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.
Electric car service, whether operated In multiple unit or single unit, to be paid minimum rate in preceding table according to class of service.
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.
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.
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:
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.
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:
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:
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.
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.
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.
SERVICE
RULE 11 (a). Basic Day, Passenger.
One hundred miles or less (straightaway or turnaround), five hours or less, except as provided In paragraph © 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.
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.
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 turnaround 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.
Engineers on short turnaround 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.
The crew is on duty 8 hours 30 minutes within the first 9hour 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.
Worked 3:00 P.M. to 3:25 P.M.
Released 4:00 P.M. 20 miles
Total 190 miles
When eightwithinnine 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 eightwithinnine hour rule.
NOTE: In above examples allow five miles preparatory time and if inspection of engine is performed by engineer, allow 15 minutes more.
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.
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 onefifth of the daily rate per hour according to class of engine used.
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 (straightaway 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.
Engineers arriving at terminals or end of run are automatically released, except as provided in paragraphs (b) and © 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.
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 turnaround 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 turnaround point is 100 miles or more.
Engineers in pool or irregular freight service may be called to make short trips and turnarounds with the understanding that one or more turnaround 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.
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 oneeighth of the daily rate, independent of and in addition to compensation for the regular road trip.
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 prorata 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 lapback trip.
The foregoing paragraph will not apply where side trip or lapback 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 turnaround assignment, extra trip from turnaround point, when outside of assigned territory, is an additional day.
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.
Lapback 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 mouth 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.
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.
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.
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 oneeighth 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.
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 5day week for nonoperating 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, , and Appendix N )
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 sixtyfour 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 sixtyfour 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.
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 doubleheading 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)
assigned helper service jobs that are scheduled to tie up at other than the source of supply of extra engineers.
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.
assigned helper job and guarantee is payable, the guarantee will be prorated on the basis of the number days that each engineer is assigned to the helper job, except that guarantee mileage will not be prorated to engineers who have earned in excess of the prorata 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 prorated guarantee equivalent.
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
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.
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:
Between:
421's extra east Kelly Lake or Virginia to Superior
between the dates of November 15th and April 15th
of each year.
Between:
Between:
Between:
Between:
Between:
Between:
Between:
Between:
Between:
Between:
Between:
Between:
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.
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.
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 twentyfour 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 YardExtra 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 twentyfour hour period shall be paid for as overtime on a minute basis at one and onehalf times the hourly rate.
In the application of this rule, the following shall govern:
NOTE (3): Existing rules and practices for regular engineers are not changed hereby.
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.
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.
Where two shifts are worked in continuous service, the first shift can be started during any one of the periods named in Section ©.
Where two shifts are worked, not in continous 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.
Where an independent assignment is worked regularly, the starting time will be during one of the periods provided in paragraphs © or (e).
At points where only one yard crew is regularly employed, they can be started at any time, subject to sixteen hours advance notice.
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.
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.
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 ©, (d), (e), (f) and (g) of this rule.
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 fiveday work week is in effect for yardmen, enginemen assigned must be assigned a minimum of six days per week. (See Appendix R, page 163.)
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 :
Yard engineers will be allowed 20 minutes for lunch between four and onehalf and six hours from time of starting work, without deduction in pay. Lunch period must be given and completed within the specified one and onehalf 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.
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.
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:
DECISION: Under Article XX(b) yard engine crews regularly assigned to perform service within switching limits would be paid:
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 subyards 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.
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.
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.
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.
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 © of this rule.
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.
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.
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, washout, monthly or periodical inspection, will be allowed a 30minute 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, 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 rule:
NOTE: See Appendix "T" for agreement
governing compensation to engineers changing engines en route
in Road Service.
TERMINAL SERVICES AND ALLOWANCESROAD
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 oneeight 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 oneeighth 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.
When passenger engineers are required to perform switching service not connected with their own trains at turnaround points, allowance will be as follows: If trip is computed In miles, actual time so engaged on the minute basis at the rate of oneeighth of the daily rate in addition to pay for trip; if trip is computed in hours, as per Rule 11 (d), (e).
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.
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 Ist, 1930 (see Appendix D), Coast Line
Switching Agreement effective May 1st, 1938 (see Appendix
E), and PortlandVancouver Switching Agreement effective
May ist, 1938 (see Appendix F), which are hereby reaffirmed.
2. Terminal Location of Switching Limits
Duluth West 6155 ft. west of Saunders in
Superior terlocking tower.
Allouez East to end of track.
Saunders
Kelly Lake 3648 ft. west of west end of depot
T. C. Terminals East to end of track St. Paul.
West 3597 ft. west of M.P. 19 including Hopkins Line (Willmar 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 (Bill
Ings 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
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.
New Westminster 5329 ft. south of Fraser River Jet.
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 onefifth 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).
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.
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.
NOTE: Where existing schedule rules require
a carrier to bring engineers on duty more than fortyfive
(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).
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.
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 badorder 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.
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 oneeighth 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 off 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.
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 tieup 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 tieup, 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 24minute 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.
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 tieup points will not constitute hostling.
RULE 37. Held Away From Home Terminal.
Held 8 hours beyond 16hour period. Allowance 100 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 16hour period).
Run 140 miles in 6 hours.
Total allowance, 190 miles.
Held 20 hours (4 hours beyond 16hour 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 heldawayfromhometerminal time will
thereby be broken.
OTHER SERVICE AND TIME ALLOWANCES
Engineers called will, if train for which they are called is abandoned before the expiration of 4 hours, receive onehalf 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.
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 mad out shall be deadheaded, unless other arrangements are agreed upon between Master Mechanic or Superintendent, and representative of the Brotherhood of Locomotive Engineers.
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.
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.
Engineers will not be deadheaded on freight trains from one terminal to another when It can be avoided.
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 "L1" 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 Tieup Prior
to 14 Hours Service.
Engineers when tied up between terminals
prior to the expiration of the 14hour 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.
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 RoadNo Accommodations.