AGREEMENT
BETWEEN
GREAT NORTHERN RAILWAY
COMPANY
AND ITS
ENGINEERS
As Represented By
General Committee of Adjustment,
Brotherhood of Locomotive Engineers
REPRINTED JANUARY 1, 1955
Including interpretations or supplemental agreements showing effective
RATES OF PAY DECEMBER 16, 1953
RULES OCTOBER 15, 1954
Printed in U.S.A.
SCHEDULE FOR ENGINEERS
This agreement, with respect to rates of pay, shall become effective October 1, 1955, rules
October 15, 1954, superseding all previous agreements, special rulings and interpretations in
conflict therewith, and the following rules will govern the pay of engineers and define their
rights as agreed to, understood and arranged between the Great Northern Railway, by its officers,
and the Committee of the Brotherhood of Locomotive Engineers, whose names are attached
hereto and who represent all of the engineers employed by the said railroad, and will continue in
effect until thirty
s after written notice shall have been given by either party hereto asking for a change.
(b) Locomotive Equipped with Boosters.
It is further agreed that the weight on all other power driven wheels will be added to the weight
on drivers of locomotives that are equipped with boosters, and the weights so produced by such
increased weights shall fix the rates for the respective classes of service.
NOTE: Where locomotive is equipped with trailer truck booster the total weight on all trailer
wheels will be added. Where locomotive is equipped with tender booster total weight on truck so
equipped will be added to weight on drivers.
RULE 2(a), Electric Locomotives Passenger.
Engineers employed on electric locomotives in passenger service to be paid the passenger rates
shown in preceding table, based on weight on drivers. In the application of the rates for various
driver weights in electric locomotive service, the total weight on drivers of all units operated by
one engineer shall be the basis for establishing the rates.
(b) Electric Unit.
Electric car service, whether operated In multiple unit or single unit, to be paid minimum rate in
preceding table according to class of service.
(c) Motor Car Rate.
All motor cars used In passenger service operated under train rules by engineers, regardless of
whether operated by gasoline, steam, electricity or other motive power, to be paid minimum rate
In preceding table.
(d) Minimum Rate for Engineers and Motormen Operating Motor or Electric, Cars in
Multiple Unit Passenger Service.
Engineers or motormen operating motor or electric cars, whether in multiple or single unit
passenger service, shall be paid a basic daily rate of $16.17 with a daily guarantee of $17.43.
(Effective October 1, 1965).
NOTE: This rate of pay does not apply to engineers or motormen operating motor or electric cars
In single unit passenger service according to interpretation dated September 15, 1948, of Wm.
M. Lefserson, Chairman of Emergency Board.
RULE 3(a). Freight Rates. Various Classes of Service.
Rates for engineers in through and irregular freight, pusher, helper, mine run or roustabout, all
unassigned passenger service except as provided for in Rule No. 74(m), work, wreck,
construction, snow plow, circus trains, trains established for the exclusive purpose of handling
milk and all other unclassified service shall be as per Rule 1, freight rates.
NOTE: Refer to Rule 19 for snow service.
(b) Effective October 1, 1955, the minimum daily earnings from all sources, for each day to
which service payments are credited, of locomotive engineers (motormen) in local freight, mine
run, wreck, work, helper and road switcher (not including pool, chain gang or converted) service,
and not now subject to other guarantees, shall be $18.49.
NOTE: The term “local freight service” includes road service paid local freight rates, subject to
the exclusions set forth above.
RULE 4. Way Freight Differential.
On way freight runs, designated by Rule 21, 56 cents per hundred miles or less shall be added to
the through freight rates, according to class of engines; miles over 100 to be paid for pro rata.
RULE 5. Mountain Differential.
Between Skykomish and Merritt, Clancy and Woodville, Essex and Summit, the rate for all
engines and motors and rotary snow plows will be 10% in excess of the above rates. The same
thing to apply to any other grade of 1.8 % or greater, but only for the actual distance covered by
such grades.
RULE 6. Butte Yard Rates.
Special rate switch engineers Butte Yard; hill service and hill and lower yard combined service,
yard rate for class of engine used plus ten percent; lower yard, yard rate for class of engine used.
(Effective April 1, 1956).
RULE 7. Rate Rotary Plows.
Engineers running rotary snow plows will receive $17.16 per day of 8 hours or less; locomotive
engineers to have preference.
RULE 8. New Type Locomotives.
If a type of locomotive is introduced on the Great Northern Railway which formerly was not in
use on this railway, and the rates herein provided are less than those in effect on other roads in
the territory, the rates on the other roads shall be applied.
RULE 9. More Than One Class of Road Service.
AWARD of Board of Arbitration established under July 17, 1952 arbitration agreement in
accordance with Agreements of May 23, 1952 with Engineers, Firemen and Conductors, on the
matter of MORE THAN ONE CLASS OF ROAD SERVICE, dated at Washington, D. C.,
December 3, 1952:
AWARD
QUESTION NO. 1: “Should any rule covering More Than One Class of Road Service be
granted?”
The Board finds there is no controversy over this question. All parties to this proceeding now
agree, as a matter of record, that there should be a rule.
QUESTION NO. 2: “What shall be the language of the rule?”
Subject to and in keeping with the provisions of Paragraph 4 of the Arbitration Agreement of
July 17, 1952, the Board finds that a new rule should be awarded as follows:
1. More Than One Class of Road Service Rule:
Road employees (engineers, firemen and helpers, conductors and trainmen) employed in any
class of road service may be required to perform two or more classes of road service in a day or
trip subject to the following terms and conditions:
A. Payment:
1. Except as qualified by A-2 below, payment for the entire service shall be made at the highest
rate applicable to any class of service performed, the overtime basis for the rate paid to apply for
the entire trip. Not less than a minimum day will be paid for the combined service. When two or
more locomotives of different weight on drivers are used during a trip or day’s work, the highest
rate applicable to any engine used shall be paid to the engineer, fireman and/or helper for the
entire day or trip.
2. Road employees (engineers, firemen and helpers, conductors and trainmen) in through freight
and passenger service only shall receive full payment for the regular day or trip based on miles
or hours applicable to the regular day or trip plus extra compensation on a minute basis for all
additional time required in the other class of road service.
The rate paid both for the regular trip and for the additional time shall be the highest rate
applicable to any class of service performed during the entire day or trip.
When two or more locomotives of different weight on drivers are used during a trip or day’s
work, the highest rate applicable to any engine shall be paid to the engineer, fireman and/or
helper for the entire day or trip.
Overtime rate shall apply to the extra compensation only to the extent that the additional service
results in overtime for the entire day or trip or adds to overtime otherwise payable for hours
required for the regular trip.
EXAMPLES FOR THE APPLICATION OF THIS PARAGRAPH A-2 ARE:
(a) An employee in through freight service on a run of 100 miles is on duty a spread of 8 hours,
including 2 hours of another class of road service–Employee will be paid 100 miles or 8 hours at
pro rata rate for the trip plus 2 hours at pro rata rate for the other class of road service, both
payments to be at the highest rate applicable to any class of service performed.
(b) An employee in through freight service on a run of 100 miles is on duty a spread of 9 hours,
including 2 hours of another class of road service-Employee will be paid 100 miles Or 8 hours at
pro rata rate for the trip plus 1 hour at pro rata rate and 1 hour at time and one-half for the other
class of road service, both payments to be at the highest rate applicable to any class of service
performed.
(c) An employee in through freight service on a run of 100 miles is on duty a spread of 10 hours,
including 2 hours of another class of road service-Employee will be paid 100 miles or 8 hours at
pro rata rate for the trip plus 2 hours at time and one-half for the other class of road service, both
payments to be at the highest rate applicable to any class of service performed.
(d) An employee in through freight service on a run of 100 miles is on duty a spread of 12 hours,
including 2 hours of another class of road service-Employee will be paid 100 miles or 8 hours at
pro rata rate plus 2 hours at time and one-half for the trip plus 2 hours at time and one-half for
the other class of road service, both payments to be at the highest rate applicable to any class of
service performed.
(e) An employee in through freight service on a run of 150 miles is on duty a spread of 10 hours,
including 2 hours of another class of road service Employee will be paid 150 miles or 12 hours at
pro rata rate for the trip, plus 2 hours at pro rata rate for the other class of road service, both
payments to be at the highest rate applicable to any class of service performed.
B. This rule applies to:
1. Unassigned and/or assigned road service.
2. Another class of road service regardless of when notified, whether at time called, at the outset
of, or during the tour of duty.
3. Passenger service, except that helper or pusher service not a part of the regular passenger
assignment, or wreck or work train service, should not be required except in emergencies.
C. This rule does not involve the combining of road with yard service nor modify or set
aside:
1. Lap-back or side trip rules except when a combination of service includes work, wreck,
helper or pusher service and such movements are made In the performance of work, wreck,
helper or pusher service.
2. Conversion rules.
3. Terminal switching and/or special terminal allowance rules.
II . Wage Stabilization Finding and Certification:
This Board specifically finds and certifies that the award herein rendered is consistent with the
standards now in effect, established by or pursuant to law, for the purpose of controlling
Inflationary tendencies.
Award rendered and filed in the Office of the Clerk of the United States District Court for the
District of Columbia, this 3rd day of December, 1952.
BOARD OF ARBITRATION
(SIGNATURES NOT REPRODUCED)
NOTE: Any dispute arising as to the meaning or the application of the provisions of this Award
shall be disposed of as provided for in Section 7 of the Arbitration Agreement dated July 17,
1952.
RULE 10. Passenger Freight Shipments.
When it is desired to handle freight shipments, moving on freight billing under freight tariffs,
upon trains assigned or run as passenger trains, the following special rules will apply:
If such shipments are handled in cars not equipped for regular movement in passenger trains, the
handling o such equipment constitutes a freight train movement. If such movement is only
occasional or incidental, freight rates will be paid for the trip in accordance with th classification
of freight service rendered, but without change in assignment or application of freight rules 0
terminals. If such freight movement is regularly part of the work of the train, assignment of run
and application of rates and rules will be made as provided for freight train service.
If such shipments are handled in cars equipped for regular movement in passenger trains, the run
will be assigned, and operated as to rules and terminals, as passenger train, but there shall be
added to the regular passenger rate the differentials as shown below for the actual mileage over
which the freight service is performed. Through service as there shown shall be understood to
mean the handling of shipments on that run in unbroken carloads; local service shall be
understood to mean the handling of shipments of commercial LCL freight and/or Company
material, loaded or unloaded by the engine or train crew during the entire trip.
It is understood and agreed that these special rules do not apply to milk and cream or similar
commodities handled on special billing as “passenger train freight” or “waybilled baggage”, nor
to commodities of any kind handled on express billing. It Is further understood and agreed that
this rule does not apply to passenger equipped cars which are returned empty, nor to the
Incidental return movement of less than carload merchandise returned to its proper destination
account carried by In error, and is without prejudice to the proper application of combined
service Rule 9.
If trains are run composed of passenger equipment only, but handling only fast freight as
provided herein, they will be classified and operated as passenger runs, subject to the differential
rate provided.
BASIC DAY, GUARANTEES AND OVERTIME ROAD
SERVICE
RULE 11 (a). Basic Day, Passenger.
One hundred miles or less (straightaway or turnaround), five hours or less, except as provided
In paragraph (c) of this rule shall constitute a day’s work, miles in excess of one hundred will be
paid for at the mileage rate provided, according to class of engine.
(b) Passenger rates, guarantee.
In all passenger service, the earnings from mileage, overtime or other rules, applicable, for each
day service Is performed, shall be not less than $15.73 for engineers.
In applying the $15.73 minimum for engineers in passenger service, it is Intended that on
assignments where men run so as to make only the equivalent of a single trip in one direction
each day, they shall be paid the guaranteed minimum for each single trip.
EXAMPLES
On a 100 mile division men double the road Monday, lay over Tuesday, double Wednesday and
lay over Thursday, etc. They should be allowed the minimum for each leg of their turn-around
trip.
On the same division other crews double the road Monday and Tuesday, and lay over
Wednesday, double Thursday and Friday, and lay over Saturday. These men make the equivalent
of four single trips every three days, and therefore would not be entitled to the minimum for each
trip.
(c) Overtime Short Turn-around Passenger Service.
Engineers on short turn-around passenger runs, no single trip of which exceeds 80 miles,
including suburban and branch line service, shall be paid overtime for all time actually on duty,
or held for duty, in excess of eight (8) hours (computed on each run from the time required to
report for duty to the end of that run) within nine (9) consecutive hours; and also for all time in
excess of nine (9) consecutive hours, computed continuously from the time first required to
report to the final release at the end of the last run. Time shall be counted as continuous service
in all cases where the interval of release from duty at any point does not exceed one hour. This
rule applies regardless of mileage made.
For calculating overtime under this rule, the management may designate the initial trip.
NOTE: “Interval of release from duty” must be actual release from performance of service and
notice of such release must be given employees prior to commencement of such interval. It is not
necessary that such reliefs be incorporated as part of bulletin nor made a daily requirement of
such assignment.
EXAMPLES OF TURN-AROUND RUNS IN PASSENGER SERVICE OF 80 MILES OR
LESS
(1) A passenger crew is In short turn-around service, making several turns from 7 A.M. to 5
P.M., and Is relieved 61 minutes at some period during the day.
But 60 minutes is deductible from the 10 hours, and the crew Is entitled to 60 minutes overtime.
(2) A passenger crew Is In short turn-around service from 8 A.M. to 8 P.M., Is relieved during
this period several times for a few minutes- 10, 15, 25 and in one case 59 minutes-but due to the
fact that they were not relieved over one hour in any one period, continuous time is allowed, and
the crew is entitled to four hours overtime.
(3) A crew Is In short-turn-around passenger service. The day begins at 6 A.M. Crew Is relieved
at 9 A.M., again goes on duty at 3 P.M., and Is finally released at 8 P.M.
This crew Is on duty or held for duty three hours in the first nine consecutive hours, between 6
A.M. and 3 P.M., therefore no overtime accrues under the eight hour provision; Is entitled to five
hours overtime for the period from 3 P.M. to 8 P.M. Pay crew actual miles run with a minimum
of 100 and 5 hours overtime.
(4) For some reason on a given day this crew is kept on duty In Its regular assignment from 6
A.M. to 2:30 P.M. and again goes on duty at 3:31 P.M., finally released
at 8:05 P.M.
This crew has made 9 hours, or 60 minutes overtime In the first nine consecutive hours; In
addition to this has made five hours and five minutes overtime after the expiration of the first
nine hours (3 P.M.) or a total of 60 minutes, plus 5 hours 5 minutes, equaling 6 hours 5 minutes
overtime for the trip. Pay actual miles run, with a minimum of 100 and 6 hours 5 minutes
overtime.
(5) A crew Is on duty 7 A.M. to 3:30 P.M., resumes duty at 6 P.M. and Is relieved at 7 P.M.
The crew is on duty 8 hours 30 minutes within the first 9-hour period, producing 60 minutes
overtime In this period for the reason that the interval of release from duty does not exceed 1
hour within the first nine hours. Time In excess of 9 consecutive hours (4 P.M. to 7 P.M.), 3
hours, making a total of 4 hours overtime. Pay actual miles run with a minimum of 100 and 4
hours overtime.
(6) A passenger crew is on duty from 6 A.M. to 12 noon, resumes duty at 1:30 P.M. (60 minutes
is deducted), released at 7 P.M.
The time in excess of 9 consecutive hours is 4 hours, making a total of 4 hours overtime. Pay
actual miles run with a minimum of 100, 4 hours overtime.
Allowance
(7) A to K-distance, 55 miles
Called 7:00 A.M.
Worked 7:00 A.M. to 10:00 A.M. 60 miles
Left A at 10:00 A.M.
Arrived at K 12 noon 55 miles
Worked 12 noon to 1:01 P.m.
Left K at 1: 1 0 P.M.
Arrived A 3:00 P.M. 55 miles
Worked 3:00 P.M. to 3:25 P.M.
Released 4:00 P.M. 20 miles
Total 190 miles
When eight-within-nine hour rule applies and incidental service is permissible under the
schedules or practices of individual roads. time consumed in such incidental or additional service
and paid for separately, should not be included in calculating time under the eight-within-nine
hour rule.
NOTE: In above examples allow five miles preparatory time and if inspection of engine is
performed by engineer, allow 15 minutes more.
(d) Basis of Overtime-Other Passenger Service.
Engineers on other passenger runs shall be paid overtime on a speed basis of twenty (20) miles
per hour, computed continuously from the time required to report for duty until released at the
end of the last run. Overtime shall be computed on the basis of actual overtime worked or held
for duty, except that when the minimum day is paid for the service performed, overtime shall not
accrue until the expiration of five (5) hours from the time of first reporting for duty.
(e) Overtime Minimum Rate.
Overtime in all passenger service shall be paid for on a speed basis of 20 miles per hour,
computed continuously from the time required to report for duty until released at end of run, on a
minute basis, at one-fifth of the daily rate per hour according to class of engine used.
RULE 12(a). Beginning and ending of day, other than passenger and switching.
In all classes of service, other than passenger and switching, engineers’ time will commence at
the time they are required to report for duty and shall continue until the time the engine Is placed
on the designated track or they are relieved at terminal. All advance call time rules are
superseded, and the management may designate the time for reporting for duty.
All engineers’ arriving time will be taken from the roundhouse register and not from the
conductor’s register or train sheet, except when engines are taken by hostler, In which case
conductor’s register or train sheet will govern.
(b) Basic day and overtime freight service.
In all classes of service designated In Rule 3, 100 miles or less, eight hours or less (straight-away
or turnaround) shall constitute a day’s work; miles in excess of 100 will be paid for at the
mileage rates provided, according to class of engine or other power used.
On runs of 100 miles, or less, overtime will begin at the expiration of eight hours; on runs of
over 100 miles, overtime will begin when the time on duty exceeds the miles run divided by 12
½.
Overtime shall be paid for on the minute basis, at an hourly rate of 3/16 of the daily rate,
according to class of engine or other power used.
RULE 13(a). Automatic Release.
Engineers arriving at terminals or end of run are automatically released, except as provided in
paragraphs (b) and (c) of this rule. Under this rule it Is agreed that the Company will be allowed
to run engineers to first siding out of regular terminal to pick up trains set out account of blocked
yard, and run through terminal with same.
NOTE: Automatic release on arrival at a terminal does not apply to a work train. ‘However,
when an engineer runs a train of work equipment to the terminal at the end of his seniority
district and is then required in an emergency to go beyond such terminal and off his seniority
district as a work train, he is entitled to a new day beyond the terminal.
(b) Assigned Turn-around Service.
This will not prevent the assignment of engineers to a succession of short trips out of a terminal,
provided that second or any succeeding trip shall leave the terminal within eight hours from the
time called to leave designated track on first trip, or provided the actual miles run are less than
100, otherwise the additional run will be considered as commencing a new day. Engineers so
assigned not to be run around by each other at their terminals. The term “assignment” as used in
the foregoing, applies where there are 15 or more days’ continuous service.
Engineers on regularly assigned turn-around runs, not including chain gang service, will be
compensated on a straightaway basis in each direction (plus any other earnings, including
arbitraries, provided under Schedule rules) when the mileage from the assigned point for going
on duty to the turn-around point is 100 miles or more.
(c) Short Trips and Turn-arounds-Pool or Irregular Freight Service.
Engineers in pool or irregular freight service may be called to make short trips and turnarounds
with the understanding that one or more turn-around trips may be started out of the same
terminal and paid actual miles, with a minimum of 100 miles for the day, provided (1) that the
mileage of all the trips does not exceed 100 miles; (2) that the distance run from the terminal to
the turning point does not exceed 25 miles; (3) that engineers shall not be required to begin work
on a succeeding trip out of the initial terminal after having been on duty eight consecutive hours,
except as a new day, subject to the first in first out rule or practice.
RULE 14 (a). Passenger, short trip before regular trip.
Passenger engineers, required in emergencies to make a short trip in addition to regular trip,
before commencIng regular trip, will be paid for same at overtime rates, in addition to pay for
regular trip. If used for any other than their own connecting train, it will be considered a new trip
and paid for as such.
EXAMPLE: No. 43, Cut Bank to Whitefish, has engine failure at Columbia Falls. Engineer who
was to handle train west of Whitefish goes to Columbia Falls and handles train through to Troy.
Latter receives mileage or time Whitefish to Columbia Falls and return in addition to his regular
mileage. Engineer who has engine failure receives mileage Cut Bank to Whitefish.
(b) Additional short trips.
Engineers required to make short trips from a terminal to an outlying point and return, from an
outlying point to a terminal and return, or from an intermediate point to another intermediate
point and return, on account of engine failure, running for fuel or water, running for wrecking car
or carmen, or on account of a derailment when such conditions arise in connection with their
own train, will be paid therefor actual time or miles, whichever is the greater, at one-eighth of the
daily rate, independent of and in addition to compensation for the regular road trip.
RULE 15. Side or Lap-Back Trips.
When an engineer is required to make a side or lapback trip between the terminals of his run, he
will be paid therefor actual time or miles, whichever is the greater, at the pro-rata rate,
independent of and in addition to compensation for the regular road trip. It is understood and
agreed that overtime will be computed and paid for on the basis of the regular mileage of the trip,
exclusive of miles made on the side or lap-back trip.
The foregoing paragraph will not apply where side trip or lap-back trip is made a part of a
regular assignment, nor when trains run between the same terminals over an alternate route.
Engineers required to double their trains en route or assist another train will be paid miles or
hours, whichever is the greater, with a minimum of one (1) hour, at pro rata rate, independent of
and in addition to regular road trip.
When a regular assigned engineer in helper service between his terminals makes a side trip off
his assigned district from an intermediate point in extra freight service, such side trip shall be
paid for as a separate day account used in other service outside of assigned district.
On turn-around assignment, extra trip from turnaround point, when outside of assigned territory,
is an additional day.
INTERPRETATION NO. 1:
A chain gang engineer may be required to make a side trip as part of his regular assignment
provided he is notified of such side trip when called; and the mileage of such side trip will be
added to and made a part of the regular trip. But if notified to make such side trip after leaving
initial terminal, such side trip will then be paid as provided in first paragraph of the rule.
INTERPRETATION NO. 2:
Lap-back compensation will be computed from the point that the forward movement of the
complete train is stopped, and from the time that the engine is cut off at that point for a
movement in either forward or reverse direction and return, until the time the engine Is again
coupled up at the same point, less any time not directly connected with or attributable to the lapback
movement such as eating, station switching, etc.
RULE 16(a). Branch line guarantee.
Branch line runs will be guaranteed 3000 miles each month so assigned. Engineers held for
assignment, and not used on same, will be paid for line miles of assignment, but not to be less
than a minimum day for each day held, in addition to the 3000 mile monthly guarantee.
If engineers are notified before completion of the previous day or trip that their assignment will
not be run, the daily line mileage guarantee of the assignment will not be allowed.
Engineers shall not be run off their respective branches to make up any deficit In the 3,000 miles
monthly guarantee herein provided.
NOTE: Branch line guarantee is not applicable to branch line unassigned service when such
unassigned service amounts to less than three trips per week. The assignment of a crew
exclusively to branch line service, regardless of number of days assigned, or the operation of
unassigned service on a branch line to the amount of three or more trips per week, requires the
application of the minimum branch line guarantee for such branch line service, prorated on a
monthly basis between employees performing service in the same manner used in prorating of
regular and continuously assigned branch runs.
All arbitraries and/or special allowances must be computed and included in fulfilling the branch
guarantee, as the miles paid for are aggregated to fill out the 3,000 miles monthly.
(b) Branch line engines to or from repair points.
When necessary to run branch line engines light to and from repair points for the purpose of
washout or repairs, continuous time or miles in addition to pay for trip will be allowed, both
going and returning; detention rule to apply in passenger service at branch line junction points.
If engine is used to handle train or assist engines hauling more than regular tonnage, service
between junction points and repair points will be considered as new trip and be paid as such.
RULE 17. Circus trains.
Engineers handling circus or theatrical trains that stop to exhibit will be paid 12 hours or 150
miles for each move, including loading and unloading of circus. Miles run in excess of 150;
hours In excess of 12 will be paid as per Rule 12 (b). If less than 16 hours is used in the last
move, actual time will be paid as per Rule 12 (b), with a minimum of 100 miles. Engineers used
in other service during the time circus is exhibiting shall be paid extra therefor, according to
class of service performed. Engineers handling these trains that do not stop to exhibit between
terminals will be paid at through freight rates.
RULE 18. Work Train Guarantee.
Engineers on work trains will be paid as per Rules 1 and 12(b), and while assigned to such
service, they are guaranteed a minimum of eight hours pay for each calendar day; except where
the laws of any state, nation or country prohibit Sunday work, no service being performed, no
time will be allowed.
EXAMPLE-31 DAY MONTH
Work 20 days, make 120 miles per day 2400 miles
Held for work service 5 days 500 miles
Worked 6 days, makes 125 miles per day 750 miles
Total allowance 3650 miles
If inspection of engine is performed by engineer 15 minutes more will be allowed at one-eighth
of the daily rate per hour.
Engineers assigned to work service will not be thrown into pool for over Sunday or any other
time simply for the purpose of avoiding the guarantee under work train rules.
Regularly assigned work trains may be annulled on the following holidays without payment to
the engineer assigned or break in the continuity of the assignment:
New Year’s Day, Washington’s Birthday, Memorial Day, July 4th, Labor Day, Thanksgiving
Day, Christmas. Should the holiday fall on Sunday, Monday will be observed as the holiday
under this agreement. Should the holiday fall on Saturday, payment will be made for Saturday
under the provisions of the rule.
Should a holiday fall on Thursday, and no service required or performed between Wednesday
and the following Monday, and service is resumed on Monday, the continuity of the assignment
will not be considered as broken.
INTERPRETATION:
A temporary work train crew may be set up to perform ditching service, say for 4 days one week,
and then set up another crew the following week to load or unload rail and/or track material, as
an example, without payment of the guarantee allowances under this rule. On the other hand, if
there is 4 days consecutive ditching service to be performed during the 4 days preceding
Saturday and Sunday, and there is another 4 days ditching service consecutively, commencing on
Monday in the following week, the assignment should be bulletined when it is known there will
be 10 days work, and the engineer assigned to the position should be paid the guarantee on the
Intervening Saturday and Sunday.
Accordingly, when it is known that work train service will be established for 10 days or more,
such service will be bulletined in accordance with the governing schedule rules, and under the
same procedure followed prior to the inauguration of the 5-day week for non-operating
employees. However, when the work train service is less than 10 days, it is unnecessary to
bulletin the job or make any guarantee payments under the respective guarantee rules.
(See Appendix I, Page 117, and Appendix N, page 146.)
RULE 19 (a). Snow Plow Service.
Engineers assigned to snow plow service will be paid at through freight rates for each calendar
day held in readiness for use. While on duty in such service, they will be paid for time or mileage
made at freight rates as per Rules 1 and 12 (b), and in addition thereto a sixty-four cent (64¢) per
basic day differential will be added to the through freight or local way freight rate of pay when
snow plow service is performed incidental to service for which either the through freight or local
way freight rate is payable.
The above is applicable to engineers of engines pushing rotary, Russell and wedge plows, and
snow dozers or Jordan spreaders being pushed or pulled in snow removal.
The sixty-four cent (64¢) per basic day difference payment does not apply to work trains used in
clearing yards or station facilities of snow, handling gangs engaged in sloping snow cuts or
moving snow fences, or when snow equipment not in service is being handled in a train.
(b) Not Handle Trains Pushing Large, Snow Plows.
Engineers running large snow plows that they cannot see over from engineer’s seat will not be
required to pull trains, except in case of emergency.
RULE 20(a). Helper Service.
Engineers in helper service under this schedule are those handling engines which help passenger
and freight trains on heavy grades where such helper service is regularly employed. Engines
double-heading or helping trains in emergencies will not be considered helpers. Where engineers
run first in first out on trains where helper engines are regularly employed, taking either train
engine or helper as their turn comes around, they will be paid road rates.
(b)
1. This rule, exclusive of “paragraph 5”, applicable only to engineers on regular
assigned helper service jobs that are scheduled to tie up at other than the source of supply of
extra engineers.
2. Regularly assigned helper service engineers, who are available for service the entire
month, will be paid a monthly guarantee of 3200 miles. If a regularly assigned helper engineer,
who is available for service the entire month, does not earn the equivalent of 3200 miles, such
engineer will be compensated the difference between the actual mileage earned and the
minimum guarantee established by this rule.
3. When two or more regularly assigned engineers perform service on the same regularly
assigned helper job and guarantee is payable, the guarantee will be pro-rated on the basis of the
number days that each engineer is assigned to the helper job, except that guarantee mileage will
not be pro-rated to engineers who have earned in excess of the pro-rata guarantee equivalent for
the number of days protecting the assignment. As an example, Engineer “A” protects the
assignment 12 days and earns 1400 miles. Engineer “B” Protects the assignment 18 days and
earns 1600 miles. Guarantee of 200 miles on the assignment is payable to Engineer “B”, none to
Engineer “A”, because he earned in excess of the pro-rated guarantee equivalent.
4. It is understood that when the combined total mileage paid to all regularly assigned engineers
on the same assignment (or assigned turn, when there are two or more engineers assigned on a
first-in, first-out basis) equals or exceeds 3200 miles on each turn, no guarantee is payable.
5. Extra list engineers protecting temporary vacancies will be paid the equivalent of the
number of days protecting the temporary vacancy times 105 miles, when not earning the
equivalent of 105 miles per calendar day. For example:
Paid Paid
(1) (2)
1st day 220 miles 110 miles
2nd day None None
3rd day 220 miles 110 miles
4th day None 110 miles
5th day 110 miles 110 miles
Total 550 miles 440 miles
NOTE: These examples are by way of illustration, and not by way of limitation.
Under the examples listed in Column (1) no guarantee would be payable to the extra list
engineer. However, under the example listed in Column (2) the extra list engineer would be
compensated 85 miles guarantee because 5 times 105 miles equals 525 miles, and he earned but
440 miles.
RULE 21 (a). Way Freight Guarantee and Definition.
Where way freight trains are designated or specified and for any cause are not run, engineers of
other trains that perform the work of way freight trains shall receive the way freight rate of pay;
and provided no local service is performed by engineers of other trains, the first freight engineer
departing from terminal after midnight will receive the local freight rate as per paragraph (b) of
this rule. “Freight engineer” will not include an engineer leaving terminal in work train or
deadhead service.
Way freight rates will be allowed on the following runs:
MESABI DIVISION:
Between:
Superior and Minneapolis.
Superior and Cass Lake.
Swan River and Virginia.
Kelly Lake and Grand Rapids.
421’s extra east Kelly Lake or Virginia to Superior between the dates of November 15th and
April 15th of each year.
ST. CLOUD DIVISION:
Between:
Minneapolis and Hutchinson.
Minneapolis and St. Cloud.
Minneapolis and Milaca.
St. Cloud and Fargo.
Sauk Centre and Cass Lake.
Sandstone and Willmar.
WILLMAR DIVISION:
Between:
Minneapolis and Willmar.
Willmar and Breckenridge.
Benson and Watertown.
Watertown and Huron.
Morris and Browns Valley.
Breckenridge and Aberdeen.
SIOUX CITY DIVISION:
Between:
Willmar and Garretson.
Garretson and Sioux City.
Sioux Falls and Yankton.
Watertown and Garretson.
DAKOTA DIVISION:
Between:
Cass Lake and Grand Forks.
Barnesville and Noyes.
Breckenridge and Crookston Yard.
Crookston Yard and Warroad.
Breckenridge and Page.
Page and Devils Lake.
Fargo and Larimore.
Page and New Rockford.
Fargo and Portland Junction, including Chaffee Line.
Fargo and P. A. Tower.
Grand Forks and Devils Lake.
Grand Forks and Neche.
Grand Forks and Walhalla.
Larimore and Hannah.
Lakota and Sarles.
Church’s Ferry and St. John.
York and Dunseith.
Rugby and Antler.
Towner and Maxbass.
Granville and Sherwood.
MINOT DIVISION:
Between:
New Rockford and Minot.
Devils Lake and Minot.
Minot and Williston.
Berthold and Crosby.
Stanley and Grenora.
MONTANA DIVISION:
Between:
Williston and Cut Bank.
Baffiville and Opheim.
Bainville and Watford City.
Dainville and Richey.
Saco and Hogeland.
BUTTE DIVISION:
Between:
Havre and Great Falls.
Great Falls and Laurel.
Great Falls and Butte.
Great Falls and Sweet Grass.
Moccasin and Lewistown.
KALISPELL DIVISION:
Between:
Cut Bank and Troy.
Troy and Hillyard.
Bonners Ferry and Port Hill
SPOKANE DIVISION:
Between:
Hillyard and Wenatchee.
Wenatchee and Oroville.
Wenatchee and Mansileld.
MARCUS DIVISION:
Between:
Hillyard and Kettle Falls.
Kettle Falls and Nelson.
Kettle Falls and Republic.
CASCADE DIVISION:
Between:
Wenatchee and Leavenworth.
Skykomish and Interbay.
Seattle and Tacoma.
Tacoma and Vancouver, Wash.
Everett and Vancouver, B. C.
Anaeortes and Rockport.
Pacific Coast R.R. Co.
KLAMATH DIVISION:
Between:
Klamath Falls and Bend.
Klamath Falls and Bieber.
(b) It is agreed that on main lines, way freight rates will apply six days per week In each
direction. Main lines under this rule are as follows:
Minneapolis and Willmar
Willmar and Breckenridge
Breckenridge and Casselton
Casselton and New Rockford
New Rockford and Minot
Minneapolis and Fargo, via Osseo and St. Cloud Fargo and Minot, via Grand Forks and Devils
Lake
Minneapolis and Superior
Superior and Cass Lake
Cass Lake and Grand Forks
Crookston and Noyes
Crookston and Barnesville
Willmar and Sioux City
Minot and Havre
Great Falls and Butte
Great Falls and Billings
Great Falls and Sweet Grass Line Jet.
Great Falls and Havre
Havre and Delta, Washington
Interbay and Vancouver, B. C.
Interbay and Vancouver, Washington
Hillyard and Grand Forks, B. C.
Bend and Bieber
When main line way freight service is assigned to a regular engineer, such engineer will be paid
at the way freight rate as assigned, whether run or not. Such payment of the regularly assigned
engineer, whether or not service Is performed, will constitute compliance with the requirement of
number of days service per week, so far as the days of the assignment are concerned, and the first
chain gang engineer after midnight will not claim the way freight rate for the same day and
territory.
(c) It Is agreed that a way freight train being “run as assigned” means run within twelve hours of
its schedule or specified leaving time and that when not run within such time, providing It Is
physically possible to run any trains, the guarantee has not been fulfilled and an additional day Is
payable. It is understood the 12-hour period will end when the engine reaches the main track
switch connection with the yard where the road trip begins.
(d) Conversion Rule.
1. Engineers In through or irregular freight service required to pick up and/or set off a car or cars
at three or more points, or, when the time actually consumed in picking up and/or setting off
exceeds one hour and thirty minutes in the aggregate for the entire trip during any one trip or tour
of duty will be paid local freight rates for the entire service performed. The following shall not
be considered picking up and/or setting off cars for the purpose of this rule:
A. Picking up or setting off cabins or caboose cars at Initial or final terminal.
B. Picking up cars at first point or setting off cars at last point at which cars are picked up or set
off respectively, within the initial or final terminal.
C. At foreign line junction points not exceeding four in number, when interchange cars only are
picked up and/or set off.
D. Setting out defective cars at any point.
E. Doubling hills.
F. Setting out or picking up cars (but not setting out and picking up at the same point) for the
purpose of adjusting the tonnage of the train to established engine ratings.
Except as provided in Item F above, picking up and/or setting off cars at one point between the
time train is stopped and the entire train Is coupled up and ready to start shall constitute picking
up and/or setting off cars at one “point” for the purpose of this rule.
2. Engineers required to do station switching will be paid local or way freight rates. Switching
necessary in picking up cars will not be considered “station switching”. Switching for the
purpose of placing at loading or unloading places cars other than cars loaded with livestock or
highly perishable freight, will be considered “station switching”. If, in order to set out car or cars
clear of main line, it is necessary to move from “spot” a car or cars that are set for loading or
unloading, such car or cars will be replaced on “spot” and so doing will not be considered
“station switching”.
3. In passenger or through or irregular freight service where commercial LCL freight and/or
company material is loaded or unloaded by the engine or train crew during the entire trip
engineers will be paid local freight rates.
4. There shall be no conversion except as specifically covered by this rule.
YARD AND TRANSFER SERVICE
RULE 22(a). Basic Day Yard.
Eight hours or less shall constitute a day’s work in yard service.
(b)-l. Overtime Yard.
Except when changing off where it is the practice to work alternately days and nights for certain
periods, working through two shifts to change off; or where exercising seniority rights from one
assignment to another; or when extra men are required by schedule rules to be used, all time
worked in excess of eight hours continuous service in a twenty-four hour period shall be paid for
as overtime on the minute basis at one and onehalf times the hourly rate, according to class of
engine.
(b)-2. Overtime Yard-Extra Engineers.
Except as indicated below or when changing off where it is the practice to work alternately days
and nights for certain periods, working through two shifts to change off, or where exercising
seniority rights, all time worked in excess of eight hours continuous service In a twenty-four
hour period shall be paid for as overtime on a minute basis at one and one-half times the hourly
rate.
In the application of this rule, the following shall govern:
(A) This rule applies only to service paid on an hourly or daily basis and not to service paid on
mileage or road basis.
(B) A tour of duty in road service shall not be used to require payment of such overtime rate in
yard service. (The term “road service”, as used in this paragraph (B), shall not apply to employes
paid road rates, but governed by yard rules.)
(C) Where an extra man commences work on a second shift in a twenty-four hour period he shall
be paid at time and one-half for such second shift except when it is started twenty-two and onehalf
to twenty-four hours from the starting time of the first shift.
A twenty-four hour period, as referred to in this rule, shall be considered as commencing for the
individual employe at the time he started to work on the last shift on which his basic day was
paid for at the pro rata rate.
(D) An extra man changing to a regular assignment or a regularly assigned man reverting to the
extra list shall be paid at the pro rata rate for the first eight hours of work following such change.
(E) Except as modified by other provisions of this rule, an extra employe working one shift in
one grade of service and a second shift in another grade of service shall be paid time and onehalf
for the second shift, the same as though both shifts were in the same grade of service, except
where there is another man available to perform the work at pro rata rate.
NOTE (1): On railroads where a seniority board is in effect the rule shall include a provision that
in cases where there is a man or men on the board available for work at the pro rata rate, a senior
man who exercises his seniority to work two shifts, the second of which would otherwise, under
the provisions of this rule, be paid at the overtime rate, shall be paid at the pro rata rate.
NOTE (2): The adoption of this rule shall not affect any existing rule in the schedule of any
individual carrier relating to service performed on a succeeding trick when an employe’s relief
fails to report at the fixed starting time.
NOTE (3): Existing rules and practices for regular engineers are not changed hereby.
(c) Special Allowances.
Where it has been the practice or rule to pay a yard engine crew, or either member thereof,
arbitraries or special allowances, or to allow another minimum day for extra or additional
service performed during the course of or continuous after the end of the regular assigned hours,
such practice or rule is hereby eliminated, except where such allowances are for Individual
service, not properly within the scope of yard service.
RULE 23(a). Assigned Hours, Yard.
Engineers shall be assigned for a fixed period of time, which shall be for the same hours daily for
all regular members of a crew. So far as is practicable, assignments shall be restricted to eight
hours work.
(b) Resume duty after 16 hours work.
Regular yard engineers required to work sixteen hours will resume work when their rest period is
up under the Federal Law, and then be permitted to work eight hours or paid therefor.
RULE 24 (a). Starting Time.
Regularly assigned yard crews shall have a fixed starting time, and the starting time of a crew
will not be changed without at least 48 hours’ advance notice. Practices as to handling of transfer
crews are not affected by this section.
(b) Yard Transfer Crews.
The sentence contained in paragraph (a) of this rule, reading “Practices as to handling of transfer
crews are not affected by this section,” is understood and agreed to mean that yard or transfer
crews called or assigned under the provisions of Rule 28 may be used In combined yard and
transfer service to the extent and under the limitations therein provided, without conflict with this
rule.
(c) Three Shift Assignments.
Where three eight hour shifts are worked In continuous service, the time for the first shift to
begin work will be between 6:30 A.M. and 8:00 A.M.; the second 2:30 P.M. and 4:00 P.M. and
the third 10:30 P.M. and 12:00 midnight.
(d) Two Shift Continuous Assignments.
Where two shifts are worked in continuous service, the first shift can be started during any one of
the periods named in Section (c).
(e) Two Shift Non-Continuous Assignments.
Where two shifts are worked, not in continuous service, the time for the first shift to begin work
will be between the hours of 6:30 A.M. and 10:00 A.M., and the second not later than 10:30
P.M.
(f) Independent Assignment.
Where an independent assignment is worked regularly, the starting time will be during one of the
periods provided in paragraphs (c) or (e).
(g) Single Crew Assignments.
At points where only one yard crew is regularly employed, they can be started at any time,
subject to sixteen hours advance notice.
(h) Time Standards.
Where mutually agreeable, on account of conditions produced by having two standards of time,
starting time may be changed one hour from periods above provided.
(i) Unit Starting Time.
The time for fixing the beginning of assignments or meal periods is to be calculated from the
time fixed for the crew to begin work as a unit, without regard to preparatory or individual
duties.
(j) Extra Yard Engines.
Additional or extra switch engines may be started at any hour other than between 12:00 midnight
and 6:30 A.M. An extra engine is understood to be one not regularly assigned, as provided in
paragraph (a) of this rule, and not continued in service in excess of five days. An extra engine put
on and continued in service for five consecutive calendar days thereby becomes a regular
assignment if continued in service thereafter. Cessation of such service for a single day after the
five consecutive days continuous service will not be considered a break in the continuity of such
service. If the regular assignment thus set up is to be continued as a six day assignment, the
assigned day off will be designated not later than the close of the fifth day’s service. Extra
engines automatically becoming regular assignments under this rule will thereupon be subject to
all the provisions of paragraph (c), (d), (e), (f) and (g) of this rule.
(k) Regular Assignments.
Regularly assigned switch and transfer service per week, bulletined for either six or seven days
service and will be paid the days of the assignment as bulletined, except that such assignments
may be annulled on New Year’s Day, Fourth of July, Thanksgiving Day and Christmas Day,
without cancellation of the assignment and without payment for those days if no service is
performed. When partial service is worked on such holidays, the senior engineer regularly
assigned to that shift will be used. In yards where a five-day work week is in effect for yardmen,
enginemen assigned must be assigned a minimum of six days per week. (See Appendix R, page
163.)
(l) Cancellation of Assignment.
When regular yard or transfer assignments are cancelled or annulled, regularly assigned
engineers thereon will be so notified prior to going off duty the last day before such cancellation
or annulment becomes effective. If not so notified, they will be allowed a minimum day at the
rate of pay of their assignment for the following day, and will not exercise seniority until the
close of their assignment on such day.
NOTE: The following agreed examples illustrate application of rule 24 M :
EXAMPLES:
1. An extra engine worked for five consecutive days, not worked the sixth day, but did work the
seventh day, and no notice of it being a six day assignment posted. Such engine became a
regular seven day assignment at the end of the fifth day, and the sixth day must be paid for under
paragraph (k) of this rule.
2. An extra engine worked for five consecutive days, not worked the sixth day, but did work the
seventh day, and notice posted of It being a six day assignment with the sixth day lay over. Such
engine became a regular six day assignment at the end of the fifth day and the sixth day not
payable account assigned day off.
3. An extra engine worked for five consecutive days, worked the sixth day but not worked the
seventh day and no notice of six day assignment posted at the end of the fifth day. Such engine
became a regular seven day assignment at the end of the fifth day and the seventh day must be
paid for under paragraph (k) of this rule.
4. An extra engine worked for five consecutive days worked the sixth day, not worked the
seventh day and notice of six day assignment posted designating seventh day as layover day.
Seventh day not payable account assigned layover day.
5. An extra engine worked for five consecutive days, and continued on the sixth or seventh day
and no notice of assignment made, and such continued service started at other than the starting
time designated in this rule for regular assigned service. Such continued service must be paid for
as of the close of the starting time period for the shift upon which actually started on the sixth or
seventh day and the extra engineer first out at that hour is entitled to a runaround if not used for
such service.
RULE 25. Lunch Period.
Yard engineers will be allowed 20 minutes for lunch between four and one-half and six hours
from time of starting work, without deduction in pay. Lunch period must be given and completed
within the specified one and one-half hour period. If no lunch period has been permitted up to 5
hours, 40 minutes from starting time, employes are then entitled to stop work for twenty minutes
at that time for such purpose. Engineers in yard and transfer service will not be required to work
more than two hours overtime continuous with their regular shift without being allowed a second
twenty minute period to eat.
RULE 26 (a). Point Beginning and Ending Duty
The pay of yard engineers shall continue until they reach the point at which they start work and
yard engineers shall have a designated place for going on and off duty. The point for going on
and off duty will be governed by local conditions. In certain localities instructions will provide
that yard engineers will report at the hump; other report at yard office; others at engine houses
and ready tracks. It is not considered that the place to report will be confined to any definite
number of feet, but that the designation will Indicate a definite and recognized location.
(b) Time Commences and Ends.
Switch engineers’ time will commence 15 minutes before engine Is ordered to leave roundhouse
track, or any other designated track, or at the time they begin work If they do not report at the
time specified, and will end 15 minutes after delivery on designated roundhouse track; the 15
minutes being allowed for Inspection of engine.
RULE 27. Yard Engineers In Road Service.
Where regularly assigned to perform service within switching limits, yard engineers shall not be
used In road service when road crews are available, except in case of emergency. When yard
engineers are used In road service under conditions just referred to, they shall be paid miles or
hours, whichever Is the greater, with a minimum of one hour, for the class of service performed,
in addition to the regular yard pay and without any deduction therefrom for the time consumed
in said service.
A road engineer is available when rest is up and Is subject to call.
NOTE: The following excerpt from Interpretation No. 2 to Supplement No. 24 to General Order
No. 27 of the Director General of Railroads Is applicable to Rule 27.
QUESTION 21: How does Article XX(b) of Supplement 24 to General Order 27 apply in
following examples:
(a) Work five hours in yard, then used in road service four hours, making 20 miles; total spread,
nine hours?
(b) Work three hours in yard, then used In road service two hours, making 10 miles, return to
yard for four hours; total spread, nine hours?
(c) Work seven hours in yard, then used In road service three hours, making 18 miles; total
spread, 10 hours?
(d) Work two hours in yard; used in road service 30 minutes, making 5 miles; returns to yard and
works two hours; again used in road service for one hour, making 10 miles; then returns to yard
and works two hours and 30 minutes; total spread, eight hours?
(e) Work one hour in yard; used in road service for one hour, making 20 miles; return to yard and
work five hours; again used in road service for two hours, making 15 miles; total spread, nine
hours?
(f) Assigned from 7:00 A.M. to 3:00 P.M.; work two hours in yard; used in road service for one
hour, making 10 miles; returns to yard and works four hours; again used In road service for five
hours, making 26 miles; relieved at 7:00 P.M.; total spread, 12 hours?
(g) Assigned from 7:00 A.M. to 3:00 P.M.; work one hour in yard, used in road service nine
hours, making 30 miles; relieved at 5:00 P.M.; total spread, 10 hours?
DECISION: Under Article XX(b) yard engine crews regularly assigned to perform service
within switching limits would be paid:
(a) Eight hours at straight yard rates, one hour at yard overtime rates (time and one-half), and
four hours at pro rata road rates.
(b) Eight hours at straight yard rates, one hour at yard overtime rates (time and one-half), and
two hours at pro rata road rates.
(c) Eight hours at straight yard rates, two hours at yard overtime rates (time and one-half), and
three hours at pro rata road rates.
(d) Eight hours at straight yard rates, one hour at pro rata road rates for first road service and one
hour at pro rats, road rates for second road service.
(e) Eight hours at straight yard rates, one hour at yard overtime rates (time and one-half), 20
miles at pro rata road rates for first road service, and two hours at pro rata road rates for second
road service.
(f) Eight hours at straight yard rates, four hours at yard overtime rates (time and one-half), and
six hours at pro rata road rates.
(g) Eight hours at straight yard rates, two hours at yard overtime rates (time and one-half). and
nine hours at pro rata road rates.
QUESTION 22. If yard crews who are regularly assigned to perform service within switching
limits are used in road service when road crews are available, how shall they be paid?
DECISION: Except in cases of emergency, yard crews should not be used In road service when
road crews are available, but whenever used in road service, yard crews should be paid for the
service under provisions of Articie XX (b).
QUESTION 23. Article XX(b) reads in part: “Where regularly assigned to perform service
within switching limits,” etc., what Is meaning of “regularly assigned”?
DECISION: Engine crews who may properly be called and used in service within switching
limits for which yard rates are paid, shall be considered as “regularly assigned” under
application of this rule.
QUESTION 24: What Is the Intent of the words “road service” as used In this section?
DECISION: Any service for which road rates are paid.
NOTE: Refer to Rule 31 (g) (1), Interpretation 2.
RULE 28 (a). Definition of Transfer Service.
Transfer service Is understood to mean the local hauling movement of trains of cars between two
or more disconnected yards or sub-yards for further local handling by train yard or Industrial
switch engines. Train yard or industrial switch engines making trips in the performance of their
switching work between yards, or yards and Industries, will not be considered in transfer
service. Yard rates to apply to belt and transfer service.
(b) Transfer Assignments.
Transfer assignments, as now constituted, include such service between the following points:
Saint Paul: Between Como Yard or points East of Como Yard and Hamline, W. P. E. Shop
Yard, Koppers Coke, or Fair Grounds, or points West thereof.
Como Yard and Omaha East St. Paul, Omaha Western Ave., Q Daytons Bluff Yard, Milwaukee
Pigs Eye Yard, Great Western Belt Yard, or Great Western State St. Yard.
Minneapolis:
Union Yard or points West of Union Yard and Hamline, W. F. E. Shop Yard, Koppers Coke, or
Fair Grounds, or points East thereof.
Minneapolis: Between Union Yard or points East of Union Yard, and Lyndale or Cedar Lake
Yards.
Mp1s. Jct. or points East of Mpls. Jct. and Soo Line Shoreham Yard, N. P. Northtown Yard, or
G. N. Fridley Yard.
Cedar Lake Yard or points East thereof and Hopkins.
Superior and Allouez: Superior or points west thereof and all points east of N. P. St. Louis Bay
Bridge.
Superior and Central Ave. Tower, Saunders or Allouez.
Saunders and Allouez.
St. Cloud: St. Cloud and State Reformatory, Veterans’ Hospital or Tileson Mill Spur; also
Rockville for granite shipments to or from the granite companies.
Fargo: Fargo and Armour Packing Plant or Union Stockyards at West Fargo.
Spokane: Spokane and Hillyard, or Northern Pacific Yard.
Everett: Delta Yard and Lowell or Pacific Avenue.
Seattle: Interbay Yard and King St. or points South thereof.
Tacoma: Tacoma and Tacoma Municipal Railway, or Northern Pacific Yard, or Milwaukee
Yard and Interchange.
(c) Rate of Pay.
Such transfer assignments will be paid as per schedule Rule 28 (a). If additional assignments are
set up under paragraph (a) of this rule, between points other than those named herein, the limits
of such assignments shall be negotiated as a supplement to paragraph (b) of this rule.
(d) Regular Assignments.
So far as the requirements of the service will permit, transfer work, as above defined, will be
performed by employees regularly assigned thereto. If such transfer work requires temporary
additional service, for which extra employees are called, such extra employees will be paid as
per paragraph (c) of this rule.
(e) Combined Transfer and Yard Service.
If the transfer service on a transfer assignment, or on a call of an extra crew for transfer service,
Is insufficient to fill a minimum day’s work, such assignment may be filled out with switching
service, provided that payment for service on each day so used, other than on the assignment at
Saint Cloud, (1) shall be on the basis of yard or road rate, whichever Is higher; (2) that such
combined service shall be subject to schedule Rule 24, yard starting time rule; (3) that such
combined service shall be subject to schedule Rule 26, time commences and ends. If used In
such combined service on the transfer assignment at Saint Cloud, payment for service on each
day so used, (1) shall be on the basis of yard rate; (2) that such combined service shall be subject
to schedule Rule 12 (a), beginning and end of day; (3) that on days on which such combined
service Is performed, there shall be added an arbitrary allowance of one hour at time and onehalf
rate In addition to regular yard allowances, as above provided, and without deduction
therefrom. If an engineer regularly assigned in or called for extra switching service is required to
perform transfer service within the yard limits in which assigned, he will be paid for combined
service in like manner. If used In transfer service outside of the yard limits in which assigned, he
will be paid as provided by schedule Rule 27. This Is without prejudice to proper application of
schedule Rule 27 In road service other than the transfer service herein provided.
(f) New Westminster Yard Engine.
The terms of the special agreement dated March 17, 1941, regarding engineers assigned to New
Westminster yard engines are hereby reaffirmed, see Appendix H, page 116.
(g) Changing Engines, Yard and Transfer Service.
Yard and transfer engineers required to change engines after departing from the designated
Point for going on duty and prior to returning to the designated point for going off duty, for the
purpose of moving the engine to the roundhouse or servicing point for routine repairs, wash-out,
monthly or periodical inspection, will be allowed a 30-minute arbitrary at 1/8th of the daily rate,
based on the weight on drivers of the largest engine handled on that tour of duty in addition to all
other payments. No additional allowance will be paid under this rule when engines are changed
because of mechanical failures, break-downs, and conditions wherein the motive power on that
particular tour of duty cannot complete the shift. Neither will the additional allowance provided
herein apply when it is necessary to change engines on account of operating characteristics,
including track curvature, light rail, bridges of restricted tonnage, improper clearance, and so
forth.
The following questions and answers will illustrate the intent of the application of this rule:
1. Will the 30-minute arbitrary apply when engines are exchanged at the designated point for
going on and off duty?
ANSWER-The arbitrary allowance will not apply regardless of the reason for the exchange.
2. Yard engineers going on duty at Lyndale Junction, performing service on an engine that
becomes disabled at Cedar Lake Yard during the tour of duty. Engineer on a combination yard
transfer run from Minneapolis Junction to Cedar Lake Yard and return exchanges engines at
Cedar Lake, completing trip Cedar Lake to Minneapolis Junction with the partially disabled
engine. How will the arbitrary allowance be applied?
ANSWER: Due to the emergency, the arbitrary allowance of 30 minutes will apply to the
engineer on the yard-transfer run only. The same principle to apply where an engineer on either a
yard, transfer, or combination yard-transfer assignment is required to change engines with other
engineers within the switching limits.
3. Will the arbitrary allowance provided herein apply to any engineer when engines are sent out
from the roundhouse or servicing point solely for the purpose of changing off, even though it
may be for the purpose of moving the regular engine to the shop point for repairs, Inspection,
servicing, and so forth?
ANSWER: No.
4. Engineers in yard-transfer service from Interbay to Seattle to Interbay. At Seattle engineer Is
required to change engines with a regularly assigned yard or yard-transfer crew assigned to
commence and terminate work at Seattle. The exchange of engines at Seattle is made for the
purpose of moving the other engine to the servIcing point for repairs, wash-out, or periodical
Inspection. How will the arbitrary allowance apply?
ANSWER: The arbitrary allowance will apply to both engineers. However, if exchange Is made
during the time that the Seattle engineer Is not on duty the arbitrary allowance will not apply to
this engineer.
5. When streamlined trains are turned on the wye at Vancouver, B. C., by yard engineers without
using their regularly assigned engine, simply by transferring to the road engine already attached
to the train. Will the arbitrary allowance apply to these engineers?
ANSWER: No, except that the engineers will be paid the daily rate, based upon the weight on
drivers of the largest engine handled.
This rule does not contemplate any change in the existing practice of hostling, fueling, servicing
and making minor repairs to yard and transfer engines at Union Yard and Lyndale Junction in
Minneapolis, or S. C. & P. Division Street at Spokane and Hillyard yard tracks at Frances
Avenue.
NOTE: See Appendix “T” for agreement governing compensation to engineers changing engines
en route in Road Service.
TERMINAL SERVICES AND ALLOWANCES-ROAD CREWS
RULE 29(a). Preparatory Time, Passenger.
Engineers in Passenger service will be paid 5 miles at schedule rates for preparing engine before
leaving engine terminals, provided time of trip is computed in hours.
(b) Inspection Time, Freight and Passenger.
Engineers in freight and Passenger service will be allowed 15 minutes for inspecting engines
after arriving on designated track. Payments under this rule at one eighth of the daily rate per
hour. Arriving time on designated track to be shown on timeslips and roundhouse register. Final
terminal delay will also stop at this time. (Effective October 16, 1955)
RULE 30(a). Switching, Turn on Wye, Terminals.
When road engineers are required to perform switching service or turn their trains on wye before
commencing or after the end of any run, payment will be as follows: If trip is computed in miles,
actual time so engaged on the minute basis at the rate of one-eighth of the daily rate in addition
to pay for trip; if trip Is computed in hours, such time will be paid for in freight service as per
Rule 12(b); if in passenger service, as per Rule 11(d), (e).
A passenger train routed to its final terminal station or point of release by a roundabout route
does not thereby perform service payable under this rule, as such move was not performed, “after
the end of the run”. Any additional mileage thereby run should be added to the usual direct route
mileage between initial and final terminals.
When a freight train Is coupled up and ready to go, its movement, either in whole or in part, by
road engine to “warm up” the train is not terminal switching within the meaning of the rule.
Arbitrary for terminal switching is not allowable in work train service.
(b) Switching at Turn-Around Points.
When passenger engineers are required to perform switching service not connected with their
own trains at turn-around points, allowance will be as follows: If trip is computed In miles,
actual time so engaged on the minute basis at the rate of one-eighth of the daily rate in addition
to pay for trip; if trip is computed in hours, as per Rule 11 (d), (e).
(c) Switching Improperly Made up Passenger Train.
Passenger engineers who take a train out of a terminal without being properly switched and are
required to switch same in station order for the distant terminal or points beyond shall be
compensated for such service on the basis of terminal time In addition to pay for the trip.
EXAMPLES-FREIGHT SERVICE ONLY
(1) Required to report at A at 7 A.M., switches at A until 9 A.M., leaves A at 9 A.M., runs to B
100 miles. relieved at B at 3 P.M.
Compensation: 100 miles plus 2 hours switching at former rates.
(2) Required to report at A at 7 A.M., switches at A until 9 A.M., leaves A at 9 A.M., and runs to
B 100 miles, relieved at B at 4 P.M.
Compensation: 100 miles plus 2 hours switching at former rates, such allowance being greater
than 1 hour overtime at one and one-half times.
(3) Required to report at A at 7 A.M., switches at A until 9 A.M., leaves A at 9 A.M., and runs to
B 100 miles, relieved at B at 4:20 P.M.
Compensation: Either 100 miles plus 2 hours switching at former rates or 100 miles and 1 hour
and 20 minutes road overtime at 3/16 of the daily rate per hour, because the money value of the
former allowance and the money value of the road overtime at 3/16 of the daily rate are equal.
(4) Required to report at A at 7 A.M., switches at A until 9 A.M., leaves A at 9 A.M., and runs to
B 100 miles, relieved at B at 5 P.M.
Compensation: 100 miles plus 2 hours overtime at 3/16 of the daily rate per hour. In this case the
money value of the road overtime at 3/16 of the daily rate exceeds the allowance of two hours
switching at former rates.
NOTE: In calculating the time engaged in switching under the rules, regulations or practices
which are retained, it is understood that the time will be continuous from time the work Is begun
and until it is completed and the train is coupled together.
Reference is made to Twin City Switching Agreement effective July 1st, 1930 (see Appendix D),
Coast Line Switching Agreement effective May 1st, 1938 (see Appendix E), and PortlandVancouver
Switching Agreement effective May 1st, 1938 (see Appendix F), which are hereby
reaffirmed.
(d) Switching Limits.
1. At points where yard service Is now maintained, switching limits, as shown In paragraph (2),
will not be changed other than by negotiation and agreement with the authorized representatives
of the employes. At points where no yard service is now maintained, but is hereafter established,
the switching limits in such yard shall be the yard limits as they exist at the time of establishment
of such service; thereafter such switching limits will not be changed other than by negotiation
and agreement with the authorized representatives of the employes. The existence of switching
limits will In no way be deemed a prohibition against road enginemen handling their own trains
in or through such limits.
2. Terminal Location of Switching Limits
Duluth West 6155 ft. west of Saunders inSuperior
terlocking tower.
Allouez East to end of track.
Saunders
Kelly Lake 3648 ft. west of west end of depot
(Gunn Line).
12745 ft. west of west end of depot
(Swan River Line).
14588 ft. east of west end of depot
(Casco Line).
2000 ft. east of east yard switch,
not Including mine spurs (Virginia Line).
T. C. Terminals East to end of track St. Paul.
West 3597 ft. west of M.P. 19 including Hopkins Line (Willmar Line).
West 5636 ft. west of Junction
switch (Osseo Line).
West 2638 ft. west of west switch
Fridley (East Side Line).
Note: Snelling Ave., St. Paul, is the dividing line between St. Paul and Minneapolis Yards,
except St. Paul switch crews perform switching in G. N.
Hamline Yard and State Fair Grounds; Minneapolis crews perform switching W.F.E. Hamline
Shop Yard, and Koppers Coke plant.
Willmar 10859 ft. east of east end of depot
(Main Line).
11443 ft. west of east end of depot
(Main Line).
9127 ft. south of east end of depot
(Sioux City Line).
4553 ft. north of Asylum spur
switch (St. Cloud Line).
St. Cloud 6056 ft. east of south wye switch near depot (Osseo Line).
9832 ft. south of Rice Jct. switch (Willmar Line).
3333 ft. east of east N. P. Ry. crossing (Brook Park Line).
448 ft. west of Veterans’ Hospital spur switch (Fergus Falls Line).
6898 ft. east of Junction switch (East Side Line).
Note: Transfer limits include State Reformatory, Veterans’ Hospital and Brick Yard spur; also
Rockville for handling shipments to or from granite companies.
Sioux City East 1830 ft. east of Illinois Central
crossing near Leeds.
West to end of track.
Sioux Falls 6722 ft. east of east end of depot (Garretson Line).
28666 ft. west of east end of depot (Yankton Line).
4069 ft. east of CMStP&P crossing at Level Siding (Watertown Line).
Watertown 10944 ft. west of east end of depot (W. & S. F. Line).
6526 ft. east of east end of depot (Benson Line).
9415 ft. west of east end of depot (Huron Line).
Moorhead and Fargo 7002 ft. east of Moorhead depot (Fergus Falls Line).
8774 ft. north of Moorhead depot (Halstad Line).
10059 ft. south of Moorhead depot (Brushvale Line).
15905 ft. west of Fargo passenger depot (Grand Forks Line).
23121 ft. west of Fargo passenger depot (Surrey Line).
Grand Forks and 8557 ft. south of P. A. Tower (Fargo Line).
East Grand Forks 5078 ft. west of P. A. Tower (Devils Lake Line).
3464 ft. north of north Wye switch (Neche Line).
8014 ft. east of E. Grand Forks depot (Crookston Line).
Devils Lake 5633 ft. east of Passenger Depot (Grand Forks Line).
16609 ft. west of Passenger Depot (Minot Line).
5133 ft. east of Passenger Depot (Aneta Line).
5760 ft. west of Passenger Depot (FGS Line).
Crookston 1215 ft. east of N. P. Ry. crossing (Cass Lake Line).
550 ft. west of west Wye switch (Grand Forks Line).
14276 ft. west of north Wye switch (Noyes Line).
2018 ft. east of M. N. Jet. Switch (Ada Line).
2554 ft. east of M. N. Jet. Switch (Halstad Line).
Breckenridge 12946 ft. east of east end of depot (Main Line).
and Wahpeton 6464 ft. west of west end of depot (Casselton Line) –
5604 ft. west of west end of depot (Moorhead Line) –
Minot 22192 ft. east of east end of depot.
14823 ft. west of east end of depot.
Williston 13983 ft. east of center line of depot.
14295 f t. west of center line of depot.
Havre 5720 ft. east of east switch.
6237 ft. west of west switch.
Great Falls 5101 ft. east of east switch (BillIngs
Line).
110 ft. west of west switch at
Rainbow (Havre Line).
3201 ft. west of lst switch east of
Sun River Bridge (Butte
Line).
2288 ft. west of mile post 4 (Sweet
Grass Line).
Helena 2838 ft. east of N. P. Transfer
switch.
8586 ft. west of west wye switch.
Butte East 990 ft. east of east switch at
Woodville.
West to end of track.
Whitefish 2144 ft. east of east switch.
8500 ft. west of Somers Lumber Co.
spur in west end of yard.
Hillyard 10032 ft. east of Hillyard depot.
Spokane 8508 ft. west of Fort Wright depot.
Ft. Wright 33277 ft. west of the Inland Jct switch head block (Coeur d’ Alene Line).
5485 ft. east of the Inland Jct. switch head block (Moscow Line).
Appleyard 24755 ft. east of Wenatchee depot (Main Line).
Wenatchee 14560 ft. west of Wenatchee depot (Main Line).
19000 ft. north of Wenatchee depot (W. 0. Line).
Lowell 14902 ft. east of frt. depot Pacific
Ave.
Delta 12870 ft. west of Everett Jet.
Everett 3171 ft. north of Delta Jet.
Seattle 7557 ft. east of Ballard depot
5000 ft. south of Argo.
Tacoma 5815 ft. east (north) of Reservation signal tower.
4419 ft. west (south) of South Tacoma depot.
S. Bellingham 20400 ft. south of train order signal
Bellingham at depot Bellingham.
15540 ft. north of train order signal
at depot Bellingham.
New Westminster 5329 ft. south of Fraser River Jet.
2153 ft. south of the end of double
track at Endot. (previously
designated 2087 ft. north of
North Sapperton Pit track
switch).
Vancouver, B. C. 3232 ft. south of Still Creek to end
of track.
Klamath Falls 26843 ft. east of Bieber Line Jet. (previously designated as 2510 ft. east of east
switch Chelsea).
13500 ft. west of Bieber Line Jet.
Bieber 16365 ft. east of depot.
10982 ft. west of depot.
RULE 31 (a). Initial and Final Terminal Delay.
Engineers in passenger service detained at terminals for more than one hour before starting any
trip will be paid for all time In excess of 30 minutes on the basis of one-fifth of the daily rate In
addition to pay for trip, provided trip Is computed In miles; if trip is computed In hours, it will be
paid for as per Rule 1 1 (d), (e).
(b) Should a freight train be stopped, after passing the switching limits for any cause, other than
those connected with such train, final terminal delay will be computed continuously until arrival
of engine on designated release track.
(c) Should a passenger train be stopped after passing the switching limits for any cause other
than those connected with such train, final terminal delay will be computed continuously until
arrival of engine on designated release track or such other point where crew is released
from duty.
(d) Final terminal delay Is computed for freight trains from the time train is first stopped after
passing the switching limits for any cause, other than those connected with such train; or for
passenger train when it is first stopped after passing the switching limits for any cause other than
those connected with such train, until release of crew at roundhouse or other designated track,
not including any time otherwise paid for as an arbitrary such as switching or hostling. If this
total unpaid elapsed time is in excess of thirty minutes, the entire time will be paid for at pro rata
rate on the minute basis, unless road overtime has commenced, in which case road overtime rate
will apply. If the total unpaid elapsed time is thirty minutes or less, no payment shall be made
therefor.
Road engineers may claim pay for time under either the terminal switching rule 30(a), the
terminal delay rule 31 or the terminal hostling rule 36 where work is performed coming under
more than one of these rules, but payment will only be made under one of such rules for the same
time or service. The purpose being to allow payment under whichever rule will produce the
greater compensation for the total lapsed time consumed in any combined service without
duplicate payment being made for the same time or service under these rules.
(e) If road overtime has commenced, terminal overtime shall not apply and road overtime will be
paid to point of final release.
(f) When final terminal delay accrues, mileage between designated points and point of release
will not be allowed. When final terminal delay does not accrue actual mileage will be allowed
from designated switch or passenger station to point of release, and will be added to the actual
mileage of the trip. Less than one mile not to be counted, this applies to both passenger and
freight service.
Time of final release means when engine is delivered on designated track unless crew Is released
before reachIng such point.
NOTE: Above based on 12% miles per hour in freight service and 20 miles per hour in passenger
service and rate as per class of engine.
(g) (1) Initial terminal delay shall be paid on a minute basis to engineers in through freight
service after one (1) hour and fifteen (15) minutes’ unpaid terminal time has elapsed from the
time of reporting for duty up to the time the train leaves the terminal at one-eighth (1/8th) of the
basic daily rate, according to the class of engine used, in addition to the full mileage, with the
understanding that the actual time consumed in the performance of service in the initial terminal
for which an arbitrary allowance of any kind is paid shall be deducted from the initial terminal
time, under this rule.
NOTE: The phrase “train leaves the terminal”‘ means when the train actually starts on its road
trip from the yard track where the train is first made up.
INTERPRETATIONS:
1. The movement of a road train from the yard track where the train is first made up, to the
switch connecting such yard track with the ladder track, does not terminate the Initial terminal
delay under Engineers’ Rule No. 31 (g) (1) when stopped at such switch by a switch engine, or
inbound or outbound freight train occupying the ladder track. Initial terminal delay will continue
under the rule until the train actually proceeds from the point at which the delay occurs, i.e., the
switch connecting the yard track with the ladder track, or actually stops on the ladder track under
the circumstances referred to in the preceding sentence. In the event that an outbound road
Engineer is stopped for any
cause other than those connected with his train, on the ladder track after leaving the yard track on
which the train was made up, initial terminal delay will terminate when the train again
commences to move after such stop. Initial terminal delay will cease under the rule when the
train starts on its road trip from the yard track where the train is first made up when there is no
delay encountered because of switch engines or road trains at the switch connecting the yard
track with the ladder track, or on the ladder track.
2. If, after a road train has commenced its road movement, a yard engineer handles such
road train in reverse movement to a yard track not In connection with the Hours of Service Law,
he will be allowed an additional day’s pay at the road rate.
Where mileage is allowed between the point of reporting for duty and the point of departure from
the track on which the train is first made up, each mile so allowed will extend by 4.8 minutes the
period of one (1) hour and fifteen (15) minutes after which initial terminal delay payment begins.
NOTE: The Phrase “through freight service” as used In this rule does not include pusher, helper,
mine run, shifter, roustabout, belt line, transfer, work, wreck, construction, circus train (paid
special rates or allowances), road switcher, district runs, local freight and mixed service.
(2) When road overtime accrues during any trip or tour of duty, in no case will payment for both
initial terminal delay and overtime be paid, but whichever is the greater will be paid.
(3) When a tour of duty is composed of a series of trips, initial terminal delay will be computed
on only the first trip of the tour of duty.
NOTE: Where existing schedule rules require a carrier to bring engineers on duty more than
forty-five (45) minutes prior to departure of the train on which they are to be used, such rules
shall be revised to permit the Management to designate the time they are to report for duty.
INTERPRETATION: In application of Rules 31 (g) and 21(d), does the payment of local
rate under the conversion rule nullify any payment of miles that might accrue under the initial
terminal delay rule?
ANSWER: The payment of the local way freight rate of pay under the conversion rule does not
in any manner nullify or eliminate the payment of additional compensation that accrues under
the Initial terminal delay rule, now designated as Engineers’ Rule No. 31 (g) –
Where local pay Is allowed under Engineers’ Rule 21(b) to first through freight crew out of
terminal after midnight, would they be entitled to payments under Rule 3 1 (g), initial
terminal delay freight service
ANSWER: Payment of the local way freight rate of pay under Engineers’ Rule 21(b) to the first
through freight crew out of the terminal after midnight does not in any manner nullify or
eliminate the payment of additional compensation that accrues under the initial terminal delay
rule, now designated as Engineers’ Rule No. 31(g).
RULE 32. Time Allowance Roundhouse to Depot, Passenger.
(a) Engineers of passenger engines at St. Paul, Sioux City, Grand Forks, Duluth, Seattle,
Spokane, Great Falls and Billings, where they handle engines from roundhouse to passenger
station, will be paid actual time or miles for such work, computing from the time they leave the
designated roundhouse track, or if detained, their time will commence at the expiration of 15
minutes after the engineer was due to leave designated roundhouse track and will end when
engine arrives at station.
Time paid for under this rule should not be Included in calculating overtime, in other words,
should not be paid for twice.
(b) At terminals on the System, where road locomotives are run through, and engineers are
assigned to report for service and tie up at a designated point other than the roundhouse, such as
passenger station, yard office, etc.-
When such engineers are required to handle the locomotive between the designated on-duty or
tie-up point and the roundhouse, either one way or in both directions, they will be paid for such
service on an actual time basis computed at 12 ½ miles per hour, with a minimum of 15 miles, at
the through freight rate of pay for the largest locomotive handled, in addition to other trip
allowances, except that if initial or final terminal delay accrues, the time actually consumed in
changing locomotives will be deducted therefrom.
Time will be computed from the time the locomotive Is uncoupled from the train until delivered
to the designated track at the roundhouse, or vice versa. If locomotives are handled in both
directions by the same engineer, time will be computed from the time inbound locomotive Is
uncoupled from the train until the outbound locomotive is coupled to the train.
Road mileage between the designated point and the roundhouse will not be paid.
RULE 33. Heat and Light-Trains.
When it is desired to have passenger engineers furnish steam for heating or lighting trains, they
will be required to be on their trains not less than 50 minutes in advance of leaving time, and will
be paid for all time they are there in excess of 20 minutes before leaving time.
RULE 34. Other Terminal Service.
When engineers are required by proper authority to continue use of their engine after arrival at
their final terminal for the purpose of thawing out passenger equipment, to participate in repairs
to bad-order cars, or to water or supply shipments of emigrant movables or livestock, they will
be paid therefor at pro rata rate for actual time thus engaged, on the minute basis, in addition to
pay for the trip, if trip is computed in miles. If final terminal delay, including such service,
amounts to more than 30 minutes, entire period will be paid for as final terminal delay and no
special payment in addition thereto will accrue.
RULE 35. Work on Engines at Terminals.
In case engineers are required to perform work on their engines before or after trips, they shall be
paid for actual time so occupied at schedule rate. This not to apply to the usual work required of
engineers having assigned engines, or otherwise covered in this schedule.
RULE 36 (a). Hostling.
At main line terminals, where hostlers are employed, their duty will be to see that fires are
cleaned and coal, water and sand put on engines. At ends of runs where the work is done by
engineers they will be paid for actual time consumed in doing the work at schedule rate,
provided that In no case will less than 5 miles be allowed for this service. If time consumed
exceeds 24 minutes actual time to be paid on the basis of one-eighth of their daily rate per hour
according to class of engine. Engineers will receive their engines from hostlers on the
roundhouse lead or other place designated by the division Master Mechanic or Superintendent,
and at the expiration of runs will deliver them on the roundhouse lead or other designated track.
When It Is necessary at points at which hostlers are employed for engineers to take coal and
water at end of run on account of coal chutes and water tanks being located on main line, they
will do so and will be paid for the service as above.
This rule will apply at end of runs where engineers are changed and engines run through.
When road engineers are required to cut off their engines from the train for the purpose of
servicing at terminals, either at the beginning of their trip or completion thereof. they will receive
compensation on the basis of actual time consumed In doing the work at the regular rate of their
service trip, provided that in no case will less than five miles be allowed for this service.
It Is understood that this allowance will apply whether or not the engineer actually performs any
of the servicing of the engine. If the engineer actually performs any of the servicing of the
engine, the time consumed In cutting of? the engine will be Included In and added to the time
actually consumed servicing or hostling, computed on a continuous time basis with a minimum
of five miles. This allowance to apply to but one engineer at a terminal.
(b) At points where hostlers are not employed, the hostling will be performed by engineers, and
engineers will be held responsible for properly preparing the engine for storage.
NOTE: Arbitrary for hostling Is allowable in work train service. Such hostling arbitrary Is on pro
rata basis and not on overtime basis, as It would be if paid for as time continuous with the work
train service.
(c) Definition of Hostling.
Hostling of an engine is primarily the preparation supplying of such an engine, either for
entrance upon trip or shift at the Initial terminal, or for its storage maintenance during the time it
Is tied up at the final terminal. At the initial terminal, such prepatory work may include, for
example, bringing the engine out of the roundhouse, placing upon it the fuel, water or sand
necessary to its service, and its placement upon the designated track for delivery to the outgoing
crew. At the final terminal, work preparatory to tie-up may Include”dumping of the fire,
movement of the engine from the designated track to the appropriate stall In the roundhouse or
equivalent track, or, If the engine is to be held under steam, it may be necessary to supply it with
additional fuel or water for that purpose. Such work, or any of it, so long as it Is preparatory to
work or tie-up, Is hostling. However, the mere taking of fuel or water at a terminal does not, in
itself constitute hostling; for an engine might be hostled and entirely ready for service, and yet
additional fuel or water might be necessitated at the same terminal, before the run or shift was
completed, due to subsequent delays in departure or the performance of the regular work of the
road or yard crew. The securing of such additional supplies is not hostling, so long as the engine
was properly supplied when the run or shift started. However, the taking on of necessary supplies
cannot be removed from the hostling classification by the mere requirement of movement of the
engine a few hundred feet, or the performance of a switching movement before such supplies are
taken on. Officers and employees should be guided by the principle that hostling is a preparatory
service, and that it necessitates the actual expenditure of some time therein. No engine can be
properly hostled in five minutes, and claiming of the 24-minute arbitrary for such short periods
of time is evidence that the claim Is based upon a technicality of wording and not upon an actual
performance of work.
INTERPRETATION:
It Is agreed that Rule 36 applies to all types of locomotives, and when hostling is performed it
will be paid under this rule.
It is understood at points where engine watchmen are on duty, no hostling allowance will be
made unless the engineer is required to furnish fuel oil, water and sand to the locomotive.
The checking of the supply of fuel oil, lubricating oil, water and sand does not constitute hostling
as such checking of supplies is covered by Rule 2 9 (a) and (b).
The taking of fuel oil or water at points intermediate to the tie-up points will not constitute
hostling.
RULE 37. Held Away From Home Terminal.
(a) Engineers in pool freight and in unassigned service held at other than home terminal will be
paid continuous time for all time so held after the expiration of sixteen hours from the time
relieved from previous duty, at the regular rate per hour paid them for the last service performed.
If held sixteen hours after the expiration of the first twenty-four hour period, they will be paid
continuous time for the time so held during the next succeeding eight hours, or until the end of
the second twenty-four hour period, and similarly for each twenty-four hour period thereafter.
(b) Should an engineer be called for service or ordered to deadhead after pay begins, the heldaway
from-home-terminal time shall cease at the time pay begins for such service or, when
deadheading, at the time the train leaves the terminal, except that in no event shall there be
duplication of payment for deadhead time and held-away-from-home-terminal time.
(c) Payments accruing under this rule shall be paid for separate and apart from pay for the
subsequent service or deadheading.
(d) For the purpose of applying this rule, the railroad will designate a home terminal for each
crew in pool freight and in unassigned service.
EXAMPLES
Held 8 hours beyond 16-hour period. Allowance 100 miles.
Then called for service within 16 hours thereafter.
Work 1 hour and 30 minutes.
Trip 100 miles or less made in five hours.
Work at final terminal 30 minutes.
Delayed 48 minutes after reaching designated switch.
Allowance 135 miles.
NOTE: In above example if no switching was performed at initial terminal allowance would be
116 miles.
Held 20 hours (4 hours beyond 16 hour period).
Run 120 miles in 10 hours (14 hours).
Allowance, 170 miles at pro rata, and 25 minutes overtime at 3/16 of daily rate. If inspection of
engine is performed, 15 minutes more will be allowed at pro rats, rate.
Held 20 hours (4 hours beyond 16-hour period).
Run 140 miles in 6 hours.
Total allowance, 190 miles.
Held 20 hours (4 hours beyond 16-hour period).
Deadhead 100 miles in 6 hours.
Allowance 100 miles at rate allowed deadhead service and 4 hours at rate paid for last service
performed.
The General Chairman of the B. of L. E. will be advised of intention of change In any of those
designated and given an audience if desired prior to making change.
Under this rule when an engineer is paid any compensation under the provisions of Rule No. 38,
the continuity of the held-away-from-home-terminal time will thereby be broken.
OTHER SERVICE AND TIME ALLOWANCES
RULE 38. Called and Train Abandoned.
Engineers called will, if train for which they are called is abandoned before the expiration of 4
hours, receive one-half day’s pay and stand first out, but if train is not abandoned before the
expiration of 4 hours, they will receive one day’s pay and stand last out.
If abandoned before leaving roundhouse track, engineer will be paid 4 hours pay and stand first
out. If abandoned after leaving roundhouse track they will be paid minimum day and stand last
out.
RULE 39. Held From Service.
(a) When engineers are held from their runs or service, their pay until their return to their runs or
service shall not be less than it would have been had such interruption to their regular work not
occurred.
(b) Engineers losing time because their regularly assigned run does not operate, and perform no
other service, and who do not receive compensation under other schedule rules, will be allowed
100 miles at the regular rate of pay of the assignment, irrespective of whether at the home
terminal or distant terminal of such run. This rule will not apply to branch line runs governed by
current Engineers’ Rule 16.
This rule will not prevent bona fide cancellation of assignments at any time when conditions
justify.
NOTE: It is understood that this rule does not apply to engineers holding a regular turn in chain
gang service or on the Engineers’ extra list.
RULE 40. Held for or Preparing Engines.
Engineers held awaiting delivery or preparing engines for service from shops will be paid
schedule rates for each calendar day or fraction thereof so held after the first 24 hours. When
engines are held for repairs, engineers will not be held with them.
Messenger Service.
Engineers acting as messengers In charge of dead engines will receive similar allowance for time
held when set out at terminals.
When steam locomotives are towed under steam, or when Diesel locomotives are towed with
motors idling and with controls cut out, an engineer will be used thereon and paid the thru freight
rate for class of engine handled under freight service rules.
RULE 41 (a). Deadheading.
Engineers deadheading on company’s business will be paid miles or hours, whichever is the
greater, at rate for service from which they are taken, provided that a minimum day will be paid
for the deadhead trip if no other service is performed within 24 hours from time called to
deadhead. Company’s business will include engineers deadheading to relieve men who lay off or
are granted leaves of absence.
Deadhead time will not be allowed to engineers who are deadheaded to outlying points to relieve
engineers who have made the monthly mileage as provided for in Rule 69 or to the engineers so
relieved.
Extra passenger engineers will be paid minimum passenger rates, extra freight engineers
minimum through freight rate.
Extra engineers holding regular engineer’s run will be considered regular engineers under this
rule.
Engineers changing at their own request or on account of seniority will receive no deadhead
time.
When a vacancy occurs that requires the senior available demoted engineer be deadheaded to an
outlying point, said senior available demoted engineer will be paid deadheading both to and from
such outlying point.
Engineers deadheading Is on a basis of actual miles or hours, whichever is the greater, and
should be figured separately from service trips and not combined to absorb mileage.
When an engineer is required on a specific date to take examination, relief man deadheading to
relieve him must be paid for such deadheading.
An extra list engineer will receive the same rates of pay and working conditions as the regular
engineer he is relieving, beginning at the time he starts deadheading.
When two engineers are called for the same time, one to deadhead and the other to handle train,
first man out shall be deadheaded, unless other arrangements are agreed upon between Master
Mechanic or Superintendent, and representative of the Brotherhood of Locomotive Engineers.
EXAMPLES COVERING PAYMENT FOR DEADHEADING
A gives up No. 5 and deadheads to take No. 1. No time allowed.
F called to deadhead to take No. 5. Time allowed.
B senior engineer displaces F. No time allowed F or B.
D granted leave of absence. E sent by Company to relieve him, deadhead time will be allowed E
going and returning, no deadhead time will be allowed D.
Train abandoned, leaving engineer away from home terminal, deadhead time will be allowed for
shortest distance, either to point of next service or to home terminal.
NOTE: Fourth example, actual employees called for such relief will be entitled to deadheading
both directions. If such relief employee is displaced by a senior before relief is finished, relief
employee first called still receives the deadheading both directions and the employee displacing
on seniority receives no deadheading either direction, regardless of his eventual release being
due to return of employee on leave of absence.
(b) Deadhead to Bring in Train Tied up Under Law.
When engineers are called to deadhead out of terminal to bring in train tied up under the law,
they will be paid miles or hours, whichever is the greater, for the entire trip with a minimum
allowance of 100 miles.
(c) Deadhead on Freight Trains.
Engineers will not be deadheaded on freight trains from one terminal to another when It can be
avoided.
(d) Deadhead on Street Cars.
Engineers deadheading on street cars from St. Paul to Minneapolis, or vice versa, on company
business, will be allowed 15 miles.
Engineers arriving at Allouez with trains, who ate required to take another engine to Superior
will be allowed 7 miles for deadheading from Superior to Allouez on street cars.
NOTE: See Appendix “L-1” for deadheading in connection with vacation relief.
RULE 42 (a). Attending Court or Inquest.
Regularly assigned engineers held from their assignment to attend court or inquest at the request
of the Company will be allowed one day at their regular rate for each day so held, but not less
than the earnings of their assignment for the total period so held from it. Engineers not holding
any assignment and attending court or inquest at request of the Company, or regularly assigned
engineers so attending in addition to performing all service on their assignment, will be allowed
one day at regular rate of pay for each day such court service Is required, and without deduction
from any other compensation earned. If attendance at court or Inquest Is requested by the
Company during their regular hours of service in lieu of such regular service, no additional
payment will be allowed. Any court or witness fees received will be assigned to the Company. If
required to leave their home point, necessary actual expenses will be allowed.
(b) Attending Investigations, Giving Statements, Etc.
Compensation to engineers making statements to claim agents, giving depositions or other
analogous service, will be allowed as follows:
Engineers who perform any of the services contemplated in Rule 42(a) continuous with their trip,
or started not to exceed one (1) hour after the completion of their trip or begun not to exceed one
(1) hour in advance of starting time, will be allowed continuous time on the basis of combined
service and investigation time, with a minimum of one (1) hour or the equivalent.
If called for any of the purposes covered by Rules 42(a) or 42(b) during the service period, no
additional compensation will be allowed.
If called for any of the purposes covered by Rule 42 (a) other than in accordance with the
preceding paragraphs of Rule 42(b), actual time not to exceed one (1) day will be allowed at the
rate of the class of service previously engaged in, with a minimum of two (2) hours for each
calendar day such service is performed.
It is understood that claim agents may call on engineers at their residences to secure statements
or depositions without payment of compensation allowances herein provided.
NOTE: The above provisions will apply when attending investigations under Rule 77 when not
at fault. The provisions of Rule 42(b) will not, In any manner modify the allowances otherwise
provided for in Rule 42 (a).
RULE 43. Intermediate Tie-up Prior to 14 Hours Service.
Engineers when tied up between terminals prior to the expiration of the 14-hour period will go
automatically on duty after 8 hours rest and shall be paid not less than the minimum day for each
leg of the trip, and as much more as they would earn under the schedule rules. Engineers to be
advised before leaving terminal whether called for a turnaround or a straightaway trip, and the
trip must be completed as originally called.
Engineers when tied up between terminals in obedience to the foregoing paragraph, then towed
or deadheaded to terminal, will be paid time or miles, whichever is the greater, for such tow or
deadhead trip.
An engineer tied up between terminals on order of the dispatcher but again called in less than
eight hours Is on continuous time.
INTERPRETATION:
(1) Assume that a chain gang engineer Is called from terminal “A” for trip to terminal “X”,
distance 150 miles. Assume that for reasons other than contained In Engineers’ Rule No. 13(a),
the engineer is turned at an intermediate point, “B”, 50 miles distant from terminal “A”. In such
cases, the engineer will be compensated 150 miles (the mileage of the run for which called) for
trip “A” to “B” and a minimum day’s pay for trip “B” to “A”, plus any other earnings under
schedule rules.
(2) Assume that under the same circumstances In Item (1) the chain gang engineer is tied up at
point “B” for 8 hours, thereafter returning to point “A” although initially called for terminal “X”.
Under these circumstances, the chain gang engineer will be paid 150 miles (the mileage of the
run for which called) from point “A” to “B” and a minimum day’s pay from “B” to “A”, plus
any other earnings under schedule rules.
(3) Assume that the circumstances with respect to call and terminals are the same as In Item (1).
If an engineer is tied up at point “B” for 8 hours or more and then continuer, on the trip as called,
to terminal “X”, compensation will be allowed from point “A” to “B” on the basis of a minimum
day or miles or hours, whichever is the greater. When resuming trip from point “B” to “X” after
being tied up at point “B”, compensation should be allowed on the basis of a new day, payment
therefor on the miles or hours basis, whichever is the greater, plus any other earnings under
schedule rules.
(4) When an engineer is called for a turnaround trip and later en route it Is changed to a
straightaway, he would compute his time on the basis of the mileage of the turnaround trip, with
a minimum of 100 miles. He would also claim a minimum of 100 miles, Plus arbitraries, from
the turnaround point to final tie-up point.
This interpretation will not apply to engineers tied up en route on account of the Hours of
Service Law, as referred to in Appendix A, Article 1.
RULE 44. Tied up on Road-No Accommodations.
(a) Road engineers’ compensation will be continuous when tied up between their terminals
except at points where food and lodging can be procured.
(b) If there are accommodations, engineers and firemen will divide the time between them, and
will each be paid for the actual time he was in service caring for the engines. This not to apply in
cases of trains being tied up under the Federal hours of service law.
RULE 45. Tied up Account Law.
Engineers in train service tied up under the law will be paid continuous time from initial Point to
tie-up point. When they resume duty on continuous trip they will be paid from tie-up point to
terminal on the following basis: For 50 miles or less, or 4 hours or less, half day’s pay; for more
than 50 miles, or more than 4 hours, actual miles or hours, whichever Is the greater, with a
minimum of 1 day.
It is understood that this does not permit running engineers through terminals or around other
crews at terminals.
Road crews tied up for rest under the law and then towed or deadheaded into terminals, with or
without engine or caboose, will be paid miles or hours, whichever is the greater, from tie-up
point to the next tie-up point, or to the terminal.
NOTE: Road engineers tied up under the law will be governed by the conditions of the Chicago
Agreement of April 1, 1908, shown herein as Appendix “A”, and by this reference made a part of
this agreement.
RULE 46. Delay Account Wreck, Snow, etc.
When engineers are delayed between terminals on account of wrecks, washouts or snow
blockades, they shall be paid for the first eight hours so held, In addition to time or miles made
that day, and for each succeeding day will be allowed not less than 100 miles at the rate per class
of engine.
Engineers who are delayed between terminals for reasons above outlined will be compensated
for all time so held up to eight (8) hours, separate and independent of trip mileage. If so delayed
one hour or less, no additional compensation will be allowed.
RULE 47. Run-Around.
When engineers are run around at their own request, or for their own convenience, or when they
cannot be found, they will not be paid for time lost, and stand last out.
When not called in turn, through no fault of their own, they will be paid 100 miles for being run
around, and will stand last out.
When called in turn but not sent out in turn, through no fault of their own, Engineers runaround
will be paid 25 miles for each runaround in addition to pay for trip.
In case of wreck call, necessitating the immediate use of the wrecker, the first available engineer
may be used, in which event the engineers who are run around will not be allowed compensation
therefor.
RULE 48 (a). Rest.
Engineers will at all times be given an opportunity for proper rest after performance of service
and prior to commencing a new tour of duty. They may specify the amount of rest required on
the register at the completion of their tour of duty, the amount of rest required to be 8, 10 or 12
hours.
It Is understood that an engineer booking rest will not be called until the expiration of the
prescribed number of hours so booked.
NOTE: The term “after performance of service” does not Include deadheading when the
deadhead trip is of less than 6 hours duration and the engineer was on full rest prior to
commencing the deadhead trip. Should the deadhead trip consume more than 6 hours, the
engineer shall be privileged to specify the rest required as provided above. If an engineer is
deadheaded to an outlying point and is to be used before the expiration of a minimum legal rest
period, he must be advised upon arrival as to a definite calling time; otherwise he will be
considered as under pay after the expiration of 3 hours. It is understood that if advised that he
will be given a minimum legal rest period, no payment will accrue under this rule. The
application of this other schedule rule.
(b) Meals on Road.
Engineers will be allowed to eat, as nearly as possible at the expiration of every six hours,
provided they notify the train dispatcher, and if they do not absent themselves from their engines
over thirty minutes, they will receive continuous time. Passenger, symbols, stock and fruit trains
not to be delayed. This does not apply to slow freight trains run under symbol numbers.
Engineers who do not stop between terminals to ea will not be required to do any switching on
arrival at terminal except to put away caboose, without first being allowed time to eat. When
switching is required, the outgoing crew, whenever possible, shall do it,
RULE 49. Service on Lay-Over Day.
Engineers assigned to regular runs with day layover away from home terminals will be notified
In writing required for service on their layover day. If no notice is received, may absent
themselves until time for the regular run.
If notified and not used, will be paid a minimum day.
RULE 50 (a). Detouring Trains.
Engineers will be paid time or mileage for detouring trains over other divisions or foreign roads.
(b) Assigned Passenger Service.
When assigned passenger trains are detoured over route adjacent to the regular route or over a
foreign railroad, such service will be manned by the engineer assigned to the districts over which
the detoured train normally operates. Such engineers shall continue the on until the detoured
train movements have been completed.
In the event such detoured train is double crewed from the initial terminal of the district from
which the detour movement started, such service will be manned under the provisions of
Engineers’ Schedule Rule 74(m). If return detour service is required, such engineers will
deadheaded to their home terminal with no penalty claim for other engineers, except that such
engineers may changed off with the engineers on opposing detour passenger trains at meeting
points along route of detour thus returning in service to their initial terminal.
In case It Is necessary to furnish the second engine for such double crewed detour service en
route, such engineer will be drawn from the nearest source and p form service as provided under
Schedule Rule 74 (m), and may be used in return detour service or deadhead to the home
terminal, as provided in the preceding paragraph.
When there are no rested chain gang engineers available for double crewing detoured passenger
trains, qualified extra-list engineers will be called in their turn.
When two or more engineers, either chain gang extra list, are deadheaded to the source of supply
from the end of detour movement, on the same train, they will be placed at the foot of their
respective lists In the same relative turn that they stood when called for the last detour movement
made before deadheading to the source of supply.
At terminals where extra passenger lists are maintained, the available, extra passenger list
engineer w be used to double crew detoured passenger trains.
The same eating and sleeping accommodations will available to engineers in this service as are
provided f passengers on said trains. Dining car service to be paid for by the engineers at the onduty
train-service employees’ rate.
This will not prevent the local Division Company Officers and the local representatives of the
B. of L. E. from making agreements to cover any unusual condition resulting from an
individual detour movement.
(c) Freight or Unassigned Service.
When freight or unassigned service is detoured over a route adjacent to the regular route, or over
a foreign railroad, such service will be manned by the engineers assigned thereto on the districts
over which the detoured trains normally operate. Such engineers will continue thereon until the
detoured train movements have been completed.
If no return detour service Is required, such engineer will be deadheaded to his home terminal
with no penalty claim for other engineers, except that such engineer or engineers may be
changed off with the engineer or engineers on an opposing detour train at meeting point along
route of detour, thus returning in service to their Initial terminal.
When two or more engineers, either chain gang or extra list, are deadheaded to the source of
supply from the end of detour movement, on the same train, they will be placed at the foot of
their respective lists In the same relative turn that they stood when called for the last detour
movement made before deadheading to the source of supply.
When these trains are double crewed, the carrier will provide either a caboose or a coach
equipped with proper bedding for sleeping accommodations.
This will not prevent the local Division Company Officers and the local representatives of the B.
of L. E. from making agreements to cover any unusual condition resulting from an individual
detour movement.
(d) Intermediate Tie-Up.
Engineers in detour service tied up between the points of detour will go automatically under pay
at the expiration of eight hours. Payment accruing under this Rule shall be paid for on a minute
basis separate and apart from pay for the subsequent service or deadheading.
(e) Pilot Service.
Engineers handling detoured trains over routes on which they hold no seniority will be furnished
a pilot.
RULE 51. Run Off Own Division.
Engineers will not be run off their own division, except in extreme emergencies, in which event
they will receive not less than 100 miles for each calendar day held.
Provided such engineer is deadheaded back to his own division out of his turn, engineers run
around not to claim time.
SENIORITY RIGHTS AND DIVISIONS
RULE 52(a). Ranking on Roster.
Engineers regularly promoted or hired shall rank on the engineers’ roster from the date they are
assigned to service as engineers. No man will be regularly promoted, or permitted to establish a
seniority date as an engineer while there are engineers demoted or hired engineers laid off.
If for any reason senior eligible man Is not available and a junior qualified man is promoted and
used In actual service, out of his turn, whatever standing the junior man so used establishes shall
go to the credit of the senior eligible man.
As soon as the senior man is available he shall displace the junior man, who shall drop back into
whatever place he would have held had the senior man been available and the junior man not
used.
b) Filling Positions of Engineer.
In filling positions of locomotive engineers, the ratio between those hired and those promoted
shall, as nearly as possible, be as follows:
On seniority districts where men are required to fire less than three years, all engineers will be
hired.
If required to fire three years and less than four years, one promoted and one hired.
If required to fire four years and less than five years, two promoted to one hired.
If required to fire five years and less than six years, three promoted to one hired.
If required to fire six years and less than seven years, four promoted to one hired.
If required to fire seven years and less than eight years, five promoted to one hired.
On seniority districts where men are required to fire eight years or more, all engineers will be
promoted.
On any seniority district where the next engineer is to be hired the General Chairman of the
Brotherhood of Locomotive Engineers will be so advised.
RULE 53(a). Permanent Employment After 90 days.
Engineers who have remained In the service ninety days will be considered permanently
employed and shall not be dismissed account of unsatisfactory references, the 90 days to begin
on date of the first pay trip as an engineer.
(b) Service Letters.
When requested in writing, service letters will be furnished engineers within ten days from date
of leaving service
(c) See Own Record.
Engineers will be permitted to see their own personal records in Superintendent’s office.
RULE 54. New Lines-How Manned.
When new lines are built by the Great Northern Railway, the work train service will be supplied
by engineer from the division which will afterwards be affected b the divisions of traffic; and
when lines constructed under contract are turned over to the Great Northern Railway for
operation the Local Chairman from the division thus affected and General Chairman in
conference with officials, will determine an assignment of engineers to the new territory.
Division Rights
FIRST DIVISION
Will consist of Superior and Mesabi Divisions an will be divided Into districts as follows:
FIRST DISTRICT: Duluth to Coon Creek Junction and branches.
SECOND DISTRICT: Duluth to Cass Lake and branches.
It Is understood that the First Division engineers have the right to move their trains over
Terminals Division tracks east of Coon Creek Junction.
SECOND DIVISION
Will consist of Terminals Division, St. Cloud Division and Willmar Division and will be divided
into districts as follows:
ST. CLOUD DIVISION: First District: St. Paul to St. Cloud and branches.
SECOND DISTRICT: St. Cloud to Barnesville and branches.
WILLMAR DIVISION: First District: St. Paul to Willmar and branches.
SECOND DISTRICT: Willmar to Breckenridge and branches, except Aberdeen and Elbow
Lake.
It is understood that Second Division Engineers have the right to move their trains between
Brook Park and Sandstone.
Second Division engineers moving their trains between Barnesville and Fargo: Adjustment will
be made by equalization of miles between Fifth Division and Second Division engineers.
Management will furnish the Fifth Division and Second Division engineers with check of the
freight mileage accumulated each year commencing May 6, 1928.
THIRD DIVISION
Will consist of Sioux City Division, viz., Willmar to Sioux City and branches, including Yankton
line and will be divided into districts, as follows:
FIRST DISTRICT: Willmar to Sioux City and branches.
SECOND DISTRICT: Garretson to Yankton and branches.
THIRD DISTRICT: Watertown and Sioux Falls Line and branches.
*FOURTH DIVISION
Will consist of the Breckenridge Division and will be divided into districts as follows:
FIRST DISTRICT: Breckenridge to Nolan and branches.
SECOND DISTRICT: Fargo to New Rockford and branches.
THIRD DISTRICT: Tenth Subdivision Junction to Aberdeen and branches.
FOURTH DISTRICT: Tintah to Evansville and branches.
(Authority for abandonment of the remaining trackage on this line-Evansville to Elbow Lakeauthorized
by I.C.C. in Finance Docket No. 19763 effective August 15, 1957.)
*Revised 10-1-57 (File E-45 (p)).
Engineers assigned to Fourth Division will have the right to handle their trains over the track of
the Second Division between Tintah and Breckenridge.
FIFTH DIVISION
Will consist of the Northern and Dakota Divisions and will be divided into districts as follows:
DISTRICT “A”
FIRST DISTRICT: Cass Lake to Grand Forks and branches.
SECOND DISTRICT: Barnesville to Noyes and branches.
DISTRICT THIRD DISTRICT: Barnesville to P. A. Tower and branches.
FOURTH DISTRICT: Breckenridge to Crookston and branches.
FIFTH DISTRICT: Grand Forks to Devils Lake and branches.
DISTRICT “B”
SIXTH DISTRICT: Farmers Grain and Shipping Company. (See Appendix J. page 123.)
SIXTH DIVISION
Will consist of the Minot Division and will be divided into districts as follows:
FIRST DISTRICT: New Rockford to Minot and branches.
SECOND DISTRICT: Devils Lake to Minot and branches.
THIRD DISTRICT: Minot to Williston and branches.
SEVENTH DIVISION
Will consist of the Montana Division and will be divided into districts as follows:
FIRST DISTRICT: Williston to Glasgow and branches.
SECOND DISTRICT: Glasgow to Havre and branches.
THIRD DISTRICT: Havre to Cut Bank and branches.
Montana Division engineers prior to December Ist, 1909, will continue to hold rights on the First
and Fourth Districts of the Butte Division.
EIGHTH DIVISION
Will consist of the Butte Division and will be divided into districts as follows:
FIRST DISTRICT: Pacific Junction to Great Falls and branches.
SECOND DISTRICT: Great Falls to Butte and branches.
THIRD DISTRICT: Great Falls to Billings and branches.
FOURTH DISTRICT: West- Side Junction to Sweet Grass and branches.
Engineers who hold rights on the Butte Division prior to December 1, 1909, will continue to
hold rights on the second and third districts of Butte Division.
Engineers who hold rights on the Butte Division after December 1, 1909, will continue to hold
rights on first, second, third and fourth districts of the Butte Division.
NINTH DIVISION
Will consist of the Kalispell Division between Cut Bank and Troy and will be divided Into
districts as follows:
FIRST DISTRICT: Cut Bank to Whitefish and branches.
SECOND DISTRICT: Whitefish to Troy and branches.
TENTH DIVISION
Will consist of the Spokane Division between Troy and Wenatchee and will be divided into
districts as follows:
FIRST DISTRICT: Troy to Hillyard and branches.
DISTRICT
“A’ SECOND DISTRICT: Hillyard to Wenatchee and branches.
DISTRICT THIRD DISTRICT: S. C. & P. Railway
“B” (See Appendix K, page 126.)
ELEVENTH DIVISION
Will consist of the Cascade Division between Wenatchee and Portland and Everett and
Vancouver, B. C., and branches and will be divided into districts as follows:
DISTRICT “A”
FIRST DISTRICT: Wenatchee to Everett and branches.
SECOND DISTRICT: Everett to Seattle and branches.
THIRD DISTRICT: Everett to Vancouver B. C. and branches.
FOURTH DISTRICT: Seattle to Portland and branches.
FIFTH DISTRICT: Pacific Coast R. R. Co. (See Appendix P, page 157.)
Engineers holding rights Cut Bank to Spokane an branches, also those holding rights Spokane to
Seattle and Everett to Vancouver, B. C., and branches, prior t August 1, 1907, will thereafter
continue to hold rights over the same territory.
Engineers holding rights on the Kalispell, Spokane an Cascade Divisions after August 1, 1907,
commencing with the oldest on the seniority list, and each one thereafter down the list will elect
the division with which he desired to take service and so signify in writing on list which will be
prepared for that purpose by the management.
TWELFTH DIVISION
Will consist of the Marcus Division between Dean Hedley and branches and Kettle Falls and
Nelson branches and will be divided into districts as follows:
FIRST DISTRICT: Dean to Kettle Falls and branches.
SECOND DISTRICT: Kettle Falls to Hedley and branches, Kettle Falls to Nelson and branches.
Engineers on Marcus Division will have the rig handle their trains between Dean and Spokane.
THIRTEENTH DIVISION
Will consist of Klamath Division between Bend and Bieber and branches and will be divided
into districts as follows:
FIRST DISTRICT: Bend to Klamath Fall branches.
SECOND DISTRICT: Klamath Falls to Bieber and branches.
RULE 55. Manning New Trains.
It new trains are put on between Duluth and Willmar or between Duluth and St. Paul by way of
Fergus Fall Division, the rights of engineers to such runs will b determined by track mileage of
such trains.
RULE 56. Seniority Lists.
List of engineers will be kept In the records of th company showing the age of the men and the
different classes of service, and transfers from yard to road service and vice versa, and these lists
will be checked and corrected annually by the company’s officers and committee representing
the Brotherhood of Locomotive Engineers Local Chairmen of the B. of L. E. will be furnished
two copies of such list.
When a date has been established for an engineer it shall be posted and, if not challenged in
writing within sixty days from the date posted, no protest against such date will be entertained.
In case of a dispute between engineers as to their correct seniority date, after the original sixty-
day protest period has expired, and all engineers affected agree in writing on the correct dates,
their names will be placed on the seniority list with such corrected dates.
RULE 57. Promotion to Official or Brotherhood Position
Engineers who have been three years in the company service, and who accept official positions
in the company service, or who shall be employed by the Brotherhood of Locomotive Engineers
with the company’s approval shall retain their rights on the engineers’ list.
RULE 58. Rights to Electric or Other Power.
Wherever electric or other power is Installed a substitute for steam, or Is now operated as a part
this system, or any of the tracks operated or controlled by the Great Northern Railway,
locomotive engin shall have preference for positions as engineers or motormen, but these rights
shall not operate to displace any men holding such positions on April 10, 1919.
RULE 59. Transfer Yard to Road Service.
In transferring engineers from yard service to service, the engineer oldest In the company’s
service will be entitled to promotion first. It is understood, however, that in promoting them, the
following considerations will govern:
First: Fitness for Position.
Second: Previous record for faithful service.
Third: Length of such service.
Under this rule it Is understood that yard engineer wishing to enter road service, and who have
qualified in accordance with promotion rules, may do so before other men are promoted or hired,
by making application to the proper official.
NOTE: See Rule 72 and Appendix “S”.
RULE 60. Transferred One Division to Another.
When engineers are transferred from one division t another at the request of the company, they
shall b e returned to their own division within six months, before men are hired or promoted.
RULE 61. Not Held on Division Transferred to.
Engineers will not be held on divisions or districts other than their own when business decreases
to the point where it can be handled by men holding rights there.
RULE 62. Transfer Before Hiring or Promoting
In case of increase of business on any one or more divisions, engineers may, upon request, be
transferred from one district to another before men are hired or promoted, and will be returned to
original district when business decreases to the volume prevailing when transfer was made.
RULE 63. Transferred at Own Request.
When men are transferred at their own request, they will be given six months in which to
determine whether to retain rights on original division or districts or acquire rights on division to
which transferred.
Such requests and decisions to be made in writing. When engineers are transferred at company’s
request the youngest men available will be chosen unless older men wish to go.
When a vacancy occurs on freight runs on any freight district on a division where the engineers
hold rights, the oldest man on the division will have the right to transfer to such district.
VACANCIES, NEW RUNS, BULLETINS, FORCE
REDUCTIONS, MILEAGE REGULATION AND
EXERCISE OF SENIORITY
RULE 64. Senior Man Choice of Runs.
The rights of engineers will be governed by their position on the engineers’ list. The oldest man
will have the choice of runs, but any engineer declining a run to which he is entitled will forfeit
his rights to that run to the engineer accepting it and to him only.
RULE 65 (a). Preference Runs.
Engineers senior in service will have preference to runs on their respective divisions. Preference
runs are understood to include passenger trains, mixed trains, way freight trains, regular freight
trains on branch lines, work trains, snow service, regular transfer service, and regular helper
service.
(b) Displacement In Pool, Unassigned and Work Service.
Displacement by seniority into pool or unassigned service must be exercised by displacing the
youngest man to whom that run has not been forfeited by the displacing employee, providing
that mileage, terminals, and lay-over points are the same. Variations in mileage, terminals, or
lay-over points constitute points of preference, and seniority may be exercised on the basis of
that preference when they exist, even if the man displaced be not the youngest. Displacement by
seniority into assigned service must be exercised in the same way; but the regular layover day, if
such exists, might be a point of preference, as well as the lay-over point. “Regular lay-over day”
refers only to a lay-over day which occurs regularly on the same day of the week. If the lay-over
days occur on successive days of the week, in successive weeks, there is no preference on such
assignment so far as lay-over days are concerned. Displacement by seniority into work train
service must be exercised in the same way as above noted, except that in work train service there
may be variations in the kinds of work assigned, as well as terminals, etc., and, in such cases, the
kind of work might also be a matter of preference.
RULE 66. First in First out.
(a) Engineers on freight trains will run first in first out on their respective districts, except on
districts where other arrangements are agreed upon by representatives of the Brotherhood of
Locomotive Engineers and the Division Master Mechanic or Superintendent, It being understood
that if not called In their proper turn they will be compensated as per Rule 47. If they are called
in their proper turn but they do not depart from the terminal in the same order, the engineer
runaround shall receive 25 miles at the rate of pay of the trip for which called in addition to
compensation for trip.
(b) On passenger trains, engineers may run over one or more districts. (See Appendix N).
RULE 67. Limiting Number of Men In Service.
No more men will be employed In the service than are necessary to move the traffic with
promptness and dispatch. The number constituting a surplus to be determined by the division
Master Mechanic and a committee representing the Brotherhood of Locomotive Engineers.
Business not to be delayed to get the conference referred to. Prompt action will be taken and
adjustment made afterwards. If adjustment changes are required under this rule, such will be
made with reference to seniority rights.
RULE 68. Force Reduction.
When, from any cause, It becomes necessary to reduce the number of engineers on the engineers’
working lists on any seniority district, the youngest engineer will be reduced to the position his
rank on the firemen’s seniority list entitles him to. Reduction shall be made in the reverse order
of engineers’ seniority.
RULE 69 (a). Force Reduction.
When, for any cause, it becomes necessary to reduce the number of engineers on the engineers’
working list at a terminal, on any seniority district, the following rules will be observed:
1. When reductions are made, they shall be In the reverse order of seniority.
2. That no reductions will be made so long as those in assigned or extra passenger service are
earning the equivalent of 4000 miles per month; in assigned, pooled or chain gang freight, or
other service paying freight rates, are averaging the equivalent of 3200 miles per month; on the
road extra list are averaging the equivalent of 3000 miles per month, or those on the extra list in
switching service are averaging 28 days per month.
Return to Service.
Engineers taken off under this rule shall be returned to service as engineers In order of their
seniority as engineers as soon as it can be shown that engineers In assigned or extra passenger
service can earn the equivalent of 4800 miles per month; in assigned, pooled, chain gang or other
service paying freight rates the equivalent of 3800 miles per month; on road extra lists, the
equivalent of 3800 miles per month; on extra list in switching service are averaging 35 days per
month.
When hired engineers are laid off account of reduction In service, they will retain all seniority
rights, provided they return to actual service within thirty days from the date their services are
required.
NOTE: In applying the foregoing rule, In the determination of whether additions, should be
made to th road extra list, the total mileage made by th number of turns assigned to the road extra
list during the prior checking period will be divide by 3400 to determine the number of engineer
to be added to the list. When determining an reductions to be made, the total mileage made b the
number of turns assigned to the road extra list during the prior checking period will be di vided
by 3000, the purpose being to regulate th mileage of engineers assigned to road extra list
between 3000 and 3800 miles per month. No additions will be made that will reduce the average
mileage below 3400 miles per month. When the extra mileage made by engineers in addition to
that performed by the number of turns assigned to the road extra list, amounts to more than 3800
miles during the prior checking period, one engineer will be added to the extra list for each such
3800 additional miles,
A day to day record will be kept of mileage made by assigned extra board turns, and of other
extra mileage made, which will be checked daily as to the total mileage thus made during th next
preceding 15 days, and road extra list will be adjusted accordingly by the proper supervising
officer.
Engineers who earn In excess of the equivalent of the maximum miles and days per month In
any class of service will be required to carry over and be charged with the excess in the
following
checking period. When engineers’ extra board becomes exhausted, the oldest available qualified
demoted engineer will be called for emergency service as engineer. If an engineer called for
service has already reported to the proper officer of the Company that they have made their
maxImum miles, but are required by the Company to continue in service account no available
relief, such over-mileage will not be carried over or charged to such employee in the following
checking period, it being understood that when relief Is available, such engineers must be
relieved.
1. Mileage made by assigned extra board turns will be kept separately on a day to day record.
2. Other extra mileage made by engineers, In addition to that performed by the number of turns
assigned to the road extra list, will also be kept separate on a day to day basis (also known as
emergency mileage).
3. Emergency mileage will not be added to the mileage made by assigned extra board turns to
determine the number of men who may be properly assigned to the extra board, except under the
following conditions:
(A) When extra mileage (emergency mileage) amounts to 3800 miles or more during the prior
30-day checking period, one engineer will be added to the extra list for each such 3800
additional miles, provided, however, that no additions will be made that will reduce the average
mileage made by the assigned extra board turns below 3400 miles per month. To determine, If
the one engineer added to the extra list by the accumulation of 3800 emergency miles will reduce
the mileage below 3400 miles, the following procedure will be used:
(1) Said 3800 emergency miles accumulated in prior 30-day checking period will be added to
total miles accumulated by the assigned extra board turns. The total mileage (including
emergency miles and mileage made by the assigned extra board engineers) will then be divided
by 3400 to determine the number of engineers to be assigned to the extra list.
(B) If emergency mileage made during the prior 30-day checking period Is less than 3800, It will
not be added to mileage made by assigned extra board turns.
(C) When determining any reductions to be made, the total mileage made by the number of turns
assigned to the road extra list during the prior checking period will be divided by 3000, the
purpose being to regulate the mileage of engineers assigned to road extra list between 3 0 0 0 and
3 8 0 0 miles per month.
(D) Emergency miles will not be figured when determining any reduction to be made. (Only total
mileage made by the number of assigned turns on engineers’ extra list are used for determining
reduction to be made to engineers’ extra list. See second sentence of f1rst paragraph of “NOTE”.)
(E) A 15-day checking period will be used unless otherwise agreed upon by the proper local
supervisory officer and local chairman of the BLE on each division.
(b) Regulation of Mileage.
In the regulation of assigned and extra passenger service, a sufficient number of men will be
assigned to keep mileage or equivalent thereof within the limitations of 4000 and 4800 miles per
month; in assigned, pooled or chain gang freight, or other service paying freight rates, a
sufficient number of men will be assigned to keep the mileage or equivalent thereof within the
limitations of 3200 and 3800 miles per month. In assigned yard service, regulations will be made
requiring each regular assigned man to lay off when he has earned the equivalent of 35 days per
month.
(c) Combination Mileage.
When engineers are used in combination service, they will be permitted to make the equivalent
of 3800 miles in freight service per month.
(d) Working Lists Handled Separately.
When regulating working lists where separate lists are maintained for the respective classes of
service, each list will be handled separately.
(e) Register Mileage.
Engineers will be required to register their total mile age on roundhouse register at end of each
trip and engineers at outside points will wire In their mileage to the proper official in time to be
relieved.
Engineers failing to register their correct total mileage at end of each trip will not be considered
available for service until they have registered such mileage. This shall not in any manner
operate to penalize the railway company.
(f) The regulation of the chain gang and extra list are to be made at a specific time each day, the
time to be agreed to by the Local Chairman and Superintendent or Master Mechanic.
RULE 70(a). Rights in Yard Service.
Engineers will have seniority rights to such vacant positions as they consider preference In yard
service.
(b) Road engineers desiring to enter yard service may do so when there is an opening, but when
business decreases to where it will affect yard engineers who held rights in yard previous to their
entering they will be returned to road service. This rule not to affect engine who are physically or
otherwise unable to perform road duties.
(c) The Master Mechanic may assign engineers switching service temporarily without loss of
rank in road service. Where the service requires it, or where is necessary on account of lack of
business, or where engineer or members of his family may be ill, engineers may be temporarily
assigned to yard service, but must return to road service when called on.
RULE 71. Engineer and Fireman on Switch Engine
When regular switch engines and yard crews are used, there shall be a switch engineer and
fireman assigned.
RULE 72. Give up Run Account Physical Condition
(a) When an engineer is compelled to give up a account of his physical condition, he may
exercise seniority and take another run, provided arrangements are agreed upon between
representatives of the Brotherhood of Locomotive Engineers and officers of the Railway.
(b) When, under paragraph (a) of this rule, an engineer, on account of his physical condition,
gives up a run to which he holds rights, it will be agreed between representatives of the B. L. E.
and officers of the Company, whether such relinquishment is temporary or permanent. If
temporary, he will continue to hold right to the run he temporarily gives up and it will not be
declared vacant; neither will the run he takes be declared open; but he must return to the run he
temporarily gives up as soon as his physical condition permits. If temporary, such will expire at
the end of ninety (90) days unless further extension is agreed upon. If permanent, the run he
gives up will be declared open and will be bulletined as provided in Rule 74(b); also the run he
takes will be declared open and will be subject to bulletin and displacement rules.
(See Appendix S, page 178.)
RULE 78. Changes Causing a Vacancy.
A run affected by either a change of four hours in starting time, points of layover, or by a change
of 400 or more miles per month, will be considered vacant. An engineer holding such run may
return to his former run, unless a run has been created which is preference to his former run,
provided claim for same is made within 10 days after such run is established.
INTERPRETATION No. 1:
Changing a through passenger run to a local passenger run in both directions, or vice versa, will
be cause for rebulletining the run. Changing the number of a train does not thereby open run for
bulletin.
Where a run has been changed so that it is declared vacant, the engineer holding such run must
apply for the run he desires within 10 days, even though he is holding a temporary vacancy. If he
fails to apply for a run under this rule, he will be placed on the extra board until there is an
opening for him to exercise his seniority.
The phrase in Rule 7 3 reading: “A run affected by either a change in four hours in starting time”
is intended to mean a change of four hours between leaving time of trains, as shown in old
timetable and as shown in new timetable when carded trains are involved. A change of one hour
or more in regular starting time of an assigned yard, or combination yard transfer job, will cause
such job to be considered vacant.
A run affected by a change In day of lay-over (it being understood that day of lay-over may be
considered preference); a change from straightaway to turnaround or vice versa, regardless of
whether the mileage is more or less than 100 miles; or a change from six-day to seven-day
assignment or vice versa, will be considered vacant and will be rebulletined.
NOTE: When agreed to by the Local Chairman and Superintendent or Master Mechanic, the four
hours In this Rule may be changed to two hours.
RULE 74 (a). Permanent and Temporary Vacancies and New Runs.
A permanent vacancy Is one created by an Incumbent engineer relinquishing his rights to a
continuing regular assignment.
A temporary vacancy Is one created by an Incumbent engineer being absent from a continuing
regular assignment without having relinquished his rights thereto.
A new run is an additional regular run or service which is to continue for ten days or more.
(b) Bulletin Vacancies and New Runs.
Permanent vacancies and new runs will be bulletined by the Master Mechanic at all district
terminals on that seniority district out of which engineers operate. The bulletin must clearly
outline the nature of the service required, specifying train number or designation, terminals, days
on which service is to be performed, and rotation of service thereon. The bulletin will state the
closing time and date, which shall be on the tenth day after posting and not later than 12: 01 P.M.
on that date. The bulletin will be posted as soon as possible after receipt of necessary information
as -to the vacancy or new run by the Master Mechanic.
(c) Waiver of Bulletins.
Each seniority district may, at its option, waive the issuance of bulletins on all permanent
vacancies or new runs in switch engine and chain gang service. When bulletins are so waived,
the senior engineer applying for such service during the first ten days of its continuance will be
considered assigned thereto, and will hold the same rights as if it had been bulletined.
(d) Bids for Bulletined Positions or Assignments.
Applications for bulletined positions, or for assignments on which bulletins are waived under
paragraph (c) of this rule, must be made in writing in duplicate and one copy each must be
delivered to the office of the Master Mechanic and to the BLE Local Chairman of that seniority
district before the specified expiration time. Failure to furnish copy of application for a
bulletined position to the BLE Local Chairman before the specified expiration time will void the
application. Applications by wire will not be accepted unless it can be shown that it was
impossible to make application in writing. If an engineer registers In or out of a terminal where
bulletin is posted during life of bulletin, he will be considered as having had necessary
opportunity to apply for service bulletined. Applications for permanent vacancies or new runs
cannot be withdrawn after the close of the bulletin or after the ten-day period. An engineer who
relinquishes his right to a regular assignment will not be eligible to rebid upon the vacancy thus
created by him unless there are no other bidders for such vacancy.
Assignment of engineers to specific service will be arranged by mutual action of the Local
Chairman and the Master Mechanic of the seniority district involved.
(e) Absence During Bulletin Period.
An engineer temporarily out of service due to leave of absence, sickness or suspension, during
the entire life of a bulletin, may exercise his seniority to service advertised on such bulletin,
provided he does so immediately upon his return to service.
(f) Establish Bulletin Rights.
Failure to apply for a permanent vacancy or new run during the bulletin period will be
considered a declination of such service. At the expiration of the bulletin period, the senior
applicant will be assigned to such service, and will thereupon establish bulletin rights thereto,
and will not thereafter be displaced therefrom unless: (1) it becomes his turn to be reduced to
other service on account of reduction of force; (2) he is displaced by a senior engineer who can
no longer hold the run on which he was established when passing up such service on bulletin;
(3) he is displaced by a senior engineer who was temporarily out of service due to leave of
absence, sickness or suspension during the entire bulletin period.
When an engineer has passed up a run and he afterward takes this run on a subsequent permanent
vacancy, he thereby establishes his seniority on the run; and when a reduction is made the
youngest man will be reduced.
When the extra board is reduced, the engineer cut off has the option of displacing anyone his
junior. The extra board might be cut at a time when the junior engineer on the extra board is
senior to two or three engineers on outlying assigned runs, and he has the option as to which one
of these he desires to displace. If there should be no one working as an engineer who is junior to
the engineer cut off the extra list, he will, of necessity, revert to whatever position he could
properly take as a fireman.
(g) Filling Bulletin Position If no Applicant.
If there are no applicants on a bulletin, the senior engineer who is cut off the engineers’ extra list
will be assigned thereto.
(11) Service During Bulletin Period in Freight or Yard Service.
Service during the bulletin period on a permanent vacancy or new run in freight or yard service
will be supplied from the extra board, except that a senior engineer not holding a regular
assignment, or a senior engineer who was displaced from a regular assignment by a senior
engineer, or whose regular assignment was canceled during the existence of such vacancy or new
run, and who has not yet placed himself, may take such run during the bulletin period, who
thereafter may be displaced by any senior engineer.
NOTE: Mesabi Division is governed by letter agreement dated April 30th and May 3, 1938. (See
Appendix G, page 115.)
NOTE: The phrase “except that a senior engineer not holding a regular assignment” may include
a senior engineer on the extra list because the extra list is not considered to be a regular run.
INTERPRETATION: When an engineer holding a regular assignment places himself on a
Permanent vacancy or new run during the bulletin period, in accordance with Rule 74 (h) he
thereby relinquishes his rights to his former run, which thereby becomes a permanent vacancy,
and will be bulletined as such. In such a case, however, Rule 74(d), last sentence, is not intended
to prevent such engineer from returning to his former run if displaced by a senior engineer prior
to the expiration of the 10-day period, or he is the unsuccessful bidder for the new run or
permanent vacancy, the same as any other vacancy, unless an engineer senior to him has placed
himself upon it, nor will Rule 74(d) be construed to prevent his bidding on and being assigned to
his former run if he Is the senior applicant and has complied with the provisions of this
interpretation. Under the provisions of this interpretation he must bid on the vacancy that he had
created should he return thereto prior to the expiration of the10-day period due to having been
displaced by a senior engineer or having been the unsuccessful bidder on the new run or
permanent vacancy.
Failure to bid on the new run or permanent vacancy will not permit him to exercise his seniority
nor bid on the vacancy he had created, or displace any assigned engineers continuing to hold
assignments they had been assigned to prior to this engineer’s vacating his regular assignment for
the new run or permanent vacancy.
NOTE: See Rule 74(p) for outlying assignment.
(i) Filling Temporary Vacancy In Freight or Yard Service.
A temporary vacancy in freight or yard service will be filled for the first ten days from the extra
list. At the expiration of ten days, such temporary vacancy may be taken by the senior engineer
applying for it.
An engineer on the extra board who lays off will not have his turn considered vacant until after
ten days. When an engineer on the extra board takes a temporary vacancy a-k ‘ter the ten-day
period, the filling of the temporary vacancy thereby created on the extra board will be governed
by mileage@ regulations. The mileage earned by an engineer on a temporary vacancy after the
ten-day period will not be charged to the extra list.
An engineer who Is cut off an extra list must promptly place himself on whatever run or service
his seniority entitles him to on his seniority district. Until he has so placed himself, he is
considered laying off, and is not eligible for a call until he has placed himself.
(j) Service During Bulletin Period in Passenger Service.
Service during the bulletin period on a new run or permanent vacancy in passenger service will
be filled by the senior available freight engineer at the point of supply, except that a senior
freight engineer applying for the new run or permanent vacancy, or a senior engineer displaced
from a regular assignment by a senior engineer, or whose regular assignment is canceled, during
the existence of such vacancy, and who has not yet placed himself, may take a new run or
permanent vacancy prior to the expiration of the bulletin period, and may thereafter be displaced
by any senior engineer.
NOTE: See Rule74(h).
(k) Manning Passenger Service Where Passenger Extra Board is Maintained.
When a separate passenger extra board is maintained, all unassigned passenger service and all
temporary vacancies in assigned passenger service for the first ten days will be filled therefrom,
observing passenger terminals, rules and rates of pay. At the expiration of ten days, a temporary
vacancy in passenger service may be taken by the senior engineer applying for it.
(1) Filling Temporary Vacancy in Passenger Service Where no Passenger Extra Board is
Maintained.
If no separate passenger extra board is maintained, a temporary vacancy in main line passenger
service will be filled by the senior freight engineer available at the point of supply. After ten
days, such temporary vacancy may be taken by the senior engineer applying for it.
INTERPRETATION: Any engineer applying for a temporary vacancy in passenger service
after the expiration of the 10-day period can take such vacancy even though he may be junior to
the engineer who laid off and whose place he wanted to fill, as there is no rule provision which
permits an engineer to establish himself permanently on a temporary vacancy. When the
engineer returns after laying off and the vacancy still exists, he must return and remain thereon,
regardless of whether a junior engineer is on it, or until the regular engineer returns, or he is
displaced by a senior engineer. This interpretation also applies to the exercise of seniority on
temporary vacancies in freight or yard service after the expiration of the 10-day period as
prescribed in Rule 74(i).
The oldest available freight engineer must do all the extra passenger work or decline It all; but
declining such work, or making himself available again after declining it, must be done in
writing to the Master Mechanic; it being understood that the reason for first having declined
extra passenger work may disappear, such as his run having been changed or he has been
displaced by senior engineer.
(m) Manning Unassigned Passenger Service Where no Passenger Extra Board is
Maintained.
If no separate passenger extra board is maintained, all main line unassigned passenger service,
(that is, all passenger service not regularly assigned), will be handled first-in, first-out by chain
gang engineers in territory where such chain gang service is maintained. If no chain gang service
is maintained over the territory where the unassigned main line passenger train moves, the
senior, available, freight engineer at point of supply shall handle such service, who shall
complete the round trip in passenger service to the distant terminal and return If such service is
available, and each successive round trip will be filled by the senior, available freight engineer at
the time call is placed. All unassigned passenger service under this paragraph will be operated
under passenger rules, but will be paid for at through freight rates and observe pool and
unassigned freight service terminals. It is understood and agreed that at terminal points having
separate passenger and freight terminals, such as Duluth-Superior, Saint Paul-Minneapolis,
Hillyard Spokane, and Interbay-Seattle, the freight and passenger terminals will be considered as
a single terminal, as to use of chain gang or other freight engineers in passenger service under
this paragraph; Engineers to be actually run to the passenger terminal, but to be tied up at the
pool freight terminal, and any deadheading or other movement of such engineers necessary
between freight and passenger terminals will be computed under Rule 32, Rule 41 or other
similar rule applicable at such point. (See Appendix C for handling unassigned passenger service
Great Falls to Billings.)
A special train of a fraternal organization may, upon its request, be manned by an engineer
member of such organization. The senior, available engineer of such organization to be used.
Other engineers run around by reason of this will not claim any penalty payment.
If a through passenger train is delayed in transit, and a made-up section is run on the timetable
schedule of the delayed passenger train and such train Is made up at a recognized passenger
terminal where assigned passenger crews initiate and terminate service, such made-up section
will be considered as the regular train and manned by the regularly assigned passenger engineer.
It is understood that this provision will not apply to made-up advance sections of regularly
assigned passenger trains when run in advance of the timetable schedule.
When a made-up section is manned by a regularly assigned engineer, the delayed passenger train
will be manned by a chain gang engineer in compliance with Rule No. 74(m), except as provided
in Rule No. 74(k).
(n) Manning Branch Line Unassigned Passenger Service or Temporary Vacancies.
All branch line unassigned passenger service, or temporary vacancies, shall be filled for the first
ten days from the extra board which furnishes extra engineers for other service on such branch
line. After ten days, such temporary vacancy may be taken by the senior engineer applying for It.
When service on both main line and branch line is involved in the same run, it will be classified
as either main line or branch line in accordance with the preponderance of mileage of such run
on either branch line or main line. At terminals where engineers are assigned to the extra list, for
either passenger, freight or switching service, engineers so assigned will run first-in, first-out in
their respective classes.
Engineers assigned to the extra list are not considered as holding a regular run.
An engineer assigned to the extra list who lays off will have his name removed from the extra list
for a minimum period of 24 hours. When he reports for service, he will be marked up at the foot
of the list. An engineer assigned to the extra list missing a call will not be again marked up until
after the expiration of 24 hours or the return of the assignment or turn for which he stood,
whichever is the shorter, and then will be marked up at the foot of the list. If the call missed is
for a run at an outlying point, such engineer, in returning to service, will be sent to relieve the
engineer who accepted call in his stead. Should deadhead compensation be involved, it will be
paid only to the engineer who accepted the call, both going and returning, and no deadhead
allowance to the engineer who missed the call. The foregoing to be effective except where
otherwise mutually agreed upon by Local Chairman of the B. of L. E. and the Superintendent.
(o) Freight Engineer Return to Regular Assignment After Temporary Passenger Service.
When a freight engineer Is used temporarily In passenger service, he shall return to his regular
assignment upon completion of one trip.
(p) Manning Outlying Runs.
On outlying runs, or runs which do not have either terminal at the point of supply, the engineer
first called for a temporary vacancy, or for the bulletin period of a permanent vacancy or new
run, shall continue thereon for the first ten days of the temporary vacancy or for the bulletin
period, except that a permanent vacancy or new run may be claimed by a senior engineer who
has been displaced from a regular assignment by a senior, or whose regular assignment was
canceled during the period of such bulletin, who thereafter may be displaced by a senior
engineer. (See Appendix N, Page 146.)
INTERPRETATION: An engineer called from the extra list to man a temporary vacancy or for
the bulletined period of a new run or permanent vacancy at an outlying point, will not be
permitted to vacate such run during this 10-day period for a new run or a permanent vacancy
unless he should draw a new run or permanent vacancy on which he had placed bid before
having been called for the outlying assignment.
NOTE: When a demoted engineer is to be used on a run at an outlying point or at the awayfrom-home
terminal, and the fireman on the run is senior as an engineer to the man who stands to
be deadheaded from the home terminal to fill the vacancy, he will be used to run the engine and a
fireman deadheaded from the home terminal to fill his vacancy as a fireman. This, to prevent a
senior engineer from firing for a junior engineer.
Work trains not bulletined to tie up at source of supply will be considered an outlying job
governed by Rule 74(p).
RULE 74. General.
When a new run or permanent vacancy is bulletined, an engineer who is filling a temporary
vacancy may apply for it, but has the option of staying on such temporary vacancy until
displaced. If he Is the senior applicant on the bulletin, he must establish himself on the run
applied for when displaced from the temporary vacancy. If he Is not occupying a temporary
vacancy, he must vacate his former assignment as soon as practicable, but not later than 5 days
from closing date of bulletin.
When a temporary vacancy is created on a regular run, an engineer accepting same after the tenday
period can be displaced at any time by a senior engineer. If displaced by a senior engineer,
he may return to his former run, even though a senior engineer is occupying same. It is
understood he cannot return to his former run until he Is displaced, but can exercise his right to
another temporary vacancy which he desires and must return in the reverse order to his former
run.
A run affected by a seniority move Is automatically closed at the expiration of the ten-day
period. This does not apply to temporary vacancies after the ten-day period.
Engineers taking any run or switch engine in preference to the extra list may return to the extra
list when same is increased in accordance with mileage regulations.
If a regular engineer reports for duty after ten days of a vacancy on his run, and afterward lays
off without going to work, it will be considered a continuing temporary vacancy, the same as if
the regular engineer had not reported for work, and can be taken by the oldest engineer desiring
it.
If an engineer reports for any run and later lays off, before making a trip, it will be treated the
same as though he had not reported or been marked up.
Unless other local agreement is made by Local Chairman and Master Mechanic due to local
conditions, an engineer laying off for any cause will report (may be done In person or by
telegram) for work at the end of the trip or day previous to the trip or day he resumes work so
that the man displaced will have the opportunity o immediately taking other service. This does
not apply in case of the absent engineer’s run being filled from th extra board, or in case of a
passenger run being filled temporarily by the senior freight engineer in accordance with Rule 74
(L) and (o).
When traffic is tied tip for any cause and assignments of runs affected are not canceled, road
engineers affected by the tie-up may exercise their seniority after five days, and yard engineers
affected may exercise their seniority after one day. After traffic is re-established, all men affected
by this move shall automatically return to their former runs. It is understood this has to do only
with abnormal conditions in a territory where practically all regular service may be canceled for
a short time and again resumed under normal conditions at the expiration of the tie-up. It is
understood the Company does not waive the right to cancel such assignments immediately upon
the tie-up being evident to its officers, and does not commit itself to any assurance that such
cancellation may not be made prior to the expiration of five days in road service and one day in
yard service. When the Company cancels the assignments, the men affected may exercise their
seniority.
The first ten days of a temporary vacancy mean the ten calendar days commencing with the first
day service Is performed by the relief engineer. For example, a run is assigned daily except
Sunday. The regular incumbent lays off after completion of his trip on Saturday. The first ten
days of the temporary vacancy in such case would be the ten consecutive calendar days
commencing on Monday when the relief man performed his first service, and would not include
the initial Sunday layover day. It would, however, include the next succeeding Sunday layover
day.
Displacement at the home terminal must be made at least two hours prior to reporting time of the
run or tour of duty, except, in a case where the displacing engineer Is himself displaced
subsequent to this time, he will be allowed to exercise seniority prior to the time the call is
placed, the engineer so displaced to be notified immediately.
NOTE: See Appendix “L-l”-Vacation vacancies.
ABSENCE FROM SERVICE
RULE 75(a). Leave of Absence.
When the business of the company will permit, engineers will be granted leave of absence for
periods not exceeding six months, and will hold their rights on the engineers’ list during that
time. This will not be granted more often than once in two years, except if required In slack
times for the purpose of securing work elsewhere.
(b) Absence Account Sickness or Injury.
Engineers who are out of the service longer than six months through sickness or injury, or under
leave granted by proper authority, will not lose their rights under this rule.
RULE 76 (a). Laying Off at Outlying Point.
Engineers assigned to outlying runs or jobs, after being off their run or Job for any reason, when
again reporting for duty, must give notice at lay-off point, of such intention to return to service,
not later than the arrival of their run on the last trip previous to such return. Failure so to advise
of such prospective return will entitle the relief engineer thereon to hold such run for additional
round trip or day.
If engineers, on laying off, specify the number of trips they will be absent, or register specific
time when they will again be available for duty, they will be marked up at such time, and relief
engineer will be released from such service at the close of the last round trip so shown.
(b) Displacement at Outlying Point.
Displacement of assigned engineers at outlying points must be done not later than the arrival of
their runs at relief points, unless the displacing engineer Is himself displaced after the arrival of
said run-with this exception, that, In the case of a man returning from his vacation period, or
returning from a leave of absence, after the run has tied up, this will not apply, providing the
vacancy occurred during his absence.
When runs are discontinued, the engineers affected will be notified by the Company on the last
day the run Is on.
If engineers are displaced at other than outlying points, they will be notified as soon as
practicable.
If not notified, they will be paid for time lost.
INVESTIGATIONS, DISCIPLINE and REINSTATEMENT
RULE 77. Investigations and Discipline.
Engineers charged with offenses involving suspension or discharge will be advised the nature of
such offense, and no engineer will be discharged, suspended, or given record suspension without
full investigation within five days by Superintendent or other designated officer, at which
investigation all parties interested will be notified to be present, and at which any engineer under
investigation may be represented by the Local or General Chairman of the Brotherhood of
Locomotive Engineers, or a member of that Organization of his choice, or both, who may be
present and hear all evidence submitted at the investigation if they so desire. If the engineer is
not satisfied with the decision, he will have the right to appeal to the next higher officer,
continuing ouch appeal, it desired, until It reaches the General Manager, whose decision shall be
final.
If the engineer is found blameless, he shall be Immediately reinstated and paid for time lost at his
regular rate for each calendar day.
The Engineers’ Committee will be allowed to see all papers pertaining to the case.
In no case, except for Insubordination or other extreme case, will an engineer be taken out of
service without being notified of the reasons in writing by the Master Mechanic.
When an engineer is suspended and then required to return to work before the expiration of such
suspension, the remainder of such suspension Is automatically canceled.
An engineer held responsible as the result of an investigation will be notified in writing of the
decision rendered within 20 calendar days immediately following the investigation.
RULE 78 (a). Reinstatement.
Engineers who are discharged and are returned to duty will hold former rights, provided they are
reinstated within six months, unless their cases are pending in the hands of the Brotherhood of
Locomotive Engineers’ adjustment committee. Cases will not be considered as pending when
decisions on same have been rendered by the Assistant General Manager or General Manager,
unless re-opened by the same authority.
(b) When an engineer is barred from certain service by the Company and is allowed to work in
other service as engineer, he has the right to take any run his seniority entitles him to, in the class
of service in which he is allowed to work.
In case restriction to certain service is removed, he may apply for and be placed on any run to
which his seniority entitles him in the service from which he Is no longer barred, providing he
applies for such run within ten days after date he is notified that the restriction has been removed.
MISCELLANEOUS
RULE 79. Calling crews.
Engineers will be called as nearly as practicable one hour before they are required to go on duty,
provided that if for any reason engineers ask to be called more than one hour before going on
duty they will not receive additional pay on that account.
At main line terminals, engineers will be called within one mile of register office and will be
called at the address designated in a book kept for that purpose at register points. When
engineers have telephones they will be called by phone, regardless of distance. It is understood
that when engineers are called by telephone within the one-mile distance and do not respond, a
caller will be sent to call him in person.
RULE 80. Efficiency Tests.
Efficiency tests will not be conducted under conditions that are hazardous to employees. Tests
which would be a violation of train order will not be made except by train order,
RULE 81 (a). No Fines.
Engineers will not be required to pay fines on account of breakage or loss of tools.
(b) Supplies Placed on Engines.
It is agreed that supplies will be placed upon engines at least thirty minutes before engine is
required to leave designated track. Engineers must not leave without having proper supplies on
engine, unless authorized by a division officer.
(c) Set up Wedges, Fill Grease Cups, etc.
Where engineers are required to set up wedges, fill grease cups or clean headlights, they shall be
relieved of such service at all points where competent roundhouse force is employed; neither will
they be required to place on or remove tools or supplies from locomotives or trains, fill
lubricators, flange oilers, headlights, markers or other lamps at points where roundhouse force or
engine watchman is employed.
RULE 82. Protection During Cold Weather.
All mountings in cabs shall be kept packed and during cold weather all engines will be equipped
with frost glasses in front windows in cabs, side curtains and back boards; all other openings
around running boards and reverse levers in cabs will be kept closed.
RULE 83(a). Transportation.
Engineers who have been in the service over one year will be furnished with quarterly passes
good on their division and with a reasonable number of trip passes good on other divisions.
Time transportation will be furnished engineers good over the district on which they held rights
prior to the schedule dated December 1, 1909. This not to apply to engineers promoted or hired
since division rights were changed in above mentioned schedule.
Transportation will not be taken from engineers while under suspension.
(b) When engineers choose to take runs compelling them to change their homes, transportation
shall be furnished for their families and household goods.
RULE 84. Pilot To and From Roundhouse.
Engineers arriving at terminals with freight trains will be piloted by brakemen to roundhouse
track, and on outgoing trains, from roundhouse track to trains.
RULE 85. Inspection and Work Reports.
Engineers will make such inspection of their engines and such reports of work required as may
be called for from time to time by proper authority.
At roundhouse where inspectors are employed, engineers having regular engines will not be
required to make pit inspection.
This will not relieve engineers from reporting defects of which they know.
RULE 86 (a). Qualification Requirements as to Territory.
To insure uniformity as to qualification requirements for Engineers as regards familiarity with
the territory over which they are operating, it is agreed that:
For the purpose of defining the territory upon which familiarity qualifications are required, the
lines from Saint Paul to Seattle via either St. Cloud or Willmar, and via either New Rockford or
Grand Forks-Devils Lake, and the lines from Duluth to Minneapolis, Duluth to Grand Forks,
Sioux City to Willmar, Butte to Havre, Billings to Shelby, and Everett to Vancouver, B.C., will
be considered main line.
For main line passenger service, Engineers to be qualified must have made a trip over the district
in any capacity (either engineer or fireman), in engine service, within a period of one year; In
freight service within a period of two years. In main line territory where there have been no
extensive changes, such qualification period may be extended by agreement between the Local
Chairman and the Division Superintendent.
On mountain grades of 1.8% or greater, Engineers to be qualified shall have made a trip over
such territory in any capacity in engine service within six months and in freight service one year.
In the electrified zone between Appleyard and Skykomish, in either passenger or freight service,
engineers or firemen to be qualified must have made a trip over such territory within six months.
This refers only to familiarity with road and track, and has no bearing upon the employee’s
mechanical qualifications to handle various classes of power. Such mechanical qualifications as
are proper will be required on any territory.
(b) Qualification Requirements as to Manning Gas electric or Diesel Locomotives and
Motor Cars or other power.
To Insure qualification of necessary engineers to man gas-electric or Diesel locomotives and
motor cars, as they may be required, and in accordance with schedule seniorIty rules, Great
Northern Railway Company and its Engine Service employees represented by Brotherhood of
Locomotive Engineers and Brotherhood of Locomotive Firemen and Enginemen do hereby agree
as follows:
1. An instruction booklet covering such classes of locomotives and motor cars has been prepared
by the Company and furnished all engine service employees concerned.
2. On the Willmar, Dakota and Minot Divisions, Engineers Junior in seniority rank to the
schedule listing hereinafter shown will be allowed until March ist, 1940, properly to qualify
themselves in the handling of gas electric and Diesel locomotives and motor cars. On the
Willmar Division, all engineers junior to number one hundred thirty (130) on the current
engineers’ seniority roster must so qualify; on the Dakota Division, all engineers junior to
number fifty-one (51); on the Minot Division, all engineers junior to number forty (40).
3. On other operating divisions where only one or two such locomotives or cars are in service,
local officials and local chairmen of the two enginemen’s organizations will arrange such details
In connection with necessary men qualifying for such types of power as may be necessary to take
care of local conditions.
4. For qualification purposes, wherever possible, such types of motors will be placed at terminal
points easily accessible to all concerned, and instruction classes will be held by Traveling
Engineers or other qualified Instructors.
5. When gas-electric or Diesel power hereafter Is assigned to a shift or run where steam power
previously has been used, the regular assigned crew on such shift or run will continue to man
such assignment under the supervision of a qualified instructor without loss of time from such
regular assignment.
6. If any employees other than as above provided for have not made necessary student trips and
otherwise qualified themselves for such service within the time limits set forth, such employees
must make such student trips and qualify themselves for such service before being available for
extra board service as engineers, and If held from such extra board service as engineers, because
of lack of necessary qualification, they will not be allowed to exercise their seniority as firemen
while so held from Engineers’ extra board.
7. Firemen hereafter promoted to positions as engineers will be required to pass the necessary
examinations on gas-electric and Diesel locomotives and motor cars, as well as on steam power,
it being understood that such examination will cover information necessary to the ordinary
operation of such types of power, and care of minor mishaps which might occur on average
service trips.
8. It is agreed that both the Company and the OrganIzations parties hereto will encourage and
assist all engine service employees, whether so required herein or not, to qualify themselves for
service on all types of power used on their respective seniority districts, to the end that neither
Employees nor Company be unnecessarily inconvenienced by such lack of qualification.
RULE 87. Engineers Keep Firemen’s Time.
Engineers are required to account for firemen’s time who are with them. ‘
Engineers will be notified when time is not allowed as claimed on time slip, giving the reason
therefor.
RULE 88. Representation.
The General Committee of Adjustment for the Brotherhood of Locomotive Engineers will
represent all locomotive engineers, in making contracts, rules, rates an working conditions, and
the interpretation thereof,
RULE 89(a). Handling Disagreements.
Should any disagreement or misunderstanding arise a to the construction and meaning of these
rules, the matter shall be decided be a conference between the highest designated appeal officer
and the committee representing the Brotherhood of Locomotive Engineers.
(b) Rulings, Copy to B. of L. E.
When an Interpretation or ruling as to the application or Intent of any rule or rules of this
agreement Is made by the highest designated appeal officer, a copy of such interpretation or
ruling will be promptly furnished to the General Chairman of the B. of L. E.
RULE 90. Conferences Desired.
In case a meeting or conference is desired between th general officers of the company and a
committee representing the Brotherhood of Locomotive Engineers, written notice stating the
nature of the matter to considered will be forwarded to the highest designated appeal officer 30
days before conference is desired, who will fix a date and time when same may be held.
RULE 91. Rights Under Previous Schedule.
Nothing In this agreement will be interpreted to affect the rights of engineers acquired under any
previous schedule. No provision herein is retroactive.
RULE 92. Copy of Agreement to Engineers.
Engineers will be furnished with copies of this agreement.
RULE 93. Time Limit on Claims.
(a) All claims or grievances must be presented in writing by or on behalf of the employee
involved to the officer of the company within 60 days from the date of the occurrence on which
the claim or grievance Is based. Should any such claim or grievance be disallowed, the carrier
shall, within 60 days from the date same is filed, notify the employee or his representative of the
reasons for such disallowance. If not so notified, the claim or grievance shall be considered valid
and settled accordingly, but this shall not be considered as a precedent or waiver of the
contentions of the carrier as to other similar claims or grievances.
(b) If a disallowed claim or grievance is to be appealed, such appeal must be taken within 60
days from receipt of notice of disallowance, and the representative of the carrier shall be notified
of the rejection of his decision. Failing to comply with this provision, the matter shall be
considered closed, but this shall not be considered as a precedent or waiver of the contentions of
the employees as to other similar claims or grievances.
(c) The procedure outlined in paragraphs (a) and (b) shall govern in appeals taken to each
succeeding officer. Decision by the highest officer designated to handle claims and grievances
shall be final and binding unless within 60 days after written notice of the decision of said officer
he is notified In writing that his decision Is not accepted. All claims or grievances involved In a
decision of the highest officer shall be barred unless within one year from the date of said
officer’s decision proceedings are Instituted by the employee or his duly authorized
representative before a tribunal having jurisdiction pursuant to law or agreement of the claim or
grievance involved. It Is understood, however, that the parties may by agreement In any
particular case extend the one year period herein referred to.
(d) All rights of a claimant involved In continuing alleged violations of agreement shall, under
this rule, be fully protected by continuing to file a claim or grievance for each occurrence (or tour
of duty) up to the time when such claim or grievance is disallowed by the first officer of the
carrier. With respect to claims and grievances involving an employee held out of service In
discipline cases, the original notice of request for reinstatement with pay for time lost shall be
sufficient.
(e) This rule recognizes the right of representatives of the organization party hereto to file and
prosecute claims and grievances for and on behalf of the employees it represents.
(f) This rule shall not apply to requests for leniency.
NOTE: The one-year provision of paragraph (c) applies to claims or grievances appealed to the
highest designated appeal officer on and after the effective date of this schedule agreement.
FOR GREAT NORTHERN RAILWAY COMPANY:
/s/ I. G. POOL
Vice President
FOR BROTHERHOOD OF LOCOMOTIVE ENGINEERS:
Isl H. W. HASKINS
General Chairman
Signed at St. Paul, Minnesota
this 31st day of Dec., 1954.
APPENDIX “A”
Interpretative Agreement, Rule 45
The terms of Agreement made at Chicago, effective April 1, 1908, (quoted below), are hereby
reaffirmed and made a part of this schedule. See Rule 45.
COPY of Memorandum of Agreement between the Order of Railway Conductors, Brotherhood
of Railroad Trainmen, Brotherhood of Locomotive Engineers, Brotherhood of Locomotive
Firemen and Enginemen, and a committee of General Managers of Railways, effective April 1,
1908.
Article 1. Under the laws limiting the hours on duty, crews in road service will not be tied up
unless it is apparent that the trip cannot be completed within the lawful time; and not then, until
after the expiration of fourteen hours on duty under the Federal Law or within two hours of the
time limit provided by State laws if State laws govern.
Article 2. If road crews are tied up in a less number of hours than provided in the preceding
paragraph, they shall not be regarded as having been tied up under the law, and their services
will be paid for under the individual schedules of the different roads.
Article 3. When road crews are tied up between terminals under the law, they shall again be
considered on duty and under pay immediately upon the expiration of the minimum legal period
off duty applicable to the crew, provided the longest period of rest required by any member of
the crew,.either eight or ten hours, to be the period of rest for the entire crew.
Article 4. A continuous trip will cover movement straight-away or turn-around, from initial
point to the destination train is making when ordered to tie up. If any change is made in the
destination after the crew is released for rest, a new trip will commence when the crew resumes
duty.
Article 5. Road crews tied up under the law will be paid the time or mileage of their schedules,
from initial point to tie-up points. When such crews resume duty on a continuous trip, they will
be paid miles or hours, whichever is the greater from the tie-up point to the next tie-up point, or
to the terminal. It is understood that this article does not permit crews to be run through terminal
unless such practice is permitted under their schedules.
Article 6. Road crews tied up for rest under the law, and then towed or deadheaded into terminal,
with or without engine or caboose, will be paid therefor as per Article 6, the same as if they had
run the train to such terminal.
Article 7. If any service is required of an engine crew, or if held responsible for the engine during
the tie up under the law, they will be paid for all such service.
Article 8. The foregoing articles constitute an agreement for the railway companies named In the
original memorandum and their conductors, trainmen, engineers and firemen, as to runs that are
tied up In conformity with the law, and becomes a part of the schedules or agreements f these
roads, and subJect to their provisions as to amendment by mutual consent. Nothing herein
contained shall be construed to amend or annul any rule In the various agreements with
individual roads.
Question 19. In connection with payment to crews tied up between terminals under the law, Mr.
W. T. Tyler, Director Division of Operation, addressed the following letter to the Regional
Directors under date of February 16, 1920.
“Question and answer No. 76 of Interpretation No. I to Supplement No. 24, and question and
answer No. 101 of Interpretation No. I to Supplement No. 25 read:
. ‘Question: Does this section contemplate the payment of continuous time between terminals
whether crews are tied up under the law or otherwise?’
‘Decision: Yes; deducting time tied up under law, schedule rules, or accepted practices.’
“Under this decision questions have arisen whether there was any intent to change the
application of the rules for the application of the 16-hour law, covering cases where crews are
tied up and resume duty, or when tied up and then towed or deadheaded into terminals.
“When the decision was agreed upon with the representatives of the engine and train service
organizations it was distinctly understood that there would be no change in the basis of payment
provided in the existing rules for the application of the 16-hour law.
“I will therefore be pleased If you will instruct the Federal Managers accordingly.”
As the bases of Payment in existing rules are not changed, what method of computation should
be used to
104
determine when time and one-half rate for overtime begins?
Decision: When crews are tied up between terminals under the law there are two periods when
time begins on such trips and for these two periods time must be separately computed to
determine when the punitive overtime rate applies. The first computation of time begins at the
time from which road overtime Is computed at Initial terminal. The second computation of time
begins when the crew goes on pay after the tie-up and time and one-half will be paid after eight
(8) hours where the distance run is 100 miles or less and after the time equivalent of the miles
divided by 12% where the distance run is over 100 miles.
If the crew is relieved under the law and deadheads or is towed to terminal they will be paid
therefor the same as if they had run the train to such terminal.
10 5
APPENDIX “B”
AGREEMENT COVERING TRANSMISSION OF TRAIN
ORDERS, DATED APRIL 30,1941.
Memorandum of Agreement Between Great Northern Railway Company and Order of
Railroad Telegraphers, American Train Dispatchers’ Association, Brotherhood of Locomotive
Engineers, Brotherhood of Locomotive Firemen & Enginemen, Order of Railway Conductors,
and Brotherhood of Railroad Trainmen.
(1) It Is hereby agreed that train and engine service employees will not be required to call the
dispatcher for the purpose of receiving orders governing the movement of trains, and that train
and engine service employees will neither be required nor permitted to copy train orders
governing the movement of trains other than in emergencies as herein defined.
(2) Emergencies as herein specified shall include casualties or accidents, engine failures, wrecks,
obstruction of tracks, washouts, tornadoes, storms, slides or unusual delays due to hot box or
break-in-two that could not have been anticipated by dispatcher when train was at last previous
telegraph office, which would result in serious delay to traffic.
(3) When no emergency exists, as above defined, an inquiry by train or enginemen as to the time
or location of another train or in connection with their work, will not be considered a violation of
this agreement when it does not involve the transmission of train orders, messages of record,
reports of 0 S of trains.
(4) It shall not be considered as a violation of this agreement for train or enginemen to obtain
necessary clearance at an automatic block or automatic interlocker signal in stop position due to
signal failure, or for train or enginemen on branch line trains to obtain check of trains direct from
the dispatcher, at Junction points where a telegrapher is not now employed, but only on such
trains as are due to arrive at such Junction point after branch line train has passed the last
telegraph or telephone office before arrival at junction
106
C. 0. JENKS
Vice PresidentGN
Ry. Co.
A. F. KUMMER
General Chairman-BLE
A. STROM, JR.
General Chairman-BLF&E
R. E. LANDIS
0. P. JOHNSON R. E. LANDIS
General Chairman-ORT General Chairman-ORC
P. C. BRADLEY
ED. G. STACK P. C. BRADLEY
General Chairman-ATDA General Chairman-BRT
Signed at St. Paul, Minn.,
this 30th day April, 1941.
107
APPENDIX “C”
Unassigned passenger service between Great Falls Billings (affects Rule 74m)
Memorandum of Agreement between Great Norther Railway Company and Brotherhood of
Locomotive Engineers effective September Ist, 1942.
In the handling of unassigned passenger service be tween Great Falls and Billings, which is not
specifically covered by schedule Rule 74 of the current schedule agreement between the parties
hereto, due to the passenger terminal at Billings and the freight terminal a Laurel not being at the
same point, IT IS AGREE that such unassigned passenger service will be filled I
accordance with the provisions of paragraph In current schedule Rule 74, subject to the
following additional provisions.
Chain gang engineers deadheaded between Billings a Laurel in connection with the performance
of unassigned
passenger service will be paid actual time or mil whichever is the greater from roundhouse to
point service or vice versa.
When a chain gang engineer is called at Laurel, aft held-from-home-terminal time has
commenced un schedule Rule 37, to deadhead to Billings and continue therefrom in unassigned
passenger service, he will paid all held-from-home-terminal time already accrued when called,
plus deadheading as above provided, and w then go automatically on duty at arrival at Billings
from which point his road trip will commence.
When a chain gang engineer Is called at Laurel, aft held-from-home-terminal time has
commenced under schedule Rule 37, for light engine movement Laurel Billings and continued
movement In unassigned pass ger service Billings to Great Falls, held-from-home-terminal time
will be computed continuously from time of t up at Laurel until departure from Billings, without
deduction from actual miles run and without claim f runaround as between such engineer and
other ch gang engineers at Laurel. If delayed at Billings m than one hour, initial terminal delay
will be allowed per schedule Rule 31 (a) for the actual period of au delay, except that such delay
will not be paid for bo as hold-from-home-terminal time and as Initial terminal
When a chain gang engineer arrives at Billings In unassigned passenger service and Is
deadheaded or run light to Laurel, he will stand for service out of Laurel thereafter, and his heldfrom-home-terminal
time will be computed as of the time of his arrival at Billings. If tied up at
Billings, he will be considered as tied up between terminals under the provisions of schedule
Rule 43.
10 9
APPENDIX “D”
(referred to in Rule 30)
MEMORANDUM of AGREEMENT between Great Northern Railway Company and
Brotherhood of Locomotive Engineers regarding the handling of road engineers In the Twin City
Terminals.
1. The arriving and departing points for freight trains operated into or out of the terminals at St.
Paul and Minneapolis, for the purpose of computing road service or terminal allowances, shall be
as follows:
(a) For trains via Northtown Junction, Van Buren Street.
(b) For trains via Clearwater Junction,
(1) when run via Minneapolis Junction, Harrison Street.
(2) When run via Stone Arch Bridge. (including silk, berry or fish trains)
(when paid on freight basis), First Street.
2. Movement of engines or freight trains between the terminal points above designated, and
points east thereof to the end of Great Northern tracks at St. Paul Levee, (including stub tracks in
levee yard and St. Paul Union Depot, and connection with CB&Q trains in North Q Yard at
Division Street), shall be considered as terminal movements, and shall be paid for as continuous
time on the basis of 121/2 miles per hour, when the trip is made in miles. It crews are not
returned to Minneapolis with their engines, fifteen (15) miles deadheading will be allowed for
crews returning to Minneapolis terminal as per Engineers Rule 41(d).
3. The movement of trains west or north of the terminal points above designated, to and
including yard limit boards on the lines running to Wayzata, Osseo and Coon Creek, shall be
considered as road movements, and no switching allowances shall be made for picking up or
setting out cars within such limits.
4. If a crew running via Stone Arch Bridge is not tied up until after a succeeding train running
via Minneapolis Junction the order of their respective arrivals at First Street shall determine the
order in which they are marked up for their next service, and the first crew to arrive at First
Street shall not be run around by reason of their divergent routing therefrom.
110
5. It is understood and agreed that the provisions of this agreement are not Intended to supplant
regularly assigned Twin City Transfer service, and will not be so used.
6. The provisions of this agreement shall be effective as of July Ist, 1930.
7. This agreement shall continue in effect until ten
(10) days after notice in writing of desire for modification or cancellation thereof shall have been
given by either party hereto to the other.
III
APPENDIX “E”
(referred to in Rule 30)
MEMORANDUM of AGREEMENT between Great Northern Railway Company and the
Brotherhood of Locomotive Engineers.
In correction of any existing contrary arrangements or understandings, and to provide a definite
and satisfactory method of application of rules at the points herein designated, the Great
Northern Railway Company and its employees represented by the Brotherhood of Locomotive
Engineers, agree as follows:
I 1. The recognized switching and transfer service zones, through joint facility agreements and
location of yard limit boards, at certain points extend beyond the rails of the Great Northern
Railway Company, and beyond certain recognized stations for set-out and pick-up. At Everett,
Washington, such zone extends from Delta to a point East of Lowell, and to a point South of the
Oil Spur at Mile Post 31; at Seattle, Washington from Interbay to a point South of Holgate
Street; at Tacoma, Washington to a point South of South Tacoma, and at Portland, Oregon to
Lake Yard.
2. In connection with the prompt handling of cars originating at or destined to points outside of
the recognized switching zone, certain trains having their terminal at Delta, Interbay, Tacoma or
Portland are required to pick up or set out such cars at points such as Lowell, Oil Spur, Holgate
Street, South Tacoma or Lake Yard, which points are not within the territory comprising the
terminal yard proper, but are within the recognized switching or transfer zone, handled from such
terminal yard.
3. When such outbound trains are required to pick up cars or inbound trains are required to set
out cars at such outlying points, the train and engine crews will be paid as switching for actual
time expended in making such pick up or set out at the outlying point, with a minimum of 10
minutes at each location thus served.
4. If such trains are required to perform terminal switching in the terminal yard proper, in
addition to making pick-ups or set-outs at an outlying point, they will be paid switching
allowance continuously from the time switching is commenced at the initial terminal yard, until
completion of the pick up at the outlying point, or continuously from the beginning of set out
service-at
112
the outlying point until completion of the switching service in the terminal yard proper.
5. It Is understood that this service is in connection with the prompt handling of cars hauled in
such t outside of the switching zone, and is not applicable the handling of cars exclusively within
the switch zone. If cars are handled within the switching zone o by a road crew, such as
movement of a car from lute to Holgate Street, or vice versa, without any road h it Is understood
that such movement is purely a term switching movement, and Is payable as such, from
inception until the completion of such movement.
It is understood and agreed that this prescribed met of handling is applicable only to the
switching z specified, unless extended by mutual agreement to o locations, and that it is in
conformity with existing r and practices covering yard and terminal switch service.
This agreement shall become effective May lst, 1 and continue in effect until thirty days after
notice writing Is given by any of the parties hereto to the ot of their desire for cancellation or
amendment.
“APPENDIX “F”
(referred to in Rule 30)
To facilitate the handling of competitive freight shipments out of the Portland, Oregon terminals,
which are otherwise delayed in joint facility territory, the Great Northern Railway Company and
Its employees represented by the Brotherhood of Locomotive Engineers agree as follows:
1. When freight shipments from points, yards or sidings South of Vancouver, Wash., (including
S. P. & S. yard, Guilds Lake Yard, Oceanic Dock, North Portland and Willbridge), are handled
in a train out of Portland Switching Zone, without being switched in station order, road crews
may be required to perform necessary switching to so classify or block such cars, at Vancouver,
Washington or points north thereof.
2. When such classification or block switching of business from Portland switching zone is
performed by road crews at Vancouver, Washington or north thereof, such switching will be paid
for on a minute basis for actual time so consumed, in addition to pay for the trip, regardless of
point where actually done, the same as it would have been it performed at the initial terminal.
3. It is understood and agreed that such payment for classification or block switching, at
intermediate points, of cars handled in a train, applies only to cars actually taken out of Portland
Switching Zone by a train having its initial terminal at Portland and does not apply to th picking
up in proper station order of cars picked up a Vancouver, Washington or other intermediate
points be tween Vancouver, Washington and Interbay, Washington.
4. This agreement shall become effective as of Ma Ist, 1938, and continue until thirty days after
written notice shall have been given by any of the parties beret
APPENDIX “G”
(referred to in Rule 74h)
“April 30th, 1938
Mr. A. F. Kummer, Chairman,
Brotherhood of Locomotive Engineers,
Saint Paul, Minnesota.
Dear Sir:
Referring to conference with your General Committee, in regard to filling of permanent
vacancies and new runs on the Mesabi Division prior to the expiration of the tenday
bulletin period.
We are agreeable to providing that on the Mesabi Division, when new runs or permanent
vacancies require the bulletInIng of such service, the senior engineer applying for such service
will be so placed at once, and the service will not be reserved to the extra board for the full ten
day bulletin period after such applications are received.
It is my understanding that you desire this to apply on the Mesabi Division only, and that there Is
to be no change in your bulletin rule or practice thereunder.
I would be glad of your acknowledgment of such arrangement, which I am asking Division
Superintendent to make effective at once.
/s/ J. C. Rankine
Asst. to Vice Pres.”
“May 3rd, 1938
Mr. J C. Rankine, Asst. to Vice Pres.,
Great Northern Railway Company,
St. Paul, Minnesota.
Dear Sir:
This will acknowledge yours of April 30th, 1938, with reference to conference with Engineers’
General Committee in regard to fl1ling permanent vacancies and new runs on the Mesabi
Division prior to expiration of 10-day bulletin period.
This will acknowledge your agreement to the arrangement requested by the engineers, with the
understanding that this arrangement will apply to the Mesabi Division only, and that there will be
no change in our bulletin rule or practice thereunder.
Yours very truly,
/s/ A. F. Kummer
Chairman’
115
APPENDIX “H”
(referred to in Rule 28f)
MEMORANDUM of AGREEMENT and UNDERSTANDING between the Brotherhood of
Locomotive Engineers, as represented by local chairman, Mr. J. J. Murphy, of Lodge 798, and
the Great Northern Railway Company, as represented by Messrs. J. L. Close, S. G. Clark and 1.
E. Clary.
It Is agreed that Engineers assigned to New Westminster yard engines may be used and tied up in
the Vancouver, B. C. yard, with the following understanding:
When the requirements necessitate having the switch engineers who are assigned to the
Westminster Yard, tie up at Vancouver, B. C., the engineers assigned to such engine will receive
compensation for the actual mileage at road rate from Vancouver, B. C. to New Westminster,
and from New Westminster to Vancouver, B. C., in addition to other compensation.
The New Westminster yard engineers may also be used to perform the following service at
Vancouver, B. C.: Handling of perishable freight or switching of passenger equipment or
performing interchange of freight or passenger equipment only, at this point. When the
permissible service is performed, such engineers will be compensated for the time consumed at a
time and one-half rate, in addition to all other service, with a minimum of one hour for such
switching and no deduction made from the total time on duty for such service. If these engineers
are used in Vancouver, B. C. (except as outlined in this paragraph), an additional day Is payable
for such switching service.
If at any time it becomes necessary to assign switch engineers exclusively to New Westminster
area, the engineers so assigned will be paid one hour at road rate each way, in addition to other
compensation, to compensate them for deadheading from Vancouver to New Westminster and
return.
It Is agreed that this agreement will remain in effect until thirty (30) days’ notice shall have been
given by either party asking for its cancellation or amendment.
Isl J. J. Murphy
Local Chairman, Lodge 798,
Isl J. L. Close
APPENDIX “I”
MEMORANDUM OF AGREEMENT BETWEEN THE
GREAT NORTHERN RAILWAY COMPANY AND
THE GENERAL COMMITTEE OF ADJUSTMENT,
BROTHERHOOD OF LOCOMOTIVE ENGINEERS, COVERING THE MANNING OF
SELF-PROPELLED ROADWAY MACHINERY ON RAILS OF THIS COMPANY.
It is hereby agreed between the Great Northern Railway Company and the General Committee of
Adjustment of the Brotherhood of Locomotive Engineers that the rules and rates of pay
applicable to work train service contained in the schedule of wages for locomotive engineers will
apply to locomotive engineers used with self propelled machines on the rails of this Company.
Rules contained therein also provide that locomotive engineers will be used with all selfpropelled
machines that are now or may hereafter be placed in operation, when moving under
their own power, but it is understood and agreed that the following exceptions will be made.
Exception No. 1. Self-propelled machines that can be lifted off and on the track by those
employees whose services are required in the operation of such machines.
Exception No. 2. Discers as now constituted and only when used for the purpose of discing on
right-of-way. Parsons Cranes as now constituted and only when used to lay rail. Jackson
Ballasters as now constituted and only when used to tamp ties. Joint Oilers as now constituted
and only when used to oil track joints.
Exception No. 3. Reconditioned automobiles w i t h flanged wheels, and other small cars used by
division officers exclusively as inspection cars on territory over which they have supervision.
Exception No. 4. Locomotive cranes, used for the purpose of cleaning out cinder pits, loading
and unloading of coal, sand, and company material, when movements are confined to the
roundhouse and shop yard tracks. Such cranes may pick up a car first-out to be loaded or
unloaded, as outlined herein, and dispose of such cars; the car to be loaded or unloaded to be
placed on and removed from roundhouse and shop yard tracks by a yard engine crew.
117
Exception No. 5. Locomotive cranes used in connection with car repair yards and store
department yards for the purpose of handling heavy material, and whose movements are
confined exclusively to these yards. Such cranes may pick up a car first-out to be loaded or
unloaded, as outlined herein, and dispose of such cars; the car to be loaded or unloaded to be
placed In and removed from such yard tracks by yard engine crew.
Exception No. 6. Pile driver with no more than idler car attached may move back and forth, not
to exceed one thousand feet from either end of a bridge, for the purpose of picking up and setting
of piling or other heavy bridge material when approach grade conditions are such as to make it
impossible to provide material storage space in a lesser distance from the end of the bridge.
Exception No. 7. Self-propelled cranes used to make repairs on ore docks at AlIouez.
Loaded and empty cars will be moved to and from point of work by work train or yard engine.
Cranes will be restricted to the movement of loaded or empty cars on the dock track only, and
only then for such distance as movements cannot be made by a locomotive. Self-propelled cranes
may also be used in making repairs to ore dock approaches but In performing such work will not
be permitted to handle cars.
Exception No. 8. Self-propelled ditchers when moved to and from the specific point of their
operations by a locomotive in charge of a locomotive engineer may be detached from the
locomotive while loading cars to make short moves provided the work train engine is not moved
further from the ditcher than is necessary to enable it to make these moves. Work train engine
not to be used to perform any other service while these moves are being made.
Exception No. 9. Self-propelled machines performing their usual work will be excepted when
movement of these machines is provided by the power of a locomotive in charge of a locomotive
engineer.
NOTE: A wrecking crane may make movements in connection with picking up a wreck without
a locomotive engineer being in charge, provided a work train with a locomotive engineer
employed thereon is used in connection with the wreck at the time the movements are made.
1 1 1@
GENERAL RULES
(A) Under no circumstances will self-propelled machines
be permitted to perform switching of cars, except
when operated by a locomotive engineer.
(B) When a pilot, yardman or trainman is employed with any self-propelled machine, an
engineer will
be employed except in the operation of those machines
specifically designated In Exception No. 2.
(C) Engineers required to qualify to man and operate
the propulsion mechanism of self-propelled machines will be compensated for a minimum of
eight hours at the prescribed rate for each day while qualifying, not to exceed five days.
(D) Suitable living quarters will be provided by the
Railway Company for engineers assigned to this service when such accommodations are not
otherwise available.
This agreement is effective as of January 12th, 1943, and will remain in effect until revised or
abrogated in accordance with the provisions of the Railway Labor Act.
ACCEPTED FOR:
BROTHERHOOD OF LOCOMOTIVE ENGINEERS:
(Signed) A. F. Kummer
Chairman, General Committee of Adjustment
APPROVED:
(Signed) J. P. Shields
Ass’t. Grand Chief Engineer
ACCEPTED FOR:
GREAT NORTHERN RAILWAY COMPANY:
(Signed) C. 0. Jenks
Vice President
Signed at St. Paul, Minnesota
this 21st day of October, 1943.
I 1 9
EXCEPTION TO THE KOEHRING CRANE WHEN USED
ON TRACK FOR THE PURPOSE OF LAYING RAIL:
On July 23, 1951, Assistant to Vice President M. C. Anderson addressed B. L. E. General
Chairman H. W. Haskins in part as follows:
“As explained to you by Mr. Pearson during conference, the machine involved is a substitute and
replacement for the Parsons and Burro cranes that were previously used for laying rail. Engineers
were not previously required on self-propelled machines used for rail laying purposes in
accordance with the provisions of the so-called Engineers’ Self Propelled Machine Agreement
dated October 21, 1943, Exception 2 thereof reading in part as follows:
‘Parsons cranes as now constituted and only when used to lay rail.’
“The information furnished the undersigned is that these Parsons and Burro cranes are gradually
wearing out and replaced on the various Operating Divisions, and the Koehring crane has been
purchased as a replacement for the Parsons and Burro cranes. As stated to you during
conference, this crane Is actually an off-track, self-propelled machine, and Is used on track with
the aid of a small carriage on which the machine is run, and is used on track only for the purpose
of laying rail, and for the same general purpose as the Parsons crane. If used on track for
purposes other than laying rail, the Carrier is willing to agree to call an engineer. However, In
that an exception was granted for Parsons and Burro cranes when used for ‘laying rail’, the
Carrier likewise requests an exception for the substitute of the Parsons and Burro crane, and then
only when ‘laying rail’.
“As advised you during conference, there are at present four of these cranes in operation on the
various Divisions on the System, and they have been in operation for approximately two years. It
is my further understanding that three more of these cranes have been ordered as substitutes for
Parsons and Burro cranes. The only protest that we have had In connection with using these
machines for rail-laying purposes was on the Willmar Division.
“In consideration of Exception 2 of the October 21, 1943 Agreement, and the fact that the
Koehring machine Is used for the same purpose and is a
1 2 0
substitute for the Parsons crane, included in Exception 2, 1 am of the opinion that the Engineers’
Committee can, and will, include this machine when used for rail laying purposes as an
exception under Exception 2.
“Confirming request made to you during conference, the Carrier will appreciate it if the
Committee will include these machines under Exception 2 ‘only when used to lay rail’. Will you
please advise promptly.”
Under date of November 7, 1951, B. L. E. General Chairman H. W. Haskins advised in part as
follows:
“Our Committee has voted to accept this Crane, for the purpose of laying rails, under Exception
No. 2 of the Roadway Machinery Agreement, it being understood that should this Crane be used
on the rails for any purpose other than that of laying rails an engineer will be used to man the
crane.”
EXCEPTION TO DISCERS WHICH HAVE BEEN CONVERTED TO BALLAST
SHAPERS:
On October 13, 1953, Assistant to Vice President M. C. Anderson addressed BLE General
Chairman H. W. Haskins in part as follows:
“In accordance with your request that you be informed relative to the changes made to the
Discers, Superintendent Rasmussen has advised as follows: ‘The ballast shapers we have on the
Butte Division consist of two machines which were converted from disc machines to ballast
shapers. To complete this conversion, the discs were taken off and a metal box shaped to form
the ballast line along the track was attached to the machine in place of the discs. This machine is
operated over the railroad where new ballast has been completed and is used to shape up the
ballast, doing work which is very similar to the work that was required previously of the disc
machines, which comes under the exception in the pilots rule in the Engineers’ schedule.’
“In consideration that the machines now designated as Ballast Shapers are simply the former
Discers which have been modified so as to shape up the ballast shoulder, the carrier is of the
opinion that such machines should properly be included in Exception No. 2 of the Memorandum
of Agreement between the BLE and the Great Northern Railway pertaining
1 2 1
to self-propelled machines which was effective January 12, 1943.
“The services of an engineer-pilot are not required In connection with the operation of the Ballast
Shaver any more than they were required In the operation of the Discers. Would appreciate your
concurrence therein by advising that the BLE Committee is agreeable that the Ballast Shavers, as
now constituted, be included under Exception No. 2 of the aforementioned agreement. It is our
request that such exception be applicable over the entire property.”
Under date of February 3, 1954, BLE General Chairman Haskins advised in part as follows:
“The acceptance of this machine under Exception No. 2 of this Agreement Is acceptable to our
Committee, with the exception of a machine working on the Kalispell Division, which is a
rebuilt weed burner, No. M-23. The information I have from our local people at Whitefish is that
this machine cannot b removed from the track and that when used as weed burner an engineer
was always employed,
e
would not cancel the requirement for an engine
on this machine.”
EXCEPTION TO WEED BURNERS WHICH HA BEEN CONVERTED TO BALLAST
SHAPERS:
BLE General Chairman H. W. Haskins’ letter of M 21,1954, in reply to Carrier’s request made in
conference April 12, 1954, that weed burners when converted
ballast shavers be included in Exception No. 2 of so-called self-propelled machine agreement
dated Octo 21, 1943, reads as follows:
“Referring to your request that our Committee ace under Exception 2 of the Self-Propelled Road
Machinery Agreement the weed burner when an It is rebuilt into a ballast shaver-
“I referred this question to my Committee, and t signified their willingness to accept this mach
under Exception 2, providing that when rebulletined will be equipped with a derailing jack and
rails, that it may be removed from the track at any po Should it not be so equipped, and it be
necessary
ave
11
APPENDIX “J”
MEMORANDUM OF AGREEMENT
between
BROTHERHOOD OF LOCOMOTIVE ENGINE
BROTHERHOOD OF LOCOMOTIVE FIREMEN
AND ENGINEMEN
and
GREAT NORTHERN RAILWAY COMPANY
FARMERS GRAIN AND SHIPPING COMPANY
Agreement between the Brotherhood of Locomotive Engineers, the Brotherhood of Locomotive
Firemen a Enginemen, the Great Northern Railway Company a the Farmers Grain and Shipping
Company, covering t application of the Great Northern Schedule for Engineers and the Great
Northern Schedules for Firemen, Helper and Hostlers to the former employees of the Farmers
Grain and Shipping Company.
Effective December 1, 1943, the Farmers Grain a Shipping Company Memorandum of
Agreement for Engineers, which became effective January 1, 1941 as rules, and December 1,
1941 as to rates of pay, a agreements and understandings thereunder, is here canceled effective
December 1, 1943, the current Great Northern Railway Company Schedule for Engineers a
interpretations and agreements thereunder, and the cu rent Great Northern Railway Company
Schedule for Fir men, Helpers and Hostlers and interpretations and agreements thereunder, as
hereby interpreted, will be applied on the former Farmers Grain and Shipping Company hereafter
to be identified as a sub-division of the Dakota Division.
1 (A). Rule 54 of the Engineers’ Schedule under section “Fifth Division” will include the former
Farmers Grain and Shipping Company.
(B). Rule 49(b) of the Firemen’s, Helpers’ Hostlers’ Schedule under caption “Fifth Division” will
include the former Farmers Grain and Shipping Company.
2. Seniority districts specified In Article 1 herein but excluding the former Farmers Grain a
Shipping Company, is herein designated “District A”, and the former Farmers Grain and
Shipping Company is herein designated “District B”.
(A). Engineers, Firemen, Helpers and Hostlers holdIng seniority on “District A” on November
30, 1943, will have prior rights to service on “District A” over Engineers and Firemen holding
prior rights on “District B”. Firemen, Helpers and Hostlers holding seniority on November 30,
1943 on “District A” will have prior rights to promotion to Engineers on “District A” over
Engineers and Firemen who hold prior rights on “District B”.
(B) – Engineers and Firemen holding seniority on “District B” on November 30, 1943 will have
prior rights to service on “District B” over Engineers and Firemen, Helpers and Hostlers on
“District A”. Firemen holding seniority on November 30, 1943 on “District B” will have prior
rights to promotion to Engineers on “District B” over Engineers, Firemen, Helpers and Hostlers
who hold prior rights on “District A”.
(C). Engineers, Firemen, Helpers and Hostlers holdIng seniority on “District A” prior to
December 1, 1943 will have their seniority and right to promotion extended to Include “District
B”, subject to the provisions of paragraph (B) hereof.
(D). Engineers and Firemen who hold prior rights to service on “District B” will be given a
seniority date as Firemen on the Fifth Division Firemen’s roster with a date of December 1, 1943,
in accordance with their relative rank as Engineer or Fireman, following Firemen-Helpers who
were holding seniority on “District A” on November 30, 1943.
(E). Engineers, Firemen, Helpers and Hostlers hired on and after December 1, 1943, on the Fifth
Division will acquire and accumulate seniority on the entire Fifth Division Inclusive of the
former Farmers Grain and Shipping Company.
(F). A separate seniority roster will be maintained for Engineers and Firemen holding prior rights
on “District B”, as herein provided for. The Fifth Division Firemen’s roster will be revised by the
addition thereto of names of Engineers and Firemen holding prior rights on “District B”, as
provided for in Section 2(D) hereof.
124
(G). The rates of pay for Engineers and Firemen employed on the former Farmers Grain and
Shipping Company shall be the current rates of pay Provided for under the Great Northern
Schedule for Engineers and the Great Northern Schedule for Firemen, Helpers and Hostlers.
GREAT NORTHERN RAILWAY COMPANY
By C. 0. Jenks
Vice President
BROTHERHOOD OF LOCOMOTIVE ENGINEERS
By A. F. Kummer
General Chairman
FARMERS GRAIN AND SHIPPING COMPANY
By C. 0. Jenks
Vice President
BROTHERHOOD OF LOCOMOTIVE FIREMEN AND
ENGINEMEN
By A. Strom, Jr.
General Chairman
Signed at Saint Paul, Minnesota this
29th day of November, 1943.
125
APPENDIX “H”
MEMORANDUM OF AGREEMENT
BROTHERHOOD OF LOCOMOTIVE ENGINEERS
BROTHERHOOD OF LOCOMOTIVE FIREMEN AND
ENGINEMEN
and
GREAT NORTHERN RAILWAY COMPANY
SPOKANE, COEUR D’ALENE AND PALOUSE
RAILWAY COMPANY
AGREEMENT between the Brotherhood of Locomotive Engineers, the Brotherhood of
Locomotive Firemen & Enginemen, the Great Northern Railway Company and the Spokane
Coeur d’Alene & Palouse Railway Company, covering the application of the Great Northern
Schedule for Engineers and the Great Northern Schedules for Firemen and Hostlers to the former
employees of the Spokane, Coeur d’Alene & Palouse Railway.
Effective July 1, 1943, the Spokane, Coeur d’Alene & Palouse Railway Company Schedule for
Engineers and Trolley-tenders which became effective April 1, 1936, as to rules, and December
1, 1941 as to rates of pay, and agreements and understandings thereunder, is hereby canceled.
Effective July 1, 1943, the current Great Northern Railway Company Schedule for Engineers and
interpretations and agreements thereunder, and the current Great Northern Railway Company
Schedule for Firemen, Helpers and Hostlers and interpretations and agreements thereunder, as
hereby interpreted, will be applied on the former Spokane, Coeur d’Alene & Palouse Railway,
hereafter to be Identified as a Sub-division or Subdivisions of the Spokane Division:
1(a). Rule 54 of the Engineers’ Schedule under caption “Tenth Division” will include the former
Spokane, Coeur d’Alene & Palouse Railway.
(b). Rule 49(b) of the Firemen’s, Helpers’ and Hostlers’ Schedule under caption “Tenth Division”
will include the former Spokane Coeur d’Alene & Palouse Railway.
2. Seniority districts specified in Article I herein, but excluding the former Spokane Coeur
d’Alene and Palouse Railway is herein designated as “District A”, and the former Spokane,
Coeur d’Alene & Palouse Railway is herein designated as “District B”:
(a). Engineers, Firemen and Hostlers holding seniority on “District A” on June 30, 1943, will
have prior
12 6
rights to service on “District A” over Engineers, Firemen, Helpers and Hostlers holding prior
rights on “District B”. Firemen, Helpers and Hostlers holding seniority on June 30, 1943, on
“District A” will have prior rights to promotion to Engineers on “District A” over Engineers and
Firemen, Helpers and Hostlers who hold prior rights on “District B”.
(b). Engineers, Firemen, Helpers and Hostlers holding seniority on “District B” on June 30,
1943, will have prior rights to service on “District B” over Engineers, Firemen, Helpers and
Hostlers on “District A”. Firemen holding seniority on June 30, 1943, on “District B” will have
prior rights to promotion to Engineers on “District 13” over Engineers, Firemen, Helpers and
Hostlers who hold prior rights on “District A”.
(c). Engineers, Firemen, Helpers and Hostlers holdIng seniority on “District A” prior to July 1,
1943, will have their seniority and right to promotion extended to include “District B”, subject to
provisions of paragraph (b) hereof.
(d). Engineers, Firemen, Helpers and Hostlers who hold prior rights to service on “District B”
will be given a seniority date as Firemen on the Tenth Division Firemen’s roster with a date of
July 1, 1943, in accordance with their relative rank as Engineer, Fireman or Helper, following
Firemen-Helpers who were holding seniority on “District A” on June 30, 1943.
(e). Engineers, Firemen, Helpers and Hostlers hired on and after July 1, 1943, on the Tenth
Division will acquire and accumulate seniority on the entire Tenth Division Inclusive of the
former Spokane, Coeur d’Alene & Palouse Railway.
M. A separate seniority roster will be maintained for Engineers, Firemen, Helpers and Hostlers
holding prior rights on “District B”, as herein provided for. The Tenth Division Firemen’s roster
will be revised by the addition thereto of names of Engineers, Firemen, Helpers and Hostlers
holding prior rights on “District B”, as provided for in Section 2(d) hereof.
(g). The rates of pay for Engineers, Firemen, Helpers and Hostlers employed on the former
Spokane, Coeur
d’Alene & Palouse Railway shall be the current rates of
pay provided for under the Great Northern Schedule for Engineers and the Great Northern
Schedule for Firemen, Helpers and Hostlers provided such rates are approved by the National
Railway Labor Panel pursuant to the
1 2 7
Stabilization Act of October 2, 1942. Pending such approval the rates of pay in effect on the
former Spokane Coeur d’Alene & Palouse Railway prior to July 1, 1943
necessary adjustments in rates retroactive to J 3, will be made.
GREAT NORTHERN RAILWAY COMPANY
y (Sgd C. 0. Jenks
Vice President
By (Sgd) A. F. Kum
UR D’ALENE & PAL
By (Sgd) T. P. Dixon
OF LOCOMOTIVE FIRE
ENGINEMEN
By (Sgd) A. Strom
General Chairman
Approved: (Sgd) J. E. Donnelly, 5/10/4
Asst. Grand Chief Engineer
APPENDIX “H-1”
MEMORANDUM OF AGREEMENT
Between
THE GREAT NORTHERN RAILWAY COMPANY
And
THE BROTHERHOOD OF LOCOMOTIVE ENGINEERS
With reference to the joint Agreement between the Brotherhood of Locomotive Engineers,
Brotherhood of Locomotive Firemen and Enginemen and the Great Northern Railway Company,
consolidating the seniority of District “A” and District “B” employees on the Spokane Division,
effective July 1, 1943, it is hereby agreed that the July 1, 1943 Agreement and any other
subsequent Agreements are modified insofar as it pertains to engineers as follows:
1. As long as two (2) regularly assigned switch engine jobs are maintained in District “B”, It is
agreed that the following is permissible:
(a) District “A” engineers may turn passenger equipment at any time on any shift, using the socalled
S. C. & P. wye.
(b) District “A” engineers on any shift may be
used to deliver perishable traffic to industries located
on District “B” trackage when District “B” engineers are not performing service in the Trent
Avenue Yard.
2. It and when a third shift switch engine is regularly assigned in District “B” territory, or an
extra engine Is worked In District “B” territory, it will be permissible for the engineers on such
jobs to perform switching in District “A” territory up to a maximum of two (2) hours. It Is
understood that the senior engineer with prior District “B” rights will have preference for the
regularly assigned job.
3. It will be permissible for District “A” territory engineers to perform switching in District “B”
territory up to a maximum of two (2) hours on the third shift.
4. It Is further agreed that the limitations and restrictions with respect to inter-yard service In the
Agreement of July 1, 1943 and any subsequent agreements will become inoperative during the
time there are sufficient regularly assigned positions as engineers available to all District “B”
engineers.
1 2 9
5. This agreement shall become effective February 1,
1952, and shall continue in effect until fifteen (15) days
after notice shall have been given in writing by either
party to this agreement to the other of the desire to
cancel or amend any part or the whole thereof.
FOR BROTHERHOOD OF LOCOMOTIVE ENGINEERS:
Isl R. L. Gregson
Local Chairman
Isl L. C. Tobey
Local Chairman
APPROVED:
Isl H. W. Haskins
General Chairman
FOR GREAT NORTHERN RAILWAY CO.:
/s/ P. V. Percival
Superintendent
APPROVED:
Isl I. E. Manion (T)
General Manager
APPROVED:
Isl M. C. Anderson (P)
Assistant to Vice President
Signed at Spokane, Washington
this 22nd day of January, 1952.
1 3 0
APPENDIX “L”
VACATION AGREEMENT
(As amended effective January 1, 1954)
This Vacation Agreement made this 29th day of April, 1949, by and between the participating
carriers listed in Exhibits A, B and C, attached hereto and made a part hereof and represented by
the Eastern, Western and Southeastern Carriers’ Conference Committees, and the employees
shown thereon and represented respectively by the BROTHERHOOD OF LOCOMOTIVE
ENGINEERS, BROTHERHOOD OF LOCOMOTIVE FIREMEN AND ENGINEMEN,
ORDER OF RAILWAY CONDUCTORS, BROTHERHOOD OF RAILROAD TRAINMEN,
and the SWITCHMEN’S UNION OF NORTH AMERICA.
IT IS HEREBY AGREED:
Section 1 (a)-Effective July 1, 1949, each employee, subject to the scope of schedule agreements
held by the organizations signatory to the April 29, 1949 Vacation Agreement, will be qualified
for an annual vacation of one week with pay, or pay in lieu thereof, if during the preceding
calendar year, the employee renders service under schedule agreements held by the organizations
signatory to the April 29, 1949 Vacation Agreement amounting to one hundred sixty (160) basic
days in miles or hours paid for, as provided in individual schedules.
(b)-Effective July 1, 1949, each employee, subject to the scope of schedule agreements held by
the organizations signatory to the April 29, 1949 Vacation Agreement, having five or more years
of continuous service with employing carrier will be qualified for an annual vacation of two
weeks with pay, or pay in lieu thereof, if, during the preceding calendar year the employee
renders service under schedule agreements held by the organizations signatory to the April 29,
1949 Vacation Agreement amounting to one hundred sixty (160) basic days in miles or hours
paid for as provided in individual schedules and during the said five or more years of continuous
service renders service of not less than eight hundred (800) basic days in miles or hours paid for
as provided in individual schedules.
(c)-Effective January 1, 1954, each employee, subject to the scope of schedule agreements held
by the Brotherhood of Locomotive Engineers, having
131
fifteen or more years of continuous service with emPloying carrier will be qualified for an annual
vacation of three weeks with pay, or pay in lieu thereof, If, during the preceding calendar year
the employee renders service under schedule agreements held by the organizations signatory to
the April 29, 1949 Vacation Agreement amounting to one hundred sixty (160) basic days In
miles or hours paid for as provided in individual schedules and during the said fifteen or more
years of continuous service renders service of not less than twenty-four hundred (2400) basic
days In miles or hours paid for as provided In Individual schedules.
(d)-ln dining car service, for service performed on and after July 1, 1949-each seven and one-half
(7 % ) hours paid for shall be considered the equivalent of one basic day in the application of
Sections 1 (a), I (b) and 1 (c).
(e)-Calendar days on which an employee assigned to an extra list is available for service and on
which days he performs no service, not exceeding sixty (60) such days, will be included in the
determination of qualification for vacation; also, calendar days, not in excess of thirty (30), on
which an employee is absent from and unable to perform service because. of injury received on
duty will be included.
(f)-Where an employee is discharged from service and thereafter restored to service during the
same calendar year with seniority unimpaired, service performed prior to discharge and
subsequent to reinstatement during that year shall be included In the determination of
qualification for vacation during the following year.
Where an employee is discharged from service and thereafter restored to service with seniority
unimpaired, service before and after such discharge and restoration shall be included in
computing eight hundred (800) basic days under Section 1(b) and twenty-four hundred (2400)
basic days under Section 1(c).
(g)-Only service performed on one railroad may be combined In determining the qualifications
provided for In this Section 1, except that service of an employee on his home road may be
combined with service performed on other roads when the latter service Is performed at the
direction of the management of his home road or by virtue of the employee’s seniority on his
home road. Such service will not operate to relieve
1 32
the home road of its responsibility under this agreement.
(h)-Beginning on the date Agreement “A” between the parties, dated May 23, 1952, became or
becomes effective on any carrier, the following shall apply insofar as yard service employees and
employees having interchangeable yard and road rights covered by said agreement, who are
represented by the Brotherhood of Locomotive Engineers, are concerned:
(1) In the application of Sections 1 (a), 1 (b) and
1(c) each basic day In yard service performed by a
yard service employee or by an employee having
interchangeable yard and road rights shall be computed as 1.2 days for purposes of determining
qualifications for vacation.
(2) Qualifying years accumulated, also qualifying requirements for years accumulated for
extended vacations, prior to the calendar year in which Agreement “A” becomes effective, shall
not be changed.
(3) The 60 and 30 calendar days referred to in Section I (e) shall not be subject to the 1.2
computation provided for in Sections 1(a), 1(b) and 1(c).
Section 2-Employees qualified under Section 1 hereof shall be paid for their vacation as follows:
(a)-An employee receiving one week’s vacation, or pay in lieu thereof, under Section I (a) shall
be paid 1/52 of the compensation earned by such employee, under schedule agreements held by
the organizations signatory to the April 29, 1949 Vacation Agreement, on the carrier on which he
qualified under Section 1 (or carriers in case he qualified on more than one carrier under Section
1 (g) ) during the calendar year preceding the year in which the vacation Is taken, but in no event
shall such pay be less than six (6) minimum basic days’ pay at the rate of the last service
Tendered.
(b)-An employee receiving two weeks’ vacation, or pay in lieu thereof, under Section 1(b) shall
be paid 1/26 of the compensation earned by such employee, under schedule agreements held by
the organizations signatory to the April 29, 1949 Vacation Agreement, on the carrier on which he
qualified under Section 1 (or carriers in case he qualified on more than one carrier under Section
I(g)) during the calendar year preceding the year in which the vacation Is taken, but in no event
shall such pay be less than twelve (12)
1 33
minimum basic days’ pay at the rate of the last service rendered.
(c)-An employee receiving three weeks’ vacation, or pay in lieu – thereof, under Section I (c)
shall be paid 3/52 of the compensation earned by such employee under schedule agreements held
by the organizations signatory to the April 29, 1949 Vacation Agreement, on the carrier on
which he qualified under Section 1 (or carriers in case he qualified on more than
one carrier under Section 1 (g) ) during the calendar
year preceding the year in which the vacation is taken,
but in no event shall such pay be less than eighteen
(18) minimum basic days’ pay at the rate of the last
service rendered.
(d)-Beginning on the date Agreement “A” between the parties, dated May 23, 1952, became or
becomes effective on any carrier, the following shall apply insofar as yard service employees and
employees having interchangeable yard and road rights covered by said agreement, who are
represented by the Brotherhood of Locomotive Engineers, are concerned:
Yard Service
(1) An employee receiving one week’s vacation, or pay in lieu thereof, under Section 1(a) shall
be paid 1/52 of the compensation earned by such employee, under schedule agreements held by
the organizations signatory to the April 29, 1949 Vacation Agreement, on the carrier on which he
qualified under Section 1 (or carriers in case he qualified on more than one carrier under Section
1 (g) ) during the calendar year preceding the year in which the vacation is taken, but in no event
shall such pay be less than five (5) minimum basic days’ pay at the rate of the last service
rendered.
Combination of Yard and Road Service
(2) An employee having interchangeable yard and
road rights receiving one week’s vacation, or pay in
lieu thereof, under Section 1(a) shall be Paid 1/52 of the compensation earned by such employee,
under schedule agreements held by the organizations signatory to the April 29, 1949 Vacation
Agreement, on the carrier on which he qualified under Section I (or carriers in case he qualified
on more than one carrier under Section 1 (g) ) during the calendar year preceding the year in
which the vacation is taken; provided that, if the vacation is taken during the
13 4
time such employee is working in road service such pay shall be not less than six (6) minimum
basic days’ pay at the rate of the last road service rendered, and if the vacation is taken during the
time such employee is working in yard service, such pay shall be not less than five (5) minimum
basic days’
pay at the rate of the last yard service rendered.
Yard Service
(3) An employee receiving two weeks’ vacation or pay in lieu thereof, under Section I (b) shall b
paid 1/26 of the compensation earned by such employee, under schedule agreements held by the
organizations signatory to the April 29, 1949 Vacation Agreement, on the carrier on which he
qualified under Section I (or carriers in case he qualified on more than one carrier under Section
1 (g) ) during the calendar year preceding the year in which th vacation is taken, but in no event
shall such pa be less than ten (10 minimum basic da s’ a
the rate of the last yard service rendered.
Combination of Yard and Road Service
(4) An employee having interchangeable yard a
road rights receiving two weeks’ vacation, or pay
lieu thereof, under Section 1 (b) shall be paid I /
of the compensation earned by such employee, under schedule agreements held by the
organizations signatory to the April 29, 1949 Vacation Agreement on the carrier on which he
qualified under Section (or carriers in case he qualified on more than o carrier under Section I (g)
) during the calendar year preceding the year in which the vacation taken; provided that, if the
vacation is taken during the time such employee is working in road service such pay shall be not
less than twelve (12) minimum basic days’ pay at the rate of the last ro service rendered, and if
the vacation is taken during the time such employee is working in yard service such pay shall be
not less than ten (10) minimum basic days’ pay at the rate of the 1–st yard service rendered.
Yard Service
(5) An employee receiving three weeks’ vacation or pay In lieu thereof, under Section 1(c) shall
be paid 3/52 of the compensation earned by such employee, under schedule agreements held by
the oganizations Agreement, on the carrier on which he qualified under Section I (or carriers in
case he qualified on more than one carrier under Section 1(g)) during the calendar year preceding
the year in which the vacation is taken, but In no event shall such pay be less than fifteen (15)
minimum basic days’ pay at the rate of the last yard service rendered.
Combination of Yard and Road Service
(6) An employee having interchangeable yard and
road rights receiving three weeks’ vacation, or pay
In lieu thereof, under Section 1(c) shall be paid 3/52 of the compensation earned by such
employee, under schedule agreements held by the organizations signatory to the April 29, 1949
Vacation Agreement, on the carrier on which he qualified under Section I (or carriers In case he
qualified on more than one carrier under Section I (g) ) during the calendar year preceding the
year in which the vacation is taken; provided that, If the vacation is taken during the time such
employee is working in road service such pay shall be not less than eighteen (18) minimum basic
days’ pay at the rate of the last road service rendered, and If the vacation Is taken during the time
such employee is working In yard service such pay shall be not less than fifteen (15) minimum
basic days’ pay at the rate of the last yard service rendered.
(7) With respect to yard service employees, and with respect to any yard service employee
having Interchangeable yard and road rights who receives a vacation in yard service, such
additional vacation days shall be reduced by 1/6th.
NOTE: Section I (h) and Section 2 (d) applicable
to yard service shall apply to yard, belt line and transfer service and combinations thereof, and to
hostling service.
Section 3-Vacations, or allowances therefor, under two or more schedules held by different
organizations on the same carrier shall not be combined to create a vacation of more than the
maximum number of days provided for in any of such schedules.
Section 4-Time off on account of vacation will not be considered as time off account
employee’s own accord under any guarantee rules and will not be considered as breaking such
guarantees.
1 3 6
Section 5-The absence of an employee on vacation with pay, as provided in this agreement,
will not be considered as a vacancy, temporary, or otherwise, In applying the bulletin rules of
schedule agreements.
Section 6-Vacations shall be taken between January 1st and December 31st; however, it is
recognized that the exigencies of the service create practical difficulties In providing vacations in
all instances. Due regard, consistent with requirements of the service, shall be given to the
preference of the employee in his seniority order In the class of service in which engaged when
granting vacations. Representatives of the carriers and of the employees will cooperate in
arranging vacation periods, administering vacations and releasing employees when requirements
of the service will permit. It Is understood and agreed that vacationing employees will be paid
their vacation allowances by the carriers as soon as possible after the vacation period but the
parties recognize that there may be some delay In such payments. It Is understood that in any
event such employee will be paid his vacation allowance no later than the second succeeding
payroll period following the date claim for vacation allowance is filed.
Section 7(a)-Vacations shall not be accumulated or carried over from one vacation year to
another. However, to avoid loss of time by the employee at end of his vacation period, the
number of vacation days at the request of the employee may be reduced in one year and adjusted
In the next year.
(b)-After the vacation begins layover days during the vacation period shall be counted as a part
of the vacation.
Section 8-No vacation with pay, or payment in lieu thereof, will be due an employee whose
employment relation with a carrier has terminated prior to the scheduled vacation period as
provided In Section 6, except that employees retiring under the provisions of the Railroad
Retirement Act shall receive payment for vacation due.
Effective January 1, 1954, it is understood that if an employee who performed the necessary
qualifying service In the year prior to the year of his death, dies before receiving such vacation or
payment In lieu thereof, payment of the allowance for such vacation shall be made to his widow.
For example, if an employee performs 160 days of service in 1953 and dies in 1954 before
receiving his 1954
13 7
vacation, payment in lieu thereof will be made to his
w dow. No vacation allowance wi I e due for 1 eve though such employee may have worked 160
days i 1954.
Section 9-The terms of this agreement shall not be construed to deprive any employee of such
additional vacation days as he may be entitled to receive under an existing rule, understanding or
custom, which additional vacation days shall be accorded under in accordance
with the terms of such existing rule, understanding o
custom.
Section 10-Any dispute or controversy arising on
of the interpretation or application of any of the provisions of this agreement will be handled on
the property in the same manner as other disputes. If the dispute o controversy is not settled on
the property and either th carrier or the organization desires that the dispute o Controversy be
handled further, it shall be referred b either party for decision to a committee, the carrier
members of which shall be five members of the Carrier Conference Committees signatory
hereto, or their successors; and the employee members of which shall be th chief executives of
the five organizations signatory hereto or their representatives, or successors. It is agreed th the
Committee herein provided will meet between Ja nary 1 and June 30 and July I and December 31
of each year if any disputes or controversies have been filed for consideration. In event of failure
to reach agreement the dispute or controversy shall be arbitrated in accordance with the Railway
Labor Act, as amended, the arbitration being handled by such Committee. Interpretation or
application agreed upon by such committee, or fixe
or app ica ion agree upon y stic coniniz ee, or by such arbitration, shall be final and binding as an
interpretation or application of this agreement.
Section 11-This vacation agreement shall be construed as a separate agreement by and on behalf
of e carrier party hereto, and its railroad employees represented by the respective organizations
signatory her and effective July 1, 1949 supersedes the Consolidated Uniform Vacation
Agreement dated June 6, 1945, in far as said agreement applies to and defines the rig and
obligations of the carriers parties to this agreement and the employees of such carriers
represented by Brotherhood of Locomotive Engineers, Brotherhood Locomotive Firemen and
Enginemen Order of Rail
hood
An employee who has taken or is scheduled to commence his vacation during the year 1949
prior to July 1, 1949 shall not be entitled to the increased vacation nor to the vacation allowance
provided for herein during the period July 1, 1949-December 31, 1949.
Section 12-ThIs vacation agreement shall continue In effect until changed or modified in
accordance with provisions of the Railway Labor Act, as amended.
Section 13-This agreement is subject to approval of courts with respect to carriers in hands of
receivers or trustees.
Section 14–The parties hereto having in mind conditions which exist or may arise on individual
carriers in making provisions for vacations with pay, agree that the duly authorized
representative (General Chairman) of the employees, party to this agreement, and the officer
designated by the carrier, may enter into additional written understandings to implement the
purposes of this agreement, provided that such understandings shall not be inconsistent with this
agreement.
(SIGNATURES NOT REPRODUCED)
13 9
MEMORANDUM
Chicago, Illinois, April 29,1949
Referring to agreement, signed this date, between employees represented by the Brotherhood of
Locomotive Engineers, Brotherhood of Locomotive Firemen and Enginemen, Order of Railway
Conductors, Brotherhood of Railroad Trainmen, and the Switchmen’s Union of North America,
and Carriers represented by the Eastern, Western and Southeastern Carriers’ Conference
Committees, with respect to vacations with pay:
In computing basic days in miles or hours paid for, as provided in Section 1 of said agreement,
the parties agree that the following Interpretations shall apply:
1. A trainman in passenger service, on a trip of 300 miles, upon which no overtime or other
allowances accrue, will be credited with two basic days.
2. An employee in freight service on a run of 125 miles, upon which no overtime or other
allowances accrue, will be credited with 1 14 basic days.
3. An employee in freight service on a run of 125 miles, with total time on duty of 14 hours on
the trip, will be credited with 13/4 basic days.
4. An employee in yard service working 12 hours will be credited with 12/2 basic days.
5. An employee in freight service, run-around and paid 50 miles for same, will be credited with
@21 basic day.
6. An employee in freight service, called and released and paid 50 miles for same, will be
credited with %, basic day.
7. An employee in freight service, paid no overtime or other allowances, working as follows:
1st trip, 150 miles
2nd trip, 140 miles
3rd trip, 120 miles
4th trip, 150 miles
5th trip, 140 miles
Total 700 miles
will be credited with seven basic days.
8. An employee in freight service makes trip of 80 miles in 8 hours or less, for which he Is paid
100 miles, will be credited with 1 basic day.
1 4 0
9. An engineman in passenger service makes a trip of 100 miles or less In 5 hours, will be
credited with 1 basic day.
10. An engineman In short-turn-around passenger service, makes a trip of 100 miles or less, on
duty eight hours within a spread of nine hours, will be credited with 1 basic day.
11. A trainman in short-turn-around passenger service, makes a trip of 150 miles or less, on duty
eight hours within a spread of nine hours, will be credited with 1 basic day.
12. A trainman in short-turn-around passenger service, makes a trip of 150 miles or less, total
spread of time 10 hours, on duty eight hours within the first nine hours, will be credited with 1%
basic days.
13. An employee in freight service, deadheading Is paid 50 miles for same, will be credited with
basic day.
14. An employee Is paid eight hours under the held away-from-home terminal rule, will be
credited with 1 basic day.
15. An employee is allowed one hour as arbitrary allowance, will be credited with % basic day.
(SIGNATURES NOT REPRODUCED)
1 4 1
APPENDIX ‘IL-111
MEMORANDUM OF UNDERSTANDING
between
GREAT NORTHERN RAILWAY COMPANY
and
BROTHERHOOD OF LOCOMOTIVE ENGINEERS
WHEREAS inquiries have been made with respect to
the manner of filling vacationing engineers’ vacancies:
IT IS HEREBY MUTUALLY AGREED THAT:
1. (a) When an engineer in other than passenger
service goes on vacation and his terminal or tie-up point is the source of supply, the vacancy will
be filled for the first 10 days from the engineers’ extra list on a first-in, first-out basis, and
thereafter by the senior engineer applying for the vacancy. If no senior engineer applies for the
vacancy, same will continue to be filled from the engineers’ extra list.
(b) When a regular passenger engineer goes on
vacation and his terminal or tie-up point is the source of supply and a separate passenger
engineers’ extra board is maintained thereat, the vacancy will be filled for the first 10 days on a
first-in, first-out basis, and thereafter may be taken by the senior engineer applying for the
vacancy. If no senior engineer applies for the vacancy, same will continue to be filled from the
passenger engineers’ extra board.
If no separate passenger engineers’ extra board Is maintained at the source of supply, the
vacationing passenger engineer’s vacancy will be filled by the senior, available freight engineer
thereat, and after 10 days such vacancy may be taken by the senior engineer applying for the
vacancy.
2. When vacationing engineers’ vacancies in all classes of service occur on runs tying up at other
than the source of supply, the first extra list engineer sent to fill such vacancy will remain on the
run for the initial 10-day period unless necessary to be relieved account sickness or mileage
regulation. At the end of the 10-day period, such engineer may give up the run or be displaced by
a senior engineer. The extra list engineer initially sent to fill the vacancy may remain on the job
for the entire vacation period, if he so desires, unless bumped by a senior engineer at the end of
the initial 10-day period.
1 4 2
3. When engineers are filling vacancies on outlying runs caused by engineers being on their
vacation
and are displaced at the end of the 10-day period, such engineers will be paid deadheading in
both directions. Engineers exercising seniority will not be paid deadheading In either direction.
4. When an engineer on an outlying vacationing engineer’s vacancy gives up the run at the end of
the
10-day period, he will be paid deadheading only to the job. The engineer filling the vacancy
during its remaining duration will be paid deadheading to the job, and will be paid deadheading
from the job to the source of supply.
5. If the first engineer called to fill the vacationing vacancy at an outlying point remains on the
job
for the entire vacation period, he will be paid deadheading in both directions.
This agreement will become effective August 1, 1951, and shall remain in effect until fifteen
(15) days after written notice shall have been given by either party to the other of a desire to
cancel or amend any part or the whole thereof.
FOR THE BROTHERHOOD OF LOCOMOTIVE
ENGINEERS:
Isl H. W. Haskins
General Chairman
FOR GREAT NORTHERN RAILWAY COMPANY:
Isl M. C. Anderson (P)
Assistant to Vice President
Dated at St. Paul, Minnesota
this 12th day of July, 1951.
1 4 3
APPENDIX I’M”
MEMORANDUM OF AGREEMENT
between
GREAT NORTHERN RAILWAY COMPANY
and
BROTHERHOOD OF LOCOMOTIVE ENGINEERS
In the application of National Railroad Adjustment Board, First Division, Award 10496, it is
understood an agreed that the following will govern:
(1) Pay each engineer 100 miles at helper (through
freight) rate according to class of engine used on each date and on each occasion when, on and
after August 30, 1942, and while assigned to yard service I any of the yards, they were required
to help or asses road trains or transfer runs; these allowances to be I addition to and without
deduction from other trip o shift allowances on these dates.
(2) For the purpose of adjusting these claims, “helping” Is understood to mean the use of a yard
engineer, or engineers, in pushing, helping, or assisting In the movement of a road train or
transfer run within the switching limits of any yard.
(3) Pay all engineers first-out on the respective extra lists on the railroad a minimum helper
day at road rate, August 30, 1942, and all subsequent dates thereto account their being denied the
unassigned helper service performed by these yard engineers.
(4) Pay all other available extra engineers on th various extra lists over the system 100 miles
August 30, 1942, and subsequent thereto, in each In stance where the first-out extra engineer was
denied the unassigned helper service, which resulted in their no getting their proper turn off the
board, in accordance wit
the rules.
(5-A) Identification of claims for helping service t be made from authoritative record, such a
engineer’s time slip, yard foreman’s or road conductor’
time slip, or delay report; in other words, from some authoritative written record, which will
show that such assistance was actually performed by a yard engineer an what yard engineer
actually assisted the road train.
(B) In Instances where it Is known that yard engineers were used to assist freight trains bu
rds
of such Instances of helping service will be accomplished
by agreement between local representatives of the Organization and the Carrier.
(C) Claims will be paid for helping service on
each date and on each occasion, from August 30, 1942 until the practice of using yard engineers
to assist freight and passenger trains Into and out of termInals or around wyes In terminals was
discontinued.
(6) In order to establish the Identity of the individual engineers who are entitled to be paid in
conformity with the foregoing, a joint check will be made by the Local Chairman of the B. L. E.
or his designated Representative and the Division Superintendent or his designated
Representative. A statement will be prepared, listing the dates, names, miles payable, and rates
of pay, which will be signed by the 13. L. E. Representative and by the Company officer who
participated in the check. At the bottom of the statement listing the payable claims, and
immediately preceding the signatures, there shall be a clause reading:
“We hereby jointly certify that the foregoing Is a true list of all claims payable in connection
with yard engine crews assisting road trains within yard limits
at during their tour of duty,
August 30, 1942 to date, as provided In N.R.A.B., First Division, Award 10496, and agree that
payment of same will constitute full and complete settlement of all claims under this Award.”
FOR: GREAT NORTHERN RAILWAY COMPANY
Isl M. C. Anderson,
Assistant to Vice President
FOR: BROTHERHOOD OF LOCOMOTIVE ENGINEERS /a/ A. P. Kummer,
Chairman, General Committee of Adjustment
APPROVED:
Isl J. P. Shields,
Ass’t Grand Chief Engineer, B.L.E.
Dated at Saint Paul, Minnesota
October 16, 1945.
14 5
APPENDIX IN,,
MEMORANDUM OF AGREEMENT
between
GREAT NORTHERN RAILWAY COMPANY
and
BROTHERHOOD OF LOCOMOTIVE ENGINEERS
WHEREAS there has been uncertainty with respect to the application of Engineers’ Rules Nos.
66 and 74(p) when extra list engineers tie up at the source of supply, when the source of supply
is not the designated tie-up point for the run:
IT IS HEREBY MUTUALLY AGREED THAT: When extra list engineers are performing
service on a work train assignment under bulletin, or filling a temporary vacancy in work train
service, or performing service on a work train vacancy caused by the regular engineer beIng off
on account of mileage regulation, on assignments that are not scheduled to tie up at the source of
supply, that the extra list engineer initially called for this service shall remain on such run for the
Initial ten-day period provided in Rule 74(p), or for the duration of the vacancy, whichever is the
shorter, subject to displacement in the exercise of seniority under schedule rules.
Under this agreement it is understood that extra list engineers on work train jobs that generally
tie up at outside points will continue to follow the vacancy, even though tied up at the source of
supply. In other words, extra list engineers filling such work train vacancies will not be marked
up on the extra list if tied up at the source of supply, but will continue to follow the run under
Rule 74(p), in the same manner as if they had not tied up at the source of supply.
This understanding will not apply to temporary work
trains, which initiate and terminate service at the source of supply.
This agreement shall become effective June 15, 1951, and continue in effect until ten (10)
days’ notice shall have been given in writing by either party to the other
of a desire to cancel or amend any part or the whole
thereof.
1 4 6
FOR BROTHERHOOD OF LOCOMOTIVE ENGINEERS:
/s/ H. W. Haskins
General Chairman
FOR GREAT NORTHERN RAILWAY COMPANY:
/s/ M. C. Anderson
Assistant to Vice President
Dated at St. Paul, Minnesota,
this 25th day of May, 1951.
1 47
APPENDIX “O”
UNION SHOP AGREEMENT
MEMORANDUM OF AGREEMENT, made and entered
into this 26th day of October, 1954, between GREAT
NORTHERN RAILWAY COMPANY, hereinafter called
the “Carrier”, and the craft or class of employees o
Carrier represented by BROTHERHOOD OF LOCOMOTIVE ENGINEERS, hereinafter called
the “Organization”.
In disposition of all Issues involved In connection wit the formal notice dated February 26, 1951,
served b virtue of the Act of January 10, 1951 (Title 45, U.S.C.A Sec. 152, Eleventh) b the
Organization on the Carrie
under Section 6 of the Railway Labor Act, as amende it is hereby agreed as follows:
WITNESSETH:
(1) All employees now or hereafter employed In a work covered by the rules and working
conditions agreement between the Carrier and the Organization shall as a condition of continued
employment in such work within sixty days following the beginning of such employment or the
effective date of this agreement, whichever is later, become members of, and thereafter maintain
membership in good standing In, the Organization par to this agreement representing their craft
or class: Pr vided, that such condition shall not apply with respect to any employee to whom such
membership is not available upon the same terms and conditions as are generally applicable to
any other member or with respect to an employee to whom membership was denied or terminate
for any reason other than the failure of the employee t tender the periodic dues, initiation fees,
and assessment (not Including fines and penalties) uniformly require as a condition of acquiring
or retaining membership.
(2) The requirement of membership in the Organization provided for herein shall be satisfied as
to both present or future employee in engine, train, yard hostler service who holds membership
in any of the other labor organizations, national in scope, organized in accordance with the
provisions of the Railway Labor A and admitting to membership employees engaged In an of
said services; provided, however, that as to an employee in any of said services on the effective
date of this
ot a
accordance with the provisions of the Railway Labor Act and admitting to membership
employees of a craft or class in any of said services, such employee, as a condition of
continuing his employment, shall be required to become a member of the organization
representing the craft in which he is employed on the effective date of the first agreement
applicable to him; provided, further, that nothing contained herein shall prevent an employee
from changing membership from one organization to another organization admitting to
membership employees of a craft or class in any of said services.
(3) The Carrier party to this agreement shall periodically, at such times and intervals as the
Organization party to this agreement representing the craft or class shall designate, deduct from
the wages of all employees now or hereafter employeed in any work covered by the rules and
working conditions agreement between the parties hereto all periodic dues, initiation fees, and
assessments (not including fines and penalties) uniformly required as a condition of acquiring or
retaining membership in such organization, and shall within ten (10) days after making such
deductions pay the amount so deducted to such officer of the Organization as the Organization
shall designate: Provided, that the requirements of this paragraph (3) shall not be effective with
respect to any individual employee until he shall have furnished the Carrier with a written
assignment to the organization of such membership dues, initiation fees and assessments, which
such assignment shall be revocable in writing after the expiration of one year or upon the.
termination of this agreement, whichever occurs sooner; provided, further, that the terms and
provisions contained in this paragraph (3), or any provisions or agreement requiring the Carrier
to deduct from the wages of any of its employees referred to herein, shall not be or become
effective or in force until the parties hereto, by supplemental and further agreement in writing,
have mutually agreed (i) that the Carrier shall deduct from the wages of its said employees and
pay to the Organization any periodic dues, initiation fees and assessment (not including fines and
penalties) as contemplated by said Act of January 10, 1951, (ii) upon the amount of
compensation to be paid to Carrier for performing the services contemplated, and (iii) upon the
method by and the manner In which such terms and provisions shall be applied, including the
form and tenor of the assignment of wages to be executed by such employee.
149
(4) Employees who have acquired and who retain, or who hereafter acquire and retain, seniority
rights In the classes described In paragraph (1) hereof under the provisions of the agreement
therein referred to, who are assigned to supervisory or official positions; or who are regularly
assigned or transferred to positions covered by agreements between the carrier and other
Organizations; or who are absent from duty for thirty days or more as result of sickness, or
injury; or who are furloughed account of force reduction for a full calendar month or more; or
who are retired under the provisions of the Railroad Retirement Act at an age earlier than age
sixty-five on account of disability and who retain seniority until they reach the age of sixty-five;
shall not be subject to the provisions of this agreement; provided, however, that when such an
employee returns to service in the said classes, under the provisions of the agreement described
in paragraph (1), the provisions of this agreement must be fully complied with on or before the
first day of the first month following thirty calendar days after the date of their return to service
in the said classes under the provisions of the said agreement. An employee dismissed from
service who does not retain seniority under the provisions of the agreement described in
paragraph (1), will, if he returns to service in the classes described In paragraph (1) hereof, be
considered a new employee in the application of this agreement.
(5) The Organization shall keep account of employees in the craft or class described in paragraph
(1), and shall Independently ascertain the status of such employees under the membership
requirements of this agreement. It is understood that If an employee produces evidence to the
General Chairman of the Organization that he is a member in any one of the labor organizations
as specifled in paragraph (2) of this agreement that will satisfy this agreement and no notice will
be served by the Organization on the Carrier to have employee removed from service. Employee
will be required to produce such evidence on demand of the Local or General Chairman of
Organization, but will not be required to produce such evidence more than once In a calendar
month. If employee fails or refuses to produce such evidence, he may be cited to the Carrier by
the Organization as not complying with the agreement.
The Carrier shall, however, furnish to the Local and General Chairman of the Organization,
within ten calendar days of beginning of employment, the names and addresses of all employees
entering the service in the
15 0
class described in Paragraph (1) after the effective date of this agreement.
(6)-(a) The Local Chairman of the Organization will notify his Division Superintendent in
writing in the tenor and form of Attachment “A” hereto, the identity of any employee whose
employment under the agreement with the parties hereto he requests be terminated by reason of
failure to comply with the terms of this agreement. Upon receipt of such notice and request the
Carrier will, as promptly as possible but within ten calendar days of such receipt, notify the
employee concerned in writing that he is charged with failure to comply with the terms of this
agreement. Copy of such notice shall be given to the Local and General Chairman of the
Organization. Any employee so notified who disputes the fact that he has failed to comply with
the terms of this agreement shall, within a period of ten calendar days from the date of receipt of
such notice, request the Carrier in writing to accord him a hearing. Such request shall be honored
by the Carrier and date set for hearing as soon as possible, but within ten calendar days of the
date of request therefor. Copy of notice of such hearing shall be given to the Local and General
Chairman of the Organization. The receipt by the Carrier of a request for a hearing shall operate
to stay action on the request of the Organization for termination of employment until the hearing
is held and a decision by the Carrier is rendered. Based on the evidence produced at the hearing a
decision shall be rendered by the Carrier within ten calendar days of the hearing date and the
employee and the Local and General Chairman of the Organization shall be promptly advised
thereof. A transcript of the record at such hearing will be made and a copy thereof shall be
furnished to the General Chairman of the Organization. If the decision is that the employee has
not complied with the terms of this agreement, unless the Carrier and the General Chairman of
the Organization agree otherwise in writing, his employment under the applicable collective
rules and working conditions agreement between the parties hereto shall be terminatcd within ten
calendar days of the date of said decision. If the decision is unsatisfactory to the employee or to
the Organization, either may appeal in writing, within nine calendar days of the date of the
decision appealed from, to the highest official designated by the Carrier to whom such appeals
may be made, and the decision on such appeal shall be rendered within twenty calendar days of
the date the appeal is taken. The decision by the highest official of the Carrier
1 51
designated to handle appeals shall be final and binding unless within six months thereafter the
dispute shall be submitted to a tribunal having jurisdiction thereof. The Local and/or General
Chairman, or their representative, shall have the right to be present at and participate In any
hearing conducted pursuant to this agreement.
(b) In the event the employee concerned falls to request a hearing as provided for herein, unless
the Carrier and the General Chairman of the Organization agree otherwise in writing, the Carrier
shall terminate his em.ployment under the agreement between the parties hereto at the end of a
period of thirty calendar days from the date of receipt of the request from the Local Chairman of
the Organization.
(c) All notifications in writing from the Local or General Chairman of the Organization to the
Carrier and from the Carrier to the Local or General Chairman of the Organization and to any
employee, required and contemplated by this paragraph (6) shall be transmitted to the
appropriate party by registered mail, return receipt requested.
(d) The time periods specified in paragraph (5), and in this paragraph (6), hereof may be
extended In individual cases by written agreement between the Carrier and the Organization.
(e) Provisions of Investigation and discipline rules contained In existing rules and working
conditions agreement between the Carrier and the Organization shall not apply to cases arising
under this agreement.
(7) Other provisions of this agreement to the contrary notwithstanding, the Carrier shall not be
required to terminate the employment of an employee until such time as a qualified replacement
Is available. The Carrier Is to be the sole judge of qualifications. The Carrier may not, however,
retain such employee In service under the provisions of this paragraph for a period in excess of
sixty calendar days from the date of the last decision rendered under the provisions of paragraph
(6), or ninety calendar days from date of receipt of notice from the Organization in cases where
the employee does not request a hearing. The employee whose employment is extended under
the provisions of this paragraph shall not, during such extension, retain or acquire any seniority
rights. The position will be advertised as vacant under the bulletining rules of the governing
schedule agreement but the employee may remain on the position he held at the time of the last
decision, or at the date of receipt of
15 2
notice where no hearing is requested pending the assig ment of the successful applicant, unless
displaced unless the position is abolished. The above periods m be extended by agreement
between the Carrier and t Organization.
(8) An employee whose seniority and employme under the rules and working conditions
agreements terminated pursuant to the provisions of this agreeme or whose employment is
extended under paragraph ( shall have no time or money claims by reason thereof.
If the final determination under paragraph (6) of t agreement is that an employee’s seniority and
emplo ment in a craft or class shall be terminated, no liabill against the Carrier in favor of the
Organization or oth employees based upon an alleged violation, misapplic tion or noncompliance
with any part of this agreeme shall arise or accrue during the period up to the expi
tion of the 60 or 90 day periods specified in paragra (7), or while such determination may be
stayed by court, or while a discharged employee may be restored service pursuant to judicial
determination. Durin su
I
service pursuant to judicial determination. During su periods, no provision of any other
agreement betwe the parties hereto shall be used as the basis for a grie ance or time or money
claim by or on behalf of a employee against the Carrier predicated upon any acti taken by the
Carrier in applying or complying with th
taken by the Carrier in applying or complying with th agreement or upon an alleged violation,
misapplicati or non-compliance with any provision of this agreeme It the final determination
under paragraph (6) of th agreement is that an employee’s employment and seniori shall not be
terminated, his continuance in service sh give rise to no liability against the Carrier in favor the
Organization or other employees based upon an alleg violation, misapplication or noncompliance
with a part of this agreement. No part of this agreement sh be used in any manner
whatsoever as a basis for a grie ance or time claim by or on behalf of any employee; a no part of
the schedule agreement covering rates of p and working conditions shall be used as a basis for
grievance or time claim by or on behalf of any emplo predicated upon an alleged violation,
misapplication non-compliance with any part of this agreement relati to union shop.
(9) In the event that said Act of January 10, 195 or any of its provisions, for any reason is
declared u constitutional or otherwise invalid by a court of comp tent jurisdiction, then, in such
event, this contract
agreement shall forthwith be and become void and of no
effect whatsoever.
(10) This agreement shall become effective on November 1, 1954, and, except as herein
provided, shall remain in effect until changed or terminated under the provisions of the Railway
Labor Act as amended; provided, however, that in the event of the failure of the Organization to
comply with the provisions of paragraph numbered (9) hereof, it may be canceled by the Carrier
without further negotiation upon the serving on the General Chairman of written notice to that
effect.
Signed at St. Paul, Minnesota, this 26th day of October, 1954.
GREAT NORTHERN RAILWAY COMPANY
By I. G. Pool
Vice President Operations
BROTHERHOOD OF LOCOMOTIVE ENGINEERS
By H. W. Haskins
General Chairman
Attachment 44A99
DEMAND FOR RETkIOVAL OF EmployeeE
FROM THE CARRIER’S SERVICE
Location , Date..
To: Mr.
Superintendent
I
Railway Company
Division, Great Northern
Address
1 5 4
The Brotherhood of Locomotive Engineers hereby demands that Great Northern Railway
Company remove from its service and terminate the employment of
Name of Employeee
Occupation Division
Address
for failure to become and remain a member of Brotherhood of Locomotive Engineers and for
failure to hold or acquire membership in any one of the labor organizations described in
paragraph numbered (2) of the agreement effective November 1, 1954, between the Brotherhood
of Locomotive Engineers and the Great Northern Railway Company, commonly called the
“Union Shop Agreement”, which provides for dismissal from service of employeees for failure to
comply with its terms and provisions.
The Brotherhood of Locomotive Engineers, in support of this demand for dismissal from service
of said employeee, represents and warrants:
1. That said employeee has been expelled from membership In the Brotherhood of Locomotive
Engineers,
eff ective I for non-payment
of periodic dues, initiation fees, and assessments (not including fines and penalties), and that his
membership in said Organization was terminated on said date solely for the reason that said
employeee has failed to tender to said Organization the periodic dues, initiation fees, and
assessments (not including fines and penalties) uniformly required as a condition of retaining
membership in said Brotherhood of Locomotive Engineers, and for no other reason;
2. That at the time said membership was terminated, and during all of the periods of time
specified in said Union Shop Agreement, there was and now is available to said employeee, upon
the same terms and conditions as are generally applicable to any other member thereof,
membership in the Brotherhood of Locomotive Engineers; and
3. That said employeee has failed, and continues to fail, to hold or acquire membership in any
one of the labor organizations described in paragraph numbered
16 5
(2) of said Union Shop Agreement in accordance with the provisions thereof, and that the status
of said employeee with respect to membership In any one of said other labor organizations has
been Investigated by the Brotherhood of Locomotive Engineers, and said employeee has failed to
produce proof of membership in any such labor organization.
This demand is served under the provisions of said Union Shop Agreement effective November
1, 1954, and is subject to the terms and provisions thereof.
Local Chairman
Division No.
Division
Address
15 6
APPENDIX “P”
AGREEIVIENT
between
. GREAT NORTHERN RAILWAY COMPANY
PACEPIC COAST R. R. CO.
and
BROTHERHOOD OF LOCOMOTIVE ENGINEERS
1. Effective November 1, 1951, the Pacific Coast R.
R. Co. Schedule for engineers which became effective January 9, 1938 as to rules, and October
1, 1950 as to rates of pay, and agreements and understandings thereunder, Is hereby cancelled
except that Pacific Coast R. R. Co. engineers’ existing higher rates of pay will be preserved only
for prior right Pacific Coast employeees for services performed on the Pacific Coast R. R. Co.
Effective November 1, 1951, the current Great Northern Railway Company Schedule for
engineers, and interpretations and agreements thereunder, as hereby interpreted, will be applied
on the Pacific Coast R. R. Co., hereinafter to be identified as a Sub-Division of the Great
Northern Cascade Division.
2. Rule No. 54 of the Engineers’ Schedule, under caption, “ELEVENTH DIVISION”, will
include Pacific Coast R. R. Co.
3. (a) Seniority districts specified In Item No. 2 herein, but excluding the Pacific Coast R. R. Co.
are herein designated as “District A”; and the Pacific Coast R. R. Co. is herein designated as
“District B”, and shall
hereinafter be so referred to.
(b) Engineers holding seniority on “District A”
on November 1, 1951 will have prior rights to service on
“District A” except as hereinafter provided, over engineers holding prior rights on “District B”.
Firemen, helpers and hostlers holding seniority on November 1, 1951, on “District A” will have
prior rights to promotion to engineer on “District A” over all engineers and firemen who hold
prior rights on “District 13”.
(c) Engineers holding seniority on “District B” on November 1, 1951 will have prior rights to
service on “District B”, except as hereinafter provided, over engineers on “District A”.
(d) Engineers holding seniority on “District A” prior to November 1, 1951, will have their
seniority and right to promotion (in the same relative seniority order)
1 57
extended to include “District B”, subject to the provisions of paragraph (c) hereof.
(e) “District B” engineers and firemen given a ,seniority date as firemen on the Eleventh
Division Firemen’s roster will be accorded the engineers’ promotional privileges on “District A”
as provided in Firemen’s Rules Nos. 50 and 51, and acquire a seniority date as engineer in
conformity with the provisions of Engineers’ Rule
No. 5 2.
(f) Engineers, firemen, helpers and hostlers hired on and after November 1, 1951, on the
Eleventh Division will acquire and accumulate seniority on the entire Eleventh Division,
including both Districts “A”
and “B”.
(g) A separate seniority roster will be maintained for engineers holding prior rights in “District
B” as herein provided for.
(h) The rates of pay of engineers employeed on the Pacific Coast R. R. Co. shall be the current
rates of pay provided for under the Great Northern schedule for engineers, except that “District
B” engineers’ rates of pay which are higher than the Great Northern rates shall be preserved to
“District B” engineers for services performed on “District B”.
4. It is mutually agreed that “District B” engineers will continue to have prior rights to any and
all Pacific Coast regularly assigned jobs, whether road or yard
service.
5. It is further agreed that “District A” engineers will have full access to Pacific Coast R. R. Co.
trackage for switching purposes of any nature, irrespective of whether or not “District B” yard
crews are on duty.
6. The switching limits will continue in their present recognized location as currently constituted
and designated by the yard limit board at Van Asselt.
7. “District B” road and yard engineers may be required to initiate and terminate service at
Interbay on “District A” trackage. When “District B” road and yard engineers are required to
initiate and terminate service at Interbay, they will be allowed an arbitrary of 6 miles at the trip
pro rata rate of pay from Interbay to the “District B” yard, and 6 miles from “District B” yard to
Interbay in addition to all other trip earnings. It is understood that “District B” road engineers
may handle their caboose between “District B” yard and Interbay without penalty payments to
any class of employ1
5 8
ees, with the understanding that on the inbound trip the caboose will be delivered first-out on any
track designated at Interbay, and on the outbound trip will pick up the caboose first-out on any
track designated. It Is further understood that “District B” road engineers may place their caboose
on the road train In “District B” yard at Seattle, and also take their caboose off the road train in
the “District B” yard at Seattle without such service being construed as yard service under this
agreement and without establishing penalty payments other than the above arbitraries.
8. (a) It is understood that “District B” yard engineers will not be required to handle car or cars
between “District A” Interbay yard and “District B” Seattle yard.
(b) It is understood that “District B” road engineers will not be required to handle cars other than
the caboose between “District A” Interbay yard and “District B” Seattle yard.
(c) “District B” engineers called for wrecker and work train service performed exclusively on the
Pacific Coast R. R. Co. may handle wrecking and work train equipment between “District A”
Interbay yard and “District B” Seattle yard without penalty.
9. It is agreed that when “District B” prior rights employeees cannot hold the Firemen’s extra list
on “District A”, they will be permitted to hold themselves in readiness for service and vacancies
on “District B” on a seniority basis. However, when “District B” prior rights employeees place
themselves on the “District A” Firemen’s extra list at Interbay, they will not be considered as
having any preference to service on “District B”, with the further understanding that this
provision in no manner limits “District 13” employeees’ rights to service as engineers on
“District B”.
10. This agreement will not grant any greater rights to “District B” prior right employeees in
work train service than they now have.
11. This agreement will become effective November 1, 1951, and will continue in effect as long
as any “District B” prior right employeee remains on “District B” seniority roster, or until the
provisions hereof have been cancelled, amended, or revised by mutual agreement, or under the
provisions of the Railway Labor Act, as amended.
1 5 9
FOR BROTHERHOOD OF LOCOMOTIVE ENGINEERS:
/s/ H. W. Haskins
General Chairman, G. N. Ry.
FOR PACIFIC COAST R. R. CO.:
Isl 1. E. Manion
Vice President
FOR GREAT NORTHERN RAILWAY COMPANY:
Isl 1. E. Manion
General Manager
/s/ I. G. Pool
Vice President-Operations
160
APPENDIX “Q”
MEMORANDUM OF AGREEMENT
Between
GREAT NORTHERN RAILWAY COMPANY
And
BROTHERHOOD OF LOCOMOTIVE ENGINEERS
inasmuch as there has been some misunderstanding with respect to filling temporary vacancies
and additional positions for the initial ten (10) day period by engineers on the so-called Marcus
Seniority District, it is understood that the following will apply:
1. (a) It Is understood that Marcus Seniority District Engineers’ Extra List at Hillyard will protect
all temporary vacancies and additional positions originating at Hillyard and operating between
Hillyard and Kettle Falls.
(b) The Marcus-Kettle Falls Engineers’ Extra List will protect all service between Kettle Falls
and Nelson and Kettle Falls and Republic.
,c) The Spokane-Appleyard Engineers’ Extra List will protect additional positions and temporary
vacancies operating between Oroville and Hedley.
2. In the event there are no Marcus Division Extra List Engineers available at either Hillyard or
Kettle Falls additional runs and temporary vacancies will be protected by the senior available
qualified demoted engineer holding prior rights on the Marcus Seniority District except between
Oroville and Hedley. Such service between Oroville and Hedley will be protected as provided in
sub-paragraph (c) of Item No. I of this agreement.
3. In the event that Marcus Seniority District Engineers are not available for additional runs or
temporary vacancies, the Spokane Division Hillyard Engineers’ Extra List will protect additional
runs and temporary vacancies between Hillyard and Nelson and Hillyard and Republic.
4. The Spokane-Appleyard Engineers’ Extra List will protect temporary vacancies and additional
positions in the territory between Oroville and Hedley,
16 1
– ___11
with the understanding that such engineer will remain on the position for the initial ten (10) day
period except when displaced by a prior rights Marcus District Engineer. The Appleyard Extra
List Engineer protecting this service will be paid deadheading Wenatchee to Oroville and return,
with the understanding that this payment of such deadhead will not be absorbed In the
established guarantee to the Appleyard Engineers’ Extra List.
5. This Agreement shall become effective February 1, 1952, to continue until fifteen (15) days
after notice shall have been given in writing by either party to the other of a desire to cancel or
amend it.
FOR BROTHERHOOD OF LOCOMOTIVE ENGINEERS:
/s/ R. L. Gregson
Local Chairman
/s/ Albert Loew 791
Local Chairman
APPROVED:
Isl H. W. Haskins
General Chairman
FOR GREAT NORTHERN RAILWAY CO.:
Isl P. V. Percival –
Superintendent
APPROVED:
/s/ I. E. Manion
General Manager
APPROVED:
/s/ M. C. Anderson (P)
Assistant to Vice President
Signed at St. Paul, Minnesota
this 5th day of February, 1952.
1 62
APPENDIX “R”
EXCERPTS FROM NATIONAL AGREEMEN
SIGNED AT WASHINGTON D. C. MAY 23
INTERIM AGREE31ENT
ARTICLE 3–SIX-DAY WORK WEEK
NOTE: The provisions of this Article 3 shall apply those railroads or railroad systems where
ployees represented by the Brotherhood of Lo motive Engineers notify their Management t they
elect to become subject to the provisi of this Article 3. Unless and until such not is given, the
provisions of this Article 3 s not become applicable. On those railroads railroad systems where
the employeees el not to become subject to the provisions of t Article 3, such employeees may
nevertheless el to take the five-day work week referred to, in accordance with, the provisions of
“Agr men I –
Section I
(a) Effective with the first payroll period after nine days from the date of the notice referred to in
the p ceding Note of this Article 3, any carrier so notified w establish for engineers and firemen,
and helpers other than steam power, in yard, transfer, and belt li service, or combinations thereof,
and hostlers and hostl helpers, represented by the Brotherhood of Locomoti Engineers, a work
week of six basic days. Except otherwise provided in this Article 3, the work week w consist of
six days with one day off in each seven. T foregoing work week rule is subject to all other pro
sions of this agreement.
(b) The designated officer or officers on each railro and the representative or representatives
designated the Brotherhood of Locomotive Engineers will meet a agree on details and methods
for rebulletining and r assigning jobs to conform with the six-day week. Aft all initial changes
have been made to place the six-d week in effect, subsequent changes will be made in a cordance
with schedule a reement rules.
Section 2
The term “work week” for regularly assigned e ees shall mean a week beginning on the first day
on the assignment Is bulletined to work.
Section 3
(a) When service Is required by a carrier on a d
off of regular assignments it may be performed by ot
regular assignments, by regular relief assignments, b combination of regular and regular relief
assignmen or by extra employeees when not protected In the fo going manner. (This does not
disturb rules or pr tices on roads involving the use of emergency men unassigned employeees.)
Where regular relief assi ments are established, they shall, except as otherw provided in this
agreement, have six days of work, d ignated days of service, and definite starting times each shift
within the time periods specified in the sta Ing time rules. They may on different days, howev
have different starting times within the periods specifl in the starting time rules, and have
different points going on and off duty within the same seniority distr which shall be the same as
those of the employeee employeees they are relieving.
M Where regular relief assignments cannot established for six days on the same shift within I
time periods specified In the starting time rules, as p vided for In Section 3(a), such assignments
may established for six days with different starting times different shifts on different days, within
the time perto specified In the starting time rules, and on different da may have different points
for going on and off duty the same seniority district which shall be the same those of the
employeee or employeees they are relievi
(c) After the starting times and days of service ha been established, changes therein may be made
only accordance with schedule or bulletin rules.
(d) Rules providing for assignments of crews a fixed period of time which shall be for the same
ho daily” will be relaxed only to the extent provided in and (b) of this Section 3.
M Except as otherwise provided for in this Secti 3, regular relief assignments shall be established
in c formity with rules in agreements or practices In effect individual properties governing
starting times and b letining of assignments, and when so established m
changed thereafter only in accordance with schedule and
bulletin rules.
Section 4
(a) Accumulation.-Agreements may be made on the individual properties to provide for the
accumulation of days off over a period not to exceed six consecutive weeks.
(b) Days Off.-In cases where day or days off Is to be filled which cannot be made a part of a
regular assignment at an outlying or small yard and there are no extra men at the point, by
agreement between representatives of the carrier and the organization, such day or days may be
filled by using the regular men and be paid for at straight-time rate.
Section 5-Regular Employeees
(a) Existing rules which relate to the payment of daily overtime for regular assigned employeees
and practices thereunder are not changed hereby and shall be understood to apply to regular
assigned relief men, except that work performed by regular assigned relief men on assignments
which conform with the provisions of Section 3 of this article shall be paid for at the straighttime
rate.
(b) Regular assigned yard and hostling service employeees worked as such more than six
straight-time eighthour shifts in the work week shall be paid one and onehalf times the basic
straight-time rate for such excess work except:
(1) As provided in Section 4(a) and (b);
(@) When changing off where it is the practice to work alternately days and nights for certain
periods;
(3) When working through two shifts to change
off;
(4) Where exercising seniority rights from one assignment to another;
(5) Where paid straight-time rates under existing rules or practices for a second tour of duty in
another grade or class of service.
In the event an additional day’s pay at the straight-time rate is paid to an employeee for other
service performed or started during the course of his regular tour of duty, such additional day
will not be utilized In computing the six straight-time eight hour shifts referred to in this
paragraph (b).
1 6 5
(c) There shall be no overtime on overtime; neither shall overtime hours paid for, nor time paid
for at straight-time rate for work referred to in paragraph (b) of this Section 5, be utilized in
computing the six straight-time eight-hour shifts referred to In such paragraph (b) of this Section
5, nor shall time paid for in the nature of arbitraries or special allowances such as attending
court, inquests, investigations, examinations, deadheading, etc., be utilized for this purpose,
except when such payments apply during assigned working hours in lieu of pay for such hours.
Existing rules or practices regarding the basis of payment of arbitrarles or special allowances and
similar rules are not affected by this agreement.
(d) Any tour of duty in road service shall not be considered in any way in connection with the
application of this agreement, nor shall service under two agreements be combined in
computations leading to overtime under the six-day week.
Section 6-Extra Employeees
(a) Existing rules which relate to the payment of
daily overtime for extra employeees and practices thereunder
are not changed hereby. Any shift in yard and
hostling service in excess of thirteen straight-time shifts in yard and hostling service in a
semimonthly period will be paid for at time and one-half rate.
NOTE: It is recognized that the carrier is entitled to have an extra employeee work thirteen
straighttime shifts in yard and hostling service in a semi-monthly period without regard to
overtime shifts which may be worked tinder provisions of the Agreement of August 11, 1948.
After an extra man has worked thirteen straight-time shifts in yard and hostling service in a
semimonthly period he will remain on the extra board, but will not be used in yard and hostling
service during the remainder of that period if other extra men are available who can work in such
service at the straight-time rate.
i
(b) In the event an additional day’s pay at the straight-time rate is@paid to an extra employeee
for other service performed or started during the course of his tour of duty In yard or hostling
service, such additional day will not be utilized in computing the thirteen straight-time shifts
referred to in paragraph (a) of this See.tion.
1 6 6
(c) The principles outlined in Section 5 (c) and (d) shall be applicable to extra employeees in the
application of this Section 6.
Section 7-Blank
Section 8
Existing weekly or monthly guarantees in yard or hostling service producing more than six days
per week shall be modified to provide for a guarantee of six days per week. Nothing in this
Article 3 shall be construed to create a guarantee where none now exists.
Section 9
(a) All regular or regular relief assignments shall
be for six days per week of not less than eight consecutive
hours per day, except as otherwise provided in this Article 3.
(b) An employeee on a regular or regular relief assignment who takes another regular or regular
relief assignment, will take the conditions of that assignment, but if this results in the employeee
working more than six days in the period starting with the first day of his old work week and
ending with the last day of his new work week, such day or days will be paid at straight time
rate.
(c) A regular assigned employeee in yard and hostling service, who under schedule rules goes on
an extra board, may work on a board for the remainder of the semimonthly period, provided the
combined days worked in yard and hostling service on the regular assignment and an extra board
do not exceed thirteen straight time days. He will then be subject to the “Note” under Section 6
of this Article 3.
(d) An employeee who leaves an extra board for a regular or regular relief assignment will work
the days of his new assignment at straight time rate, without regard to the number of days he may
have worked on an extra board.
(e) Except as provided in paragraphs (b), (c) and
(d) of this SectionRegular
employeees will not be permitted to work
more than six straight time eight-hour shifts in a work week,
Extra employeees will not be permitted to work more than thirteen straight time eight-hour shifts
in a semimonthly period
1 6 7
In yard or hostling service, and each excluding the exceptions from the computations provided
for in Section 5, paragraphs (b) and (c).
Section 10
(a) The provisions of this Article 3 applicable to ,yard service shall apply to yard, belt line and
transfer service and combinations thereof.
(b) None of the provisions of this Article 3 relating to starting time shall be applicable to any
classiflcation of employeees included within the scope of this Article 3 which is not now subject
to starting time rules.
Section 11
Existing rules and practices, including those relating to the establishment of regular assignments,
the establishment and regulation of extra boards and the operation of working lists, etc., shall be
changed or eliminated to conform to the provisions of this Article 3 In order to implement the
operation of the work week on a straight-time basis.
Section 12
The parties hereto having In mind conditions which exist or may arise on Individual carriers in
the application of the six-day work week agree that the duly authorized representative (General
Chairman) of the employeees, party to this agreement, and the officer designated by the carrier,
may enter into additional written understandings to Implement the purposes of this Article 3,
provided that such understandings shall not be Inconsistent With this Article 3.
ARTICLE I J.-DISPUTES COMMITTEE
Any dispute arising between parties to this agreement In connection with the revision of
Individual agreements so as to make them conform to this agreement shall be referred jointly, or
by either party, for decision to a committee, the carrier members of which shall be three
members of the Carriers’ Conference Committees signatories hereto, or their successors, and the
employeee members of which shall be three representatives selected by the organization
signatory hereto.
In the event the Committee Is unable to reach a decision with respect to any such disputes, a
neutral referee
1 6 8
shall be selected by the members of the Committee, to sit with the Committee and act as a
member thereof.
If a majority of the Committee Is unable to agree upon the selection of a neutral referee, any
three members of the Committee may request the National Mediation Board to appoint such
neutral referee.
Decisions of a majority of all the members of the Committee shall be final and binding upon the
parties to any dispute in which a decision may be rendered.
ARTICLE 12-
This interim agreement is during its life, as provided in agreement of this date identified as
“AGREEMENT ‘B’,” in full and final settlement of all issues, not withdrawn by the parties,
growing out of notices served by the employeees, parties hereto, and by the carriers, parties
hereto, on or about January 6, 1950 and November 3, 1950, in accordance with Section 6 of the
Railway Labor Act, of intended changes in agreements affecting rates of pay, rules and working
conditions.
ARTICLE 13-
This agreement shall be construed as a separate agreement by and on behalf of each carrier party
hereto and those employeees represented by the Brotherhood of Locomotive Engineers as
heretofore stated.
SIGNED AT WASHINGTON, D. C., this TWENTYTHIRD day of MAY, 1952.
(SIGNATURES NOT REPRODUCED)
1 6 9
AGREEMENT “B”
The Agreement dated May 23, 1952, and identified as AGREEMENT “A”, is hereby deferred of
application and an interim agreement, identified as “INTERIM AGREEMENT,” is substituted in
lieu thereof.
The “INTERIM AGREEMENT” will remain in effect subject to termination on not less than
three months’ advance notice from the Brotherhood of Locomotive Engineers that they desire to
place the flve-day work week agreement in effect on a railroad system or systems but the parties
agree that the carriers are entitled to have six and seven day service performed at straight-time
rates with reasonable regularity, and if it is claimed that the manpower situation is such that the
adoption of the five-day work week agreement would not permit this, the question of whether
there is sufficient manpower available to permit the adoption of the five-day work week shall be
submitted for final decision to the nominee of the President of the United States.
Coincident with termination of such three months’ advance notice, and in conformity with the
preceding paragraph, the “INTERIM AGREEMENT” will be cancelled and AGREEMENT “A”
will become fully effective. SIGNED AT WASHINGTON, D. C., this TWENTYTHIRD day of
MAY, 1952.
(SIGNATURES NOT REPRODUCED)
17 0
AGREEMEN
ARTICLE 3-FIVE-DAY WORK
Section I
(a) Beginning on the date this Article 3 bee effective on any carrier, such carrier will establis
engineers and firemen, and helpers on other than s power, in yard, transfer, and belt line service,
or binations thereof, and hostlers and hostler helpers, resented by the Brotherhood of Locomotive
Engin a work week of five basic days. Except as othe provided in this Article 3, the work week
will co of five consecutive days with two days off in each s The foregoing work week rule is
subject to all provisions of this agreement.
(b) The designated officer or officers on each rai and the representative or representatives
designate the Brotherhood will meet and agree on details methods for rebulletining and
reassigning jobs to form with the five-day week. After all initial ch have been made to place the
five-day week in effect, sequent changes will be made in accordance with sch a reement rules.
Section 2
The term “work week” for regularly assigned em ees shall mean a week beginning on the first da
hi t assi nment is bulletined to work.
Section .3
(a) When service Is required by a carrier on d
off of regular assignments it may be performed by ot
regular assignments, by regular relief assignments, b combination of regular and regular relief
assignme or by extra employeees when not protected in the to going manner. (This does not
disturb rules or practi on roads involving the use of emergency men or un signed employeees.)
Where regular relief assignments established, they shall, except as otherwise provided this
agreement, have five consecutive days of wo designated days of service, and definite starting ti
on each shift within the time periods specified in starting time rules. They may on different days,
ever, have different starting times within the peri s ecifled in the starting time rules, and have
differ
points for going on and off duty within the same seniority district which shall be the same as
those of the employeee or employeees they are relieving.
(b) Where regular relief assignments cannot be established for five consecutive days on the same
shift within the time periods specified in the starting time rules, as provided for in Section 3 (a),
such assignments may be established for five consecutive days with different starting times on
different shifts on different days, within the time periods specified in the starting time rules, and
on different days may have different points for going on and off duty in the same seniority
district which shall be the same as those of the employeee or employeees they are relieving.
(c) After the starting times and days of service have been established, changes therein may be
made only in accordance with schedule or bulletin rules.
(d) Rules providing for assignments of crews “for a fixed period of time which shall be for the
same hours daily” will be relaxed only to the extent provided in (a) and (b) of this Section 3.
(e) Except as otherwise provided for in this Section 3, regular relief assignments shall be
established In conformity with rules in agreements or practices In effect on individual properties
governing starting times and bulletining of assignments, and when so established may
and bulletin rules.
Section 4
e w sc e u
(a) Accumulation.-Agreements may be made on the individual properties to provide for the
accumulation of days off over a period not to exceed five consecutive weeks.
(b) Days Off.-In cases where day or days off is be filled which cannot be made a part of a regular
assignment at an outlying or small yard and there are no extra men at the point, by agreement
between representative of the carrier and the organization, such day or days may be filled by
using the regular men and be paid for at straight-time rate.
(c) Non-consecutive days.-If the representatives the parties fail to agree upon the establishment
of no consecutive days off at any point, the carrier may neve theless establish nonconsecutive
days off subject to t right of the em lo ees to ro
der
Section 5–Regular Employeees
(a) Existing rules which relate to the payment of daily overtime for regular assigned employeees
and practices thereunder are not changed hereby and shall be understood to apply to regular
assigned relief men, except that work performed by regular assigned relief men on assignments
which conform with the provisions of Section 3 of this article shall be paid for at the straighttime
rate.
(b) Regular assigned yard and hostling service employeees worked as such more than five
straight-time eight-hour shifts in a work week shall be paid one and one-half times the basic
straight-time rate for such excess work except:
(1) As provided in Section 4(a) and (b);
(2) When changing off where it is the practice to work alternately days and nights for certain
periods;
(3) When working through two shifts to change off;
(4) Where exercising seniority rights from one assignment to another;
(5) Where paid straight-time rates under existing rules or practices for a second tour of duty in
another grade or class of service.
In the event an additional day’s pay at the straight-time rate is paid to an employeee for other
service performed or started during the course of his regular tour of duty, such additional day
will not be utilized in computing the five straight-time eight-hour shifts referred to in this
paragraph (b).
(c) There shall be no overtime on overtime; neither shall overtime hours paid for, nor time paid
for at straight-time rate for work referred to in paragraph (b) of this Section 5, be utilized in
computing the five straight-time eight-hour shifts referred to In such paragraph (b) of this
Section 5, nor shall time paid for in the nature of arbitraries or special allowances such as
attending court, inquests, investigations, examinations, deadheading, etc., be utilized for this
purpose, except when such payments apply during assigned working hours in lieu of pay for such
hours. Existing rules or practices regarding the basis of payment of arbitraries or special
allowances and similar rules are not affected by this agreement.
(d) Any tour of duty in road service shall not be considered in any way in connection with the
application of this agreement, nor shall service under two agreements be combined in
computations leading to overtime under the five-day week.
Section 6-Extra Employeees
(a) Existing rules which relate to the payment of daily overtime for extra employeees and
practices thereunder are not changed hereby. Any shift In yard and hostling service in excess of
eleven straight-time shifts in yard and hostling service in a semi-monthly period will be paid for
at time and one-half rate.
NOTE: It is recognized that the carrier is entitled to have an extra employeee work eleven
straight time shifts in yard and hostling service in a semi-monthly period without regard to
overtime shifts which may be worked under provisions of the Agreement of August 11, 1948.
After an extra man has worked eleven straight time shifts in yard and hostling service in a semimonthly
period he will remain on the extra board, but will not be used in yard and hostling
service during the remainder of that period if other extra men are available who can work in such
service at the straight time rate.
(b) In the event an additional day’s pay at the straight time rate is paid to an extra employeee for
other service performed or started during the course of his tour of duty in yard or hostling
service, such additional day will not be utilized in computing the eleven straight time shifts
referred to in paragraph (a) of this Section.
(c) The principles outlined in Section 5(c) and (d) shall be applicable to extra employeees in the
application of this Section 6.
Section 7
Beginning on the date the five-day work week becomes effective on any carrier, the Vacation
Agreement dated April 29, 1949, effective July 1, 1949, shall be amended as to such carrier to
provide the following insofar as yard service employeees and employeees having
interchangeable yard and road rights covered by said agreement, who are represented by the
Brotherhood of Locomotive Engineers, are concerned:
NOTE: See Sections 1 (h) and 2 (d) of Vacation Agreement
(as amended effective January 1, 1954),
Appendix “L”.
17 4
General
Except to the extent that the Vacation Agreement effective July 1, 1949, is changed by this
Article 3, the said Vacation Agreement, as well as the Memorandum of Understanding of April
29, 1949, shall remain in full force and effect.
Section 8
Existing weekly or monthly guarantees In yard or hostling service producing more than five days
per week shall be modifled to provide for a guarantee of five days per week. Nothing in this
Article 3 shall be construed to create a guarantee where none now exists.
Section 9
(a) All regular or regular relief assignments shall be for five consecutive calendar days per week
of not less than eight consecutive hours per day, except as otherwise provided in this Article 3.
(b) An employeee on a regular or regular relief assignment who takes another regular or regular
relief assignment, will take the conditions of that assignment, but if this results in the employeee
working more than five days in the period starting with the first day of his old work week and
ending with the last day of his new work week, such day or days will be paid at straight time
rate.
(c) A regular assigned employeee in yard and hostling service, who under schedule rules goes on
an extra board, may work on a board for the remainder of the semimonthly period, provided the
combined days worked in yard and hostling service on the regular assignment and an extra board
do not exceed eleven straight time days. He will then be subject to the “Note” under Section 6 of
this Article 3.
(d) An employeee who leaves an extra board for a regular or regular relief assignment will work
the days of his new assignment at straight time rate, without regard to the number of days he may
have worked on an extra board.
(e) Except as provided in paragraphs (b), (c) and
(d) of this Section-
Regular employeees will not be permitted to work more than five straight time eight-hour shifts
in a work week,
1 7 5
Extra employeees will not be permitted to work more than eleven straight time eight-hour shifts
in a semimonthly period
In yard or hostling service, and each excluding the exceptions from the computations provided
for in Section 5, paragraphs (b) and (c).
Section 10
(a) The Provisions of this Article 3 applicable to yard
service shall apply to yard, belt line and transfer service
and combinations thereof.
(b) None of the provisions of this Article 3 relating to starting time shall be applicable to any
classification of employeees Included within the scope of this Article 3 which Is not now subject
to starting time rules.
Section 1 1
Existing rules and practices, Including those relating to the establishment of regular assignments,
the establishment and regulation of extra boards and the operation of working lists, etc., shall be
changed or eliminated to conform to the provisions of this Article 3 in order to implement the
operation of the reduced work week on a straight time basis.
Section 12
The parties hereto having In mind conditions which exist or may arise on individual carriers in
the application of the five-day work week agree that the duly authorized representative (General
Chairman) of the employeees, party to this agreement, and the officer designated by the carrier,
may enter into additional written understandings to implement the purposes of this Article 3,
provided that such understandings shall not be inconsistent with this Article 3.
ARTICLE I I-DISPUTES COMMITTEE
Any dispute arising between parties to this agreement .in connection with the revision of
Individual agreements so as to make them conform to this agreement shall be referred jointly, or
by either party, for decision to a committee, the carrier members of which shall be three
members of the Carriers’ Conference Committees, signatories hereto, or their successors, and the
employeee members of which shall be three representatives selected by the organization
signatory hereto.
1 7 6
In the event the Committee Is unable to reach a decision with respect to any such disputes, a
neutral referee shall be selected by the members of the Committee, to sit with the Committee and
act as a member thereof.
If a majority of the Committee is unable to agree upon the selection of a neutral referee, any
three members of the Committee may request the National Mediation Board to appoint such
neutral referee.
Decisions of a majority of all the members of the Committee shall be final and binding upon the
parties to any dispute in which a decision may be rendered.
ARTICLE 18
This agreement shall be construed as a separate agreement by and on behalf of each carrier party
hereto and those employeees represented by the Brotherhood of Locomotive Engineers as
heretofore stated; and shall remain in effect until September 30, 1953 and thereafter, subject to
notices served in accordance with Section 6 of the Railway Labor Act, as amended.
SIGNED AT WASHINGTON, D. C., this TWENTYTHIRD
day of MAY, 1952.
(SIGNATURES NOT REPRODUCED)
1 7 7
APPENDIX “S”
Rule 72-Agreement as Regards Engineers or Firemen. Due to Temporary Partial Disability,
Exercising Seniority on Positions Which Physical Condition Will Permit Them to Fill, Rctween
the General Chairmen of the B. of L. E. and B. of L. F. & E., and Concurred in by the Assistant
to the Vice President, Great Northern Railway, Dated May 27, 1938.
July 11, 1938
ALL SUPERINTENDENTS:
I am enclosing herewith copy of letter of agreement between the General Chairmen of the
Brotherhood of Locomotive Engineers and of the Brotherhood of Locomotive Firemen &
Enginemen, In regard to permitting engineers or firemen, during periods of temporary partial
disability, to exercise their seniority on positions which their physical condition may permit them
to fill.
Inasmuch as this agreement between the two organizations provides for joint investigation prior
to action on each individual case, and further provides the management is to incur no liability In
connection therewith, there is no objection to your permitting such temporary transfers as
occasion may arise.
I am enclosing also copies of explanatory correspondence in connection therewith.
J. C. Rankine
Assistant to Vice President
CC:
General Managers Mr. A. F. Kummer Mr. A. Strom, Jr.
Agreement of May 27, 1938, Referred to Above
May 27, 1938
This special agreement, entered into between the two organizations to provide temporary
employment not provided for under the schedule rules to engineers or firemen who may be
under a doctor’s care, or partially incapacitated, or who can only perform service on light jobs, or
who, through extreme sickness of men’s families, are required to remain close to their homes, in
accordance with Engineers’ Schedule Rule 58 (Engineers’ current Schedule Rule 72) and 0. C. of
A. interpretation of 1928, reading:
1 7 8
“It is ruled by the G. C. of A. that under Rule 58, when on account of sickness or physical
disability an engineer takes the run, his seniority entitled him to, such run will not be declared
open.”
and General Committee action of 1937, by the B. of L.
F. & E., reading:
“A fireman wishing to enter yard service by reason of sickness or disability can do so under the
following conditions: He must furnish doctor’s certificate from Organization doctor and, if
requested, from the Company doctor also. Local chairmen should have an understanding or an
agreement with local division officials as to the conditions surrounding the disability. If required,
new examination certificates must be furnished every sixty days. Extra list should be classed the
same as regular job, and hostling jobs to be included when such jobs are open.”
Therefore, it is agreed that the two local chairmen will Investigate each case jointly, and if in
their opinion the conditions would warrant that it will be necessary for the individual making this
request, to furnish a doctor’s certificate from his own doctor or Organization doctor; also, a
certificate from the Company doctor as to his physical condition and what light work he may be
able to perform. The individual may be capable of performing yard service only and would not
be able to perform road service. Therefore, he could exercise his seniority according to
promotion and demotion in yard service, but keeping in mind that additional seniority is not
conferred on any men through this agreement.
Then there may be extreme cases in which the Company doctor would not permit an engineer or
fireman to accept promotion or do emergency work as an engineer on account of his physical
condition; and in cases of this nature they would remain on some light work as a fireman.
Provided certain conditions arise where an employeee Is unable to work at “night work” that It
be left to the discretion of the two local chairmen as to placing him on a job that he can handle
without its being more injurious
to his health.
This agreement to be made out in triplicate—each local chairman to retain one copy for his file
and one copy furnished to Master Mechanic of the Division. It is to be further understood that in
carrying out the provisions of this agreement the Management incurs no liability.
1 7 9
If there Is any disagreement between the local chairmen upon this agreement, the case with all
the facts will be referred to the two General Chairmen for final decision.
Should a condition arise that Is not covered by this agreement, the local chairmen of both
organizations will, with the approval of both General Chairmen, handle the question raised.
A. Strom, Jr.
General Chairman, B. of L. P. & E.
A. P. Kummer
APPENDIX “T”
I (Changing Engines)
0
MEMORANDUM OF AGREEMENT
Between
GREAT NORTHERN RAILWAY COMPANY
and
BROTHERHOOD OF LOCOMOTIVE ENGINEERS
ROAD SERVICE
It is hereby mutually agreed that when road engineers are required to change engines enroute
between terminals, but not Including engineers’ initial and flnal terminals, for the purpose of
moving engine to a shop point for repairs, washout, monthly or periodical inspection, engineers
will be paid an arbitrary allowance of one hour at % of the daily rate, based upon the weight on
drivers of the largest engine handled on that trip or tour of duty, in addition to all other trip
payments. No additional allowance will be paid under this agreement when engines are changed
for switching purposes or because of mechanical failures, break-downs, and conditions wherein
the motive power in use on that particular train cannot handle the entire train to the terminal.
Neither will the additional allowance provided herein apply when it is necessary to change
engines on account of track curvature, light rail, bridges of restricted tonnage, and so forth.
This agreement will apply to Mesabi Division mine run service assignments.
This agreement will not apply to assigned changes of road power such as at Skykomisli, Tacoma
and Sandstone.
The following questions and answers will illustrate the intent of the application of this
memorandum of agreement:
1. Will the one hour arbitrary apply where engines are exchanged at the initial or fInaI terminal
of the run?
ANSWER-The arbitrary allowance will not apply
regardless of the reason for the exchange.
2. Engine crew operating freight train from Glasgow to Williston. Out-going engine crew called
at roundhouse for service prior to arrival of freight train, to perform switching at the terminal.
Glasgow, with Engine 3305, returning engine to round-
181
house. Upon arrival of the freight train from Williston at Glasgow, engineer boards the engine
running through Glasgow. Will the one hour arbitrary apply?
ANSWER-The arbitrary allowance will not apply because
the engineer is compensated for this service under the switching or initial terminal delay
rule. The same principle to apply where inbound engineers change engines at terminals for
switching.
3. Engine crew operating passenger train from Spokane to Troy. Engine crew operating freight
train from Troy to Spokane. Engine on passenger train becomes partially disabled at Bonner’s
Ferry, an intermediate point enroute. Engine crew of freight train standing at Bonner’s Ferry
instructed to exchange engines with crew on passenger train at Bonner’s Ferry and continue their
trip to Spokane with partially disabled engine. How will the arbitrary allowance be applied?
ANSWER-Due to the emergency the arbitrary allowance
of one hour will apply to the engineer on the freight train only. This same principle to apply
where an engineer on a way freight is required to exchange engines with an engineer on a
through freight account the through freight engine being wholly or partially disabled.
4. Engine crew operating passenger train from Spokane to Troy. Engine crew operating freight
train from Troy to Spokane. Engine on passenger train becomes partially disabled at Bonner’s
Ferry, an intermediate point enroute. Engine crew on freight train at Sand Point, another
intermediate point enroute, is instructed to run light to Bonner’s Ferry to exchange engines with
crew on passenger train at Bonner’s Ferry. Will the arbitrary be paid to either engineer?
ANSWER-No, because the freight engineer is paid
additional compensation under other rules for the movement made solely for the purpose of
changing engines.
5. Will the arbitrary allowance apply where engineers exchange engine enroute in order to have a
lighter engine to perform work over tracks and bridges on which larger power cannot operate?
1 8 2
ANSWER-No.
6. Engine crew operating a train from Spokane to Troy. Upon arrival at Bonner’s Ferry, an
1ntermediate point for the crew, hostler turns relief engine over to engine crew and takes the
other engine to the enginehouse for repairs. Will the arbitrary allowance apply to the road
engineer in such circumstances?
ANSWER-Yes, unless the engine given up by the road
crew at Bonner’s Ferry is disabled to the extent that it is unable to complete the trip handling the
train to the terminal. If the engine is disabled to the extent that it cannot complete the trip
handling the train to the terminal, the arbitrary allowance will not apply.
7. Will the arbitrary allowance apply to either engineer where engines are sent out from the
terminal light or doublehead, or messengered, solely for the purpose of changing off even though
it may be for the purpose of moving the regular engine to the shop point for repairs, etc.?
ANSWER-No.
8. Engine, crew operating freight train from Spokane to Troy. Upon arrival at Bonner’s Ferry, an
intermediate point enroute, engineer is required to exchange engines with a branch line engine
crew assigned to operate from Port Hill to Bonner’s Ferry and return to Port Hill in turnaround
service. The exchange of engines at Bonner’s Ferry is made for the purpose of moving the branch
line engine to the shop point for repairs, washout, or periodical inspection. How will the arbitrary
allowance apply?
ANSWER-The arbitrary allowance will apply to both
engineers. If, however, Bonner’s Ferry is a terminal for the branch line engineer, but the engineer
is not on duty, the arbitrary allowance will not apply to that engineer.
9. Same as in example 8, except that on the return trip from Troy to Spokane the main line
engine crew is required to exchange engines with the branch line engine crew at ‘Bonner’s Ferry
for the purpose of returning engine to the run sub18
3
sequent to having been repaired or inspected. Will the arbitrary allowance apply?
ANSWER-The arbitrary allowance will apply to both
engineers. If, however, Bonner’s Perry is a terminal for the branch line engineer, but the engineer
is not on duty, the arbitrary allowance will not apply to that engineer.
YARD AND TRANSFER SERVICE
(See Rule 28)
Likewise, It Is mutually agreed that yard and transfer engineers required to change engines after
departing from the designated point for going on duty and prior to returning to the designated
point for going off duty, for the purpose of moving the engine to the roundhouse or servicing
point for routine repairs, wash-out, monthly or periodical inspection, will be allowed a 30-
minute arbitrary at 1/8th of the daily rate, based on the weight on drivers of the largest engine
handled on that tour of duty in addition to all other payments. No additional allowance will be
paid under this agreement when engines are changed because of mechanical failures,
breakdowns, and conditions wherein the motive power on that particular tour of duty cannot
complete the shift. Neither will the additional allowance provided herein apply when it is
necessary to change engines on account of operating characteristics, including track curvature,
light rail, bridges of restricted tonnage, improper clearance, and so forth.
The following questions and answers will illustrate the Intent of the application of this
memorandum of agreement:
1. Will the 30-minute arbitrary apply when engines are exchanged at the designated point for
going on and off duty?
ANSWER-The arbitrary allowance will not apply regardless
of the reason for the exchange.
2. Yard engineers going on duty at Lyndale Junction, performing service on an engine that
becomes disabled at Cedar Lake Yard during the tour of duty. Engineer on a combination yardtransfer
run from Minneapolis Junction to Cedar Lake Yard and return exchanges engines at
Cedar Lake, completing trip Cedar Lake to Minneapolis Junction with the
1 8 4
partially disabled engine. How will the arbitrary
allowance be applied?
a owance e app ed?
ANSWER-Due to the emergency, the arbitrary allowance of 30 minutes will apply to the
engineer on the yard-transfer run only. The same principle to apply where an engineer on either a
yard, transfer, or combination yard-transfer assignment Is required to change engines with other
engineers within the switching limits.
3. Will the arbitrary allowance provided herein apply to any engineer when engines are sent out
from the roundhouse or servicing point solely for the purpose of changing off, even though It
may be for the purpose of moving the regular engine to the shop point for repairs, inspection,
servicing, and so forth?
ANSWER-No.
4. Engineers in yard-transfer service from Interbay to Seattle to Interbay. At Seattle engineer is
required to change engines with a regularly assigned yard or yard-transfer crew assigned to
commence and terminate work at Seattle. The exchange of engines at Seattle is made for the
purpose of moving the other engine to the servicing point for repairs, wash-out, or periodical
inspection. How will the arbitrary allowance apply?
ANSWER-The arbitrary allowance will apply to both
engineers. However if exchange Is made during the time that the Seattle engineer is not on duty
the arbitrary allowance will not apply to this engineer.
6. When streamlined trains are turned on the wye at Vancouver, B. C., by yard engineers without
using their regularly assigned engine, simply by transferring to the road engine already attached
to the trains. Will the arbitrary allowance apply to these engineers?
ANSWER-No, except that the engineers will be paid
the daily rate, based upon the weight on drivers of the largest engine handled.
6. This agreement does not contemplate any change in the existing practice of hostling, fueling,
servicing and making minor repairs to yard and transfer
185
engines at Union Yard and Lyndale Junction In Minneapolis, or S. C. & P. Division Street at
Spokane and Hillyard yard tracks at Frances Avenue.
This agreement shall be effective April 1, 1951, and shall remain in effect until changed or
modified in accordance with the provisions of the Railway Labor Act, as amended.
FOR BROTHERHOOD OF LOCOMOTIVE ENGINEERS:
/s/ If. W. Haskins
General Chairman
FOR GREAT NORTHERN RAILWAY CO.:
Isl J. M. Budd
Vice President-Operation
Dated at St. Paul, Minnesota,
this 24th day of March, 1951.
1 8 6
i APPENDIX “U”
i
I 0 (Connecting and Disconnecting Diesel U
MEMORANDUM OF AGREEMENT
Between
i4 GREAT NORTHERN RAILWAY COMPA
and
I
BROTHERHOOD OF LOCOMOTIVE ENGINEERS
i
Engineers on Diesel locomotives, In setting out picking up an additional unit or units operated or
t operated in multiple-unit operation, where no mechnical force employee Is on duty to perform
this service, perform all service necessary to such set-out or pie such as making and breaking
control lines, setting en controls for operation in multiple-unit service, and secure set-out units by
setting hand brakes and bloc wheels. Engineers will be paid one hour at the prorate of the trip
each time this service is performed addition to all other compensation for the trip.
This agreement effective April 9, 1954, and will remain in effect until changed in accordance
with Section the Railway Labor Act.
4 FOR BROTHERHOOD OF LOCOMOTIVE ENGINEERS
/s/ H. W. Haskins
APPROVED:
/s/ C. B. Gwinn
FOR GREAT NORTHERN RAILWAY COMPANY
Isl 1. G. Pool
Signed at St. Paul, Minnesota this 9th da of April, 19