This will be my second time trying for a conductor job. The first time I made it all the way to the interview. Is there any pointers someone can give me or do they usually hire people on there second try that made it as far as I did. I was invited this time for a session. last time anyone could come. Not sure if that makes a difference. Thanks Kris Copyright 2008 Jerry DeBene
Cant really say, just be yourself and do not let them know that you have interest in trains. You are wanting a good career with good benifits and steady work. Then you also are the type of person who tends to do stuff around the house or some volunteer activies in the community. Best of luck to you, hope that this helps you out a bit. Copyright 2008 Jerry DeBene
Just remember the 3 S's Safety,Stability (steady job),Shift work. These are some of the things there looking for. I believe any experiance with heavy Equipment operation is also a plus. Good Luck I start classes with UP Nov. 6th in North Platte (only 5 different trys with the same interviewer) Copyright 2008 Jerry DeBene
The hiring sessions are a crap shoot. I know several qualified men that went and didn't get the job, and several that had no experience and did get hired. I know of one guy that went 15 times before finally getting a job! If you are interviewed, it is important to let them know you are looking for a long term career with a good retirement. Don't give up....with the high turnover rate railroads are experiencing, you'll get more chances later. Good Luck!!!!!
I had heard that you should NOT display any Railfan mentality and focus only on job issues... Copyright 2008 Jerry DeBene
Nothing, unless you want a job working on those trains and deal with an interviewer that thinks that's all you want to do is sit and watch and not contribute to the work. Copyright 2008 Jerry DeBene
Good advice for you Kris. There's nothing wrong with both being a fan and working on the railroad but the catch is being able to separate one from the other. The interviewer may not take a chance on your ability to do that and just pass you over if he even suspects it may come into play. It's tough to work with a new guy who's primarily focused on how it was 'back in the old days' and less concerned with how it is here and now. Good luck! Copyright 2008 Jerry DeBene
I interviewed with NS out of college for a Roadmaster position. The personal interview came first. I wouldn't mention an interest in trains, but I did mention that my Dad worked for the CNW and the interviewer seemed to like the fact that railroading was in the family. After that, I was invited to take some tests. The first was some wierd psych profile test where they try to determine what type of person you are. After that came an analytical skills test. Make sure to brush up on your math skills for that one, and it's timed so you can't be wasting time figuring out how to do long division by hand again. The rest was pretty straight forward. They never told me which test I didn't score well enough on, just that they had no interest in hiring me. If you pass the tests, then came the panel interview at corporate headquarters. Copyright 2008 Jerry DeBene
Right now I think you could just walk past the door at NS, wave and you'd get hired for management. The turnover is a little on the high side these days. Unfortunately...there's reasons for that. They told me they'd take almost anyone with a warm body for a road foreman job and even fewer qualifications for trainmaster. Copyright 2008 Jerry DeBene
What is a "Road Foreman" and/or a "Trainmaster?" What is a "Roadmaster?" Thanks. Copyright 2008 Jerry DeBene
Road Foreman (of Engines) is the locomotive engineers' boss. Trainmasters are supervisors of all things moving, and the people doing the moving. This includes crews and yardmasters. Roadmasters are in charge of a given section of railroad and handle all things regarding maintenance of track. There are also chief dispatchers, who are in charge of the dispatchers. Superintendents, in charge of a given terminal and over the trainmasters. Road superintendents govern a segment of mainline or a division, and are over the road trainmasters. Division engineers are over the roadmasters for a particular division. I think that about covers it. Copyright 2008 Jerry DeBene
To put my experience in- I got a certificate in General Railway Operations at a local junior college. The course was taught by BNSF (and one Metrolink) employees. I applied at Union Pacific and was called for a hiring session two days after I applied. I aced the exam and in the interview I alluded to being a railfan by saying that being an engineer is my dream. Nevertheless I was hired, and I believe I am one of the most hard working employees there! I take a certain pride in my job that most others don't. Copyright 2008 Jerry DeBene
Why the high turnover? So, what do conductors do nowadays? Good luck! I am one of those who prefers to keep my hobbies separate from my work, for fear of ruining one or the other! Copyright 2008 Jerry DeBene
Trains dont put themselves together. Someone has to throw switches, couple the locomotives to the train in the yard, double the sections of the train together to form a complete train and if you are "lucky" enough to work out of a yard with no carmen on duty, you get to inspect the train to make sure your paperwork agrees with what your train is and you must do a visual brake inspection. That means you must walk the whole length of the train to make sure the brakes are PROPERLY set, and if so,upon reaching the end of the train, instruct the engineer to release the brakes and then walk the length of the train back up to the locomotives to make sure the brakes are PROPERLY released. Oh I forgot, without a carman You first must carry a very heavy EOT device to the rear of your train and install it, test it and make sure it operates properly before doing your air test. When you are satisfied that the brakes are working properly and the engineer is satisfied that his locomotives are operating properly and have no FRA violations, you both must make sure that your train is in compliance with FRA and your carriers rules. Completing that, you must make sure you have the proper authority and paperwork to enter the main line. Once you satisfy that requirement, you can begin to fill out your delay report(train operations form)signal sheets and any form A or B's that the dispatcher may have for you. Once you get your highball you can settle back until your first enroute work. That enough for now? Charlie Copyright 2008 Jerry DeBene
