Hi there! Conductor/er Information please?

[Anonymous]

I am looking for information on Conductors duties. What do they do and how often and the whole nine. My grandson wants to be a *train man* so I want to educate him.  Thankyou for anyhelp you may give me.

[arkansasrailfan]

a conductor is the boss of the train, but he does not run it, because that's what the engineer does.
, and years ago, with a fireman(all firemen and brakemen were layed off during the 60s, 70s, and 80s)
a conductor would wear the well known con. suit on passenger runs, but for all freight he would wear plain clothes. He would ride with the brakman in the caboose, until cabooses and firemen and brakemen were phased out, and with the advent of End Of Train Devices(EOTD), all now ride in the cab with the engineer. A trainman is also known as a brakeman, but now the conductor does that job. There are other jobs that are out there. Trains Mag. in their 2004 survey of Overrated and Underrated, the engineer was overrated.

[wjstix]

In steam days trains had a four or five man crew - engineer and fireman in the cab, conductor and brakeman in the caboose. Longer trains would have a 'head-end' brakeman riding in the cab or in a special "doghouse" built on top of the tender. Engineers were promoted up from the ranks of fireman, and conductors started as brakemen. The conductor was the "captain", the head guy of the train.

In recent years (since cabooses stopped being common, mid-1980's or so), most trains run with a two man crew - an engineer and a conductor, both riding the lead locomotive. Generally the engineer is now the senior guy, in train service now you would start as a conductor and if you wanted to eventually you could be advanced to engineer.

[Anonymous]

Hi there, I am still learning how to manuevere in here, anyhow, Thankyou very much for your information. It is very helpful. So while running the train, there is an engineer and a conductor, what about the cabboose? Does anyone ride in there? And how long does it take for one train to get to where they are going, I mean I have seen like 100 cars and I know you have to start and stop alot. This whole deal is very interesting and the more I read the more I like it. Nice to meet you as well, and thanks again.

[cnwfan51]

     Labor agreements between the United Transporation Union and the railcarriers elinated the caboose and brakeman so that is why you dont see the caboose anymore.   The only time you will see them is when they are used in either work train service or on industry switching jobs where the foreman or helper will use as a platforn for an extended reverse move.   All of the major railroads have tried without much success to reduce the crews to engineer only  But the fedral courts have  told all of the carriers that the 1986 agreement stands and until their safety and service records improve there will be at least a two person crew.   As a conductor   when   I reprort to work at either my home terimal or my away from home terimal I have get my own paperwork like the clerks use to do and if there is any switchig to be done I have to insure the right cars are set out on the right track and the right cars are picked up. The engineer and I are equally responible for the safe operation of the train in our charge,  And the last thing either of us wants is to see anyone hurt or killed   CNW FOREVER    Larry

[trainman536]

The 'Conductor' is the railway employee charged with the management of a freight, passenger, or various other types of train, and is also the direct supervisor of the train's "Train Crew" (brakeman, flagman, ticket collector, assistant conductor, on board service personnel). All train crew members on board the train work under his or her direction. The Conductor and Engineer, who is in charge of the locomotive(s) and any additional members of the "Engine Crew" (fireman, pilot engineer) share responsibility for the safe and efficient operation of the train and for the proper application of the railways' rules and procedures. On some railroads, Conductors are required to progress to the position of Engineer as part of union contractual agreements.

Conductors usually have the following responsibilities:-

• Jointly coordinating with the engineer and dispatcher the train's movement authority, and verifying this authority is not exceeded.
• Communicating and coordinating with other parties concerned with the operation of the train: yardmasters, trainmasters, dispatchers, on board service personnel, etc.
• Being alert to wayside signals, position of switches, and other conditions affecting the safe movement of the train.
• Mechanical inspection of the rolling stock.
• Assisting the Engineer in testing the air brakes on the train.
• Signalling the Engineer when to start moving and when and where to stop.
• Keeping a record or log of the journey.
• Checking the tickets and collecting fares on passenger trains.
• Attending to the needs of passengers.
• On a freight train, keeping the record of the consignment notes and waybills.
• Directing, coordinating, and usually manually performing, the shunting or switching the train needs to perform.

Passenger trains may employ one or more assistant conductors, who assist the conductor and engineer in the safe and prompt movement of the train, to share the workload, and accept delegated responsibility.

Some subway systems may employ conductors for the sole purpose of making announcements and opening/closing doors--as opposed to a train operator doing the job--for safety reasons. The conductor is often positioned in the center of the train. The New York City Subway is the largest example of such a system. The Toronto Transit Commission uses conductors as well. On some subway systems, trains no longer have conductors, and run with the train operator alone, or under One Person Train Operation (OPTO).

If a train crew's route, or tour of duty, exceeds a single shift, or is in conflict with any rules pertaining to a legal or contractual limit to the number of hours that can be worked, more than one crew may be assigned, each with its own conductor, while onboard service crew members aboard passenger trains normally remain on duty for the entire run, including their assigned meal and sleep breaks.

Since nearly the beginning of railroading in North America, on freight trains the conductor rode aboard a caboose, along with the rear flagman and the rear brakeman, and was able to perform his or her duties from there. With advances in technology and railroads seeking to reduce labor and operating costs, cabooses were made redundant and in most cases eliminated altogether. This caused the conductor to be relocated from the rear of the train to a position on the locomotive (or locomotives) at the head of the train. Gradually, these same conditions also eliminated in most cases the members of the train crew under the conductor's supervision: head and rear brakemen, flagmen, and others.

Most freight trains on most railroads today have a crew of two: one conductor and one engineer. Railroad companies continue to press for reduced operating and labor costs and this threatens to eliminate the position of conductor. Railroads rationalize that since the engineer is already qualified as a conductor he can easily assume the duties of a conductor. In fact, the progression on most railroads are that engineers begin their career as a brakeman/asst. conductor, conductor and finally engineer. Some railroads, have already implemented such a strategy, notably the Montana Rail Link, and operate with an Engineer, and an "Assistant Engineer". However, most railroads are contractually obligated to employ at least one conductor in addition to the engineer, via Crew Consist Agreements negotiated with the major rail unions, primarily the United Transportation Union (UTU). Therefore, in order to eliminate the conductor position it would be necessary for the railroads and unions to negotiate on this issue. If the railroads were successful, the conductors that have already been trained and certified as engineers would be able to work as engineers. Those that have not yet progressed to engineer would have to be trained as engineers as positions become available. Others would have to accept other positions or possibly lose their jobs. The primary union for engineers, the Brotherhood of Locomotive Engineers does not support this movement, claiming that requiring its members to operate trains alone would be unsafe. The conductors' union, the United Transportation Union, also opposes this initiative, despite historical differences with the engineers' union.

 

[edit] Train Conductor (UK and Australasia)

See also: Revenue Protection Inspector

In the UK and Australia/New Zealand, the person with ultimate responsibility for operation of a train is usually described as the Guard. The term 'guard' is derived from the days of stagecoaches.

Until the later part of the 20th Century, Guards on passenger trains in these countries did not have routine responsibilities for ticket inspection or sale. Their jobs focused more on safe operation of their trains, timekeeping and handling parcels and other consignments. In recent years, passenger train Guards have been assigned more responsibility for on-train revenue collection and ticket inspection. When the Guard has a significant customer contact role, the position is usually classified as Conductor-Guard or Conductor.

On long-distance expresses, the Conductor's title is sometimes enhanced to Senior Conductor in line with the implied prestige of operating these trains and historically under British Rail the long distance InterCity trains were normally worked by the most senior guards at the depot. Hence the name Senior Conductor. Several of the more recent private passenger train operators in the UK have further renamed the (Senior) Conductor's passenger facing title to 'Train Manager', although in the Network Rail Rule Book they are still referred to simply as the Guard.

As well as ticketing and customer care, most Guards are trained in 'emergency protection' duties, should an emergency arise. This involves using emergency kit such as detonators, track clips and flags to prevent other trains colliding with, for example a derailed train. If in a crash the driver became incapacitated the Guard is often the only person left who can protect the train.

 

[edit] Conductors in Europe

A Russian train conductor in front of the express train "Repin"

 

[edit] Switzerland

In general, Conductors in Switzerland have the necessity to collect tickets and punch them, fine people the first charge of 80 CHF for not having a valid fare (tickets in Switzerland are valid for one month), to initiate the announcement system. They also have to fine people if they take a longer trip than normal (i.e. If one takes a train to Bern via Biel and they departed from Geneva; which is a longer trip than taking the Inter City via Lausanne, the conductor can fine that person a supplement. They also inform people of when the train's doors are going to close. Many conductors, especially those on night shifts and on isolated regional lines are being instructed on how to defend themselves against would-be assailants.

 

[edit] Tram (streetcar) conductor

Many antique or heritage trams (streetcars), which operated through the earlier part of the 20th Century, were designed for operation by a crew of two or more. The conductor primarily collected fares and signaled the driver when safe to depart from stopping places. The conductor also assisted with shunting when necessary, changing the trolley pole and attended to passengers' needs.

Modern vehicle design and ticketing arrangements have largely done away with the need for conductors on street railways and Light Rail systems. However in recent years a number of modern tram or Light Rail systems have introduced (or re-introduced) conductors to minimise fare evasion and to provide customer care, supervision and security functions, even in situations where a second crew member is not strictly needed on account of the vehicle design or operation.

Systems of ticket checking and selling by a conductor:

• takes place while entering, the vehicle cannot leave until this is (almost) finished
• takes place after entering an entrance lobby, while the vehicle already moves, after which the passenger moves to the seating area of the car
• the passengers get seated and the conductor comes to them

Modern mass transit systems which operate with conductors on trams include:-

 

 Taken from Wikipedia encyclopedia

[wjstix]

Hi there, I am still learning how to manuevere in here, anyhow, Thankyou very much for your information. It is very helpful. So while running the train, there is an engineer and a conductor, what about the cabboose? Does anyone ride in there? And how long does it take for one train to get to where they are going, I mean I have seen like 100 cars and I know you have to start and stop alot. This whole deal is very interesting and the more I read the more I like it. Nice to meet you as well, and thanks again.

Generally the longer the train, the less it's going to be stopping - a train with 100 cars is likely connecting two large cities, or running from one yard to another etc. It's running direct from say city A to city B on the mainline, and may not stop at all or may stop only to change crews and/or refuel. A 'wayfreight' is a freight that takes cars to and picks up cars from local industries, it's usually slower and has less cars. So, if a manufacturer in Chicago is sending a boxcar to a distributor in Kansas City, the loaded boxcar might be picked up by a local freight in Chicago and brought to a yard, where the car is put into a mainline freight that runs to a yard in Kansas City. In KC the car is switched into a local freight that delivers the car to the distributor.

In "classic" era railroading there would be a minimum of four crewmen on a train - an engineer and fireman in the engine, and a conductor and a brakeman in the caboose. They often were somewhat apart - for example, the engine crew usually ate at a local beanery and slept in a hotel or YMCA etc.; the caboose crew usually ate and slept in the caboose. 

Generally you started on engine service as a fireman and eventually became an engineer, or you started as a brakeman and worked your way up to conductor. They were in different unions and had separate seniority lists etc. and generally you stayed in one or the other - that is, you usually wouldn't start as a brakeman and then become an engineer.