes take all morning to book all the cars in, build the train in the computer, line up the bills, and then get the Porter to take the bills to the cab and engine of the train that was to take 'em. It was a challenge to get everything done before the scheduled train arrived for pickup.
Yes, I remember those days very well.
The yard offices were the only comfortable places to be, because of the A/C for the computing machines. Not only did they need the cool air, but the paper would jam in the humidity.
Where I worked on the Milwaukee Road, our "computer" equipment was at least 25 years old. IBM 25 keypunches, and Canadian Electronics "translators" feeding even older ticker tape punchers and teletypes.
Nevertheless, this stone-age computing equipment was considered too "new-fangled" to be trusted, so car accounting was also done by hand: hand entries into the "car book", typewritten waybills, etc. This had the effect of doubling the clerks' work. Made the union happy.
All train lists were hand-written from physical yard checks. Train crews never kept lists of their trains unless they were on the road, they worked off lists that were made and given to them by the clerks. Yard clerks would spend half their day walking tracks and making lists, then match them up to waybills and punch cards. As the train was doubled up, the punch cards were removed and used to run train lists.
It was a lot of work, but, as you know very well, it was a lot more accurate than what replaced it.
One day, when I was working in the so-called Customer Service Center in Brookings on the DM&E, a conductor called me on the phone. He was about five miles west of Winona MN, and told me "I pulled tracks one, two, and three out of Winona Yard. What's in my train?"
I went kind of ballistic on that one. "What's in your train? How do you know if you have any hazmats if you don't even know what's in your train?"
I guess he thought it was my job to know what was in his train. Not his responsibility.