It’s really obvious what the engineer does on a freight train. What exactly does the conductor do on a freight train?
When he’s not punching holes in the tickets, he gets to take the blame for the engineers mistakes.
[(-D] Ha,ha.That’s not funny bwisch [:(!].
A conductor these days,sits on his/her butt…[:D].
No a conductor,if their on a road train,checks the wheel report of a train for hazmats,speed restrictions,movement restrictions,and goes over the train orders with the engineer.
He is also responable for alignment of switches in the yard,and out online of road (if there’s a set off or pick up).He also ties/unties handbrakes on the cars.And makes up or disassembles the train by pulling the cutlevers on the cars or locomotives.
He then handles the paper work associated with registering off duty and paperwork needing faxed to the Central Yard Clerks (CYO).
And on the NS they call the signals out over the radio.
And they sometimes take track tome permits and new slow orders given out by the dispatcher.
So the conductor still has alot of responsibilities.
And sometimes a conductor helps the yardmaster out on making the turnover of the yard after switching cars around.
The conductor has the overall responsiblity for the train. He must ensure the train is properly built according the the rules, and the train consist is accurate. He also preforms any work the train must do enroute and updates the train consist to reflect that work. If necessary, the conductor will also conduct the required air test. Additionally, if the train goes in emergency, he’s the guy that goes back to fix the problem.
Nick
Everything but run the engine (although rumor has it they do that sometimes, too).
Throw switches, pull cut levers, paperwork, extra eyes for the engineer, brake tests, paperwork, walk (a lot), roast in the summer, freeze in the winter (at least up north), paperwork, direct hitches, tie up brake hoses, call signals, among other things.
Of course, that depends a lot on whether it’s a local or a through train. On a through train, he/she has it a tad easier. Mostly the paperwork and the extra set of eyes. On a local, the conductor earns his/her pay, for sure.
[edit]And everything everybody else has said…
It sounds like most of the conductor’s work is done while the train is stopped, either before it leaves the yard, or along the way. How about while the train is going down the road?
While moving the conductor, along with the engineer, is reponsible for keeping track of speed restrictions, work areas, etc. In addition, both crew members are also required to inspect both thier own and passing trains. The conductor’'s also charged with communicating signals to the engineer, ensuring the engineer complies with signal indications, and is some cases calling the signals over the radio.
Nick
When they’re inspecting a passing train, from a siding, for example, do both engineer and conductor stay in the locomotive? Or, does one get out, cross the tracks, and inspect the other side of the passing train? Is the inspection done on every passing train, no matter if it’s from a different railroad?
speaking of pay…here on csx…the conductor is responsable for putting in the time card for him/her self as well as the engineer… so when an engineer has a newbie conductor…we watch them like a hawk then they are filling out the timecards so we make sure WE (engineers) get payed rigth…try going through payroll to get a payroll error fixed becouse of a mistake in payroll reporting on a time card… take it from someone that has been there…its NOT FUN!!!
csx engineer
NORAC:
72. Inspection of Moving Trains
Employees must observe passing trains for defects, and the display of headlights, markers and auxiliary lights. The improper display of headlights, markers and auxiliary lights must be reported to the train and the Dispatcher. Trains must be notified and stopped if any of the following defects are observed:
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Hot Journal.
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Sliding wheel.
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Broken wheel.
You’re suppose to inpect every train you pass, regardless of railroad. Actually, any railroad employee, regardless of craft, is suppose to inspect a passing train.
CSX’s rules require (if his train is stopped) the conductor to dismount and preform the inspection from the ground. Practically, however, that rarely happens. They also suggest that you move away from the side of the locomotive that the train is passing on - in case of a shifted load or leaning car.
Nick
Sleeps [zzz]
A former engineer would say that![}:)]
If you’re in DTC or TWC territory, it falls to the conductor to do the necessary paperwork, box-checking and radio communication. Rules prohibit the engineer from doing it while the train is in motion.
Can you expand on what that means? Thanks
Sure. In Direct Traffic Control territory, the dispatcher will grant permission to occupy certain blocks designated in the timetable. The conductor is the person required to fill out the warrant form and communicate with the dispatcher.
In Track Warrant Control territory, the dispatcher will give the warrant to the conductor, who has to check the appropriate lines on the Warrant form and fill in blanks as necessary, then correctly repeat the instructions to the dispatcher.
In both cases, the engineer is prohibited from dealing with this while the train is in motion–his mind should be on the track and signals ahead.
And when the train goes into emergency or activates a Defect Detector, the Conductor gets to pound the ground and inspect and ‘hopefully’ rectify the malady.
So…which job is the preferable job…engineer or conductor? Or are they equal status/pay, etc?
Seems to me that the conductor’s job has the potential for quite a bit more activity. If it is a local, they they are outside. BTW, do most locals only have 2 crewmembers or 3?
I have also listened in when a train goes into emergency and the conductor must walk the train and if necessary change knuckles or hoses.
What is the absolute worst aspect of being a conductor?
ed
I actually make mor about $40 more per round trip, in our current combined contracts, and that’s pretty typical that the engineer makes more through out our industries history.
Some days the conductor really works his butt off, some days his just there for the ride in the country side!
Here on the CN in western Canada …
The engineer operates the train, calls signals on the radio and copies orders if the conductor is unable to.
Everything metioned above happens on CN as well. Copying orders from the RTC, checking the journal and watching the track. CN conductors are CLO qualified because CN has extended runs. This means that conductors are training to temporaily take over for the engineer if he needs to step out or take a break.
On CN if you are stopped in a siding BOTH crew members are to get out on the ground and inspect each side of the train. The reason both crew members must get out is because there are defects that you can smell such as sticking brakes. If the engineer is inside … they could miss that smell.
ALSO if the dispathcer puts you in the siding and you know you will be there for a while … the conductor is to drop off upon entering the siding … inspect one side of his own train on the roll by … and then inspect the other side when walking up to the head end (that only happens when you know you are being watched).
On most Class I carriers, one initially hires out into Train Service as a Conductor/Brakeman/Switchman or any other term a carrier may use. One works in Train Service for varying periods of time until there is a need for more engineers, then in seniority order Train Service employees begin training to be a Locomotive Engineer, should they fail to qualify as a locomotive engineer most agreements require their employment in Train Service be terminated.