Conductor (transportation)
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- For other meanings, see conductor.
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[edit] Train Conductor (North America)
The 'Conductor' is the railway employee charged with the safe and efficient operation and management of a freight, passenger, or various other types of train, and is also the direct supervisor of the train's "Train Crew" (brakeman, flagman, ticket collector, assistant conductor, on board service personnel). All train crew members on board the train work under his or her direction. The Conductor and Engineer, who is in charge of the locomotive(s) and any additional members of the "Engine Crew" (fireman, pilot) share responsibility for the safe operation of the train and for the proper application of the railways' rules and procedures. On some railroads, Conductors are required to progress to the position of Engineer as part of union contractual agreements.
Conductors usually have the following responsibilities:-
- Jointly coordinating with the engineer and dispatcher the train's movement authority, and verifying this authority is not exceeded.
- Communicating and coordinating with other parties concerned with the operation of the train: yardmasters, trainmasters, dispatchers, on board service personnel, etc.
- Being alert to wayside signals, position of switches, and other conditions affecting the safe movement of the train.
- Mechanical inspection of the rolling stock.
- Assisting the Engineer in testing the air brakes on the train.
- Signalling the Engineer when to start moving and when and where to stop.
- Keeping a record or log of the journey.
- Checking the tickets and collecting fares on passenger trains.
- Attending to the needs of passengers.
- On a freight train, keeping the record of the consignment notes and waybills.
- Directing, coordinating, and usually manually performing, the shunting or switching the train needs to perform.
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 often positioned in the center of the train. The New York City Subway is the largest example of such a system. The Toronto Transit Commission 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 (OPTO).
If a train crew's route, or tour of duty, exceeds a single shift, or is in conflict with any rules pertaining to a legal or contractual limit to the number of hours that can be worked, more than one crew may be assigned, each 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.
Since nearly the beginning of railroading in North America, on freight trains the conductor rode aboard a caboose, along with the rear flagman and the rear brakeman, and was able to perform his or her duties from there. With advances in technology and railroads seeking to reduce labor and operating costs, cabooses were made reduntant and in most cases eliminated altogether. This caused the conductor to be relocated from the rear of the train to a position on the locomotive (or locomotives) at the head of the train. Gradually, these same conditions also eliminated in most cases the members of the train crew under the conductor's supervision: head and read brakemen, flagmen, and others.
Most freight trains on most railroads today have a crew of two: one conductor and one engineer. Railroad companies continue to press for reduced operating and labor costs and this threatens to eliminate one of these positions, although currently this issue remains unsettled. Some railroads want to eliminate the conductor's position, rationalizing that it is easier for the engineer to assume the duties of a conductor. In fact, on most railroads engineers were at one time either conductors or a position under the supervision of the conductor. Some railroads, have already implemented such a strategy, notably the Montana Rail Link, and operate with an Engineer, and an "Assistant Engineer". However, most railroads are contractually obligated to employ at least one conductor, via Crew Consist Agreements negotiated with the major rail unions, primarily the United Transportation Union (UTU). Therefore, in order to eliminate the conductor position it would be necessary for the railroads and unions to bargain it away, which would not be necesarry if the reverse scenario were implemented--that of having the conductor assume the responsibilites of the engineer. The two major rail operating unions--the UTU and the Brotherhood of Locomotive Engineers (BLE)--have set aside their historical animosity in an attempt to provide a united front against the carrier's attempts to eliminate one of their positions.
For more information about freight railroad conductors and their jobs, see:
[edit] Train Conductor (UK and Australasia)
- See also: Revenue Protection Inspector
In the UK and Australia/New Zealand, the person with ultimate responsibility for operation of a train is usually described as the Guard. The term 'guard' is derived from the days of stagecoaches.
Until the later part of the 20th Century, Guards on passenger trains in these countries did not have routine responsibilities for ticket inspection or sale. Their jobs focused more on safe operation of their trains, timekeeping and handling parcels and other consignments. In recent years, passenger train Guards have been assigned more responsibility for on-train revenue collection and ticket inspection. When the Guard has a significant customer contact role, the position is usually classified as Conductor-Guard or Conductor.
On long-distance expresses, the Conductor's title is sometimes enhanced to Senior Conductor in line with the implied prestige of operating these trains. Several of the more recent private passenger train operators in the UK have further re-classified the Conductor's role to 'Train Manager'.
[edit] Conductors in Europe
[edit] Switzerland
In general, Conductors in Switzerland have the necessity to collect tickets and punch them, fine people the first charge of 80 CHF for not having a valid fare (tickets in Switzerland are valid for one month), to initiate the announcement system. They also have to fine people if they take a longer trip than normal (i.e. If one takes a train to Bern via Biel and they departed from Geneva; which is a longer trip than taking the Inter City via Lausanne, the conductor can fine that person a supplement. They also inform people of when the train's doors are going to close. Many conductors, especially those on night shifts and on isolated regional lines are being instructed on how to defend themselves against would-be assailants.
[edit] Tram (Streetcar) Conductor
Many antique or heritage trams (streetcars), which operated through the earlier part of the 20th Century, were designed for operation by a crew of two or more. The conductor primarily collected fares and signalled the driver when safe to depart from stopping places. The conductor also assisted with shunting when necessary, changing the trolley pole and attended to passengers' needs.
Modern vehicle design and ticketing arrangements have largely done away with the need for conductors on street railways and Light Rail systems. However in recent years a number of modern tram or Light Rail systems have introduced (or re-introduced) conductors to minimise fare evasion and to provide customer care, supervision and security functions, even in situations where a second crew member is not strictly needed on account of the vehicle design or operation.
Modern mass transit systems which operate with conductors on trams include:-
[edit] Bus Conductor
Up until the 1970s and into the early 1980s, conductors were a common feature of many local bus services in larger towns and cities in the UK and Ireland.
The main reason why two-person crews were needed was that most towns and cities used double deck vehicles for their urban bus services and until the 1960s, all double deck vehicles were built with front-mounted engines and a 'half-cab' design (like the familiar Routemaster London bus). This layout totally separated the driver from the passenger saloons. The conductor would communicate with the driver using a series of bell codes, such as 2 bells to start (the well known "ding-ding").
Many of the half cab double deckers were boarded from an open platform at the rear, while other buses were equipped with a forward entrance and staircase and automatic doors operated by the driver. In each case a conductor was needed to collect fares and, especially on the rear-entrance design, supervise passenger loading and unloading. In some places, in the late 1960s and early 1970s, there were experiments with later forward entrance half-cab double deckers to remove the conductor and have the driver in charge of selling tickets as on the rear entrance buses that were common by that time, therefore giving the benefits of one person operation without the cost of replacing vehicles that still had some years life left in them. These were unsuccessful though since the driver was required to turn around to deal with passengers, usually through a small opening between the driver's and passenger compartments, and this idea was soon scrapped and the buses reverted to conventional conductor operation.
In the late 1950s, new designs of higher-capacity double-decker buses began to be introduced with the engine compartment at the rear of the vehicle and the entrance directly adjacent to the driver. From July 1966, UK transport regulations were changed to allow operation of urban double-deck buses by the driver only, who could now take responsibility for fare collection as well as supervise all passenger loading and unloading.
The new designs of rear-engined buses and so-called 'one person operation' were adopted quickly by some municipal operators, more slowly by others. New half-cab buses continued to be ordered by the more conservative municipal operators through the 1960s, but manufacture of this type of vehicle for the UK market had ceased by about 1970. This was accelerated by a UK Government grant which supported the purchase of 'one person operated' vehicles, but was not available for purchase of traditional half-cab buses.
Through the 1970s the proportion of urban bus routes operated with conductors declined, as older vehicles were steadily replaced with new buses equipped for one-person-operation, and operators grappled with staff shortages, rapidly increasing costs and falling ridership. By the early 1980s bus conductors were largely obsolete in all cities except London and Dublin.
London was a special case, with two-person crews continuing to operate a number of bus routes in central London until late 2005, well beyond their demise in the rest of the country. This reprieve for conductors was due to continued use of the famous Routemaster bus.
The Routemaster had been purpose-built for London conditions and continued to be very well suited to the busiest routes in the most congested parts of central London. This was because of its maneuverability, fast passenger loading/unloading capability and fare collection by the conductor instead of the driver. The construction of the Routemaster vehicles was of high-quality, the design robust and the mechanical and body parts could be easily re-built and refurbished, which all greatly improved the vehicle's durability. Importantly, the 'traditional red bus' is also a unique tourism icon for London, instantly recognisable around the world.
Although the majority of bus services in the London metropolis (and all routes outside the central area) have been operated by modern driver-only vehicles since the late 1980s, 20 regular routes retained Routemasters and conductors in 2003. Between 2003 and 2005, each of these has been progressively converted to modern vehicles and one-person-operation. The process was largely driven by a political agenda on disability-accessibility, and assisted to some extent by the increase in litigious passengers claiming injuries due to the Routemaster's open rear platform. There were also increasingly frequent robberies and attacks on conductors, who could find themselves working in an isolated and vulnerable environment.
The last 'regular' (as opposed to tourist-oriented) Routemaster-operated service was the 159 from Marble Arch to Streatham. Conductor operation finally ceased on the 159 on 9 December 2005.
