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The 'Conductor' is the railway employee that is 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 (whom 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. Older style Tram s ( Streetcars ) required a conductor primarily to collect fares, but also to assist with shunting and attend to passengers' needs. Modern ticketing arrangements have largely done away with the need for conductors on street railways. The word 'guard' is British in origin, and is derived from the old Stagecoaches . A 'Guard' is an 'Asst. Conductor'. They are usually responsible for the following duties:-
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. Under some circumstances, Bus or other urban Mass Transit systems may employ conductors; this is particularly common in the case of Antique or antique-reproduction Streetcar s, as such cars are often designed for a crew of two or more. 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. On some subway systems, trains nolonger have Conductors and only train operators. Passenger Train s may employ one or more assistant conductors, whom assist the Conductor and Engineer in the safe and prompt movement of the train, to share the workload and accept delegated responsibility. 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. ''See also:'' Routemaster , a bus in the United Kingdom . For more information about freight railroad conductors and their jobs, see: |