A run-through agreement between Southern Pacific and Santa Fe train crews reduced labor costs and saved those trains from probable extinction in 1980. Problems linger, however. Switching out of cars at intermediate points that would improve equipment utilization and allow for more efficient mail and express handling is often not done because of high costs resulting from the requirement to employ a separate crew for the job. Manning levels on passenger trains have been little changed since the late 1800s. The basic crew consists of engineer, fireman, conductor, and brakeman.
Many trains have an additional brakeman.
Although firemen were eliminated from freight and switching operations in the 1960s, and by law on commuter operations in 1981, they still form part of the crew on intercity passenger trains. Most European railroads operate with one man in the locomotive cab and one or two trainmen. The comparison may not be too equitable since signal systems and automated train control are more widespread and sophisticated in Europe, and ticket collection activities simpler. Even so, some staff reduction is possible on U.S. trains, particularly where signal systems are reliable. Amtrak has recently succeeded in making dramatic cuts in food service personnel.