What does a conductor do on a freight train?

Question

What does a conductor do on a freight train?

Answer 1

Rely on the engineer.

Answer 2

The 'Conductor' is the railway employee in charge of the management of a train. All other crew members on board the train work under his or her direction. The Conductor and the Engineer (who is in charge of the locomotive(s) and operation of a train) share responsibility for the safe operation of the train and for the proper application of the railways' rules and procedures. On most railroads, Conductors are required to progress to the position of Engineer as part of the union contractual agreements.

Conductors are usually responsible for the following duties:-

Mechanical inspection of the rolling stock.

Assisting the Engineer in testing the air brake on the train

Signalling the Engineer when to start moving or in switching operations, to stop as well.

Keeping a record or log of the journey.

Checking the tickets along with Assistant Conductors on passenger trains.

Attending to the needs of passengers.

On a freight train, keeping the record of the consignment notes and waybills.

(Sometimes) assisting with the shunting or switching.

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 posistioned usually in the center of the train. The New York City Subway is the largest example of such a system. The Toronto Transit Commision 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.

If the run of a train requires more than a single shift, each shift normally has a separate operating crew, 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.

On freight trains, particularly in North America, the conductor historically rode aboard a caboose along with the rear flagman and the rear brakeman. The head brakeman if any were assigned and the fireman has always had their place next to the Engineer in the leading locomotive. The Rear brakemen occupied the caboose and provided air pressure readings on the rear of the train. Also they were able to throw the train in emergency if a problem arose on the rear of the train. Also the defect detectors of that time displayed the defects by a number. The brakemen's job was to report the number after the train passed to the conductor. If a defect was found the head and rear brakemen would begin walking the train from both ends to find and remedy the defect.

With the implimentation of end of train devices (EOTD), in conjuction with a head of train device (HOTD), elimination of the caboose for air readings was made possible. The EOTD continually relays air pressure at the rear of the train to the Engineer. Also, the Engineer can initiate an emergency brake application from the rear of the train using the HOTD as well as from the Engineers' locomotive . The defect detectors have been upgraded to communicate by radio any defects, thereby also eliminating the brakemen. Train crews were once up to six men per train (engineer, head and rear brakemen, rear flagman, conductor, fireman).

The railroad carriers have reduced this to only two. A conductor and engineer. Currently there is a monumental feud that could change the railroad forever. Some carriers want to eliminate the conductor's position since the Engineer by his qualifications, can assume the duties of a Conductor and perform the task of any member of the crew. The UTU realizing that their core membership, Conductors, is threatened with extinction, has asked the Engineers union, the BLE to join them in the struggle to keep the Conductors.

Answer 3

Stand there and watch... and brake if kids or a car gets in the way, like those awesome movies.

Answer 4

Abramelin is right.  For more info, you can look at freight railroad sites, like http://www.csx.com/?fuseaction=careers.p... that describes what the railroad wants to see.

If you want to become one, it's best to apply with the railroad and go through their training course, rather than go to a railroad school and then apply - if you do that, you'll have to take the railroad course anyway.

The railroads are going for "all purpose" employees now - you are an engineer one day, a conductor the next, etc.  It seems that the railroad wants more employees to be "on call" (available when the railroad needs them, and not assigned to any specific job).  This is because the railroad has a set number of routes and engines, and if something goes wrong, then more crews are needed to correct the situation - meanwhile, if something went wrong, a train further down the line won't run, so whoever is scheduled to THAT train will have no work, while the company is scrambling for a crew to help the original train.  The company thinks that having everyone on call and all purpose will make for more efficiencies in this situation.  However, since this happens ALL THE TIME, it would be better to solve the original problem (better track, better power, or whatever) so the first train won't get in trouble.  Also, the company doesn't realize that an employee who is perpetually on call can never have a happy life and will burn out after a few years and quit - since it takes a few years to train a conductor, this means that they will be always frantically hiring, and may not be able to hire enough people for even the most basic levels of work.

Anyway, if the train runs well, no conductor is needed.  However, if something happens along the way, it will take at least two people in the crew to fix whatever it is.  For example, if a hitch on the 50th train car fails, the employee is going to have to walk all the way back there, fix the problem, then walk all the way back to the engine and back up to the bad car, then walk all the way down to hook up the hoses and such, then walk all the way back to the engine and keep going.  Meanwhile, no other trains can run because the track is blocked, and this will take hours.  The railroad is thinking of having "utility" conductors on call in remote areas, who will be called to action only if there's a problem with the train.

Another innovation that railroads are working with is remote-control technology.  This allows a conductor to work without an engineer - he just has a remote with him that will run the engine.  This has been shown to be fairly safe, as long as it's used in yards where there are no civillian bystanders around (no remote control on long trains going through cities), and where the route is predictable.  A train has two ends, and someone has to be at either end to make sure that the train doesn't run over somebody or crash, and remote control means that one end isn't being watched.  Aslo, remote-controlled engines are SLOW (for safety), so operations take longer.  However, if the company can cut the cost of an employee on the crew, and they don't care if the train is delayed, they will consider remotes.

Answer 5

they are usually drunk when they get to work so a good 8 hour nap works then there ready to go do some more drinkin

Answer 6

freight train is different to a passenger train.  freight train is a train that move not people but baggages and freights. therefore there is no passenger whom the conductor has to ask for ticket.

therefore there is no conductor in a passenger train.

Answer 7

conducts

Answer 8

he oversee;s safe operation of the train also stand by for the engineer he takes care of the trains safety

Answer 9

they actule keep track of cars,whats in them and time tables. They are slowly being replaced with computers