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BLET Job Bank: CN

CLEVELAND, May 6 CN is seeking three qualified and experienced Locomotive Engineers for current openings in the Southern United States. A minimum of two years current operating experience as a Locomotive Engineer for a Class I railroad is required.

CN is seeking engineers to fill three positions in Memphis, Tenn.

CN is an equal opportunity employer and encourages all qualified candidates apply.

Preference may be given to local candidates. Only individuals selected for interview will be contacted. No phone calls please.

A locomotive engineer operates diesel-electric locomotives; interprets general orders, train signals, and railroad rules and regulations to transport freight in a safe and satisfactory manner.

Railroad brakeman experience and Locomotive Engineer certification is required. Must possess a minimum education of a high school diploma or GED and possess current and valid drivers license.

A locomotive engineer is required to follow company safety procedures, use common sense, and maintain an overall level of safety awareness in the work environment. Must make effective decisions and must be able to understand and provide written and oral communications.

An engineer should possess good climbing and balancing skills, good eye-hand coordination, and the ability to grasp. Engineers frequently lift/carry up to 50 pounds and are occasionally required to lift/carry up to 100 pounds. Minimum visual acuity and hearing threshold requirements exist. An engineer must also have the ability to distinguish color.

Engineers are covered by the Federal Hours of Service Law and are subject to random drug and alcohol testing. New employees generally work on an extra board subject to call 24 hours per day. The work schedule is typically a minimum 10 - hour day; 6 days per week.

All interested candidates should apply online at the CN website.

Tuesday, May 06, 2008
bentley@ble.org

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Brief Explanation of Selected Locomotive Engineer's General Worktasks and Responsibilities in Manual (non-RCL) Operations: 

       As governed by myriad authoritative rules guiding his actions, a locomotive engineer safely and efficiently operates and maintains an engine . By means of the engine, he controls a train or cut of cars in the following kinds of services:  through passenger, suburban and branch line passenger, through freight, local or way freight/road switcher, helper/pusher, work train, mixed (freight and passenger), miscellaneous (such as wrecking, snow plow, mine run, and logging) and yard/terminal/switching.  All these classes of service include differing ratios of both main line and yard/terminal operations.  Further, there is no difference in functions, but only in location and ratio mix of the worktasks of road and of yard engineers. 

      The locomotive engineer, however, is jointly responsible with the conductor for the observance of rules and safe handling of the train.  Engineers operate their engines with regard to a thorough knowledge of operating, air brake, and other authoritative rules and move trains on main lines in accordance with timetable, special instructions, general orders, wayside signal indication, and other authority for rail traffic control.  On main lines and in yards, engineers participate in the switching of cars while guided by day and night hand signals and radio communication from trainmen.  Engines and trains are handled by engineers with regard to a familiarity with profile, alignment, and other physical characteristics of the track over which runs are made, an understanding of the track-train dynamics of a great range of variation in marshaling of trains, and skilled knowledge in the operation of tractive power and the three power braking systems controlled and monitored from the engineer's workspace in the cab. 

       The engineer performs exacting, unforgiving worktasks and has worktasks not extant for the conductor.  Of all of the crewmembers on an engine, only the engineer must necessarily be totally and continuously vigilant regarding the constantly changing information from his vehicle and from the environment through which he pilots it.  In his total vigilance, the engineer protects from personal danger:  himself, other crewmembers on his train, crewmembers on other trains, other railroad employees along the track, persons on passenger trains, and the public along the right-of-way.  And, in his total vigilance, the engineer protects from property damage:  his engine and cars; the lading of these cars; other engines and cars; railroad structures such as track, wayside signaling, buildings, bridges, and tunnels; and nonrailroad property along the right-of-way.  In the few times when the total and constant vigilance of the engineer is not maintained, the result could make national and international headlines. 

       Among the considerations of a moving train are its great kinetic energy, the energy a body has because of its motion.  For example, a rather ordinary 5,000-ton freight moving at 60 mph on level track has about 2 billion, 100 million foot pounds of energy to impart in a collision.  But speed is not essential for great damage.  The kinetic energy of a train moving at the restricted speed of 20 mph has resulted in collisions resulting in large-scale destruction.  An engineers job is one of potential for great catastrophe, but owing to his skills, the risk is humanely and economically minimal.  By his unique worktasks, an engineer prevents rolling freights from becoming thundering frights in the communities of North America.

       Regarding power brake systems on an engine and throughout the train operated by the engineer (besides the mechanical hand brakes he applies by hand on his engine) these are three in number.  The first two systems may be used in conjunction with the power throttle controlling amount of electrical propulsion from the traction motors geared to the engine's axles.  The three separate power braking systems are the automatic , all of train, compressed air brakes; the independent , engine-only, compressed air brakes; and dynamic , on-engine, regenerative electrical brakes.  A miscalculation of the engineer's handling of his train by the throttle or any of the three braking systems could result, without a derailment, in damaging slack action to the train's rolling stock, its cargo, and its crewmembers (and any passengers).  Such miscalculation could also result in a derailing or other wrecking of the train. 

       To review only some of the unique, craft-specific sets of the engineer's highly specialized worktasks, he must be constantly aware of the statuses of his train and must control a train, in light of his experiential judgments for ever-changing conditions on downgrades.  Let us now review, first, such worktasks for all train handling and, then, for mountain grades.  Finally, we mention the set of worktasks for maintenance of an engine.  None of these sets of engineer-specific tasks are performed by trainmen. 

       Constantly Monitoring Statuses of the Train .  An engineer must always be prepared to begin instantly to brake his train.  But he cannot just simply apply one of the three power braking systems he uses to stop a train.  To prevent a potentially catastrophic derailment owing to mishandling of the train braking systems, he must, by railroad rules, be constantly monitoring and always know the following constantly changing information about his train-track interactions:  (1) know the status of the slack  (the built-in looseness of up to 1 foot of motion in the draft gear--attached to the couplers--in each car); (2) know the undulating gradients of the track his train then occupies and is about to occupy; (3) know the snaking alignments of the curves of the track now occupied and about to be occupied by his train; (4) be aware of the kinds of cars and the positions of these kinds of cars in his trailing train; and (5) recall the separate peculiar braking characteristics of the particular engine and the particular train of cars that he is then operating.  (No two trains ever handle in the same way, as all engineers say.)  On a mountain grade, an engineer must be continuously monitoring the various statuses of his train and of the track and must be able to manipulate quickly and without error several power and braking systems in quick succession.  To make a misinterpretation of train or track statuses or to mishandle a system for control of the train could result in a derailment or an uncontrollable runaway freight train on a mountain grade.  

       Controlling, Balancing, a Train on a Mountain Grade .  All of the following regarding use of only the automatic braking system on a steep downgrade is complied with by a locomotive engineer:  (1) the air brake pipe of a freight train is charged to 90 psi and runs the length of the train; (2) the engineer brakes the train by making reductions in the pressure of this brake pipe; (3) he is aware that with a 90 psi brake pipe he can only make a pressure reduction of up to, but not beyond, 26 psi, because beyond this amount no further braking force is created; (4) on steep descending grades, the  rules of most railroads prohibit brake pipe reductions beyond 13 to 18 psi, depending on the maximum speed allowed on the particular downgrade by rule; (5) when these ratios of brake pipe reduction to speed are exceeded, overheated brake shoes and wheels lose their ability to retard the train; (6) under certain conditions the train must be stopped; (7) under certain conditions air brakes may not be released until the train is stopped and secured with hand brakes; (8) if too much braking force is allowed to build up on the engine in conjunction with the engine going through tight curves, the train could be jackknifed into a derailment; and (9) on all railroads, e.g., Air Brake Rule 983(A)3 of the Southern Pacific begins:  Improper judgment in braking may permit the speed to get out of control in a very short time.

       This Air Brake Rule 983(A)3 as with virtually all of the numerous rules for air brakes and train handling on North American railroads are solely rules for engineers' work.  This is because only locomotive engineers--with their hands upon the various brake control levers in front of them and eyes upon the five to six brake gauges visible only from the engineers seat--can generally comply with and specifically act according to these regulations.  Historically speaking, for the past 110 years or so, these specialized rules were and are designed, promulgated, and enforced by railroad officers in their management of the work of locomotive engineers in their train handling.

       Everything we have said about train handling  on a mountain grade is not all of the requirements of such a set of worktasks but only its highlights.   In addition to all of the extensive requirements of train handling, in any territory, mountain or valley, an engineer must monitor and apply in ever-changing combinations his rules and documents for rail traffic control .    With these so-called operating rules and documents train collisions are avoided.  Thus while busy with train handling and right-of-way characteristics on the mountain grade, he is constantly applying rules for rail traffic control.  An engineers input of information from rail traffic control causes him to handle his train in differing ways.  Here he must apply a myriad of interrelated operating rules concerning which train has  a right to occupy a particular stretch of main track at a given time and under what stipulated conditions.  Here he applies, as applicable, written documents issued to his train for rail traffic control of his authority to be on the main track.  And he uses documents regarding slow orders for track under repair and cautionary orders for rails that might be removed in track work at particular stipulated locations and times on a certain day.  All these operating directives affect train handling for a particular situation.  But an engineer does not just handle an engine; he also maintains it. 

       Maintenance of the engine by the engineer .  These tasks include trouble shooting mechanical and electrical problems and manually correcting them, according to written instructions in the locomotive operating manual and from experience with and customary conversations among engineers about their engines.  Maintenance goes beyond adjustments and repairs and includes operating an engine within a particular range of control settings or gauge readings to prevent mechanical and electrical difficulties (such as preventing undesired emergency brake applications, surging of tractive power, or the tripping of a protective relay).  Maintenance includes physically attaching and "cutting in" and detaching and "cutting out" units from an engine's consist of several units, by means of air hoses, air hose cocks, electrical cables, electrical control switches, hand brakes, and wheel-blocking devices.

 

Engineer's Typical Duties and Responsibilities: 

1. Inspects and prepares diesel-electric and electric locomotive units for service.  

2. With his controls and gauges in the cab, makes tests of air brakes and other equipment before departure from roundhouse, after coupling engine to train, and at other times as prescribed by and in accordance with air brake rules. 

3. Must be familiar with the operation and trouble-shooting maintenance of a large variety of engines having one of several kinds of controls for operating air brake systems.  This includes operation in the cab of all control levers and switches and monitoring of all gauges and all warning devices (having audible or color-coded light indications). 

4. Must supervise and instruct other crewmembers regarding safety, operating rules, and other proper performance of their tasks; this includes training of other employees for promotion to engineer, which only an engineer can do. 

5. Is constantly aware of safety and its relation to operating a train or engine, for the well-being of all crewmembers, the train, and the public. 

6. So that his train is properly handled, is familiar with alignment, gradient, speed restrictions, close clearances, and wayside signal systems (if any) and related operating rules for the track over which he/she runs, as well as location of derails and track switches and the nature of track diverging from these switches.  This familiarity is used in conjunction with items 3 and 11 to insure proper train  handling to protect cars and their lading from shock and to prevent breaking the train in two and derailing cars. 

7. In standard English at a twelfth grade level of competency or higher, reads, interprets, and communicates to others written operating rules, track warrants and bulletins, general bulletin orders, messages and other instructions. 

8. Writes track warrants and bulletins, time and accident and inspection reports, and other kinds of documents in standard English. 

9. Arithmetically computes time and distance on runs in order to safely comply with timetable, special instructions, general orders, message, signal-indication, and other authority for the movement of trains.

 

10. Also computes tons per operative car brake, ratio of tractive and/or dynamic brake horsepower per trailing ton, proportion of leading and trailing tonnage to place ahead of and behind a helper engine of varying horsepower, and total permissible horsepower, number of powered axles, and tonnage for certain operating circumstances. 

11. Complies with numerous and complex interrelated operating, air brake, mechanical, safety, and other rules and regulations for safe and efficient performance of duty in handling trains and engines. 

Locomotive Engineer's Specialized Knowledge, Skills, and Abilities: 

1. Conversant with and ability to apply to constantly changing situations in which handling train or engine rules of operating rule book, special instructions, general orders, special notices, terminal operating notices, and other operating regulations and instructions. 

2. Mechanical, electrical, and other trouble shooting and repair on

engines. 

3. Coordinated, safe operation of engine-train traction and braking systems, along with control of slack in a train, often more than a mile long and rolling (along its entire length) over multiple curves and up-and-down-grades at the same time. 

4. Conversant with written specifications for own craft. 

5. Ability to read and take self-instruction from instructional and

reference books prepared by manufacturers and others on air brakes,

engine mechanical and electrical systems, and other matters. 

6. Beyond the rules, as affects engineer's tasks, the procedures and rhythms of railroad operations on the main line, in yards, and in industrial areas. 

7. Ability to be constantly alert in monitoring status of systems of engine and train, wayside signal aspects, conditions of and along right of way, and crossings at grade. 


 



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Other than Beal Street, Memphis is a shithole. No thanks.

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CN is seeking engineers everywhere, but be careful. They have a history of hiring guys for 1 railroad (IC, DWP, etc.) and then sentencing them to the WC instead for lower wages and shittier contracts.

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YardSlug wrote:

Other than Beal Street, Memphis is a shithole. No thanks.



Working for the CN? No Thanks...

 



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Do they pay in Loonies down here?

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BlackDog wrote:

CN is seeking engineers everywhere, but be careful. They have a history of hiring guys for 1 railroad (IC, DWP, etc.) and then sentencing them to the WC instead for lower wages and shittier contracts.




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Loonies. Yes. But they charge ta convert 'em ta US dollars. When it all works out...it's less for more!

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Hmm. That address doesnt look right.
It looks like the link pointing here was faulty.

Gah. Your tab just crashed.

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