I need to say, over the years, the duties have changed, due to mergers, acquisitions of modern equipment and union contracts.
When I first hired as brakeman on March 29, 1950, the requirements were, high school graduate, 21 years of age, being available for duty on a 24 hour base, purchase of a railroad approved time piece, agree to student trips on all sub divisions, pass a medical exam and listen to reading of the Book of Rules. Both the medical exam and Book of Rules would be updated every two years during railroad service. After three months, I would be required to join a union.
At this time, a road train would have a Fireman, Engineer, Head Brakeman, Flagman and a Conductor. The Conductor was in charge of the train, and the Engineer was in charge of the Engine. A Fireman could be promoted to Engineer, and a Brakeman/Flagman could be promoted to Conductor. These promotions would be dependent on length of service and passage of inquiry on the Book of Rules, and also the knowledge of equipment and Division right of way, which included speeds, lengths and locations of side tracks, Time tables, knowledge of train orders, locations of telegraph stations, yard tracks and main tracks. Some employees were passed over, for promotions, due to faulty service records.
Duties of Head Brakeman included operating track switches, observation of train, checking for hot journals, sticking brakes, any unusual sign that would mean alerting Engineer, checking orders for error, following instructions from Engineer, in the absence of Conductor. When picking up, or setting off railroad cars, relaying signals from Conductor to Engineer, connecting air hoses, and seeing train was ready for departure.
Flagman was responsible for protecting rear of standing train with red flag, torpedoes (that attach to rail and explode when another engine comes along) and dropping of red fusees to alert following train. Upon stoppage of train, the Flagman must immediately walk back a sufficient distance to stop approaching train and eliminate a collision.
Conductor was the boss of the train. He was responsible for its movement from starting terminal to final terminal. His duties were handling of Bills of lading, securing orders, reporting to Trainmaster, overseeing switching maneuvers, making decisions directed to the proper movement of his train, including speed, direction of travel and seeing that rules were observed by all members of his crew.
Fireman was responsible for orders given him by the Engineer. In steam engine days, the fireman provided enough steam for the Engineer to move the train, also keeping a sharp lookout ahead, on his side, for any obstruction. In day of diesel engines, the fireman was required to check the condition of the diesel motors.
Engineer was in charge of his engine, using the power to move the train so that no trouble was encountered. He had to control slack movement so as no damage to cars or lading. He had air brakes, on both train and also engine, which could be used independent of the other. He had to follow the train orders given to the crew by the Train Dispatcher. Bell and whistle was sounded for safe operation, at highway crossings and to alert crew of his intention. Two shorts mean move ahead, three shorts mean back up, two long, one short and one long mean highway crossing ahead, on a eastbound train, four long were call for Flagman to return to caboose, on westbound train, five long was the call for Flagman. Many other whistle sounds were used for various reasons.
Yard Foreman and yard Brakeman were used in Yards to switch industries, weigh cars on scales, spot cars in repair tracks, place cars in proper order for outbound trains and any other switching that may be ordered by the Yard Master. Yard jobs were assigned 8 hours, with 20 minutes allowed for lunch. We also worked as switch tenders, that were under the jurisdiction of the yard master. In yard switching maneuvers, a brakeman could be used to slow down a single railroad car, to lessen the damage to lading. Our Newark yards were on a gravity elevation, with the east end being the down side. Therefore, when a car was cut off, it would run freely, gain speed, and so a brakeman could use the hand brake to slow it down before it reached other cars. Some hand brakes were called staff brakes, and required the use of a brake club (something like a baseball bat) to help tighten the brake shoes. Later hand brakes were large wheels and did not need the brake club. Out on the road, speed of the train was adjusted by air brakes, not hand brakes. When a car was set off, a hand brake was applied, by the brakeman, so the car would not move.
I preferred being the Conductor, or Yard Foreman. Not only did these positions pay more, they mean I was responsible for the movement of our crew. Of course, both positions were under the train dispatcher, or yard master, but I was able to see the job was completed. Later, Grandpa
