Truckie

The test is of 12 signals (with definitions and indications)?

I don't know what LIRR does so I can not compare. MNR's process (at a minimum) is initial hiring test, background check, panel interview, medical testing (their doctor), physical ability test and if you get through all that you get called with a start date. Day one is usually orientation (filling out paperwork, having various MNR rep's talk to you,etc). Day 2 is the start of engine school.

Very uncommon.

Sorry to say you already got them. The newer of the Hudson Line electrics started appearing around 2007. Around the same time the older M1's were retired. Connecticut only started seeing their new trains with in the last few years and was long overdue due to the problem plagued M2/4/6's. You'll have to wait another 2 to 4 years to see the M9's

I don't know anything about the testing but once you get into engine school you are a Metro North employee and get paid from day one.

No line gets priority over the others. The RTC does it's best to get ALL trains in on time. Unfortunately there are variables beyond their control. Examples are track work, disabled trains, issues where police assistance is needed, circuit problems, etc. The dispatchers generally will run trains in timetable order. In issues previously stated, a train or two may get held for a late train.

Could be one of a lot of reasons. Frequency of diesel/Amtrak is not one of them.

I would imagine if someone live on Long Island they would prefer LIRR, and vice versa.

VG8 is spot on. Just to elaborate briefly, a GCT to White Plains ticket will get you as far as Irvington on the Hudson and Harrison on the NH Line. Should you choose to go to Tarrytown with that monthly, you will be charged a $3.00 ride extension on the train. One last note, only monthlies and week tickets are transferable from the Harlem and Hudson to the New Haven. Single ride tickets (one way / ten trips) are not valid for travel from the Harlem and Hudson to the New Haven LIne.

In a nutshell, $$$$$. Doing so would be a hugh economic liability. Constructing substations, erecting third rail (including the yards in Poughkeepise). The cost vs necessity would not be worth it at this point in time as the upper Hudson service can be handled with the diesel fleet.

Everyone marks up as certified conductors on at least two of the three lines. Whether they mark up to a conductor job or an a/c jobs is dependent on what's vacant. If no vacant jobs, list jobs are made up. I've seen many newly marked up conductors being thrown to the wolves on day one.

The Metro North conductor (what this tread is about) test has NOTHING to do with New York, NYC or any other geographical area. It's strictly a dummy test. Reading comprehension, basic math, mechanical comprehension and a personality test. NYC Transit is a different ball game.

That would be impractical to say the least. M3's and M7's are used interchangeably between the Harlem and Hudson. If they were color coded you would continuously see green on the blue and blue and the green and a mixed bag on a single train. As it stands, both on Saturday and Sunday train 9642 goes from Southeast to GCT. At GCT that same consist goes to Harmon as train 8747. It's bad enough on the occasions a red train gets sent up the Hudson and Harlem with passengers and the questions that ensues.

Anytime the conductor position gets advertised, the carrier gets thousands of applicants (hence the short window they are accepted). Out of those, a few hundred might get invited for the test. Then background check and ultimately interview. Being MNR has been hiring an average of 80 a year and the position gets advertised approximately once a year, you can figure out the odds. Should any get fortunate to get as far as an interview, it's a panel interview with three MNR reps (1 from HR, 1 trainmaster and 1 training officer) and lasts roughly an hour.

Unfortunately it's a lot more involved to get trains up and running than turning a key and go. When the trains were stopped as abruptly as they were, everything is out of place. There were numerous trains layed up at GCT last night where they can't get their proper daily inspection. Crews were running trains around last night and this morning to get the trains into position get properly inspected (and repaired as needed) and have some what reliable service this afternoon. There was also switch issues at a major interlocking in the Bronx that needed repairing.

Exactly what CGeorge said. The only time you may not get 40 is when you are displaced (bumped) and pick a new job running into consecutive rest days. That can also work the other way. There is overtime, either by working a rest day or owning a job with built in overtime.

Grand Central Terminal in NY, Croton-Harmon, Poughkeepsie, Wassaic, Brewster and North White Plains in NY. Danbury, Stamford, Bridgeport, and New Haven in CT. Once out of training, your choice on where you work is strictly based on seniority. It's not uncommon for newly marked up conductors to have to travel to the yard the furthest distance from you to work. If you are at the very bottom of the seniority roster and live in NYC and there is only one job available in Poughkeepise, guess where you are working? Some positions are extra list positions. This means you don't have a steady schedule and you live on a two hour call. Example, you could get a call at 3am to be in at 5am or a call at 9pm to be in at 11pm (or anywhere in between). The average time of training is one year. You will have homework and you will have tests several times a week. During training you will have to report when and where you are told, on time. I will admit, it can be a great big pain at times. Being at the bottom is not fun. You will be bumped and have to pick a new job (schedule). Making plans for a personal live is difficult at best. All this aside, it gets better with seniority. Realistically, it's a life style. I can assure you it's unlike any job on the outside. The responsibilities of the job are outlined on the advertisement. Should you be fortunate enough to get an interview it is a good idea to know them by memory. Feel free to ask any other questions. Good luck.

Ahhhh....

Just south of Ludlow is a sewage treatment plant. Could have been from there.

They are outlined in the reference notes on the timetable. H - Primarily to discharge passengers. Train may depart up to 5 minutes earlier than the time shown. D - Stops only to discharge passengers. R - Stops only to receive passengers.

All done, it was only temporary going into it.

Every craft has its own exam. Go to mta.info and navigate through the links to the employment page. You will then see the positions applications are being accepted.

I call my engineer the "driver" all the time. I get a certain feeling come over me when his head is about to explode. Although in other parts of the world they are called drivers.

Generally speaking 10 cars. There is one Harlem Line morning train that is 12 cars. There may be 12 car trains on the New Haven Line but can't say for sure.

Multiple disabled trains.