This may have been covered before but would appreciate your info.
Having grown up in the 70s, I remember that Conductors were in charge of the train and responsible for coordinating train movements with the dispatcher and making sure that all the cars on his train were delivered to their destinations. Any screw ups…and the buck stopped with the conductor.
Yet, I just read a job description for a NS conductor. It lists coupling and switching duties (which used to be the brakeman’s job) and eventual promotion to engineer. (I thought that the Conductor was of higher rank since he was in charge of the entire train crew, whether freight or passenger. So does not the conductor make the higher salary?).
The job listing mentions nothing of being in charge of train personnel, communication skills, delivery of cars to industrial customers, organizing way bill, nor coordinating with dispatchers. Also under education requirements, it listed none. Yet, a friend mentioned to me that CSX and NS wanted a minimum of High School, but a 2 year College (AA degree) was preferred.
dammit oltmannd, I also can indicate x-o movement, not just grade. sheesh! My head moves side to side while diverging. The drool running out of my mouth can be used as an accelerometer if you watch carefully.
Antonio - Conductors took over all the jobs that were always relegated to other people (brakeman, switchman, etc) Engineer still sits and does what he always did.
Conductor was/is in charge of the train. The fireman was the one that was usually promoted to engineer. The switchman, brakeman, etc were promoted to Conductor which was as high as they could go on that side. Now they can become engineers.
Engineers are paid by mileage (over the road). Have no clue on conductors.
How am I doing guys?
A lot of the men (no ladies then) that came to work for the railroad in the 60’s, 70’s and 80’s were at least attendees of colleges and many had degrees - one or more. But they couldn’t make any $ in their field of work and the railroads always paid better. I don’t think (but will be corrected in a heartbeat) that the BNSF requires a college education. Eastern railroads may, but think UP and BNSF don’t.
Thanks! You did great! One of my coworkers was considering a career in the rail industry and had asked me some questions.
I knew that certan changes took place a few years back as I remember reading a post about train crew responsiblilties that CSXEngineer commented on, but I did not find that thread.
Iron Ken - I understand that you were joking. I was curious as to how the conductor’s craft functioned today compared to how it was from the 1940s thru the 70s. From what I understand, being an engineer or a conductor is still challenging and demanding.
BTW: I haven’t been here in a while. Does CSXEngineer still post on this forum? I was hoping he’d share with us a bit about his experiences with CSX conductors.
Antonio - I only know a tidbit from looking over someone’s shoulder for years. And it is pretty much old news, but I do know someone will clarify it better. It is just they are working and not around right now.
CSX checks in once in awhile and he will probably check in when he is in town.
The Conductor is still the boss of the train. He/she is also now a brakeman/switchman, train order clerk, and car man.
The conductor still handles the train paperwork (trainlist or “wheel report”, work order). Individual waybills no longer accompany car movement (in most cases, some industry work on some lines may be different). The conductor and engineer compare train make up requirements (load/mty/tonnage restrictions or requirements, haz-mat placement etc). If picking up enroute, the conductor is responsible for the proper placement of any restricted cars. Not to mention uncoupling or coupling cars, setting or releasing hand brakes, making air hoses.
If a job has a brakeman/switchman the conductor designates how the work is to be performed. If there is a student, the conductor is also now a teacher.
Engineers are not allowed to copy “mandatory directives” such as track warrants, track permits, speed restrictions etc while the train is moving. It falls to one of the other crewmembers to do so, and on most trains the conductor is the only other member left.
If your train gets hit by a defect detector or goes into emergency, the conductor, again usually the only one besides the engr left, gets to walk back to check out the problem. If it’s something minor that can be corrected (airhose, knuckle etc) the conductor fixes it.
In our area, it is becoming more customary for the conductor to handle the radio conversations with dispatchers and track foreman while moving. Not to say engrs don’t talk on the radio outside of replying to switching moves, but more and more the conductor handles the radio. After all, he’s the boss.
Mookie has most of it covered…
Conductor is responsible for a lot of things.
Placement in train of hazardous materials, air test, paperwork, makes most of the decisions on how work will be performed, if the train has to stop and do set outs and pick ups…
Decides when the train moves, and in most instances, when and where to stop.
Is jointly responsible with engineer for safe handling of the train, observance of signals and compliance with the indication of same…
Most roads the conductor is the guy who copies warrants, is responsible for track bulletins, slow orders, and has to ensure the engineer has copies of the same, and obeys them…
The engineer is responsible for the way the train is handled, and the operation of the train, the conductor is responsible for making sure he has all the things and info needed to do so.
The GCOR rules are:
1.47 Duties of Trainmen and Enginemen
The conductor and the engineer are responsible for the safety and protection of their train and observance of the rules. If any conditions are not covered by the rules, they must take every precaution for protection.
A. Conductor Responsibilities
The conductor supervises the operation and administration of the train (if trains are combined with more than one conductor on board, the conductor with the most seniority takes charge). All persons employed on the train must obey the conductor’s instructions, unless the instructions endanger the train’s safety or violate the rules. If any doubts arise concerning the authority for proceeding or safety, the conductor must consult with the engineer who will be equally responsible for the safety and proper handling of the train.
The conductor must advise the engineer and train dispatcher of any restriction placed on equipment being handled.
When the conductor is not present, other crew members must obey the instructions of the engineer concerning rules, safety, and protection of
Your info should be posted on the railroad websites! Far better job descriptions than the postings listed on Class 1 railroad web sites and on MSN.
Re: Female conductors/engineers. Here in my neck of the woods in Florida I rarely ever see female crew members. [:X] From my limited observations, CSX encourages women to climb onboard but due to the hours many young women don’t stay long. They move out of the transportation departments into positions that have steady work hours.
Antonio - I have seen 3 women (in my weekends only watching) on engines and they have all been on the right side with their window open… There may be some women conductors, but with the tinted glass, you can’t see them. And in the yards, I have seen only men riding on the cars or fronts of engines.
It is still a physically demanding job, in some cases and let’s face it - men are still the stronger sex. And that is where I am going to leave that!
The conductor is in charge of “the administration of the train” and equally responsible with the engineer for the safe and efficient movement of the train. Most railroad rule books are written such that the engineer still obeys the conductor’sorders, provided that those directions do not violate rules, ignore train orders or unneccessarily delay movement.
As far as a career path however, the engineer is a higher classification of job (i.e. a promotion from conductor). They also make a little more money than their conductors, whether the crew is paid per mile or per hour. This is because the engineer’s job is viewed as a more skilled position, since he must know everything the conductor does as well as be able to operate the locomotive(s).
Amtrak is the only “Class 1” railroad company that directly hires engineers. Because of labor union work rules, in order to become an engineer on any other class 1, youmust work at least 1 year as a conductor, then be promoted to an engineer’s position, even if you have prior engineer work experience and certification.
Also, all Class 1’s and many shortlines require that if you hire on as a conductor, you must successfully take and pass engineer training within usually 1 to five years of your hire date, as a condition of employment. This means that if you work as a couple of years as a conductor, they can give you a “mandatory promotion” to locomotive engineer if business conditions warrant. This means that you are required t
Additionally, since the early 1990’s the FRA requires that locomotive engineers be formally “licensed” or “certified” by their railroad company, under US CFR Title 49 Section 240 (http://www.Access.GPO.gov/nara/cfr/waisidx/49cfr240.html).
While conductors also undergo their own training, no type of licensing or certification of their credentials exist at the present time.
You’ve provided some great information. Thanks so much! I am amazed at how things have changed from the time I was a teen to now.
A few years back a friend of mine, a bus mechanic, last told me that he was being hired by the Union Paciific. He was re-locating from Florida to Nebraska. He liked horsepower, and his goal was to become a locomotive engineer . He was a very dedicated worker, I hope he’s doing well.
Ed pretty much nailed it down. Being a conductor myself, I can tell you that we have a ton of responsibility. There is no room for error out here, one mistake and you end up on CNN.
Sure the job discription says a conductor is in charge, but it’s more of a joint responsibility. If we get by a stop signal we both get fired, if the engineer speeds, we both get in trouble, if I run a cut of cars through a switch or through a derail the engineer goes down with me.