I do wonder what work the conductor did on a through freight. Paperwork? How long would THAT take? Berate the brakeman?
Ed
The conductor is responsible for the train and its contents. The conductor will talk with the dispatcher and copy authorities along the trip, as well as any restrictions that come up, such as crossing warning notifications, temporary slow orders, track and time, etc. The conductor will also contact the employee in charge of any Form B maintenance/construction limits and copy any instructions to move through those limits. A conductor is responsible for ensuring the train stays within its limit of authority and complies with maximum speeds through the trip.
When a defect is discovered along the trip the conductor will investigate the problem and take the prescribed action. For example, when a warm bearing is detected the train will be stopped and the indicated axles will be checked for excessive heat, damage and a number of things will be checked to determine the cause, such as a handbrake or a retaining valve in other than the exhaust position. If the car is determined to be defective or if a rule indicates it should be set out then the conductor will perform that task.
On the rare occasion the train breaks in two it is the conductor who must investigate the problem. Most of the time it is a broken knuckle. The conductor will determine the type of knuckle required then get one from a locomotive in the consist and install it. Easier said than done.
In the unfortunate event of a vehicle or pedestrian strike, the conductor acts as first responder and makes an initial assessment of the damage, contacts the authorities (often the engineer takes over the radio communications at this point) and provides first aid until help arrives.
Many mixed freight trains -- and this is especially true in the PSR era -- will have work at the initial terminal, enroute, at the final terminal or even all three. Typically this would be a pickup at the initial terminal, a setout at the final terminal and either one or both at an intermediate station.
Let's say the train will be picking up 20 cars at an intermediate terminal. The train pulls up to the yard and the conductor lines the switches. These 20 cars must be placed behind the head 10 cars to comply with train makeup restrictions, so the conductor ties down the train beginning with the 11th car. After verifying the handbrakes will hold the train a cut is made and the locomotives and head ten cars pull out to the lead. The conductor lines the lead up for the track containing the pickup and a joint is made against the cars. The conductor performs a Class 1 air test on the cars and an inspection. After a successful air test the locomotive and 30 cars pull out of the track and the conductor lines the switches back toward the train. A joint is made on the train and a Class 3 air test is conducted. The handbrakes are knocked off and the train is ready to depart.
There may be authorities to be obtained from the dispatcher to make these moves or permission might be required from a yard master (or both). It is the conductor's job to get the required authority or permission. Switches might need to be returned to the normal position and the conductor must do that, too. A caboose was really convenient for those moves, but today the conductor can be carried back to the head end by a taxi, the train can use a Rule 6.6 back-up move under certain conditions or the conductor can walk. It might be raining, snowing, sleeting, or the air might be still and humid and oppresively hot (in Texas we get all three yea!).
When a brakeman is part of the crew these moves can be made much easier and quicker. For example, the safety inspection must be made on both sides of the train so one crew member on each side cuts the walking in half. A brakeman might line the switches and start and stop the move near his location while the conductor works "in the field" coupling the cars and making air joints.
The brakeman works at the direction of the conductor, so many times the brakeman will work "from the neck down" and simply follow instructions. They might do this because they are unfamiliar with the territory or the yard or because they don't want to fuss with all the talking and coordinating and game-planning that can go on when making switch moves. The brakeman gets paid only slightly less for far less work, so often the most senior trainman will choose the role of brakeman.
Meanwhile the engineer stays glued to his seat jealous of the beautiful day the guys on the ground are enjoying. Except when it rains, then we are glad we took the promotion.
Long story short: there are many times when the conductor doesn't do much and the brakeman does even less, but when it's time to work he or she will earn their pay.
I haven't seen a lot of berating or dressing down going on, other than some good-natured ribbing, but when it does happen it gets shut down pretty quick. Those kinds of problems are best solved off property. Some people are just stupid and some people are just mean. It's kind of hard to have a long career if you are either. Management is your best bet if you are both.
