Never too old to have a happy childhood!
I hardly know where to start. You've just sold your soul to the railroad. On call 24-7, weekends, holidays, dead of night, pouring rain, blinding snow.
Are you in train service already? Or hired right off the street?
Being a yardmaster/trainmaster that came up through the ranks...I think it's big mistake to hire trainmasters without prior railroad experiance.
From your point of view...if you mess up...you're looking for another job (and it won't be with another Class I). If I mess up...I go back to train service.
From the crew's point of view....you don't know which end is up. You will have to work far harder then I did to gain the crew's respect. I know what it takes to switch that industry or get the train over the road. I've walked that train at midnight in the driving rain. I also know, because I've done them, what the short cuts and tricks are. So the crews, know they can't pull one over on me, and for the most part, don't try.
Make sure you pay attention during Railroading 101. You have to know as much as your crews do and more.
The crews are your partners. Ask for their advice. There are times when you will have use a direct order to make them do something, but try not to do it too often. Most of the time, the crew will come up with the best solution to a switching problem.
We had one trainmaster (from Harvard of all places) that was a brilliant man. But had never worked a day on the ground. The crews never really took him seriously. He had an encyclopedic knowledge of proceedures, but really didn't understand the mechanics of it, and consequently, became very agitated when things didn't go exactly as planned, which was usually. Soon, he had words with the wrong employee, and was shown the door.
You must learn to be flexible. Things can change by the minute. I make a plan for the next 8 to 12 hours. Usually, though, that plan lasts until the first wheel turns, and then it needs modified, sometimes, I have to scrap my first plan entirely and start over.
You need to keep a large amount of information at your finger tips - locomotive assignments, train call times, trains enroute, work to be preformed etc. I use worksheets that I keep in a binder to keep track of this information, and what my plan for the day is.
You are also the face of the company. To the crews you are the embodiment of company policy...the taskmaster, and displinarian. To the public, you're the person responsible at an accident scene, or when a crossing is blocked. To the customer, you're the reason his cars aren't spotted right, and to the company you're the fall guy when something goes wrong.
Hope this was enlighting. If you would like more information, don't hesitate to ask.
Nick
Take a Ride on the Reading with the: Reading Company Technical & Historical Society http://www.readingrailroad.org/
The crews know their jobs and none but the newbies will go out of their way to make it harder for themselves. Tell them what needs to be done and then leave them alone to do it. Stay close enough to provide assistance if needed.
You will learn quickly enough which employees may take you for a ride but be willing to give them the benefit of the doubt. Some employees will come with a reputation but not all of that may be earned. Start everyone new to you with a clean slate and go from there.
We got instructions from a yardmaster to clean out a bunch of yard lead switches to line in a short time coal train. It was snowing and blowing like mad and we were in where it was warm and toasty on beans. The newly hired off the street trainmaster came down in about 20 minutes to see if the tracks were cleaned out. Well, no we were eating and had about 20 more minutes by the dispatcher's figures before the train would arrive. So the TM heads out the door with broom and shovel in hand and takes on about 5 switches. As fast as he could clean out a bit of the points and rods they drifted back in. He was hot and cold at the same time. So beans is over and we come out of the shanty and I invite the the young fellow into the warmish cab with me. I tell him he will just get in the way down there. The crew pulls down the air hose and pipe attached to the main reservoir and proceeded to blast the packed snow out of the switches and had the trainlined in in about 10 minutes. The coal train was not delayed. I asked the TM if he had learned anything from the exercise. He admitted he had a lot to learn but he realized the crews knew more about the tools and timing needed to get the job done. I said he was right but he had to insure the crews had the hose and pipe available to each job when winter came along the following year. And that is sort of how it works.
I've been a railfan for a long time, and just started volunteering with a tourist line last spring. I thought I had a reasonable handle on things, and my knowledge has been a help, but I've also been finding out exactly how much I don't know. I'll be getting rules qualified in the spring, so I've been spending a lot of time in the books. Pardon the pun, but it is an education.
You definitely want to spend some time with the crews - as has been noted, seeing the world of railroading from their point of view has immense value.
Larry Resident Microferroequinologist (at least at my house) Everyone goes home; Safety begins with you My Opinion. Standard Disclaimers Apply. No Expiration Date Come ride the rails with me! There's one thing about humility - the moment you think you've got it, you've lost it...
I forgot to mention....
If you are a termial trainmaster, your most important partner will be your yardmaster. A good yardmaster will make your job a hundred times easier. He will keep the yard fluid, the crews under control, and the customers happy with little input from you.
A bad one, can make it a nightmare. You will have to watch everything he does, keep the crews settled down, and talk to more disgruntled customers.
The trainmaster is like the company commander, he issues the orders. The yardmaster is like the first sergent, he makes it happen.
If you go in with an "I'm a college-educated official and these slack-jawed hourly workers better listen to me" attitude, those fellas with have you for lunch and spit you out before the ink is dry on your resume. They will screw you (and the railroad) into the ground such that you will have to look up to see the bottom.
However, if you go there with an "Let's work as a team, and will you guys please teach me how things work so we can take care of our customers" attitude, you just might find your job (and life) to be a whole lot easier.
zardoz wrote: If you go in with an "I'm a college-educated official and these slack-jawed hourly workers better listen to me" attitude, those fellas with have you for lunch and spit you out before the ink is dry on your resume. They will screw you (and the railroad) into the ground such that you will have to look up to see the bottom. However, if you go there with an "Let's work as a team, and will you guys please teach me how things work so we can take care of our customers" attitude, you just might find your job (and life) to be a whole lot easier.
Z-
As usual the font of wisdom. (No sarcasm at all!)
As someone who went into train service with undergraduate and graduate degrees that is the bottom line truth.
I was fortunate to have worked my way up in a couple of different occupations before the RR. It stood me in good stead with the people I worked with. Be open, approachable and listen to everyone. You will learn much from the crews and other supervisors. You will learn what to do AND what not to do. You will even learn things from the whacky van drivers at times.
Get out of your office often, you'll have to anyway. Take things like lantern batteries, gloves (leather and rubber), snow rubbers, water bottles, air hoses, air hose patch, lots of air hose gaskets, first aid kits, snake bite kits, trashbags and anything else a crew might need in the trunk of your car. We had one TM who had a spare knuckle in his SUV (which worked out great one night). Make sure you learn from the engineering folks too as you will be at plenty of derailments. Always have a tape measure handy and get yourself a track guage too. For yourself, invest in a good pair of boots and good quality rain gear and a good jacket. I am partial to the fleece lined windbreaker type as they are short and won't snag on things.
One last point. You are the boss. That doesn't mean you should be over authoritarian. It does mean you need to be the mature thinking one out there. Be firm, not punitive. You still need to earn respect. Many train crews can act downright juvenille and quarrel with you and among themselves. You may well have to break up fights between crewmembers. Always try to be reasonable. Remember, you will have many times when you will need to call on these folks when you don't have a crew for a particular train or you need an extra brakeman or engineer for some particularly bad duty. Your willingness to be fair and almost parental to guys much older than you will be your salvation at these times.
LC
Renesis04 wrote:Lets hear the whacky van driver story eh??
LOL...Which one?!
When I referred to learning things from the Whacky Van Driver I was thinking of many things. Sometimes you can learn what other crews have told the van driver about their plans or in the case of overlapping crew districts, how the guys at the other terminal are thinking (for example, what work of yours they are trying to poach by reversing the manning arrangements). Other things are locations where the cab can reach you if you outlaw, how many drivers are at your terminal and what shifts (in case you know some that are SCARY, you can hopefully use your seniority to avoid them.)
As far as whacky van driver stories, I've decided that this idea rates a separate thread. Look for it under that name. I'm sure many of the T&E folks on the board and others have a favorite van story to share and perhaps others do as well. Keep in mind that I am talking about the contract van drivers, not the railroad employees (clerks in my experience) who sometimes serve a similar function at large yards.
Limitedclear wrote: Renesis04 wrote:Lets hear the whacky van driver story eh?? LOL...Which one?! When I referred to learning things from the Whacky Van Driver I was thinking of many things. Sometimes you can learn what other crews have told the van driver about their plans or in the case of overlapping crew districts, how the guys at the other terminal are thinking (for example, what work of yours they are trying to poach by reversing the manning arrangements). Other things are locations where the cab can reach you if you outlaw, how many drivers are at your terminal and what shifts (in case you know some that are SCARY, you can hopefully use your seniority to avoid them.) As far as whacky van driver stories, I've decided that this idea rates a separate thread. Look for it under that name. I'm sure many of the T&E folks on the board and others have a favorite van story to share and perhaps others do as well. Keep in mind that I am talking about the contract van drivers, not the railroad employees (clerks in my experience) who sometimes serve a similar function at large yards. LC
Shoot we could start a Forum catagory with "...stories from the rubber tire!"
Renesis04 wrote: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?
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.
arbfbe wrote: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.
Renesis04 wrote: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!
Wyonate wrote: Renesis04 wrote: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?
Mechanical Department "No no that's fine shove that 20 pound set all around the yard... those shoes aren't hell and a half to change..."
The Missabe Road: Safety First
ValleyX wrote: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
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.
23 17 46 11
rule one........SAFETY FIRST !!!
also important.......principles before personalities
edblysard wrote: 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.
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.
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.
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