New to the industry

[Anonymous]

ha, no snow (knocks on wood) where im am but a few days of the year so the weather isn't much of an issue

[nbrodar]

Just wait till you have to respond to a derailment at 2:30 in the morning....when it's 0 degrees, with a -15 wind chill and the snow is thigh deep and crunchy.  And the only thing keeping you going is 4 hour old wreck crew coffee...you know the kind (umm hey man....what happened to the rest of my spoon) 

OH MAN...THE HORROR! Sorry...just a little flashback there.  I was never so cold in my life.

Nick

[Anonymous]

Well I promised I would get back to the forum to report on my first few weeks on the rail.  Mostly just been helping upper management with administrative work, spent a few days at a different yard besides my own on the division bugging the yardie with Q&A, and most of all just meeting a bunch of folks and attempting to remember names.  BUT recently I went to the site of a derailment (not a RVD though), a pig coal train was running on a industry lead with rotten crossties and caused a wide gauge.  a couple of engines and a few cars was all that needed to be rerailed.  PITA though, not much room to work with and on top of that the contractors broke a rail with a crane tractor.  But an overall informative experience to participate in.  man I've got alot of terms & rules to memorize--Thanks for the help from everyone in previous posts

[zardoz]

I was always taught by the old heads that the three golden rules of railroading are: 1. Never miss a call 2. Always do exactly what the Trainmaster says (even if you know he is doing it the hard way) 3. Wear clothes with BIG pockets so the railroad can fill them with money. LC

[zardoz]

Also, what is the everyday attire for a trainmaster.  Khakis, button-up dress shirt and good boots? Throw a blazer, tie and some low shoes in the car and that should be a winner. Always useful to be able to make a quick change. Also, a good warm jacket for winter, rain jacket for summer... LC

A camouflage or flak jacket (if you become the jerk-type trainmaster and/or plan on hiding in the bushes to do "efficiency" tests).

[csxengineer98]

I was always taught by the old heads that the three golden rules of railroading are: 1. Never miss a call 2. Always do exactly what the Trainmaster says (even if you know he is doing it the hard way) 3. Wear clothes with BIG pockets so the railroad can fill them with money. LC

your left out point 4... mark off sick when you have something you dont want to miss..and go into work sick becouse your going to be misserable on the job anyways...

[Anonymous]

wow, thanks everyone for the help.  I'll be reviewing everything you've all said.  I know there is really no manual on most things I will encounter so experienced people are the best teachers.  I promise I'm not a "one threader", I'll keep yall posted on how it goes and will frequent the board often.  Thanks!

[Bob-Fryml]

This may seem like a minor point, especially to an Asst. Trainmaster, but I'll mention it anyway.

At one time I worked as a yardmaster in what was strictly a flat switching yard.  One of the first skills I had to learn was figuring out how long it would take a switch crew to bang-out (switch) all of the cars on each switch list.  Looking at how many uncouplings would have to be made, I figured that a crew consisting of an engineer, foreman, and two helpers could do about 22-cuts per hour.  Whether the list was ten cars long or a hundred, 22 uncoupling pins pulled per hour was about how fast a crew could classify equipment.

Of course if the assignment involved high-value or easily shiftable loads like piggyback or auto racks, the figures would have to adjust downwards.  If it was big blocks of coal or grain empties, a crew could bang out the work a whole lot faster.  But 22 pins an hour was about right.

Oh, and one more thing:  Micro-managing yardmasters and switch crews is the surest way to kill productivity.  For each day you work, learn how to make a reasonably intelligent action plan the first time and stick with it!  Your employees will be happier with you and respect you more for doing so.

[nbrodar]

Two more things:

Your cell phone will be your best friend.   Never leave home with out it.

And no matter how much you prepare....no matter how much  you think you're ready....you'll never be ready for the first time you respond to "Oh my god, I think we just hit someone."  until you actually find your first body.   I won't say it gets easier, but it does become less tramatic.

Nick

[nbrodar]

Some of my everyday duties.  A good yardmaster can handle - at least in part - many of these tasks for you:

• Conduct crew balancing - enough crews, at the needed location, at the proper time.
• Decide which train to run with avalable crews.
• Conduct locomotive balancing - proper power to the train at the proper time.
• Decide which train to run with avalable power.
• Participate in train origination call - on time orginations made, reasons orginations were missed.
• Participate in train holding call - trains holding, where, why, and plan to run.
• Participate in division safety call - injuries, derailments, run through switches, other issues.
• Conduct and record Op-Checks on crews.
• Decide what work needs to be accomplished.
• Decide how to handle "No-Bills" in trains - find a waybill, sign off on the car, or have it cut out.
• Handle crew payroll issues, safety concerns, etc.
• Answer crew questions over rules.
• Conduct job briefings.

Common, but not everyday items.  A good yardmaster may or may not be able to help with these:

• Assist trains in emergency.
• Locate and transport EOTs.  Replace EOT batteries.
• Monitor drug tests.
• Assist Customer Service in locating lost cars.

Uncommon - only you can handle these:

• Respond to and investigate injuries.
• Respond to and investigate rules violations.
• Respond to, investigate and make temporary repairs to run-though switches.
• Respond to, investigate and supervise the clean-up of derailments.
• Go to employee investigations. 

Bare in mind, that all this happens 24-7-364, rain, sun or snow.   You will also need to handle many of these tasks simultaneously.

Nick

[Datafever]

Very professional looking, Nick.  Thanks for sharing the pictures.  It is always nice to match faces with names.

[nbrodar]

Also, what is the everyday attire for a trainmaster.  Khakis, button-up dress shirt and good boots? Throw a blazer, tie and some low shoes in the car and that should be a winner. Always useful to be able to make a quick change. Also, a good warm jacket for winter, rain jacket for summer... LC

I wear khakis (although I have more colors then just khaki), a button down or polo shirt, and a good pair of boots, (I prefer Timberland).   I've never had the need for a blazer or tie.  But I normally do carry a change of clothes and a spare pair of boots.

I never wear "dress" quality clothes on duty.  Odds are you'll pick up dirt, grease, prickers, bugs, sweat, etc,, and usually snag your clothes on something.  Most of my pants have small stains and tears on them.

For warmer months I wear a canvas field jacket, but I do carry a full rain suit for extended outings in inclimate weather.  For the colder months I have a very nice railroad coat, that covers my rear. 

A ballcap for the summer and a touque for the winter is also a good idea.   Along with your supervisor's hardhat for derailment clean-ups.

Also, always make sure you have your safety glasses.

Nick

[BaltACD]

Your biggest 'mess' will always occur during the worst weather that is appropriate for the season.....105 degree scorcher in a area where the nearest shade is 10 miles away. 10 below zero with a 40 MPH breeze spreading around the blizzard. etc. etc. etc.

[Limitedclear]

Also, what is the everyday attire for a trainmaster.  Khakis, button-up dress shirt and good boots?

Throw a blazer, tie and some low shoes in the car and that should be a winner. Always useful to be able to make a quick change. Also, a good warm jacket for winter, rain jacket for summer...

LC

[Anonymous]

Also, what is the everyday attire for a trainmaster.  Khakis, button-up dress shirt and good boots?

[TimChgo9]

As anywhere, you get farther with people by smiling instead of frowning, respecting those around you, having a positive attitude, and understanding your place in an organization as well as living by the following:

"It is better to remain silent and let people think you are an idiot, than to speak and remove all doubt"

[Limitedclear]

I was always taught by the old heads that the three golden rules of railroading are:

1. Never miss a call

2. Always do exactly what the Trainmaster says (even if you know he is doing it the hard way)

3. Wear clothes with BIG pockets so the railroad can fill them with money.

LC

[nbrodar]

Renesis,

Re read Nicks reply, and you should realize he has something going for him that currently, you don’t.

That would be the hands on experience of having done the same job the men he now supervises do.

So, the plus side for him is he knows how much BS they will sling, and they know he knows what part of their story is BS and what part is truth.

 

Thanks for the support Ed. 

 

Ed is also very right about the old heads, although thier ranks are thinning.   They do know the territory and it's work like the back of their hand.   One thing I'd like to add, alot of them feel like you "owe" them something because of thier vast senority.  This is a delicate area.   Usually, I don't play this game.

 

On of the sayings you might hear is, “The best revenge, and the best way to slow a job down, is to do exactly what the trainmaster tells you to do”

 

Very true.   This works for mediocure yardmasters as well.   I probably shouldn't admit this, but I've done.   Anyone in train service has at some point.

 

And you will run into a few guys, old heads and new guys, who will make it their job to pull your leg, every chance they get…

Learn to roll with that, because they will never change.

 

This is life on the railroad.   You will get a nickname.  Everyone has one.  Some are more flattering then others.

 

Trainmaster is probably the worst job on the railroad.   But if you want to advance into upper management, it's a necessary stepping stone.  The crews are pulling one way and upper management pulls the other.    Yardmaster is a little better.  While you're still in the middle, you do have the Trainmaster to fall back on.   For the most part, the Trainmaster is hanging out there by himself.

 

 

They most likely will not say much about the times you treated them with respect, nor will they tell you thank you for having a good supply of gloves, lantern batteries and bulbs in your truck, and the time you spring for pizza to reward the switch crew for a good job will most likely go unremarked upon, other than a simple thanks, but they will remember the first time you lie to them or screw them over, and they will find some way to pay you back for it with a bullet.

 

Amen.   I can give a crew early quits for a month. The day I ask them to stay, suddenly that doesn't matter.  Now, I'm sticking it to them.   For the most part, because I have a very good relationship with my crews, my guys know, I don't do this unless I have too.   But this isn't the case with some of the other Yardmasters, and Trainmasters.

 

One last thing, in addition to riding with some crews.  You might want to sit with a good yardmaster.  A good yardmaster can show you the ins and the outs, of his yard.   How to keep the terminal fluid, how the work gets done, where the choke points are, etc.  Also, he will know the work habits of each crew, and will be able to tell you which crews are dogs, which ones hustle, and which ones are hungry for the overtime.   Often the yardie will know the backdoors in the computer system to expidite issuing work orders, handleing switchlists, getting lost cars adding to the system etc.

 

Nick

 

[chicagorails]

rule one........SAFETY  FIRST  !!!

  also important.......principles before personalities

    

[Anonymous]

Thanks Ed.  I appreciate all the input from everyone.  Yeah I understand a large part of the job is gaining respect from the crew.  I worked at an auto-body shop back in the day and the culture there sounds very similar to what your talking about.  I ran the detail and paint restoration shop and throughout my time there I would have to sometimes borrow tools from the auto-body guys and if you know anything about the industry those guys have to purchase their own tools.  So returning the tools in good working order was a must or they wouldn't help you with anything.  To get them to finish some jobs, sometimes I would help out installing a windshield or replacing taillights etc.  Then  I was able to do my job and get paid because the body shop paid me for the detail work.  The body guys knew that if they made a mess inside the cars it would take me forever cleaning it up for the customer.  So after I helped them out a bit and brought them lunch a few times they started to take extra care in not making my life more difficult and their whole operation ran smoother but the owner of the shop was a jackass and was on their butt about anything, he just managed to get them all in a bad mood all day.

[edblysard]

Renesis,

Re read Nicks reply, and you should realize he has something going for him that currently, you don’t.

That would be the hands on experience of having done the same job the men he now supervises do.

So, the plus side for him is he knows how much BS they will sling, and they know he knows what part of their story is BS and what part is truth.

 

You will find you have three types of employees…the deadheads, the get ‘er done types, and the middle of the road apathetic ones, who will follow the lead of the rest of the crew they end up with.

 

Keep in mind most of the old heads have never had any other job, any where in any other field…all they have ever done is railroad.

They can be quite childish at times, because they have no idea how hard it is in the outside world, the railroad and its particular culture is all they know.

They can be frustrating at times, but they also have a tremendous amount of knowledge of their territory, and what works.

Most importantly, they already know what doesn’t work.

Cultivate that knowledge.

On of the sayings you might hear is, “The best revenge, and the best way to slow a job down, is to do exactly what the trainmaster tells you to do”

Frankly, there is a lot of truth in that.

Not because trainmaster are dumb, or lack knowledge, but because most trainmasters are in the same position you are in…they have the book smarts, but no hands on knowledge.

Most carriers require operation officers to mark up as a conductor or a brakeman for a few weeks of “training” or “field experience”, and then promote them to officer.

This allows them to lay claim to some experience, but for the most part, they don’t really learn anything useful.

So, when you get marked up as a trainmaster, listen to the talk from the guys who have been there…go on a few runs with your crews if you can, watch what they do, and don’t be afraid to ask them why they do it that way, even if your book says otherwise…

And you will run into a few guys, old heads and new guys, who will make it their job to pull your leg, every chance they get…

Learn to roll with that, because they will never change.

 

You will have the “dead head “ crews…those guys you can’t get out of the break room with a crowbar and a stick of dynamite, and once you get them on their train, you just about have to shoot at them to get them out of the yard.

These guys are the rule book sharks, who know every single rule that will allow them to waste as much time doing nothing as possible.

Fighting with them is pretty useless, they will win for no other reason than you can’t ride herd on them the entire shift.

Find ways to work around them till they retire.

 

You will also have the get ‘er done guys, who really like what they do, take pride in their job.

Most of them play by the rules, but put forth the little extra effort to do the job correctly.

They are not “company men” but instead are the individuals who seem to find others like them selves, and form a small group of dedicated workers…they usually end up on the same shift or in the same terminals, because they like working with other people like themselves.

They won’t break rules to get the job done, but they do work hard at what they like.

These guys will be in the minority, of course, but cultivate them also, because they will pull your fuzzys out of the fire for you when you really need the help.

The middle of the road guys seem to be the last crop of new hires…willing to do as little as possible if they get in with the deadheads…or work their fannys off if they catch a job with the right crew…watch and see who they are, try to nudge them towards the get ‘er done group.

 

I have been “middle management” and you can’t pay me enough to go back to it…that is one of the positions where you really can’t have any friends, because you are stuck in the middle, between two groups who each want more from you than the other.

You can’t please upper management, because they always want you to get more out of the crews than the crews are willing to, or are able to do.

And you can’t please the crews 100% of the time, because, A: you’re a “suit and tie”, one of “them” or B: because your job will force you, at some point, to discipline one of their group, and C: you are going to have to ask them to do more than they really want to do, or can do.

So there is no way to please either upper management or the T&E guys all the time.

You have to find a middle ground, and develop an approach to both groups that allows you to give each just enough of what they want that they both can live with…not an easy task.

 

Lastly, your job will go much smoother if you earn the respect of the T&E guys, instead of demanding it, just because your title has “master” in it.

Shoot straight with them.

They most likely will not say much about the times you treated them with respect, nor will they tell you thank you for having a good supply of gloves, lantern batteries and bulbs in your truck, and the time you spring for pizza to reward the switch crew for a good job will most likely go unremarked upon, other than a simple thanks, but they will remember the first time you lie to them or screw them over, and they will find some way to pay you back for it with a bullet.

 

You will work with other officers who think all T&E folks are pretty much useless, lazy do nothings, not to be trusted, and certainly not to be allowed to think or make decisions for themselves.

 

Don’t let those guys fool you, they are the guys who never pulled a pin, never tied a hand brake, or worked a throttle for a living, and they have no real clue why things work the way they do.

Their only recourse is the arrogance of the truly ignorant, distain for those who can do the things they themselves can’t.

Never kid yourself about your education somehow elevating you above the lowly blue collar guys in T&E…you will be surprised at how many guys have college degrees in their grip.

You will also be surprised at how many guys do this because they want to, not because they have to.

Be arrogant with them, and they will put you in the dirt and keep you there as long as they can.

 

On the other hand, treat them with the same respect you want for yourself, and they will make your part of the railroad run, on time and as pretty as you please, because we railroad for no other reason then we love the job, and love to do it right.

Help us do our job, instead of demanding it.

 

Earn our respect, and we will cover your back…earn our distain, and you will have a real rough 30 years ahead of you.

[Anonymous]

Over the next five to eight years, NS anticipates losing about 43% of their workforce to retirements.

That's exactly what I was quoted also from a regional ops manager for NS

[ValleyX]

Over the next five to eight years, NS anticipates losing about 43% of their workforce to retirements.

[coborn35]

Thanks for the input.  Yeah i'm coming from "off the street".  I'm trying to soak up as much information as possible before I start training.  I've owned a small business and have a degree but no experience in the industry.  I plan on working my *** off to gain some knowledge and earn respect among the crew.  I think the industry is feeling the strain of baby-boomer retirements along with increased traffic on the system and is trying to fill some positions, maybe that is why they are going after outside help.  But i've spoke with trainmasters and regional managers and they have said more or less the same.

Well if thats the case, baby boomers, I better get to looking.  I've wanted to work for the RR for as long as I can remember.  Good Luck with your new job and congrats!

I am seriously considering being a trainmaster once I get my Transportation Managment degree. How much longer will the baby boomers be retiring? How much time do I have left?

[Wyonate]

Thanks for the input.  Yeah i'm coming from "off the street".  I'm trying to soak up as much information as possible before I start training.  I've owned a small business and have a degree but no experience in the industry.  I plan on working my *** off to gain some knowledge and earn respect among the crew.  I think the industry is feeling the strain of baby-boomer retirements along with increased traffic on the system and is trying to fill some positions, maybe that is why they are going after outside help.  But i've spoke with trainmasters and regional managers and they have said more or less the same.

Well if thats the case, baby boomers, I better get to looking.  I've wanted to work for the RR for as long as I can remember.  Good Luck with your new job and congrats!

[Anonymous]

Generally it is better to own than rent.  The local market will have some bearing as well.  Some railroad terminals have realestate markets which do not show much appreciation while others are a sellers' market.  You can figure on moving on short notice about every 3-5 years for a while, then things may slow down depending upon your career path from entry level management.

So know the relocation policies, find a reliable realtor in the area, plan on turning the house or condo pretty soon and finance according to your situation concerning down payment available and other obligations.  Try not to get overextended.  

Yeah i've looked over the relocation program, I think i'm leaning towards renting on a 6-month lease and then decide whether or not to buy.  Its in a major southern city so the housing market should increase in value if I play my cards right.  My father is a broker also so I assume he will know a bit to help me out.  I want to be squared away with it before I start work in Jan.  Soooo much to do until then.

[arbfbe]

Generally it is better to own than rent.  The local market will have some bearing as well.  Some railroad terminals have realestate markets which do not show much appreciation while others are a sellers' market.  You can figure on moving on short notice about every 3-5 years for a while, then things may slow down depending upon your career path from entry level management.

So know the relocation policies, find a reliable realtor in the area, plan on turning the house or condo pretty soon and finance according to your situation concerning down payment available and other obligations.  Try not to get overextended.  

[BaltACD]

Another question: Rent or Buy a house at the new location?  I'm on the entry level trainmaster salary to give you an idea of what im working with.  No car payments, some student loans to pay off but not much.  Anyway, is it better to buy and build up equity or rent because I could get transferred or canned.  what do you think?

Get a copy of your companies Relocation Program.....Read and understand it.  Most probably it will benefit yoou to buy a property....be that house or condo as most relcocation programs will provide more money to those who own properties as opposed to those who rent.  Be sure to understand how long you have to remain a company employee to qualify for the Relocation Program.

[zapp]

Well that depends onhow good a manager you are. If your good you'll not only be moving up in the company, but moving around the system as well.