Train Drivers (locomotive engineer)
Aug 22nd 2008, 11:14 pm
#1
Just Joined
Thread Starter
Joined: Aug 2008
Posts: 3
Train Drivers (locomotive engineer)
What's the chances of a young British train driver immigrating to the USA? I imagine the chances are really low, but I thought I'd ask anyway to see if anyone here has relocated to the states with the same profession.
I heard that in the states you have to work your way up through the ranks to get a driving position..
Is Canada a more realistic option?
As much info as possible please!
Cheers/
I heard that in the states you have to work your way up through the ranks to get a driving position..
Is Canada a more realistic option?
As much info as possible please!
Cheers/
Aug 23rd 2008, 2:49 am
#3
Concierge
Joined: Apr 2001
Posts: 46,383
Re: Train Drivers (locomotive engineer)
0 to -100
Railway workers in the US are unionized and there are plenty of people wanting those union positions. Unions will not provide H-1B for foreign workers to enter the states to take positions easily filled by US/legal residents.
Railway workers in the US are unionized and there are plenty of people wanting those union positions. Unions will not provide H-1B for foreign workers to enter the states to take positions easily filled by US/legal residents.
Aug 23rd 2008, 3:24 am
#4
Joined: Mar 2003
Posts: 68,280
Re: Train Drivers (locomotive engineer)
But here is a pic of a US coal train ..
Aug 23rd 2008, 9:43 am
#5
BE Forum Addict
Joined: Feb 2008
Posts: 3,259
Re: Train Drivers (locomotive engineer)
Nice. Looks a bit like a class 31.
[nerdmode=off]
[nerdmode=off]
Aug 23rd 2008, 1:42 pm
#6
BE Forum Addict
Joined: Mar 2007
Posts: 4,059
Re: Train Drivers (locomotive engineer)
What Rete said about the US is true in Canada as well. Union membership and seniority are critical. There's a long list of Canadians for the top jobs already. Plus, if you don't speak fluent Quebequois-style French, that's another hurdle to overcome. Sorry to say that your chances are not good.
Aug 23rd 2008, 3:43 pm
#7
Forum Regular
Joined: Mar 2008
Posts: 199
Re: Train Drivers (locomotive engineer)
Actually below is a picture of a class 31 train
Ray's train is the EMD SD90MAC with a 6250 horsepower (4.5 MW) C-C diesel-electric locomotive produced by General Motors Electro-Motive Division. It is, with the SD80MAC, one of the largest single-engined locomotives produced by that company, surpassed only by the dual-engined DD series. The SD90MACs feature radial steering trucks and an isolated cab which is mounted on shock absorbers to lessen vibrations in the cab. All SD90MACs use AC traction motor technology. They are all hood units fitted with safety cabs. The SD90MAC, like the SD80MAC, SD70ACe, and SD70M-2, has a wide radiator section, nearly the entire width of the locomotive, which along with their size makes them easy to spot.
The SD90MAC was introduced in 1995, along with the SD80MAC locomotives. The SD90MAC was designed to utilized the new 16-cylinder H-engine, while the SD80MAC was designed to use the 20 cylinder version of the existing 710G engine. However, technical problems with the 6250 horsepower engine resulted in the first locomotives being shipped with 4300 horsepower (3.2 MW) 16-cylinder 710G motors, making them similar to the SD70MACs. These locomotives were given the model SD90/43MAC and railroads were given the option to remotor them with 6250 horsepower (4.5 MW) engines when they became available. This upgrade program was rarely used due to reliability issues with the newer engine. Over 400 SD90/43MAC locomotives were built.
In 1996, EMD entered full production on their 6250 horsepower (4.5 MW), 16-cylinder H-engine, and all SD90MACs made from then on used that for its prime mover. Locomotives fitted with this engine are sometimes referred to as SD90MAC-H locomotives. Later versions of the SD90MAC-H feature a Phase II cab, with a new nose which offers higher visibility from the cab than the old nose, although many railfans have complained about the look of the sharp edges on it. The SD90MAC-H did not prove popular with railroads and less than 70 were built, including EMD demonstrator units. Since the SD90MAC-H had such a large prime mover, it didn't offer the same operational flexibility as smaller units, limiting its possible customer base to only the largest railroads. Also, since the H-engine was a new design it hadn't reached the same level of reliability as EMD's previous engine. The low reliability on such a large engine was an especially bad combination since the loss of one engine in a train meant the loss of a larger percentage of pulling power than had a smaller engine failed. In the end the SD90MAC-H was only delivered to two railroads, the Union Pacific Railroad and the Canadian Pacific Railway. The Canadian Pacific locomotives were part of an earlier order for SD90/43MAC locomotives that was still in production when EMD switched over to the H-engine.
EMD also tried offering a lower-power version of the SD90MAC with a 12-cylinder engine called the SD89MAC, but none was produced other than the prototype.
[nerdmode=off]
Ray's train is the EMD SD90MAC with a 6250 horsepower (4.5 MW) C-C diesel-electric locomotive produced by General Motors Electro-Motive Division. It is, with the SD80MAC, one of the largest single-engined locomotives produced by that company, surpassed only by the dual-engined DD series. The SD90MACs feature radial steering trucks and an isolated cab which is mounted on shock absorbers to lessen vibrations in the cab. All SD90MACs use AC traction motor technology. They are all hood units fitted with safety cabs. The SD90MAC, like the SD80MAC, SD70ACe, and SD70M-2, has a wide radiator section, nearly the entire width of the locomotive, which along with their size makes them easy to spot.
The SD90MAC was introduced in 1995, along with the SD80MAC locomotives. The SD90MAC was designed to utilized the new 16-cylinder H-engine, while the SD80MAC was designed to use the 20 cylinder version of the existing 710G engine. However, technical problems with the 6250 horsepower engine resulted in the first locomotives being shipped with 4300 horsepower (3.2 MW) 16-cylinder 710G motors, making them similar to the SD70MACs. These locomotives were given the model SD90/43MAC and railroads were given the option to remotor them with 6250 horsepower (4.5 MW) engines when they became available. This upgrade program was rarely used due to reliability issues with the newer engine. Over 400 SD90/43MAC locomotives were built.
In 1996, EMD entered full production on their 6250 horsepower (4.5 MW), 16-cylinder H-engine, and all SD90MACs made from then on used that for its prime mover. Locomotives fitted with this engine are sometimes referred to as SD90MAC-H locomotives. Later versions of the SD90MAC-H feature a Phase II cab, with a new nose which offers higher visibility from the cab than the old nose, although many railfans have complained about the look of the sharp edges on it. The SD90MAC-H did not prove popular with railroads and less than 70 were built, including EMD demonstrator units. Since the SD90MAC-H had such a large prime mover, it didn't offer the same operational flexibility as smaller units, limiting its possible customer base to only the largest railroads. Also, since the H-engine was a new design it hadn't reached the same level of reliability as EMD's previous engine. The low reliability on such a large engine was an especially bad combination since the loss of one engine in a train meant the loss of a larger percentage of pulling power than had a smaller engine failed. In the end the SD90MAC-H was only delivered to two railroads, the Union Pacific Railroad and the Canadian Pacific Railway. The Canadian Pacific locomotives were part of an earlier order for SD90/43MAC locomotives that was still in production when EMD switched over to the H-engine.
EMD also tried offering a lower-power version of the SD90MAC with a 12-cylinder engine called the SD89MAC, but none was produced other than the prototype.
[nerdmode=off]
Last edited by peteandvanessa; Aug 23rd 2008 at 3:47 pm.
Aug 23rd 2008, 4:52 pm
#8
Account Closed
Joined: Mar 2004
Posts: 2
Re: Train Drivers (locomotive engineer)
I did a stint on the Railroad, but I would agree with others, you need another route to get work authorisation. Missus?
Aug 25th 2008, 12:14 am
#11
BE Enthusiast
Joined: Sep 2003
Posts: 484
Re: Train Drivers (locomotive engineer)
Actually below is a picture of a class 31 train
Ray's train is the EMD SD90MAC with a 6250 horsepower (4.5 MW) C-C diesel-electric locomotive produced by General Motors Electro-Motive Division. It is, with the SD80MAC, one of the largest single-engined locomotives produced by that company, surpassed only by the dual-engined DD series. The SD90MACs feature radial steering trucks and an isolated cab which is mounted on shock absorbers to lessen vibrations in the cab. All SD90MACs use AC traction motor technology. They are all hood units fitted with safety cabs. The SD90MAC, like the SD80MAC, SD70ACe, and SD70M-2, has a wide radiator section, nearly the entire width of the locomotive, which along with their size makes them easy to spot.
The SD90MAC was introduced in 1995, along with the SD80MAC locomotives. The SD90MAC was designed to utilized the new 16-cylinder H-engine, while the SD80MAC was designed to use the 20 cylinder version of the existing 710G engine. However, technical problems with the 6250 horsepower engine resulted in the first locomotives being shipped with 4300 horsepower (3.2 MW) 16-cylinder 710G motors, making them similar to the SD70MACs. These locomotives were given the model SD90/43MAC and railroads were given the option to remotor them with 6250 horsepower (4.5 MW) engines when they became available. This upgrade program was rarely used due to reliability issues with the newer engine. Over 400 SD90/43MAC locomotives were built.
In 1996, EMD entered full production on their 6250 horsepower (4.5 MW), 16-cylinder H-engine, and all SD90MACs made from then on used that for its prime mover. Locomotives fitted with this engine are sometimes referred to as SD90MAC-H locomotives. Later versions of the SD90MAC-H feature a Phase II cab, with a new nose which offers higher visibility from the cab than the old nose, although many railfans have complained about the look of the sharp edges on it. The SD90MAC-H did not prove popular with railroads and less than 70 were built, including EMD demonstrator units. Since the SD90MAC-H had such a large prime mover, it didn't offer the same operational flexibility as smaller units, limiting its possible customer base to only the largest railroads. Also, since the H-engine was a new design it hadn't reached the same level of reliability as EMD's previous engine. The low reliability on such a large engine was an especially bad combination since the loss of one engine in a train meant the loss of a larger percentage of pulling power than had a smaller engine failed. In the end the SD90MAC-H was only delivered to two railroads, the Union Pacific Railroad and the Canadian Pacific Railway. The Canadian Pacific locomotives were part of an earlier order for SD90/43MAC locomotives that was still in production when EMD switched over to the H-engine.
EMD also tried offering a lower-power version of the SD90MAC with a 12-cylinder engine called the SD89MAC, but none was produced other than the prototype.
[nerdmode=off]
Ray's train is the EMD SD90MAC with a 6250 horsepower (4.5 MW) C-C diesel-electric locomotive produced by General Motors Electro-Motive Division. It is, with the SD80MAC, one of the largest single-engined locomotives produced by that company, surpassed only by the dual-engined DD series. The SD90MACs feature radial steering trucks and an isolated cab which is mounted on shock absorbers to lessen vibrations in the cab. All SD90MACs use AC traction motor technology. They are all hood units fitted with safety cabs. The SD90MAC, like the SD80MAC, SD70ACe, and SD70M-2, has a wide radiator section, nearly the entire width of the locomotive, which along with their size makes them easy to spot.
The SD90MAC was introduced in 1995, along with the SD80MAC locomotives. The SD90MAC was designed to utilized the new 16-cylinder H-engine, while the SD80MAC was designed to use the 20 cylinder version of the existing 710G engine. However, technical problems with the 6250 horsepower engine resulted in the first locomotives being shipped with 4300 horsepower (3.2 MW) 16-cylinder 710G motors, making them similar to the SD70MACs. These locomotives were given the model SD90/43MAC and railroads were given the option to remotor them with 6250 horsepower (4.5 MW) engines when they became available. This upgrade program was rarely used due to reliability issues with the newer engine. Over 400 SD90/43MAC locomotives were built.
In 1996, EMD entered full production on their 6250 horsepower (4.5 MW), 16-cylinder H-engine, and all SD90MACs made from then on used that for its prime mover. Locomotives fitted with this engine are sometimes referred to as SD90MAC-H locomotives. Later versions of the SD90MAC-H feature a Phase II cab, with a new nose which offers higher visibility from the cab than the old nose, although many railfans have complained about the look of the sharp edges on it. The SD90MAC-H did not prove popular with railroads and less than 70 were built, including EMD demonstrator units. Since the SD90MAC-H had such a large prime mover, it didn't offer the same operational flexibility as smaller units, limiting its possible customer base to only the largest railroads. Also, since the H-engine was a new design it hadn't reached the same level of reliability as EMD's previous engine. The low reliability on such a large engine was an especially bad combination since the loss of one engine in a train meant the loss of a larger percentage of pulling power than had a smaller engine failed. In the end the SD90MAC-H was only delivered to two railroads, the Union Pacific Railroad and the Canadian Pacific Railway. The Canadian Pacific locomotives were part of an earlier order for SD90/43MAC locomotives that was still in production when EMD switched over to the H-engine.
EMD also tried offering a lower-power version of the SD90MAC with a 12-cylinder engine called the SD89MAC, but none was produced other than the prototype.
[nerdmode=off]
Aug 25th 2008, 12:31 am
#12
Account Closed
Joined: Mar 2004
Posts: 2
Re: Train Drivers (locomotive engineer)
US term is Foamer.
Aug 25th 2008, 12:50 am
#13
BE Enthusiast
Joined: Sep 2003
Posts: 484
Re: Train Drivers (locomotive engineer)
I'll try 'anorak' as well...
