Content provided by Those Classic Trains

The Conductor

A contributing article by

Tom Greco

On all trains, passenger as well as freight, the conductor is "the boss". While not paid as much as the engineer, the safety of the train and its passengers are his responsibility, not to mention on-time operation and effective use of "the company's" resources.

One climbs a long career ladder in becoming the conductor of a passenger train. You'd "hire out" as a brakeman in freight service, accumulating the experience needed to pass the test for promotion to freight conductor. Even "promotion" doesn't mean one will work as a conductor thereafter. If work is slow, one's seniority might not be enough to hold a job as a conductor, even on the extra board (i.e. being called to stand in for conductors who are "laying off" sick or on vacation or who are otherwise absent). In this situation, low seniority conductors find themselves back in the ranks of brakemen until business picks up again.

As one's seniority increases, freight conductors can move into the ranks of passenger brakemen, again "bucking the extra board", or working both passenger and freight. Freight service pays more than passenger, but the regular hours and time at home are attractive to many.

Finally, another test to qualify a candidate for passenger conductor, and, in a sense, you'd start at the bottom again. You'd be an extra board conductor, then work the less desirable jobs. Often, an "old head" would serve only a few months in a preferred assignment before retirement.

And the preferred jobs are not always the crack Limiteds! While the Limiteds might indeed be prized assignments, they often run at night. The real "pension jobs" are the daylight locals that poke their way across the division, stopping at every station for passengers, mail and express. Here you'll likely find the oldest people on the railroad. A promoted conductor will sometimes take a brakeman's job at less pay to work those steady daylight hours.

The term "train service" encompasses those who work "in" the train, as opposed to on the engine (this is, of course "engine service", and the combined group are referred to as "T & E" - train and engine employees). In passenger service, one could work as a brakeman, conductor or baggageman, again depending on seniority and the volume of business.

A conductor is responsible for the actions of the entire train and engine crew. If a brakeman fails in his duty, the conductor is often held just as responsible, unless he can prove he had provided adequate supervision and instruction to the errant crewman.

The conductor's word is law aboard the train, and, while an engineman might easily enough countermand the conductor's instructions, the conductor is required to report such insubordination to his boss, the trainmaster, who would call Mr. Engineer in for a "prayer meeting", as we euphemistically call them on the Missouri Pacific! As in other businesses, however, a conductor whose railroading and "people" skills merit respect usually has no trouble getting his train "over the road".

Note: Tom Greco spent 13 years (1971-84) with the Missouri Pacific, hiring out as a clerk/telegrapher in Omaha. He was finally promoted to trainmaster in charge of the Dallas Terminal on the night shift. As trainmaster, he was in constant contact with T&E employees, supervising their work and becoming well familiar with their daily routine.

We are indebted to Tom for sharing this experiences in these articles. Thank you, Tom.

Current update: 8/6/99