Introduction

A conductor is a key member of the train crew, tasked with operational and safety functions that do not include the actual driving of the locomotive. So, if they aren't responsible for operating the train, what exactly do they do? This position carries significant duties and responsibilities, which I'm pleased to explain.

Responsibilities of a Conductor:

• Ensure compliance with safety regulations and protocols
• Maintain the train’s schedule
• Operate power doors
• Handle ticket sales and customer service
• Oversee the loading and unloading of cargo
• Manage necessary paperwork, such as waybills
• Direct train movements during reverse operations
• Connect and disconnect rail cars
• Assist with the management of rolling stock

Conductors typically observe the platform from the middle of the train. Many railroad companies advocate for advances in automation, suggesting that most transit systems could transition to one-person train operations (OPTO). I find this perspective overly simplistic, as it implies one individual can adequately handle all safety and operational aspects. More on this will be discussed in the conclusion.

Discontent among workers and their unions has led to strikes in recent months, emphasizing the importance of teamwork between engineers and conductors. Systems like the New York City Subway, Toronto Transit Commission, and Sydney Trains continue to employ conductors.

Commuter and Freight Trains in North America

Conductors are responsible for managing freight and passenger trains, overseeing the crew, which may include brakemen, flagmen, ticket collectors, and onboard service staff. The conductor is in charge of the train's movements while the engineer follows their directives.

The portman (station master) and other engine crew members share the responsibility of ensuring safe and efficient train operations.

Additional Duties of a Conductor:

• Collaborate with the engineer and dispatcher regarding movement authority and ensure it is not exceeded
• Communicate with yardmasters, trainmasters, dispatchers, and onboard service staff
• Remain vigilant to signals, switch positions, and any conditions affecting safe movement
• Inspect rolling stock
• Aid the engineer in testing air brakes
• Signal the engineer for movement commands
• Maintain journey logs
• Collect fares on passenger trains
• Keep detailed records of consignments and waybills
• Oversee shunting or switching operations

Passenger Train Crews

On passenger trains, conductors may have one or more brakemen or assistant conductors to help with the safe and timely operation of the train and share the workload.

Legal or contractual limits on working hours are a significant concern for rail companies. If a crew's route exceeds a single shift or conflicts with legal limits, additional crews are assigned.

When multiple crews are assigned, each will have its own brakeman or assistant conductor. Onboard service personnel remain active for the entire journey, including designated meal and rest breaks.

Historically, conductors would operate from a caboose, but advances in technology and cost-cutting measures have rendered this car obsolete. Consequently, conductors now work from the front of the train, often resulting in the elimination of other crew members.

Freight Train Crews

Today, most freight trains operate with a crew of just two: an engineer and a conductor. Railroad companies are still striving to reduce crew size, driven by the allure of lowering operational costs.

Railroads justify this trend by stating that engineers, who are also trained as conductors, can perform both roles. Many engineers begin their careers as brakemen before advancing to conductor and then engineer.

Montana Rail Link already operates with only an engineer and a conductor. Crew agreements with unions mandate that a brakeman or assistant conductor must accompany the engineer.

If the railroads were to eliminate the conductor's role, new agreements would need to be negotiated with the unions.

If successful, conductors trained as engineers could transition to that role, while others would need to seek alternate positions or risk job loss. The Brotherhood of Locomotive Engineers and Trainmen (BLET) opposes this movement, arguing that having a single operator is unsafe. While railroads aim to maximize profits, I tend to align with BLET’s viewpoint.

Remote Control Locomotives

By the late 1990s, remote control locomotives became widely used in North American rail yards for switching tasks. This system enables conductors to operate locomotives via a wireless remote, rather than relying on commands relayed to an engineer.

Class I railroads employ RCO packs for some of their conductors, depending on the yard’s size and type.

To qualify for RCO packs, Class I railroads provide their conductors with classroom instruction and hands-on training, culminating in certification as RCO operators.

Class I railroads like Norfolk Southern require RCO-qualified conductors to work from job boards that handle RCO operations, ensuring companies gain maximum value from their investment in training.

Train Hosts

Federal regulations in the U.S. do not mandate a two-person crew. When the Utah Transit Authority was planning its FrontRunner commuter rail service, it intended to operate with a single operator.

Revenue collection was to be managed through a proof-of-payment system, which requires passengers to carry proof of payment. However, before operations could begin, the Federal Railroad Administration (FRA) mandated a second crew member for safety-related emergencies.

The second crew member on FrontRunner is termed a “train host,” focusing on customer service rather than operational duties. Other services, such as Amtrak’s Downeaster, also utilize train hosts to assist with customer service responsibilities.

Subway Trains in North America

In subway systems, conductors typically have the following responsibilities:

• Confirm train alignment at the platform
• Operate train doors
• Make announcements
• Monitor the platform during departure

Greater Boston

In the Massachusetts Bay Transportation Authority, heavy rail trains operate with two-person crews: a motorman and a conductor. The motorman operates the train, while the conductor manages door operations from the second-to-last car.

When a train arrives, the conductor uses cab controls to open the doors. Two sets of controls manage doors in their car and those ahead or behind it.

After passengers board or disembark, the conductor closes the doors in the forward section first, followed by those to the rear, using a door chime to alert passengers.

New York City

The Metropolitan Transportation Authority operates its trains with two-person crews, comprising a motorman and a conductor. The conductor, stationed mid-train, manages door operations.

Upon arrival at a station, the conductor verifies alignment with a black-and-white “zebra board” to ensure the train is safely on the platform before opening the doors.

The conductor signals the motorman and watches passengers as they board. Doors remain open for at least ten seconds, and the conductor announces a closing warning before securing them.

Port Authority Trans-Hudson (PATH)

PATH trains also operate with a two-person crew, consisting of a motorman and a conductor, who manages door operations and announcements from the rear of the first car.

PATH is a rapid transit system that operates in New Jersey and parts of New York City, following similar procedures to the Metropolitan Transportation Authority regarding door operations.

Chicago

Before 1964, a conductor was responsible for door operations and announcements on “L” trains. However, with the introduction of the Yellow Line, the Chicago Transit Authority began moving toward a one-person operation, completing the transition by 1998. This shift saved approximately $13.8 million, with former conductors retrained as customer service representatives or supervisors.

United Kingdom

Under British Railways, guards had various grades based on their duties with either freight or passenger trains. Guards with significant customer interaction were classified as conductor-guards or conductors.

Conclusion

I believe it is crucial for railroads to consider maintaining the conductor position as part of the train crew. Conductors prioritize the safety of passengers and cargo, and their absence could expose both to significant risks.

Removing this role could lead to increased liability for railroads if safety incidents occur, as no single individual can be omnipresent during all potential challenges.

The conductor's position also provides opportunities for career advancement within the industry. I hope management and unions can collaborate to prioritize customer satisfaction and safety for overall success.

Finally, railroads should reflect on the importance of having more than one person familiar with train operations. What happens if the engineer faces a crisis or equipment failure? Is it reasonable to expect one individual to manage both the train's safe operation and any emergencies?

The implications of a one-person operation could be dire, and I believe the movement towards this model is misguided. It is essential to find solutions that prevent such changes from occurring.

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