CB&Q SCHEDULE
CHICAGO, BURLINGTON & QUINCY
and the GENERAL COMMITTEE
OF ADJUSTMENT
BROTHERHOOD OF
LOCOMOTIVE ENGINEERS
RATES EFFECTIVE DECEMBER 16, 1953
RULES (AS ORIGINALLY WRITTEN) EFFECTIVE
FORM 12629 5-74
This book contains rates of pay, rules and various additional agreements covering
locomotive engineers employed on the Chicago, Burlington and Quincy Railroad. It will be the
purpose of the B. of L. E. General Committee to furnish a copy th each engineer, including those
who are qualified as such but working as firemen. Disputes arising out of the agreements
contained therein are subject to review and/or adjustment by the parties signatory thereto.
While additional copies can be obtained through the Local Chairmen, efforts to preserve
this schedule of agreements in good condition will be appreciated.
General committee of Adjustment, BLE
This book is the property of:
Rule Page
Agreement — duration of 71 60
Application for employment …………………………………………………….. 45 46
Arbitraries and special allowances — Road ………………………………… 31 40
Arbitraries and special allowances — Yard…………………………………. 22 35
Assigned freight crews with Sunday layover
away from home…………………………………………………………… 14 31
Assignment to regular runs………………………………………………………. 54 48
Assignment to interdivisional runs ……………………………………………. 58 51
Assignment, service before or after completion of………………………. 68-2 59
Backing up to get run for hill — passenger…………………………………. 1(c) 23
Beginning and ending of day — road service ………………………………. 32 41
Beginning and ending of day — yard service ………………………………. 22 35
Black Hills lines — miles paid…………………………………………………… 26 37
Boosters on engines………………………………………………………………… .. 22
Breaking in engines…………………………………………………………………. 44 45
Bulletin of engines………………………………………………………………….. 29 38
Called and not wanted……………………………………………………………… 33(a) 41
Call cancelled…………………………………………………………………………. 33(b) 41
Called, performs service and not wanted……………………………………. 33(c) 41
Calling engineers…………………………………………………………………….. 52 48
Changing engines enroute………………………………………………………… 68 57
Circus and carnival trains…………………………………………………………. 16 31
Classification of locomotives……………………………………………………. .. 8-20
Coaling engines………………………………………………………………………. 48 46
Combination of road service…………………………………………………….. 68 57
Combination of yard and road service ……………………………………….. 22 36
Court, attending………………………………………………………………………. 34 42
Day — definition of ………………………………………………………………… 15 31
Day — minimum — passenger service………………………………………… 1(a) 23
Day — minimum — freight service …………………………………………….. 7(b) 26
Deadheading…………………………………………………………………………… 41 44
Definition of a terminal……………………………………………………………. 30(a) 38
Disabled engine during trip………………………………………………………. 68 59
Disabled engine in train…………………………………………………………… 47 46
Disconnecting engines…………………………………………………………….. 46 46
Detours………………………………………………………………………………….. 36 42
Discipline ………………………………………………………………………………. 63 55
Displacing engineers……………………………………………………………….. 40 44
Doubling hills — passenger………………………………………………………. 1(c) 23
Doubling hills — freight …………………………………………………………… 38 43
Eating and sleeping accommodations………………………………………… 35 42
Electric car service………………………………………………………………….. .. 22
Electric or other power…………………………………………………………….. 25 37
Electric locomotives………………………………………………………………… .. 22
Employment of engineers………………………………………………………… 59 52
Engineers displaced…………………………………………………………………. 40 44
Examinations, engineers………………………………………………………….. 60 53
Exhibition trains……………………………………………………………………… 3 24
Expenses away from home — exhibition trains
and officers' specials…………………………………………………….. 3 24
Fines……………………………………………………………………………………… 64 55
First in, first out………………………………………………………………………. 13 31
Freight cars in passenger trains…………………………………………………. 1(d) 23
Freight service — rates…………………………………………………………….. 7 26
Guarantee – minimum passenger day…………………………………………. .. 22
Held at away from home terminal……………………………………………… 50 47
Helper service ………………………………………………………………………… 21 32
Helping trains — passenger ………………………………………………………. 1(c) 23
Helping trains — freight……………………………………………………………. 38 43
Hostlering — passenger service…………………………………………………. 1(b) 23
Hostlering — freight service ……………………………………………………… 9 29
Hostlers, use of……………………………………………………………………….. 28 38
Hourly paid runs……………………………………………………………………… 27 37
Hours of service ……………………………………………………………………… 49 46
Inquest, attending……………………………………………………………………. 34 42
Inspection trains……………………………………………………………………… 3 24
Interdivisional runs — assignment to………………………………………….. 58 51
Investigations, railroad…………………………………………………………….. 62 54
Investigations, discipline………………………………………………………….. 63 55
List of engineers, seniority lists posted………………………………………. 53 48
Loss of turn, pool engineer ………………………………………………………. 33(d) 42
Lunch time — yard service ……………………………………………………….. 22 35
Meal periods — yard service……………………………………………………… 22 35
Minimum day — passenger service ……………………………………………. 1(a) 23
Minimum day — freight service ………………………………………………… 7(b) 26
Minimum day — yard service……………………………………………………. 22 34
Miscellaneous work on engines………………………………………………… 67 56
Motor cars — rate of pay………………………………………………………….. .. 22
Motor cars — to or from shop……………………………………………………. 10 29
Notified if required Sunday………………………………………………………. 14 31
Officers' specials…………………………………………………………………….. 3 24
Order of turn…………………………………………………………………………… 39 43
Organization rights………………………………………………………………….. 69 59
Overtime — passenger service…………………………………………………… 2 23
Overtime — freight service……………………………………………………….. 7(c) 27
Overtime — yard service ………………………………………………………….. 22 34
Overtime tables — 12½ miles per hour ………………………………………. .. 87
Overtime tables — 18¾ miles per hour ………………………………………. .. 88
Overtime tables — 20 miles per hour …………………………………………. .. 89
Passenger — short turnaround …………………………………………………… 2(a) 23
Passenger — through………………………………………………………………… 2(b) 24
Pay trains……………………………………………………………………………….. 3 24
Permanent vacancies — road service………………………………………….. 55 49
Permanent vacancies — yard service………………………………………….. 24-c 37
Piloting………………………………………………………………………………….. 42 45
Promotion………………………………………………………………………………. 60 53
Pusher service ………………………………………………………………………… 21 32
Rank and promotion………………………………………………………………… 60 53
Rank not retained……………………………………………………………………. 61 54
Rates of pay — passenger service………………………………………………. .. 8-20
Rates of pay — passenger overtime……………………………………………. 2(c) 24
Rates of pay — freight service…………………………………………………… .. 8-20
Rates of pay — way freight service ……………………………………………. .. 8-20
Rates of pay — yard service………………………………………………………. 22 33
Rates of pay — transfer service …………………………………………………. 7(a) 26
Rates of pay — work train…………………………………………………………. 7(a) 26
Reduction and increase in force………………………………………………… 57 49
Regular work trains…………………………………………………………………. 19 32
Regular runs — assignment ………………………………………………………. 54 48
Regulation of mileage ……………………………………………………………… 57 49
Reporting after laying off — passenger service……………………………. 6 26
Rules supplied………………………………………………………………………… 70 60
Run-arounds…………………………………………………………………………… 13(b) 31
Seniority retained — official positions ……………………………………….. 53 48
Seniority rights……………………………………………………………………….. 54 48
Seniority — yard rights only………………………………………………………24-b 37
Service before or after completion of assignment ………………………..68-2 59
Service letters…………………………………………………………………………. 65 55
Shop yard engines…………………………………………………………………… .. 36
Short turnaround passenger service …………………………………………… 2(a) 23
Short trip and turnaround — freight……………………………………………. 32(b) 41
Shoveling coal onto engines…………………………………………………….. 48 46
Snow plow service ………………………………………………………………….. 37 43
Suburban service…………………………………………………………………….. 2(a) 23
Sunday layover of assigned freight crews
Supplies placed on locomotives………………………………………………… 67 56
Switching at terminals — freight ……………………………………………….. 9 28
Switching at terminals — passenger…………………………………………… 4 25
Tabulated hourly paid runs ………………………………………………………. 27 37
Temporary vacancies — passenger…………………………………………….. 5 26
Temporary vacancies — general………………………………………………… 56 49
Temporary vacancies — yard service …………………………………………. 24-c 37
Terminal — definition of………………………………………………………….. 30 38
Terminal delays — passenger ……………………………………………………. 4 25
Terminal delays — freight ………………………………………………………… 8 27
Terminal switching — passenger……………………………………………….. 4 25
Terminal switching — freight……………………………………………………. 9 28
Through freight doing way freight work ……………………………………. 11 30
Tie up under law…………………………………………………………………….. 49 46
Tie up other than under the law, including
specified points……………………………………………………………. 30(b) 39
Time limit on claims……………………………………………………………….. 66 55
Time on duty………………………………………………………………………….. 49 46
Transfer service………………………………………………………………………. 23 36
Transfer of men from one division to another …………………………….. 59(d) 52
Trips credited to day on which they begin………………………………….. 15 31
Trip reports, correction of………………………………………………………… 51 48
Vacancies — permanent……………………………………………………………. 55 49
Vacancies — temporary — general……………………………………………… 56 49
Vacancies — temporary — passenger service ………………………………. 5 26
Vacancies — yard service …………………………………………………………. 24-c 37
Watching engines……………………………………………………………………. 43 45
Way freight rates…………………………………………………………………….. .. 22
Work trains – regular……………………………………………………………….. 19 32
Yard Service:
Rates of pay…………………………………………………………………. 22 33
Basic day…………………………………………………………………….. 22 34
Overtime……………………………………………………………………… 22 34
Assignments (fixed period)……………………………………………. 22 34
Starting time………………………………………………………………… 22 34
Meal periods………………………………………………………………… 22 35
Point for beginning and ending day………………………………… 22 35
Arbitraries and special allowances………………………………….. 22 35
General and Industrial switching limits…………………………… .. 61-86
Pulling and pushing limits…………………………………………….. .. 61-86
Yard crews used on road……………………………………………….. 22 36
AND SPECIAL AGREEMENTS
Back up movements……………………………………………………………………………………….. 247
Changing engines enroute ………………………………………………………………………………… 259
Chemical weed destroyers ………………………………………………………………………………. 181
Conversion rule—understandings…………………………………………………………………….174-175
Copying train orders, Mediation Agreement A-546………………………………………………… 133
Copying clearance form or message …………………………………………………………………… 135
Deadheading to intermediate or specified points……………………………………………………. 201
Deadheading on other than trains……………………………………………………………………..196-199
Deadheading — outlying vacancies…………………………………………………………………….. 200
Demoted engineers — emergency ………………………………………………………………………. 188
Detouring……………………………………………………………………………………………………… 193
Diesel Agreement………………………………………………………………………………………. 159-162
Disabled engines enroute …………………………………………………………………………………. 233
Displaced engineers……………………………………………………………………………………. 139,195
Doubleheading…………………………………………………………………………………………….. 92,113
Doubling hills ……………………………………………………………………………………………….. 167
Eating and sleeping accommodations …………………………………………………………………. 119
Eating enroute ……………………………………………………………………………………………….. 146
Extra boards, outlying……………………………………………………………………………………… 130
Freight cars in passenger trains………………………………………………………………………….. 91
Guarantee in assigned service………………………………………………………………………….218-220
Held away from home terminal …………………………………………………………………………. 206
Helper service — understandings………………………………………………………………………153-155
Hours of service…………………………………………………………………………………………..204-205
Inspecting engines and making reports………………………………………………………………… 115
Investigations — discipline ………………………………………………………………………………. 144
Lapbacks…………………………………………………………………………………………………. 163-171
Leave of absence — military service………………………………………………………………….147-148
Mediation Agreement A-4359 — understandings……………………………………………………. 149
Messenger service …………………………………………………………………………………………. 203
Mileage between terminals ………………………………………………………………………………. 112
Mileage regulation agreement …………………………………………………………………………… 217
Mileage regulation — understandings ………………………………………………………………..220-227
Payroll adjustments………………………………………………………………………………………208-209
Physical examination ……………………………………………………………………………………… 131
Pilot service ……………………………………………………………………………………………….128-129
Points for going on and off duty, passenger………………………………………………………..107-108
Points for going on and off duty, yard ………………………………………………………………… 126
Promotion to engineer……………………………………………………………………………………228-229
Reporting after lay off …………………………………………………………………………………..110-111
Road-Yard Switching Agreement…………………………………………………………………….. 93-106
Running for fuel or water…………………………………………………………………………………. 166
Runaround in the terminal………………………………………………………………………………189-290
Setting out diesel units ……………………………………………………………………………………. 104
Snow plow service — understandings………………………………………………………………..141-143
Tabulated assignments…………………………………………………………………………… 125, 127, 291
Tie up at specified points……………………………………………………………………………….157-158
Time limit on claims……………………………………………………………………………………….. 230
Transfer crews performing yard service ………………………………………………………………. 156
Union Shop Agreement …………………………………………………………………………………255-258
Vacation Agreement……………………………………………………………………………………..234-246
Vacation Agreement — understandings……………………………………………………………172 & 179
Vacancies ? bulletined during absence………………………………………………………………… 140
Vacancies — filled under bulletin ……………………………………………………………………..136-138
Vacancies — outlying points……………………………………………………………………………… 200
Vacancies — outlying points, no bids…………………………………………………………………… 186
Vacancies — permanent and temporary…………………………………………..109, 182-185, 213-216
Vacancies — extra list temporary……………………………………………………………………..177-178
Wash and locker rooms……………………………………………………………………………………. 248
Watch inspection………………………………………………………………………………………….250-254
Work trains operating through terminal……………………………………………………………….. 114
Work trains — unassigned crews………………………………………………………………………… 116
Work, wreck and construction train service ………………………………………………… 117-118, 164
Yard service — special agreement Chicago…………………………………………………………… 120
special agreement Kansas City………………………………………………………. 122
Yard service — starting time ……………………………………………………………………………… 123
Yard service — second tour of duty …………………………………………………………………….. 124
Yard rates on certain runs……………………………………………………………………………….151-152
Rev 11-58
ENGINEER'S RATES OF PAY
WEIGHT CLASS WITH FIREMAN WITHOUT FIREMAN
ON OF Daily Miles Run Pro Rata Punitive Daily Miles Run Pro Rata Punitive
DRIVERS SERVICE Rate Over 100 Hourly Hourly Rate Over 100 Hourly Hourly
Less than Freight 28.73 .24540 3.5925 5.3875 32.73 .28540 4.0925 6.1375
100,000 lbs. Wayfreight 29.29 .25100 3.6625 5.4925 33.29 .29100 4.1625 6.2425
Passenger 26.45 .22580 *3.3075 #4.9600 – – – –
100,000 lbs. Freight 28.73 .24540 3.5925 5.3875 32.73 .28540 4.0925 6.1375
& less than Wayfreight 29.29 .25100 3.6625 5.4925 33.29 .29100 4.1625 6.2425
140,000 lbs Passenger 26.54 .22670 *3.3175 #4.9775 – – – –
140,000 lbs Freight 29.16 .24970 3.6450 5.4675 33.16 .28970 4.1450 6.2175
170,000 lbs. Passenger 26.62 .22750 *3.3275 #4.9925 – – – –
* Applies to all other overtime and arbitrary payments.
# Has application only to swg. Art. 2, Sec. 1, Agree. Jan10,1941
ENGINEER'S RATES OF PAY Effective July 1, 1969 (Continued)
1,000,000 lbs. Passenger 28.08 .24210 *3.5100 #5.2650 – – – –
1,000,000 bs. Freight 32.27 .28080 4.0350 6.0525 36.27 .32080 4.5350 6.8025
1,050,000 lbs. Freight 32.45 .28260 4.0575 6.0850 36.45 .32260 4.5575 6.8350
# Has application only to swg. Art, Sec.1, Agree. Jan. 10, 1941.
# Has application only to swg. Art. 2, Sec. 1, Agree. Jan. 10, 1941
ON OF Daily Mile Run Pro Rata Punitive Daily Miles Run Pro Rata Punitive
1,900,000 lbs Passenger 29.61 .25740 *3.7025 #5.5525 – – – –
18¢ added for each additional 50,000 lbs. Or fraction thereof in through freight and wayfreight service.
8¢ and 9¢ to be added alternately for each additional 50,000 lbs. Or fraction thereof in passenger service.
· Applies to all other overtime and arbitrary payments.
# Has application only to swg. Art. 2, Sec 1, Agree. Jan. 10,1941.
This page is intentionally blank. Blank in book.
WEIGHT ON DRIVERS OF STEAM AND
DIESEL? ELECTRIC LOCOMOTIVES
Class Unit No. Weight on Drivers
O1A 4960 233,852
O? 2 (None? For Rule 37) 227,000
*O5B 5632 281,408
Gas — Diesel — Electric Motor Cars
PMC 9735 — 9772 ?
Zephr Type Units
#600 HP 9900 104,900
# 1000 HP 9908 97,840
Diesel — Electric Units
360 HP 9103 — 9107 88,850
450 HP 9123 130,000
SW 9130? 9135 200,000
SW? 1 9136? 9153 201,165
NW? 1 9200? 9201 250,000
9220? 9248 247,800
SW?12 9271? 9280 248,720
ALCO 9300? 9308 231,890
SW?1000 9310? 9321 248,240
BLW 9350? 9379 241,623
NW? 2 9400A-9413A 249,120
9400B-9413B 249,986
E? 7 9916A-9924A 215,330
9925A 222,790
9925B 218,430
9926A-9936A 221,860
E? 8 9937A 221,860
F? 3 9960B 246,860
9960C 246,990
Rev.12-66
Weight on Drivers of Steam and Diesel-Electric
Locomotives – (Continued)
Diesel — Electric Units (Cont.)
E — 8 9964 — 9969 223,649
9970 — 9977 223,232
E — 9 9985A — 9989A 223,232
9985B — 9989B 223,232
F — 3 116A — 121A 234,840
116B — 121B 224,940
116C — 121C 225,920
116D — 121D 233,630
122A — 136A 233,865
U25B 100 — 105 271,280
GP — 7 200 246,813
202 — 205 245,593
Rev. 6-66
GP — 7 (Cont.) 246 250,100
SD — 7 300 — 301 321,590
Diesel Electric Units (Cont.)
SD — 24 500 — 515 346,413
U25C 550 — 561 395,286
GP — 20 900 — 935 260,560
* Next higher wage bracket applied to 05B locomotives (4-8-4 type) per Diesel Agreement of Nov.
27, 1943 and May 17, 1950.
# Special rate in passenger service per L.O.M. letter 1-22-35 and H.J.H letter 7-5-39. (See table of
miscellaneous rates.)
WEIGHT ON DRIVERS OF UNION PACIFIC DIESEL – ELECTRIC
LOCOMOTIVES USED ON CB& Q RAILROAD
Weight on Weight on Weight on
Unit No. Drivers Unit No. Drivers Unit No. Drivers
700 263,120 717 261,900 729-B 270,260
700-B 258,440 717-B 259,500 passenger
701 262,700 718 263,400 730 260,940
701-B 259,680 718-B 259,000 730-B 262,000
702 263,200 719 263,400 freight
703 264,000 720 264,500 passenger
703-B 258,840 720-B 258,000 731 261,620
704-B 258,600 721-B 258,800 freight
711 260,400 freight 734 263,400
712 263,680 passenger freight
712-B 257,680 728 261,580 734-B 272,600
713 263,640 728-B 262,000 passenger
713-B 257,540 freight 735 262,800
714 260,240 728-B 272,220 735-B 261,960
714-B 259,220 passenger freight
716 263,000 freight 736-B 262,820
716-B 259,440 freight
WEIGHT ON DRIVERS OF UNION PACIFIC DIESEL-ELECTRIC
Weight on Weight on
Unit No. Drivers Unit No. Drivers
736-B 272,000 760 259,900
passenger 761 262,220
freight 763 262,140
737-B 273,500
WEIGHT ON DRIVERS OF PENNSYLVANIA
DIESEL — ELECTRIC LOCOMOTIVES
USED ON CB& Q RAILROAD
1402-1404 238,000 1517-1518 238,000
1408 238,000 1520-1524 238,000
1442-1445 238,000 2415 260,000
1461 238,000 3505 227,000
6900-6924 356,000
WEIGHT ON DRIVERS OF NEW YORK CENTRAL
LOCOMOTIVES USED ON CB&Q RAILROAD
WEIGHT ON
UNIT NOS. CLASS OR MODEL DRIVERS
2500-2569 U-25-B 268,300
WEIGHT ON DRIVERS OF DENVER & RIO GRANDE
WESTERN LOCOMOTIVES USED ON CB& Q RAILROAD
3001-3013 GP-30 258,000
TABLE OF MISCELLANEOUS RATES
Miscellaneous Rates: Per Day Per Hour Per Mile
Qualifying on Zephyr 24.24
Passenger Service Minimum 27.97
Rule 2 (c) Minimum 3.3713
Rule 3 26.45
Rule 33 3.3725
Rule 41 (Passenger Trains) .2589
(Other Trains) .2698
Rule 47 27.08
Re. 7-69
WEIGHT OF BOOSTERS
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.
WAY FREIGHT RATES
(a) A minimum of fifty-six cents per 100 miles, or less, is to be added for local or way
freight service to through freight rates for engineers, according to class of engine. Miles over 100 to be
paid for pro rata.
(b) In all passenger service, the earnings from mileage, overtime, or other rules applicable,
for each day service is performed, shall be not less than ( )* for engineers.
In applying the ( )* minimum for engineers in passenger service, it is intended that on assignment
where the 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.
For example: 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.
(c) Engineers employed on electric locomotives in passenger or freight service to be paid the
rates shown in preceding table, based upon 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
engine crew shall be the basis for establishing rate.
(d) Electric car service, whether operated in multiple unit or single unit, to be paid minimum
rate in preceding table.
(e) 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.
*See Table of Rates, page 21.
MINIMUM DAY
(a) One hundred miles or less (straight-away or turnaround), five hours or less, except as
provided in section (a) of Rule 2, shall constitute a day's work; miles in excess of 100 will be paid for at
the mileage rate provided, according to class of engine.
HOSTLERING
(b) Where hostlering is required of engineers one-eighth of the daily rate per hour will be
allowed with a minimum of 30 minutes.
DOUBLING HILLS
(c) Engineers on passenger trains doubling a hill will be paid 1 hour's time at overtime rates
for each double providing the doubling is not attributable to any fault of the engineer. One hour at
overtime rates will be paid where trains are ordered to back up to get a start for a hill.
When passenger engine is uncoupled from its own train and pushes another train over a hill the
engineer will be paid for a double. The engineer of train pushed will not be paid for a double.
In computing overtime, deductions will be made for each such allowance to prevent duplicate
payments.
HANDLING FREIGHT CARS IN
PASSENGER TRAIN
(d) Whenever it is necessary to handle more than two freight cars on a passenger train, the
engineer will be paid at through freight rates, instead of passenger rates, for that portion of the trip where
freight cars are handled, the balance of the trip to be paid for at schedule passenger rates; to apply except
where payments January 5th, 1918 were more favorable, which were Bridgeport-Guernsey and HoldregeSterling
lines on Lines West; Nos. 3 and 10 between Hannibal and Burlington; and certain runs on the
K. & W., part of the Centerville division.
NOTE: See appendix pages 91, 92, 96, 112, 115, 163, 164.
PASSENGER OVERTIME
SHORT TURNAROUND PASSENGER SERVICE
(a) 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.
The foregoing portion of this rule became effective September 1, 1948.
Q.: "Does this rule apply to extra and unassigned service?"
Decision: "Yes; on lines where rule was adopted, in which case call shall specify
whether crew is to be paid on turnaround or straightaway basis."
THROUGH PASSENGER SERVICE
(b) Engineers on other passenger runs shall be paid overtime on a speed basis of 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 5 hours from the time of first reporting for duty.
(c) Overtime in all passenger service shall be paid for on the minute basis at a rate per
hour of not less than one-eighth of the daily rate herein provided, according to class of engine,
with a minimum rate of ( )* an hour.
Q.: "May runs of under 80 miles in each direction be placed on a one-way basis and a
minimum day allowed in each direction?"
Decision: "Yes; if definitely assigned, in which case overtime rules applicable to through
passenger service in effect shall apply."
NOTE:See Appendix, Pages 91, 112.
PAY TRAINS, EXHIBITION TRAINS AND
OFFICER'S SPECIALS
Engineers running pay trains, demonstration or exhibition trains, officers' specials or
inspection trains will be paid at passenger rates, with a minimum of ( ) * per day, except as
otherwise provided. Engineers held in or 1aid up for a day shall be paid at the minimum rate
given above; living expenses will be borne by the railroad when away from home.
NOTE: It is understood under this rule that engineers will be compensated for expenses
incurred going to and while assigned to such service and will bear their own expenses from time
of release from such service and while returning to home point.
INITIAL TERMINAL DELAY
(a) Initial terminal delay shall be paid on a minute basis to engineers in passenger
service after one (1) hour's unpaid terminal time has elapsed from the time of reporting for duty
up to the time the train leaves the terminal ("terminal" means passenger station or other starting
point from which the train actually departs), 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
Where mileage is allowed between the point of reporting and the point of departure, each
mile so allowed will extend by three (3) minutes the one (1) hour period after which initial
terminal delay payment begins.
(b) 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.
(c) 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.
The foregoing portion of this rule became effective on October 1, 1948.
FINAL TERMINAL DELAY
Final terminal delay, after the lapse of 30 minutes, will be paid for the full delay at the
end of the trip, at the overtime rate, on the minute basis. Final terminal delay shall be computed
from the time train reaches terminal station. If road overtime has commenced, terminal overtime
shall not apply, and road overtime will be paid to point of final relief.
INITIAL AND FINAL TERMINAL SWITCHING
Passenger engineers required to do switching at terminals will be paid actual time with a
minimum of fifteen minutes, at overtime rates.
NOTE:Straight pick-up or set-out does not constitute switching.
NOTE:See Appendix Pages 93 to 102 incl., 103, 104, 105, 107, 108.
TEMPORARY VACANCIES
When a temporary vacancy occurs on a regular passenger run the first competent freight
pool engineer out will take the run. At division points where no freight pools are maintained and
an extra list is maintained, the first competent extra engineer out will take the run. After the
expiration of five days it may be taken by the senior freight engineer who desires it, if
competent, but if the pool engineer is on the run only one trip and returns in time to take his turn
out, extra engineer shall be conceded one trip in such pool engineer's turn. This not to prevent
the maintenance of extra passenger crews on any division, nor agreeing locally to use extra
engineers in turn, if competent, instead of freight pool engineers.
NOTE:See Appendix Pages 109, 172, 173.
REPORTING AFTER LAYING OFF
Engineers in passenger service laying off of their own accord will report within six hours
after their runs come in or forfeit their runs until they do so report.
This rule to apply also to senior engineers in exercising their rights in passenger service
under rules 5 or 56.
NOTE:See exchange of letters, Appendix, Pages 110, 111.
(a) Rates for engineers, in through and irregular freight, pusher, helper, mine run or
roustabout, work, wreck, construction, snowplow, circus trains, trains established for the
exclusive purpose of handling milk, and all other unclassified service, shall be as shown in
tabulation for through freight service.
BASIC DAY
(b) In all classes of service covered by paragraph (a), 100 miles or less, 8 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.
(c) On runs of 100 miles or less overtime will begin at the expiration of 8 hours; on runs of
over 100 miles overtime will begin when the time on duty exceeds the miles run divided by 12½.
Overtime shall be paid for on the minute basis, at an hourly rate of three-sixteenths of the daily rate,
according to class of engine or other power used.
NOTE: See Appendix Pages 112, 151, 152, 165 to 168 incl.
THROUGH FREIGHT SERVICE
(a) Initial terminal delay shall be paid on a minute basis to engineers in 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.
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 "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 and district runs. In addition, this phrase does not include local or mixed train
service where switching is performed at initial terminal and is paid for under the provisions of the Road
Yard Switching Agreement of March 13, 1941 or such payments are made under Rule 9 of the collective
(b) 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.
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
Rev. 11-57
Management to designate the time they are to report for duty.
The foregoing portion of this rule became effective on February 1, 1957.
Final terminal delay, after the lapse of 30 minutes, will be paid for the full delay at the end of the
trip, according to class of engine, on the minute basis.
Final terminal delay shall be computed from the time the engine reaches designated main track
switch connection with the yard track.
If road overtime has commenced, terminal overtime shall not apply, and road overtime will be
paid to point of final relief.
In freight service when train arrives at designated main track switch (switch connection with the
yard where train leaves the main track) or semaphore governing same, and other trains arrive and stand
behind waiting to get into yard, final terminal delay will be computed for all trains which are so held
within yard limits. An engineer has reached the designated main track switch when he has reached the
semaphore or signal governing the switch, if held against his train.
The practice under this interpretation will be applied in case of delay under the rule arising where
trains are stopped before reaching designated switch by signals, which govern railroad crossings
exclusively; also in cases where semaphores or interlockers govern both the main line switch entrance to
the yard track and crossings of foreign lines.
Example: 20 minutes' final terminal switching and thereafter 20 minutes' final terminal
delay will be paid for under Rules 4 and 8 as for 40 minutes' final terminal delay.
NOTE: See Appendix, Page 115.
TERMINAL SWITCHING
Engineers required to do switching or other work at terminals will be paid full time, providing the
time exceeds 15 minutes, subject to Rule 31.
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 the time the work is begun until
it is completed and train is coupled together.
Interpretation: (a) Freight engineers required to do switching at terminals where
switch engines are not on duty will be paid full time, providing the time consumed exceeds 15 minutes.
(b) At terminals where switch engines are on duty, engineers of outbound freight trains will
not be required
to do switching, except in connection with their own train, and will be paid full time, providing
the time consumed exceeds 15 minutes.
(This paragraph covers the following movements: Three pickups of first-out cars; one
switch on inbound and one switch on outbound trains, or two switches on either train; doubling
over where train is made up on more than one track, if the track on which train is made up will
hold the train—a total of five movements in all to be paid for as terminal switching, providing
the time consumed exceeds 15 minutes.)
(c) On outbound freight trains from Kansas City Terminal, when part of train is
handled intact from Kansas City proper to Murray to fill out, terminal switching shall be
computed from time of arrival at Murray until it is completed and train is coupled together. If,
however, switching is performed before leaving Kansas City and also at Murray, it shall be
computed continuously from the time of coupling onto car or cars at Kansas City until completed
and train is coupled together at Murray.
(d) At terminals where switch engines are on duty, engineers of inbound freight trains
will not be required to do switching, except the necessary switching to set out cars from their
train, at not to exceed two intermediate points between the yard limit board and the entrance to
the track on which the train is received, and they will be paid full time, providing the time
consumed exceeds 15 minutes.
(e) On inbound freight trains where switch engine is on duty, if there are two set-outs
the time for computing terminal switching shall begin when train stops to make first set-out and
shall be computed continuously until train is coupled together after the second set-out.
(f) On incoming trains they will not be required to double over, if the track on which
they are received will hold the train.
(g) If switching is required at terminals not provided for in these interpretations, a
minimum of 2½ hours will be allowed, subject to Rule 31.
Engineers required to perform hostlering (at other than main line terminals or at other
than points where hostlers are maintained) will be paid full time at pro rata rate with a minimum
of 30 minutes except where overtime based on total time on duty is greater.
NOTE:See Appendix, Pages 93 to 102 incl., 106.
When motor cars are moved to or from the shops under their own power, the first
competent engineer on
the extra list will be used except that this will not be construed to prevent the assigned motorman from
bringing the motor car to the shop or returning with it.
CONVERSION RULE
(a) 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:
(1) Picking up or setting off cabins or caboose cars at initial or final terminal.
(2) 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.
(3) At foreign line junction points not exceeding four in number, when interchange cars only
are picked up and/or set off.
(4) Setting out defective cars at any point.
(5) Doubling hills.
(6) 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 (6) 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.
(b) 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".
(c) In passenger or through or irregular freight service where commercial LCL freight and/or
company material in excess of 2000 pounds is loaded or unloaded by the engine or train crew during the
entire trip engineers will be paid local freight rates.
(d) There shall be no conversion except as specifically covered by this rule.
This rule became effective on October 1, 1948.
NOTE: See Appendix, Pages 112, 174, 175, 176.
RUN FIRST IN, FIRST OUT
(a) Engineers not assigned to regular runs will run first in, first out.
NOTE: See Appendix, Pages 113, 130, 139, 188, 189, 190, 196, 199, 200.
RUNAROUNDS
(b) If an available pool or extra engineer is runaround, two hours at minimum through freight rate will
be allowed and the engineer will stand first out.
NOTIFIED IF REQUIRED SUNDAY
Engineers on assigned runs with Sunday layover away from division headquarters will be notified if
required for service Sunday. If no notice is received on arrival at terminal they may absent themselves until time for
their regular run Monday.
If notified and not used, or notification is cancelled so late that engineer is deprived of a trip home, will be
paid a day at minimum through freight rate.
At Sunday lay-over terminals assigned freight crews will not be used on Sundays in through freight service
ahead of any pool crew with rest up available.
When so used may be returned to Sunday lay-over point without regard to pool crews.
DEFINITION OF A DAY
A day is 24 hours from midnight to midnight, all trips to be credited to the day on which they begin.
CIRCUS AND CARNIVAL TRAINS
Engineers handling circus or carnival trains that stop to exhibit on divisions will be paid a minimum of 12
hours and 48 minutes, or 160 miles, for each day assigned to such trains, overtime at 3/16 of the daily rate, at
through freight rates, including loading and unloading. If less than 12 hours and 48 minutes is used in the last move,
actual time will be paid with a minimum of 100 miles. Engineers used in other service during the time circus or
carnival is exhibiting shall be paid actual miles or hours in addition to the 12 hours and 48 minutes ac-
cording to the class of service performed, unless the service performed is the switching made necessary
by the presence of the circus or carnival train. Engineers handling circus or carnival trains that do not
exhibit between terminals will be paid at through freight rates.
WORK TRAIN SERVICE
Engineers assigned to work trains for more than one day will be considered regular work train
Engineers on regular work trains will be allowed full time, including Sundays, at local freight
rates, according to class of engine.
Interpretation: Engineers who are in regular work train service for a full week, i.e.,
Monday through Friday inclusive, will, if the same work train is operated the following Monday, be
guaranteed six (6) minimum basic days at the work train rate of pay according to the class of engine
used for service performed Monday through Friday.
Overtime at 3/16 the daily rate will accrue after (8) hours regardless of miles run.
NOTE: See Appendix, Pages 114, 116, 117, 118, 119, 163, 164, 165 to 169, 170, 171.
PUSHER AND HELPER SERVICE
HELPER SERVICE
(a) Engineers assigned to helper service will be paid for every day in such service, including
Sundays, according to class of engines.
(b) Temporary vacancies or temporary additional helper service will be manned by engineers
from extra list and will be paid under rules governing helper service; but if pool crews are used in
emergencies they will be subject to Rule 32.
If helper engineer has made 100 miles or 8 hours and has arrived at his terminal, if called upon
for an additional trip he will be paid for the additional service on the basis of a new trip. The
exceptions of Ruling 2 of Rule 68 also to apply. Helper crews will not necessarily run first in
first out with regard to each other.
Helper engine crews when used for yard switching will be paid for all time consumed in
such yard switching with a minimum of one hour for total actual switching on any shift at yard
rates of pay in addition to the regular helper pay and without any deductions from helper pay for
the time consumed in actual yard switching.
Interpretation: A helper crew having made 100 miles, or 8 hours, arriving at their
terminal, used to perform yard switching will be paid a minimum day at yard rates.
If less than 100 miles or 8 hours are made helper crew used to perform yard switching
will be paid under third paragraph of Rule 21-b including helper overtime after 8 hours.
On outbound helper trips, setting out bad order cars from the train will not be classed as
yard switching.
NOTE:See Appendix, Pages 153, 154, 155.
Rev.8-66
YARD SERVICE – TRANSFER SERVICE
WITH FIREMAN WITHOUT FIREMAN
Weight on Drivers 6-7 Day Rate 5 Day Rate 6-7 Day Rate 5 Day Rate
(Pounds) Punitive Punitive Punitive Punitive
Daily Hourly Daily Hourly Daily Hourly Daily Hourly
Less than 140,000 30.45 5.7100 33.77 6.3325 34.45 6.4600 37.77 7.0825
140,000-200,000 30.45 5.7100 33.77 6.3325 34.45 6.4600 37.77 7.0825
950,000-1,000,000 32.28 6.0525 35.97 6.7450 36.28 6.8025 39.97 7.4950
With 18¢ added With 21½¢ added With 18¢ added With 21½¢ added
For each addi- for each addi- for each addi- for each additional
50,000 tional 50,000 tional 50,000 tional 50,000
lbs. or fraction lbs. or fraction lbs. or fraction lbs. or fraction
thereof. thereof. thereof thereof.
NOTE: Steam locomotives of the 4-8-4 and 2-10-4 type to be reclassified for pay purposes by
being moved into the next higher wage bracket.
YARD SERVICE
Eight hours or less shall constitute a day's work.
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 (any rules to the
contrary to be changed accordingly), all time worked in excess of 8 hours' continuous service in a 24-hour
period shall be paid for as overtime, on the minute basis, at one and one-half times the hourly rate,
according to class of engine.
This rule applies only to service paid on the hourly or daily basis and not to service paid on
mileage or road basis.
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 8 hours'
(a) Regularly assigned yard crews shall each have a fixed starting time, and the starting time
of a crew will not be changed without at least 48 hours' advance notice. Practices on individual roads as
to handling of transfer crews are not affected by this section.
(b) Where three 8-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 a.m.; the second 2:30 p.m. and 4 p.m.; and the third 10:30
p.m. and 12 midnight.
(c) Where two shifts are worked in continuous service, the first shift may be started during
any one of the periods named in section
(d) 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 a.m., and the second not later than 10:30 p.m.
(e) Where an independent assignment is worked regularly, the starting time will be during
one of the periods provided in sections (b) or (d).
(f) At points where only one yard crew is regularly employed, they can be started at any
time, subject to section (a).
(g) 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.
NOTE: See Appendix, Pages 123, 126.
CALCULATING ASSIGNMENTS AND
MEAL PERIODS
The time for fixing the beginning of assignments for 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.
POINT FOR BEGINNING AND ENDING DAY
(a) Provisions of existing rules that there shall be a specified point for either going on or off
duty, or both, are not affected by anything herein; but schedules having no such rules shall be modified to
provide that yard crews shall have a designated point for going on duty and a designated point for going
off duty.
(b) The point for going on and off duty will be governed by local conditions. In certain
localities, instructions will provide that engine crews will report at the hump, others report at yard office,
others at engine houses or ready tracks. It is not considered that the place to report will be confined to
any definite number of feet, but the designation will indicate a definite and recognized location.
(a) Yard crews will be allowed 20 minutes for lunch between 4½ and 6 hours after starting
work without deduction in pay.
(b) Yard crews will not be required to work longer than 6 hours without being allowed 20
minutes for lunch, with no deduction in pay or time therefor
The lunch period must be given and completed within 4½ and 6 hours. Applies to both the first
and second lunch periods when overtime is worked.
ARBITRARIES AND SPECIAL ALLOWANCES
(a) 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, or as provided in section (b).
(b) Where regularly assigned to perform service within switching limits,* yard men
shall not be used in road service when road crews are available, except in case of emergency.
When yard crews 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 crew is available when rest is up and is subject to call.
*See "Switching Limits," Pages 61 to 86 incl.
NOTE:See Appendix, Pages 127, 169, 170, 171.
SUPPLEMENT NO. 23 TO
GENERAL ORDER NO. 27
(a) Effective October 1, 1919, employees (exc luding locomotive crane operators and
wrecking derrick engineers) who are assigned to and operate shop-yard engines will be paid the
yard rates of wages and operated under yard-service Rule No. 22.
(b) This order is without prejudice to the seniority rights of employees who are now
assigned to shop-yard engines. Only as vacancies occur and new positions are created they will
be filled from the seniority rosters of the engineers.
(c) Rates of wages that are higher or rules for overtime that are more favorable to the
employees than those hereby established shall be preserved.
BASIC DAY AND OVERTIME
Eight hours or less shall constitute a day's work. All time worked in excess of 8 hours'
continuous service in a 24-hour period shall be paid for as overtime, on the minute basis, at one
and one-half times the hourly rate, according to class of engine.
Daytons Bluff—Minneapolis
Rock Island—Barstow
Kansas City—Murray and Kansas City points; 2 engines days and 2 engines nights.
Denver—Market Street run; 1 engine.
Chicago—C. J.: Hawthorne and Union Stock Yards; regularly assigned transfer engines.
Belt: Hawthorne and Clearing; regularly assigned transfer engines.
Hawthorne and Harrison St. Freighthouse; in-freight, 1 engine days.
When other than assigned transfer crews are used for extra trips, they will be paid transfer rates if four hours are
used in the round trip.
NOTE: See Appendix, Pages 120, 121, 122, 156, 170, 171.
Rule 24-A
Rule 24-B
(Effective October 1, 1915)
Kansas City, St. Louis and Council Bluffs yards to be separated from road service and the men working in
these yards to be handled under separate seniority lists and hold no seniority on the road.
Rule 24-C
(a) Vacancies in yard service, either temporary or permanent, will be handled as agreed to locally by
the local officers and the local committees of the different divisions.
(b) Sunday and holiday work may be rotated if agreed to locally.
(c) Should the company annul any assignment, they shall notify the engineer not later than the
completion of his assignment.
Wherever electric or other power is installed as a substitute for steam, or is now operated as a part of their
system on any of the tracks operated or controlled by any of the railroads, the locomotive engineers shall have
preference for positions as engineers or motormen on electric locomotives; but these rights shall not operate to
displace any men holding such positions as of May 1, 1915.
BLACK HILLS LINES
From To Remarks
Deadwood Hill City & return …………………………….. Allow 125 miles
Edgemont Hill City & return …………………………….. Allow 140 miles
Edgemont and Englewood……………………………………………. Allow 115 miles
Edgemont and Deadwood…………………………………………….. Allow 125 miles
Keystone and Hill City …………………………………………………. Allow 23 miles
Edgemont and Deadwood via Hot Springs…………………… Allow 156 miles
The following tabulated runs to be paid on the wayfreight hourly basis:
Nebraska City—Payne.
Pacific Jct.—Plattsmouth.
East Winona—Winona.
East Dubuque—Dubuque.
Galena Jct.—Galena.
East Leavenworth — Leavenworth.
Armour — Atchison.
*Hot Springs — Minnekahta
Deadwood — Englewood — Lead.
St. Louis — Ft. Belle Fountaine.
Louisiana Switching Run.
Ashland — Melia.
Ashland — Cedar Creek.
Brush — Ft. Morgan.
Sioux City — Ferry.
Macomb — Colchester – Bushnell.
Canton — St. David.
Kewanee — Galva.
Keokuk — Mooar.
South Omaha — Ralston — LaPlatte — Bellevue, also serving Ft. Crook.
Oregon — Mt. Morris.
Clyde — LaGrange (Stone Avenue).
Spring Valley — Peru — LaSalle — Dickinson, including Bullrush yard.
Such beet runs as the
Brush — Ft. Morgan, Bayard and Lovell beet runs.
The following passenger run will be paid 24c less per 100 miles than regular classification
passenger rates.
Des Moines — Albia.
*Rates paid to be 36c less per 100 miles or eight hours than regular classification rates.
NOTE: See Appendix, Pages 118, 125, 127, 151, 152, 191, 192, 210, 211, 212.
Hostlers will not be used to pull in trains tied up under the law outside of the switching district.
Hostlers will not be used to clear main track within the switching district of trains tied up under the law
except in cases of extreme emergency. When in emergency they are so used within the switching district
they will be paid yard engineers' rates for the entire day. This also includes hostler helpers.
BULLETIN OF ENGINES
For the purpose of officially classifying locomotives, the railroad will keep bulletin at all
terminals showing actual weight on drivers of all engines in its service.
DEFINITION OF A TERMINAL
(a) Terminals are the points where runs begin or end. A turning point on a turnaround run
shall be considered as an intermediate point on a continuous run.
TlE UP AT SPECIFlED POINTS
(b) Engineers in pool or irregular freight service tied up at specified points* between
terminals other than under Rule 49, will be paid time or mileage of the schedule to tie-up point with a
minimum of 100 miles or 8 hours, Rules 8 and 9 to apply when tied up and will go automatically under
pay after 8 hours off duty unless sooner required to report. For the whole or any portion of the first 8
hours of each following 24-hour period during which tied up, will be paid 12½ miles per hour. For
succeeding trip from tie-up point to terminal a minimum of 100 miles or 8 hours will be allowed.
CALL AFTER TIE UP
(c) If called to report after pay begins, time will be computed continuously from expiration
of eight hour rest period.
SUCCEEDING TOW OR DEADHEAD
(d) For succeeding deadhead or tow, allowance at classification engine rates as follows: For
50 miles or less, or 4 hours or less, one-half day; for more than 50 miles, or more than 4 hours actual
miles or hours, whichever is greater, with a minimum of one day and overtime after 8 hours on speed
basis of 12½ miles per hour.
(e) This rule to apply to engineers sent to outlying points to load or unload stock or receive
stock or perishable freight from connecting lines or connection divisions.
(f) Does not apply to work, wreck or snow plow service.
TRACK OBSTRUCTION
(g) Engineers in assigned, pooled or irregular freight or passenger service delayed between
terminals on account of wrecks, washouts, snow blockades, or other similar track obstructions, will be
paid a minimum of 100 miles, or one day, for the first day, and for each succeeding day, will be allowed
not less than 100 miles, or one day, at the rate for the class of service in which engaged.
*Specified points:
East Hannibal division: Old Monroe.
West Hannibal division:Cameron Junction.
St. Joseph division: Kansas City—Murray; Albany;
Napier. L. E. or L. W.
Creston division: Pacific Junction; Red Oak.
Ottumwa division: Burlington; Chariton.
Aurora division: Mendota; Aurora—Eola
Galesburg division: Barstow; Peoria.
Beardstown division: Galesburg; East St. Louis; Herrin
Jct.; Litchfield.
La Crosse division: Prairie du Chien
Centerville division: Milan; Humeston.
Omaha division: Pacific Junction; Gibson; So. Omaha;
Fremont; Osmond.
Lincoln division: Aurora; Palmer.
Wymore division: Edgar; Napier.
McCook division: Holdrege; Oxford; Brush; Herndon.
Alliance division: Crawford.
Sheridan division: New Castle.
Sterling division: Brush.
Casper division: Kirby.
NOTE: See Appendix, Pages 155, 157, 158, 193, 194, 201, 202.
(a) Excepting payments under rules applying to work performed at initial and final
terminals, and to final terminal delays, all arbitraries and special allowances applying to road
service other than passenger, under rules, regulations, or practices, which conflict with the
payment of single time, in miles or hours, from the time required to report for duty until released
from duty at the end of the trip shall be eliminated.
(c) Where the special payments under the rules, regulations, or practices which are
retained under section (a) have been absorbable by the train movement not exceeding the speed
basis of the overtime rule, they shall be allowed as follows:
1. When the train reaches the final terminal before overtime commences calculated
from the time of reporting for duty, the special payments will be allowed at the former rates.
2. If the train is not on overtime on arrival at the final terminal, but the overtime
period commences before final release, special payments accruing at the final terminal up to the
period when overtime commences will be allowed on the basis of the former rates, but time
thereafter shall be paid on the actual minute basis of three-sixteenths of the daily rate.
(d) Where either the allowance or the overtime based on the total time on duty,
whichever is the greater, has been paid, payments will continue to be so applied.
(e) Special provisions of schedules for irregular conditions, such as crews called and
not used, deadheading, attending court and investigations, and similar miscellaneous rules
covering conditions which are not connected with the handling of a train and which provide for
payments on the basis of "overtime rates," shall be changed to provide for payments at the
former rates, it being the intent that the time and one-half basis shall not apply in such cases.
Where, under such rules, time in excess of the limits of the day is paid for as overtime, the
overtime rates of the order apply.
ENGINEERS PERFORMING OTHER SERVICE
(f) Engineers, if required, to perform service not provided for in this schedule, will receive
the regular compensation allowed for such service, provided he does not lose his turn out. Should he lose
his turn out he shall receive the same compensation he would have received had he held his turn.
BEGINNING AND ENDING OF A DAY
(a) In all classes of service, other than passenger, 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; and the management may designate the time for reporting for duty.
SHORT TRIP AND TURNAROUNDS—FREIGHT
(b) 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 a 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, and (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.
It is understood under the above rule that crews may be used in either direction out of a terminal
on their own seniority district.
NOTE: See Appendix, Pages 115, 201, 202.
CALLED AND NOT WANTED
(a) In case an engineer is called and afterward notified he is not wanted, a minimum of 2
hours' time will be allowed, at ( )* per hour, and he will not lose his turn out.
(b) In case a call is cancelled before an engineer leaves his home or place of lodging between
the hours of 8 a.m. and 9 p.m., no compensation will be allowed.
CALLED, PERFORMS SERVICE
AND NOT WANTED
(c) When an engineer has been called and performs service in preparing his engine, or
leaves roundhouse track for train yard or passenger station and afterward
* See Table of Rates, Page 21.
is notified that services are not required, he will be paid actual time with a minimum of four hours and
will stand first out. If not again called to leave within four hours from the time first ordered for, a
minimum of 8 hours at classified rates will be allowed and engineer will stand last out.
(d) A pool engineer losing his turn for any reason will be permitted on reporting for
his turn, to deadhead to the turn and relieve the extra man, provided the turn does not arrive at
the home terminal within twenty-four hours from the time he reports for his turn. It being
understood there will be no allowance for deadheading to either engineer in such cases.
ATTENDING COURT
Engineers attending court or inquest under instructions from the railroad will be paid full
time for time lost and living expenses if away from home; if no time is lost, actual time at ( )*
per hour will be allowed while so engaged, the railroad to receive the witness fee.
If court service is at his home or other lay-over station, and engineer loses no trip, actual
time while in attendance at court will be allowed. If court service is at other than home station or
layover point and no trip is lost, to be paid by the hour for actual time traveling to and from the
point where court or inquest is held, and for the time engaged in court, with a minimum of 8
hours if no trip is made which is credited to that calendar day.
Question: Where rule provides that engineers attending court or inquest will be paid
full time for time lost, does this include overtime paid at punitive rate on trip lost, or should
overtime be computed at pro rata rate in computing "time lost"?
Decision: "Fulltime for time lost" guarantees the employe the same amount as was
earned by the employe performing the service.
EATING AND SLEEPING ACCOMMODATIONS
Road engineers will not be tied up between their terminals except at points where food
and lodging can be procured.
When trains are detoured over another seniority district, over a different route on their
own seniority district, or over the tracks of another railroad as a result
of wrecks, washouts, track obstructions or other acts of Providence, engineers so detoured will be paid not
less than the mileage of their assignment, plus mileage made in excess thereof, overtime to be computed
in accordance with the provisions of pertinent overtime rule applicable to the particular class of service.
In the event the detoured train is routed over another Burlington seniority district so that it does not reach
the normal objective terminal of the engineer handling the train, the detouring engineer will not be used
beyond the first terminal of the seniority district over which the detour is made where pool engineers are
SNOW PLOW SERVICE
Engineers engaged in bucking snow with snow plows will be paid one and one-half hourly rates
according to class of engine used with a minimum of through freight rates for distance run.
Engineers called to buck snow and held on duty under orders will be paid hourly rates while so
held for such service. If laid up and relieved from duty but held for service under this rule, they will be
paid not less than a minimum day at classification rates for each 24-hour period so held.
When snow plow service is double crewed for bucking snow, each engineer will be paid for all
time so assigned at pro rata rates, except the engineer working will be paid in accordance with this rule.
If used to operate rotary snow plow they will be paid under the provisions of this rule at rates
applying on 0-2 engines.
When an engine is uncoupled from its train and helps another train over a hill or when a train
doubles a hill, the actual miles made will be added to actual mileage of trip.
NOTE: See Appendix, Pages 163 to 168, incl.
ORDER OF TURN
In ordering engineers out of their terminals it is understood that the reporting time will govern in
the application of the first-in, first-out rule. Except when necessary to deadhead one or more
engineers in freight service, the engineer first out will deadhead and the engineer second out will
handle the train. The engineer deadheading will
stand ahead of engineer running train for further duties at objective terminal.
ENGINEERS DISPLACED
An engineer who has been displaced in any class of service must assign himself within 48 hours
but may be used in temporary service in an emergency.
NOTE: When an engineer displaces another engineer in accordance with the 48-hour provision of
this rule and does not immediately go to work on the run, the engineer occupying the run may remain on
it until he does go to work.
NOTE: See Appendix, Pages 136, 137, 138, 139, 195.
DEADHEADING
Deadheading on railroad's business on passenger trains will be paid for the actual mileage at ( )*
cents per mile for engineers, and for deadheading on other trains at ( ) * cents per mile for engineers;
provided that a minimum day at the above rates will be paid for the deadhead trip if no other service is
performed within 24 hours from time called to deadhead. Deadheading resulting from the exercise of
seniority rights will not be paid for.
Interpretation: (a) Engineers deadheaded on company business to fill temporary
vacancies account of sickness, injury or other proper leave of absence, will be allowed deadhead pay
going and returning.
(b) An engineer filling a vacancy during life of bulletin will be allowed deadhead pay going
and returning.
(c) An engineer sent by order of the company to fill new job put on at an outlying point will
be allowed deadhead pay. Likewise, an engineer relieved at an outlying point account job taken off will
be allowed deadhead pay not to exceed mileage to division headquarters.
(d) When extra boards at outlying points are increased, either temporarily or permanently,
engineers required to deadhead to such point will be allowed deadhead pay not to exceed mileage from
division headquarters. When such extra boards are decreased, engineers required to place themselves at
some other point, will be allowed deadhead pay not to exceed mileage to division headquarters.
(e) An engineer deadheaded to outside station to relieve engineer account Hours of Service
Law, who does not relieve and is deadheaded back, will be paid a minimum of one day at through
freight rates.
(f) An engineer required by order of the company to take foreign line book of rules
examination will be allowed deadhead pay going and returning.
(g) Qualified firemen used in emergency as engineers, account no extra engineers available,
will be allowed deadhead pay going and returning at engineer's rates.
(h) Fireman promoted to engineer account new job created and deadheaded to another point
to work as engineer, will be paid deadhead at engineer's rate, not to exceed mileage from division
headquarters.
(i) Engineer at outlying point, demoted to fireman account job discontinued, and required to
deadhead to another point to work as a fireman will be paid deadhead at fireman's rate, provided there is
no fireman his junior working at that point that he could displace, not to exceed mileage to division
When trains of a foreign railroad are operated over any portion of the road, an engineer holding
seniority on the portion of the road over which operated will be assigned as pilot.
When a train is detoured over a foreign seniority district, an engineer will be furnished as a pilot
when the engineer operating the train is not familiar with that district.
If an engineer who is not familiar with the road, has made four trips over the foreign seniority
district, he will be considered familiar with the road as far as the necessity for a pilot is concerned.
On districts where pool engineers protect passenger vacancies, pool engineers will be used to
pilot passenger trains and extra engineers to protect freight service.
Engineers acting as pilots will be compensated according to the class of engine used and service
in which engaged.
WATCHING ENGINES
An engineer required to watch an engine will be paid at the rate of ( )* per hour while so engaged.
BREAKING IN ENGINES
An engineer breaking in an engine will be paid ( )* per hour, 100 miles or less, 8 hours or less to
constitute a day, overtime at time and one-half.
An engineer filing an application for employment will be notified within 45 days of the acceptance or
rejection of his application. If not notified within 45 days, he will be considered as accepted. This rule shall not
apply in event of applicant giving false information.
DISCONNECTING ENGINES
Engineers disconnecting a disabled engine turned over to them from another train at any point where trip or
day's work begins or ends, will be paid by the hour while so engaged, at ( )* per hour.
DISABLED ENGINE IN TRAIN
When a disconnected or disabled engine is handled in a train in charge of an engineer he will be paid the
minimum through freight rate of ( )* for 100 miles or less, 8 hours or less.
COALING ENGINES
If engineers are required to shovel coal onto engines in emergencies, a minimum of one hour will be
allowed at one-eighth of their daily rate, in addition to pay for trip.
TIME ON DUTY
(a) 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 14 hours
on duty under the federal law, or within two hours of the time limit provided by state laws if state laws govern.
(b) If road crews are tied up in a less number of hours than provided in paragraph (a), 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.
(c) 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 8 or 10 hours, to be the period of rest
for the entire crew.
(d) A continuous trip will cover movement straight away or turnaround, 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.
(e) 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 four hours or less, onehalf
day; for more than 50 miles, or more than four hours, actual miles or hours, whichever is
the greater, with a minimum of one day. It is understood that this does not permit running
engines through terminals or around other crews at terminals unless such practice is permitted
under the pay schedule.
(f) 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 under the provisions of
paragraph (e), the same as if they had run the train to such terminal.
(g) 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.
NOTE:See Appendix, Pages 204, 205.
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 twentyfour hour
period thereafter.
(b) Should an engineer be called for service or ordered to deadhead after pay begins,
the held-away-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 heldaway-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.
INCORRECT TRIP REPORT
If a trip report is incorrect, the engineer making it out will be notified in writing and given explanation and
reason for correction.
In case of shortage of one day or more in an engineer's time, a voucher will be issued for same if requested.
Engineers living within reasonable limits (to be fixed by the master mechanic) will be called within a
reasonable time of the departure of their trains, except in case of emergency. Where engineers cannot be raised by
telephone, they will, if living within the calling limits, be called by messenger.
The above does not apply to men assigned to regular trains which leave during the day time, nor to
unimportant divisions or terminal points where trains are due to leave between the hours of 6 a.m. and 10 p.m.
Where such trains are more than 30 minutes late, engineers will be notified.
Callers will be provided with a book in which shall be entered the leaving time of trains. Men who are so
called will register their names with the time they are called.
LIST OF ENGINEERS
A corrected list of engineers on each division will be posted in roundhouse office in a conspicuous place;
these lists to contain the names of all who hold seniority rights as engineers. A copy of this list will be given to local
chairman upon request. These lists will be corrected on May 1st and November 1st of each year.
RETENTION OF SENIORITY
An engineer accepting an official position with the railroad or being exclusively employed by his
organization will retain his seniority rights.
ASSIGNMENT TO REGULAR RUNS
Assignment to regular runs, when character, merit and ability are equal, will be governed by seniority, the
master mechanic to be the judge as to the qualifications of the man.
PERMANENT VACANCIES
(a) All permanent vacancies in road service for engineers shall be bulletined for 7 days (except where
the permanent bid plan is adopted) and will be given to the oldest competent man signing for it.
When mileage on a run is increased or decreased 350 miles or more per month, or its equivalent, or the run
is changed from day to night, or the leaving or arriving time is changed three hours or more, or if the layover is
changed, it shall be declared vacant and bulletined.
Interpretation: "Or its equivalent" is to apply only to suburban service and short turnaround
passenger runs.
(b) Engineers will not be permitted to bid for run he has just vacated which is under bulletin until
again bulletined, unless displaced during life of bulletin.
NOTE: See Appendix, Pages 116, 136, 137, 138, 140, 149, 150, 186, 187, 210, 211, 212, 213, 214, 215,
If vacancies in any class of service are for a longer period than 15 days, the oldest competent engineer in
point of service may take the run after the expiration of that time.
NOTE: See Appendix, Pages 177, 178, 179, 180, 182, 183, 184, 185.
REGULATION OF MILEAGE
(a) When from any cause it becomes necessary to reduce the number of engineers on the engineers'
working list on any seniority district, those taken off may, if they so elect, displace any firemen their junior on that
seniority district under the following conditions:
1. That no reductions will be made so long as those in assigned or extra passenger service are earning
the equivalent of 4,000 miles per month; in assigned, pool or chain gang freight, or other service paying freight
rates, are averaging the equivalent of 3,200 miles per month.
2. That when reductions are made they shall be in reverse order of seniority.
(b) When hired engineers are laid off on account of reduction in service, they will retain all seniority
rights; provided, they return to actual service within 30 days from the date their services are required.
(c) Engineers taken off under this rule shall be returned to service as engineers in the order of their
as engineers; and as soon as it can be shown that engineers in assigned or extra passenger
service can earn the equivalent of 4,800 miles per month; in assigned, pooled, chain gang or
other regular service paying freight rates, the equivalent of 3,800 miles per month.
(d) In the regulation of passenger or other assigned service, sufficient men will be
assigned to keep the mileage or equivalent thereof within the limitations of 4,000 and 4,800
miles for passenger service, and 3,200 and 3,800 miles for other regular service as provided
herein. If, in any service, additional assignments would reduce earnings below these limits,
regulation will be effected by requiring the regular assigned man or men to lay off when the
equivalent of 4,800 miles in passenger or 3,800 miles in other regular service has been reached.
(e) On road extra lists a sufficient number of engineers will be maintained to keep the
average miles, or equivalent thereof, between 2,600 and 3,800 miles per month; provided, that
when men are cut off the working lists and it is shown that those on the extra lists are averaging
the equivalent of 3,100 miles per month, men will be returned to the extra lists if the addition
will not reduce the average mileage or equivalent thereof, below 2,600 miles per month.
(f) In assigned yard service, regulation will be made by requiring each regularly
assigned man to lay off when he has earned the equivalent of 35 days per month.
(g) In extra yard service, a sufficient number of engineers will be maintained to keep
the average earnings between 26 and 35 days per month; provided, that when men are cut off the
lists and it is shown that men are averaging the equivalent of 31 days per month, men will be
returned to service, if the addition will not reduce the average earnings below 26 days per month.
(h) Engineers used in combination service will be permitted to make the equivalent of
3,800 miles in freight service. This shall not be construed to modify paragraph (e) of this rule
regulating mileage of men in extra service.
(i) In the regulation of mileage neither the maximum nor minimum is guaranteed.
(j) Under this rule it is understood that after all engineers who have been taken off
have been returned to service as engineers, the 3,100 mileage replacement for road extra men and
the 31 days replacement for yard extra men, shall not apply with respect to further additions.
NOTE:Engineers in all classes of service will register their cumulative mileage, or its
equivalent, upon arrival at terminal or completion of day's work.
Cumulative mileage of engineers at outside points will be furnished local chairman upon
NOTE:See Appendix, Pages 217, 218, 219, 220, 221, 222, 223, 224, 225, 226, 227.
ASSIGNMENT TO INTERDIVISIONAL RUNS
(a) When crews run on or over two or more seniority divisions, the assignments shall
be made on basis of percentage of miles run on each division.
(b) The assignment of engineers will be made by the superintendents of the several
divisions with the approval of the general superintendents, it being understood that such crews
shall be assigned as nearly as possible on a mileage basis. Passenger and freight mileage to be
considered separately in applying the provisions of this rule.
(c) Where a carrier desires to establish interdivisional, interseniority district,
intradivisional, or intraseniority district runs in passenger or freight service, the carrier shall give
notice to the General Chairman of the organizations involved of its desire to establish such runs,
giving detailed information specifying the service it proposes to establish and the conditions, if
any, which it proposes shall govern the establishment of such service, the purpose being to
furnish the employees with all the necessary information.
(d) The parties will negotiate in good faith on such proposals and failing to agree,
either party may invoke the services of the National Mediation Board. If mediation fails and the
parties do not agree to arbitrate the dispute under the Railway Labor Act, then at the request of
either party, the proposal will be considered by a National Committee consisting of the chiefs of
the employee organizations involved and an equal number of carrier representatives who shall be
members of the Carriers' Conference Committees, signatories hereto, or their successors or
representatives, provided, however, that this procedure of appeal to the National Committee thus
created shall not be made in any case for a period of six months from the date of this agreement.
(e) If said National Committee does not agree upon the disposition of the proposal,
then the conferees will in good faith undertake to agree upon a neutral chairman who will sit
with the Committee, hear the argument of the parties, and make representations and
recommendations to the parties with the view in mind of disposing of the controversy. In the
event the parties do not agree upon such neutral chairman, then upon the request of the parties, or
either of them, the National Mediation Board will appoint the chairman
(f) While the recommendations of the Chairman are not to be compulsory or binding
as an arbitration award, yet the parties hereto affirm their good intentions of arranging through
the above procedure for the final disposition of all such disputes on a fair and reasonable basis.
(g) Every effort will be made to settle disputes over interdivisional service on the
property and thus to minimize the number of appeals to the above National Committee.
Paragraphs (c), (d), (e), (f), and (g) of this rule, which pertain to the establishment of new
runs, became effective August 1, 1952.
EMPLOYMENT OF ENGINEERS
(a) On a seniority district where firemen are required to fire less than three years, all
engineers will be hired.
If required to fire 3 years and less than 4 years, 1 promoted and 1 hired.
If required to fire 4 years and less than 5 years, 2 promoted to 1 hired.
If required to fire 6 and less than 7 years, 4 promoted to 1 hired.
On seniority districts where firemen are required to fire eight years or more, all engineers
will be promoted.
The foregoing will not prevent committees from having discharged engineers reemployed
or reinstated on their former seniority districts at any time.
(b) If the engineer to be hired is not available when needed and the senior qualified
fireman is promoted, the date of seniority thus established shall fix the standing of the hired
engineer, who, if available and qualified within 30 days from date senior qualified fireman is
promoted will rank immediately ahead of the promoted fireman. The promoted fireman will
retain his date of seniority as engineer and will be counted in proportion of promotion.
(c) In case an engineer is hired and used in actual service, when under requirements
of section (a) a fireman (or firemen) should have been promoted, the date of seniority-thus
established shall fix the standing of the senior qualified fireman (or firemen) due to be promoted,
providing he or they are eligible and qualify within 30 days, who shall rank immediately ahead
of the hired engineer on the engineer's seniority list. The hired engineer will retain his date of
seniority and be counted in proportion of engineers to be hired.
(d) The seniority date of the hired engineer shall be the date of his first service as
engineer, except as provided in section (c) of Rule No. 60 and sections (b) and (c) of this article.
It is further provided that engineers hired or permanently transferred from one seniority district
another on this railroad shall be given a date of seniority as fireman corresponding with their date
as engineer.
RANK AND PROMOTION
(a) Firemen shall rank on the firemen's roster from the date of their first service as
firemen when called for such service, except as provided in section (d), Rule No. 59, and when
qualified shall be promoted to positions as engineers in accordance with the following rules:
(b) Firemen shall be examined for promotion according to seniority on the firemen's
roster, and those passing the required examination shall be given certificates of qualification and
when promoted shall hold their same relative standing in the service to which assigned.
If possible, firemen will be given 30 days for preparation prior to the examination.
Failing to pass the first examination he will be allowed 30 days' time to prepare for the second
examination. If applicant fails on the second examination he shall be placed at the foot of the
firemen's seniority list.
If the applicant fails on the first examination and the next junior fireman passes the
examination and is actually used as an engineer he will rank on the engineer's seniority list
ahead of the fireman who failed.
(c) If for any reason the senior eligible fireman or engineer to be hired is not
available, and the junior qualified fireman is promoted and used in actual service out of his turn,
whatever standing the junior fireman so used establishes, shall go to the credit of the senior
eligible fireman or engineer to be hired, provided the engineer to be hired is available and
qualifies within 30 days. As soon as the senior fireman or engineer to be hired is available, as
provided herein, he shall displace the junior fireman, who shall drop back into whatever place he
would have held had the senior fireman to be promoted or engineer to be hired been available
and the junior fireman not used.
NOTE:Qualification as referred to herein is not intended to include learning of road or
(d) As soon as a fireman is promoted he will be notified in writing by the proper
official of the railroad of the date of his promotion, and unless he files a written protest within 60
days against such date he cannot thereafter have it changed. When a date of promotion has been
established in accordance with regulations such date shall be posted and if not challenged in
writing within 60 days after such posting no protest against such date shall afterwards be heard.
(e) No fireman shall be deprived of his rights to examination nor to promotion in
accordance with his
relative standing on the firemen's roster, because of any failure to take his examination by reason
of the requirements of the railroad's service, by sickness or other proper leave of absence;
provided that upon his return he shall be immediately called and required to take examination
and accept proper assignment.
(f) The posting of notice of seniority rank, as per section (d) shall be done within 10
days following date of promotion, and such notice shall be posted on every bulletin board of the
seniority district on which the men hold rank.
(g) Firemen having successfully passed qualifying examination shall be eligible as
engineers. Promotion and the establishment of a date of seniority as engineer, as provided
herein, shall date from the first service as engineer, when called for such service, provided there
are no demoted engineers back firing. No demoted engineer will be permitted to hold a run as
fireman on any seniority district while a junior engineer is working on the engineers' extra list or
holding a regular assignment as engineer on such seniority district.
NOTE:Where promotion is to road service only, promotion and establishment of
seniority date as road engmeer will obtain.
RANK NOT RETAINED
Engineers returning to the rank of firemen on their own accord out of their turn,
relinquish their rights on the engineers' seniority list.
ATTENDING INVESTIGATIONS
Engineers attending railroad's investigations will be paid for all time lost when not found
at fault. It is understood under the foregoing that men will not be disturbed during the rest period
to attend investigations or answer communications except in cases of emergency.
Engineers whose rights are restricted to yard service only, that is, at Chicago, Kansas
City, St. Louis and Council Bluffs, when required by the company to be present as witnesses at
investigations will be paid, when not found at fault and if no time is lost, for actual time held at
investigation at pro rata rates, if detained over two hours after close of trick; if called
specifically for the purpose during period off duty, actual time, if held at investigation more than
one hour.
Engineers will not be dismissed nor have their records marked until after a fair and impartial
investigation has been held, at which investigation he or they will be privileged to have a representative of
his choice present to assist him, by questioning witnesses or offering testimony.
Witnesses may be examined separately and in case statements are conflicting, those whose
statements conflict may be heard together. In case of unjust dismissal or discipline the engineer will be
reinstated, paid for time lost and the record corrected. A copy of all statements made a matter of record at
investigation will be furnished the local chairman.
No fines will be assessed against engineers.
SERVICE LETTERS
When an engineer who has been in the service three months or more leaves the service, he will, if
he so desires, be furnished a letter stating time and kind of service, and whether leaving on account of
resignation or dismissal.
TlME LIMIT ON CLAIMS
All claims or grievances arising on and after November 1, 1948 shall be handled as follows:
(a) All claims or grievances must be presented in writing by or on behalf of the employee
involved, to the officer of the company authorized to receive same, within sixty 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 sixty 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
sixty 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 sixty 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 six months 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 six months 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 organizations parties hereto
to file and prosecute claims and grievances for and on behalf of the employees they represent.
(f) This rule shall not apply to requests for leniency.
NOTE:With respect to all claims or grievances which arose or arise out of occurrences
prior to November 1, 1948, such claims or grievances must be made on or before April 1, 1949,
in the manner provided for in paragraph (a) hereof and if not progressed pursuant to the
provisions of paragraphs (b) and (c) of this rule, the claims or grievances shall be barred. This
provision does not apply to claims or grievances already barred under existing agreements.
This rule became effective on November 1, 1948.
MISCELLANEOUS WORK ON ENGINES
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,
fill lubricators, grease cups, flange oilers, headlights, markers or other lamps at points where
roundhouse force, or an engine watchman, is employed.
MORE THAN ONE CLASS OF ROAD SERVICE
Road engineers 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 for the entire
day or trip.
2. Road engineers 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, for the entire
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
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
or 12 hours at pro rata rate for the trip, plus 2 hours at pro rata rate for the other class of road
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
B. 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.
The foregoing rule became effective on February 1, 1953.
RULING NO. 2. RULING GOVERNING
SERVICE AFTER COMPLETION
OF ASSIGNMENT OR DAY
If an engineman has completed his assigned service, or has made 100 miles or 8 hours, and has
arrived at his terminal, if called upon for an additional trip he will be paid for the additional service on the
basis of a new trip. This does not mean that the additional service will be coupled up with the completed
trip, but simply that the second trip or trips will be separated entirely, and subject to whatever rules apply
to that particular service.
This ruling not to apply in cases of accident or engine running to its terminal for coal or water.
In case an engine is disabled in the course of a trip, the railroad is to reserve the right to send the
engineman into terminal and return with another engine to bring their train in, counting their time as a
continuous trip. If another engine crew is required to bring train in, their run should end at the first
terminal, if there is time to call another engine crew to take the train out; otherwise the same engine crew
may proceed to the next terminal and be paid for two separate trips.
Except in passenger service only and when distance does not exceed fifteen miles out of their
terminal outgoing crew may be sent to bring in a disabled passenger train and will be paid actual miles or
hours in addition to their regular trip. Beyond fifteen miles other provisions of this rule apply.
Assigned enginemen required to make a short trip or trips before regular assigned trip will be paid
therefor on the same basis as though the additional trip or trips had been made after the regular
NOTE: See Appendix, Pages 165 to 168, incl., 233.
ORGANIZATION RIGHTS
The General Committee of Adjustment, Brotherhood of Locomotive Engineers, will represent all
locomotive engineers in the making of contracts, rates, rules, working agreements, and interpretations
thereof.
All controversies affecting locomotive engineers will be handled in accordance with the
interpretation of the Engineers' contract as agreed upon between the Committee of Brotherhood of
Locomotive Engineers and the Management.
In matters pertaining to discipline, or other questions not affecting changes in Engineers'
contract, the officials of the Company reserve the right to meet any of their employees either
individually or collectively.
SUPPLYING RULES
Engineers will be furnished a copy of these rules on application.
The rates and rules enumerated herein constitute in their entirety an agreement between
this Company and the General Committee of Adjustment for the Brotherhood of Locomotive
Engineers, rates effective December 16, 1953, rules (as originally written) effective June 1, 1931,
to continue in effect for one year and thereafter until thirty (30) days' notice of a desired change
has been given by either party.
For CHICAGO, BURLINGTON & QUINCY RAILROAD COMPANY:
/s/ J. E. Wolfe
Assistant Vice President, Labor Relations
/s/ C. J. Maher
Staff Officer, Labor Relations
For GENERAL COMMITTEE OF ADJUSTMENT,
BROTHERHOOD OF LOCOMOTIVE ENGINEERS:
/s/ C. H. Atkins
General Chairman
/s/ K. C. Sallee
Vice General Chairman
/s/ G. R. Kraus
Secretary-Treasurer
/s/ K. E. Carlson
/s/ H. R. Talbott
Chicago, March 24th, 1925
Memorandum of agreement, effective April 1st, 1925, between the Chicago, Burlington
and Quincy Railroad Company and General Committees of the Engineers, Firemen, Conductors,
Trainmen and Yardmen, defining limits within which switch engines may work without penalty
under rules of schedules, for performing road service.
The limits for "General Switching" include all character of yard service, and it is
understood that a yard crew may go out beyond the limits agreed upon such distance as may be
necessary to handle the number of cars being switched.
Where limits are set for "Pulling and Pushing" outside of "General Switching" limits,
such "Pulling and Pushing" limits are for that purpose only. Similarly as to "Industrial
Switching" limits.
It is hereby declared to be the policy of the parties hereto, and for their mutual advantage
to permit extension of "Industrial Switching" limits as new industries may be located beyond
limits as at present fixed, within practical and reasonable distances.
NOTE:Switching Service for New Industries (Article 6 of National Agreement of May
23, 1952)
(a) Where, after the effective date of this agreement, an industry desires to locate
outside of existing switching limits at points where yard crews are employed, the Carrier may
assure switching service at such location even though switching limits be not changed, and may
perform such service with yard crews from a yard or yards embraced within one and the same
switching limits without additional compensation or penalties therefor to yard or road crews,
provided the switch governing movements from the main track to the track or tracks serving such
industry is located at a point not to exceed four miles from the then existing switching limits.
Road crews may perform service at such industry only to the extent they could do so if such
industry were within switching limits. Where rules require that yard limits and switching limits
be the same, the yard limit board may be moved for operating purposes but switching limits shall
remain unchanged unless and until changed in accordance with rules governing changes in
The yard engineer—fireman or yard engineers—firemen involved shall keep account of
and report to the carrier daily on form provided the actual time consumed by the yard crew or
crews outside of the switching limits in serving the industry in accordance with this rule and a
statement of such time shall be furnished the B. of L. E.
General Chairman or General Chairmen representing yard and road engineers—firemen
by the Carrier each month. The B. of L. E. General Chairman or General Chairmen involved
may at periodic intervals of not less than three months designate a plan for apportionment of time
whereby road engineers—firemen from the seniority district on which the industry is located
may work in yard service under yard rules and conditions to offset the time consumed by yard
crews outside the switching limits. Failing to arrange for the apportionment at the indicated
periods they will be understood to have waived rights to apportionment for previous periods.
Failure on the part of employee representatives to designate an apportionment, the carrier will be
under no obligation to do so and will not be subject to claims.
(b) This rule shall in no way affect the servicing of industries outside yard or
switching limits at points where no yard crews are employed.
(c) This rule became effective August 1, 1952.
NOTE: Changing Switching Limits (Article 7 of National Agreement of May 23, 1952)
(a) Where an individual carrier not now having the right to change existing switching
limits where yard crews are employed, considers it advisable to change the same, it shall give
notice in writing to the General Chairman or General Chairmen of such intention, specifying the
changes it proposes and the conditions, if any, it proposes shall apply in event of such change.
The carrier and the General Chairman or General Chairmen shall, within 30 days endeavor to
negotiate an understanding.
In the event the carrier and the General Chairman or General Chairmen cannot so agree
on the matter, any party involved may invoke the services of the National Mediation Board.
If mediation fails, the parties agree that the dispute shall be submitted to arbitration under
the Railway Labor Act as amended. Upon such failure of mediation, the carrier shall designate
the exact questions or conditions it desires to submit to arbitration and the General Chairman or
General Chairmen shall designate the exact questions or conditions such General Chairman or
General Chairmen desire to submit to arbitration. Such questions or conditions shall constitute
the questions to be submitted to arbitration.
The arbitrators selected by the parties shall in good faith endeavor to agree on the neutral
arbitrator or arbitrators in accordance with the provisions of the Railway Labor Act, as amended.
In the event they fail to agree, the neutral arbitrator or arbitrators shall be appointed by the
National Mediation Board, all in accordance
with the provisions of the Railway Labor Act, as amended. The jurisdiction of the Arbitration
Board shall be limited to the questions submitted to it. The award of the Board shall be final and
binding upon the parties.
(b) This rule shall in no way affect the changing of yard or switching limits at points
where no yard crews are employed.
NOTE:Under the provisions of Article III of roadyard switching agreement dated March
13, 1941, switching limits set forth hereinafter for the following yards are abolished:
Bushnell Superior
Metropolis Holdrege
Litchfield Oxford
Ashland Brush
Grand Island LaFayette
Nebraska City Scottsbluff
CHICAGO DIVISION
General switching limits:
West: West switch at LaVergne.
Pulling and Pushing limits:
West: 4000 feet west of west switch at LaVergne.
AURORA DIVISION
AURORA, EOLA, MONTGOMERY
East: E. J. & E. crossing, Eola.
West: Switch leading to concrete plant, Montgomery.
Fox River Branch: West switch of shanty track.
Savanna Line: West passing track switch.
West Chicago Branch: North switch of the old yard near C. A. & E. Crossing.
West Batavia Line: Point 150 feet from Savanna line passing track switch.
Industrial switching limits:
Include Batavia and West Batavia.
NOTE: Not to displace existing road service.
East: Automatic Signal MP 80.4.
West: West switch of crossover, main line to Denrock branch.
East: East switch of eastbound passing track.
West: West switch of westbound passing track.
South: South switch of storage track, near MP 21.
Include Camp Grant Yard.
ROCK FALLS—STERLING
East: Canal bridge.
West: 2,631 ft. west of connection switch in vicinity of Avenue G.
North: Standard Oil switch
South: South switch, storage track at Hitt (MP 83.70).
North: North switch, north storage yard.
West: Switch leading to bottle works track.
West to Kangley.
North switch of north storage yard.
West: Icehouse track.
LA SALLE—PERU
West: 300 feet west of MP 29, west of Peru.
East: 100 feet east of MP 19, east of Dickinson.
NOTE: Applies to switch men only.
GALESBURG DIVISION
East and North: First signal bridge east of Main St.
West: (Ottumwa division) West switch to stock yards track.
South: South switch of the North Crossover at Station 8797.
Peoria line: Switch leading to Burlington Transportation Company Terminal.
Graham cut-off: West switch of west crossover near tie plant
East: East home signal at Santa Fe Tower.
Savanna Line: Santa Fe undercrossing.
Graham cut-off—MP 166.
East: Santa Fe tower.
Peoria line: Brick yard switch.
West: (via either freight or passenger line) Gales Farm (including maintenance work on
Graham cut-off).
West: West switch of storage track west of PRT Tower.
DAVENPORT, ROCK ISLAND, MOLINE, BARSTOW
North switch of southbound passing track, Barstow.
South switch of old No. 6 at Barstow and including East Moline, Moline, Rock Island
and Davenport.
North: North switch of passing track.
South: South switch of passing track, Tennessee.
NOTE: For switchmen only.
South: South switch of passing track south of coal chute Quincy line.
On Beardstown division: South witch of storage yard south of coal chute.
North: North switch of elevator track.
Rio line: Stockyards.
Quincy line: Pumphouse Bushnell.
North: North and South wye switches East Clinton.
South: Chancy.
South: E. I. DuPont de Nemours Co. about 1½ miles south of Chancy.
North: North switch storage track sand cut.
Carthage Branch: North wye switch.
South: Q. O. & K. C. freight- house.
West: West switch at west end West Quincy yard located at M.P. 135.28, including wye
formed by East Hannibal Division main tracks extending north from M.P. 137.5 and north from M.P.
137.14 to M.P. 137.57, not including Milan track at West Quincy.
North: M.P. 261.
North: 24th Street.
Carthage Branch: Icehouse north of wye.
South: Menke's Lime Kiln.
West: To and including Elevator Track on Milan Line.
LA CROSSE DIVISION
North: North switch at north crossover at passenger station.
East: Home signal east of crossover at Savanna Yard Tower.
East: East yard limit board 592 feet east of Mile Post 143.
South: 4000 ft. south of General Switching limits on Ga lesburg line.
NORTH LACROSSE
On Freight Line:—
North: Automatic signal at M.P. 303.3.
South: South switch of C&NW interchange track just south of Milwaukee crossing.
Passenger Line:—
Automatic Signal at M.P. 303.3.
North: North yard limit board.
South: Yard limit board as now located.
North: Onalaska industries.
South: Freight line, Stone Spur.
ST. PAUL AND DAYTONS BLUFF
North: North connection switch to Union Depot.
East or South: Tail track switch connection with main line at Oakland.
East or South: When stopped at home signal at Oakland.
Industrial and interchange switching limits:
Omaha and C. G. W. yard near State Street and Western Avenue. C. M. St. P. & P. yard through
Oakland. St. Paul Bridge and Terminal yard through Hoffman Avenue.
NOTE: In emergencies, when transfer crews are not available, yard crews may handle rush cars
to or from Great Northern freight house near 8th Street.
BEARDSTOWN DIVISION
North: North switch of north passing track, M.P. 223.45.
South: At the South end of the Ohio River bridge M.P. 2.26 on the P.&I.R.R.
East: Is to be located on the I. C. R. R. at the south switch of the Brookport Wye, 3062 feet
southeasterly from switch of the C. B. & Q. incline.
North: Connection to Glendridge Mine.
South: Connection to No. 5 Mine.
LITCHFlELD
North: North switch at north crossover near M.P. 63
South: 1267 feet south I. C. crossing at Winston Tower, Mile Post 65.79.
BEARDSTOWN
North: Pumphouse near Illinois River bridge.
South: South switch at crossover to entrance of load yard about Mile Post 114.1.
South: Clearance point south of south switch on south crossover near Mile Post 113.
HERRIN JUNCTION
North: 1500 feet north of north main track switch Freeman Storage.
South: Yard limit board, 457 feet south of Br. 177.39.
NOTE: Yardmen only.
WEST FRANKFORT
North: Team track Cambon.
South: Main track switch Horton.
East: Campbell Yard.
West: Royalton Mine.
East and North: Combined with Christopher limits.
North: 2000 feet north of north main track switch.
South: 300 feet north of Big Muddy Bridge.
SESSER
North: Yard limit board, 2074 feet north of M.P. 152.
South: First highway crossing south of Valier Mine.
VlRDEN
North: Yard limit board, 1198 feet north of M.P. 38.
South: South main track crossover.
West: Switch connecting C. & N. W. transfer track
with main and passing track near C. & N. W. depot.
OTTUMWA DIVISION
Cainsville line: West Des Moines Union Junction switch.
Albia line: East switch of team track at 11th Street East Des Moines.
Albia line: Des Moines Electric Company and Sand Spur near M.P. 64.
Cainsville line: Enameled Pressed Brick Company near M.P. 1.5.
West: West switch of eastbound passing track.
East: Produce company switch 11th Street.
South: South wye switch.
South: 3000 feet south of south wye switch.
South: Pumping plant and reservoir 4000 feet south
of south wye switch.
East: East switch of yard connection with eastward main track.
West: Milwaukee crossing.
East: 2000 feet east of east switch of yard connection
with eastward main track.
West: Wapello Bldg. Company switch near M.P. 281.
East: Mississippi River Bridge draw.
West: Pickle works track near Mt. Pleasant Street.
South: Junction switch to Hannibal division.
South: 3000 feet south of Junction switch, Hannibal division.
North: Shower Bros. switch near M.P. 2.
NOTE: Present agreement to handle company business between
Burlington and W. Burlington to continue.
WEST BURLINGTON
East: To and including spur track to Chicago Tramrail Co.
East: Switch connection to M&StL transfer,approximately
M.P. 178.30.
West: Switches to center siding, approximately M.P. 180.35.
North: M.P. 190.68.
South: M.P. 188.41.
CRESTON DIVISION
East: East switch of east crossover.
West and South: Sumner Avenue.
Cumberland Branch: North wye switch.
West: 500 feet west of Sumner Avenue.
West: *Waterworks switch near M.P. 395.
Cumberland Branch: Miller Feed Yards.
East: Stock Yards.
*Road men on ice harvest.
East: East switch of east passing track.
West: West switch of west passing track.
South: Incline switch
North: Switch leading to Farmers Mercantile Company plant at approximately M.P. 1.60.
PACIFIC JUNCTION
West: West switch of northwest wye.
North: Northeast wye switch.
South: South switch of passing track.
East: Marker post, 250 feet east of east crossover switch.
South: Yard limit board just north of Keg Creek bridge.
North: Yard limit board 250 feet north of Pony Creek bridge.
South: South switch of elevator track.
West: West wye switch at U. P. Transfer.
NOTE: Includes the right of the Management, if it so desires, to use Council Bluffs yard
engineers to handle mail or express and empty cars from U. P. Transfer to Omaha.
South: Bridge at M.P. 488.90.
CENTERVILLE DIVISION
East: East yard track connection with main track.
West: West switch of team track Drake Avenue.
East: Dewey Mine near M.P. 88.
West: Relay Mine near M.P. 91.
EAST HANNIBAL DIVISION
South: South crossover switch at entrance to yard near M.P. 118.
North: North switch of east passing track.
West: Lindell Avenue.
South: Yard limit board 3227 feet south of M.P. 118.
North: Home semaphore north of Wabash crossing.
North: Quarry track switch near M. P. 122.
West: Standard Oil Company, Oakwood.
South: Cement Plant, Ilasco.
South: Keokuk Electro Metals Company switch.
North: North switch of Mill and Levee tracks near M.P. 178.
North: Yard limit board near M.P. 179.
South: Yard limit board near M.P. 176.
Mt. Pleasant Line: 200 feet west of Tenth Street.
North: *Lake Cooper Ice Track near M.P. 180.
Mt. Pleasant Line: Mooar Powder Works (for switchmen only).
FT. MADISON
South: South switch of storage track near M.P. 200.
North: Waterworks switch near M.P. 203.
Batavia Line: Yard limit board at Geo. A. Shurk track near M.P. 1.
South: Gravel track near M.P. 198.
North: Ice track near M.P. 205.
Batavia Line: Yard limit board west of M.P. 1.
WEST HANNIBAL DIVISION
East: East switch of yard connection with main track.
West: West crossover switch just west of the roundhouse.
East: The semaphore governing the entrance to the yard near M.P. 103.
West: When stopped near west crossover switch west of roundhouse.
East: Yard limit board just east of Yellow Creek.
West: Handle cars to or from Needles when set out to store at that point account congestion in
Brookfield Yard.
ST. JOSEPH DIVISION
South: To and including spur track to serve Benton Feed Co. 250 feet south of M.P. 58.
East: Freight connection with passenger line near 11th Street.
North: C. G. W. switch (including passenger yard).
South: When stopped at home signal south of Tower 58.
North: Yard limit board 2937 feet north of C. G. W. connection Francis Street.
East: Freight connection switch just east of 11th St.
Chariton Branch: Yard limit board 1370 feet east of Arnold Spur.
Chariton Branch: Arnold Spur M.P. 141.65.
East: Excello Mill 22nd Street.
ST. LOUIS TERMINAL
North: The yard connection switch near M.P. 8.
North: Yard limit board 1139 feet north of M.P. 8.
The north yard connection with M. K. & T. yard near Baden.
North: Bridge Junction.
East: Terminal crossing, relay.
National Stock Yards and other designated interchange points.
KANSAS CITY TERMINAL
East: To and including stub end of industry lead, former Q. O. & K. C. main line, approximately 2300
ft. east of switch leading to Read Mfg. Co.
North: Switch at entrance to yard at Block 4.
East: When stopped at Block 223.
North: When stopped at Block 4.
OMAHA DIVISION
East: East yard switch Gibson.
West: Bridge 19.20 near Peters Mill.
NOTE: Includes the right to handle mail or express and empty cars to or from U. P. Transfer.
East: East yard limit board just east of rendering works switch near East Albright.
East: Yard limit board just east of rendering works switch near East Albright.
West: Crossover switch near L Street depot.
NOTE: The only reason for requiring Omaha switch crews to go beyond Peters Mill is to turn passenger
equipment on wye and make delivery of perishable freight, livestock, and Omaha to South Omaha merchandise car.
East: East wye switch.
West: West yard switch and south to connect with Union Stock Yards Company track near viaduct lower
yard.
East: Bridge 19.20 near Peters Mill.
West: West yard limit board.
South: South interchange switch.
West: West passing track switch Ralston.
South on Ft. Crook line: All industries on joint track between South Omaha and Gilmore including
all tracks at Ft. Crook.
NOTE: For Yardmen only—includes on one run the house track switch LaPlatte (East switch) and West
house track switch Bellevue including all intermediate points.
PLATTSMOUTH
For Switchmen only.
East: West end Missouri River bridge.
West: Water Works switch.
NOTE: Includes handling of cars to and from Pacific Junction.
East: Pacific Junction.
West: West yard limit board at M.P. 7.
East: Bridge switch east of Missouri River bridge.
West: Water Works track.
East on Louisville line: East wye switch.
East on Omaha line: East wye switch.
North: North passing track switch.
West on main line: West yard switch on main line.
West on Schuyler line: Junction switch on Schuyler line near roundhouse.
East on Omaha line: East yard limit board at M.P. 46 50.
East on Louisville line: East yard limit board one mile east of Ashland passenger
station.
North: North yard limit board on Sioux City line 2500 feet north of DLD crossing.
West on main line: West yard limit board at M.P. 37.25.
West on Schuyler line: Yard limit board 600 feet north of DLD crossing.
East on Omaha line: Lyman Richey sand pit switch east of Platte River bridge.
North: Rifle range tracks switch on Sioux City line.
West on Schuyler line: Swift's ice house switch.
East: East main line switch.
West: West main line switch.
West: Beecher's spur.
NOTE:Present agreement for Havelock yard engines to handle company business
between Havelock and Lincoln to be continued.
LINCOLN DIVISION
East: 17th Street.
West on passenger line: Salt Creek bridge.
North on passenger line: Columbus line junction switch.
North on freight line: Switch entering freight yard.
West on freight line: Switch entering freight yard.
South on Table Rock line: South wye switch.
East: East yard limit board 380 feet east of M.P. 58.
West on Ravenna line: Yard limit board 1380 feet east of M.P. 5.
West on line Cushman to Cobb: Yard limit board 4000 feet west of Cushman Junction
North on Columbus line: Yard limit board 500 feet east of M.P. 2.
South on Table Rock line: Junction switch at Lancaster.
East: State Fair Grounds and including Rock Island transfer track between 11th and 14th
Streets.
NOTE: The agreement now in effect that Lincoln yard engines will handle company business
between Lincoln and Havelock to be continued.
West on passenger line: Yankee Hill brick yard switch.
North on Ravenna passenger line: West or north switch at Cushman.
North on Columbus line: Spur located 1800 feet west of M.P. 2.
South on Nebraska City line: Penitentiary switch.
East: East lead switch to passenger yard.
West: West lead switch.
South on Lester line: South wye switch.
East: East yard limit board 2500 feet east of M.P. 156.
West: West yard limit board at M.P. 158.
South on Lester line: Yard limit board 3000 feet south of M.P. 1.
North on Aurora line: Yard limit board 50 feet east of M.P. 27.
Spur leading into Kieckhoffer Container Corporation at approximately M.P. 154.74 (See
agreements).
South on Lester line: Brick yard switch.
East: Main line switch near depot.
West: West passing track switch.
North: Junction with Burwell line.
Pulling and Pushing limit:
East: MP 76.
West: Yard limit board 865 feet east of MP 80.
North: Yard limit board 1410 feet north of MP 1.
South: Yard limit board 780 feet west of MP 1.
East: East switch.
West: West power switch, M.P. 128.30.
East: M.P. 126.
West: M.P. 129.
East: Switch of lead to Belt line.
NOTE: Include Belt line.
East: Power Plant at west end Platte River bridge.
West: Soldiers' Home.
WYMORE DIVISION
East: East yard switch east of passenger station.
West: West yard switch leading into packing house.
East: West end Missouri River bridge on Payne line.
South: 5000 feet south of Nemaha Junction switch on Nemaha line.
West: Yard limit board 1065 feet west of M.P. 7.
East: Crosby sand spur.
West: West switch to packing house.
WYMORE
East: East lead switch.
North on Crete line: North wye switch.
East: Yard limit board 150 feet east of bridge 86.28.
West: Yard limit board near bridge 88.27.
North on Crete line: Yard limit board 607 feet north of wye switch.
East: Davis Stone Quarry.
North on Crete line: Black Brothers Mill.
West: Dawson Stock Yards at about M.P. 88.75.
East: 6th Street.
North: North yard switch.
South: Junction switch with Nemaha line.
East: Rock Island crossing.
South: Heffelfinger feed yard switch.
West: West house track switch.
West: Cement plant switch.
McCOOK DIVISION
East: Yard limit board 1652 feet east of east switch.
West: Yard limit board 2937 feet west of west switch.
North: North wye switch on Sterling line.
East: East yard limit board 3432 feet east of east yard switch.
West: Yard limit board 1584 feet west of west passing track switch.
North: Yard limit board 2500 feet north of north wye switch on Sterling line.
East: Yard limit board 1280 feet east of east main line switch.
West: Yard limit board 2000 feet west of west main line switch.
McCOOK
West: Icehouse switch.
East: East yard limit board 2013 feet east of east switch.
West: West yard limit board 4168 feet west of west ice house track switch.
West: 1500 feet west of west brick yard switch, including McCook Provisions Co.
West: West sand unloading track switch.
West: West yard limit board 2000 feet west of west switch.
East: East coal track switch east of coal chute.
North: North yard switch including sugar factory.
East: East yard limit board 437 feet east of Alfalfa mill switch.
West: West yard limit board 1275 feet west of west yard switch.
North: North yard limit board on Sterling line.
East: Alfalfa mill switch.
East: East stock yard switch near Riverside cemetery.
North: Utah Junction.
East: West switch at Derby, located at approximately M.P. 535.9.
Present operations to continue.
ALLIANCE DIVISION
East: East yard switch.
West: West storage track switch west of Cheyenne river.
North: North wye switch.
West: West yard limit board 1980 feet west of west switch river storage track.
North: North yard limit board 2771 feet north of north wye switch.
East: To and including east switch to Track No. 115 at M.P. 363.25.
West: 1175 feet west of West wye switch.
South: M.P. 1.
West: West switch.
SHERIDAN DIVISION
East: Main line switch leading to sugar factory and Denio mill and including those industries.
West: Crossover switch east of west yard limit board, which is located 1685 feet west of
crossover switch.
NOTE: This does not affect use of yard helpers on mine runs.
East: 4375 feet east of east main line switch near First Street.
West: Yard limit board 1685 feet west of crossover switch.
CASPER DIVISION
East: East stock yards switch.
West: West switch west of M.P. 203.
East: East passing track switch at Brookhurst.
West: Mammoth Oil Company switch.
East: C. & N. W. junction switch including designated C. & N. W. interchange tracks.
West: West yard switch.
East: First curve east of Bad Water bridge just east of depot.
West: West yard limit board about one-half mile west of west yard switch.
West: West main line switch, including tracks leading to Crosby and Gebo mines.
GREYBULL
East: East yard limit board, east end of Greybull river bridge.
West: West yard limit board one and one-half miles west of west switch.
STERLING DIVISION
West: West yard switch, including Porter yard.
West: West yard limit board about 300 feet west of stone quarry.
East: Storage track switch at gravel pit.
West: Stone quarry switch.
East: Gravel pit.
SCOTTSBLUFF
West: Marker located approximately one-fourth mile west of M.P. 32.
East: Storage cars on beet spur to M.P. 1.
North: North switch Northport yard.
South: South switch Bridgeport yard.
West: West passing track switch Northport.
South: Guthrie spur one-fourth mile south of Bridgeport.
North: Kemp Beet Dump switch.
South: Sugar factory switch on U. P. main line.
North: North switch Sterling yard.
West: Shell Oil Company switch at approximately M.P. 231.26.
East: Electric light plant on Holdrege line.
East: Riverview beet spur one-half mile east of east yard limit board on Holdrege line,
which is at west end of Platte River bridge.
For the Brotherhood of For the Brotherhood of
Locomotive Engineers: Railroad Trainmen:
(Signed) F. S. BARNES,
J. A. LEVERINGTON, General Chairman.
T. C. CHALMERS,
A. J. SEELMAN, General Secretary.
General Sec'y and Treas.
For the Chicago, BurlingFor
the Brotherhood of ton and Quincy Railroad
Locomotive Firemen and Co.:
Enginemen:
W. F. THIEHOFF,
M. LARSON, General Mgr., Lines East.
General Chairman.
E. FLYNN,
H. A. HUSTED, General Mgr., Lines West.
Secretary, Treasurer.
For the Order of Railway
Conductors:
H. L. SMITH,
F. A. MALOY,
General Secretary.
TABLE SHOWING TIME AFTER WHICH
OVERTIME ACCRUES ON RUNS 100 TO 199
MILES IN LENGTH, ON SPEED BASIS
OF 12 1/2 MILES PER HOUR
Distance Overtime accrues after Distance Overtime accrues after
Miles Hours Minutes Miles Hours Minutes
TABLE SHOWING TIME AND ONE-HALF
FOR OVERTIME (18¾ MILES PER HOUR)
EXPRESSED IN MILES
Overtime Miles Overtime Miles Overtime Miles
OVERTIME ACCRUES ON RUNS 100 MILES
TO 199 MILES IN LENGTH,
ON SPEED BASIS OF 20 MILES PER HOUR
Overtime accrues
Overtimeaccrues
A P P E N D I X
BROTHERHOOD OF LOCOMOTIVE ENGINEERS
BROTHERHOOD OF LOCOMOTIVE FIREMEN
AND ENGINEMEN
1. In the event freight equipment, not including cars equipped with air, steam and
signal hose and high speed trucks, is handled in passenger trains, freight rates will be allowed in
accordance with the settlement effected by Mr Flynn with a committee of Grand Lodge officers
in disposition of Case 30-E.*
2. Blank.**
3. In all classes of unassigned passenger service, through freight rates will apply,
subject to all rules (except rates) applicable to passenger service.
Signed at Chicago, Illinois, this 23rd day of July, 1946.
For the Organizations: For the Chicago, Burlington
& Quincy Railroad Com-
/s/ C. H. ATKINS pany:
General Chairman,
BofLE /s/ H. J. HOGLUND
Asst. to Vice President
/s/ H. A. HUSTED
General Chairman, /s/ J. E. WOLFE
BofLF&E Staff Officer, Optg. V. Pres.
*Rule 1 (d) applies when more than two freight cars are handled a portion of the trip in
passenger train. Rule 68 applies when a freight car is handled in passenger train terminal to
terminal.
**See Rule 11.
E-1-D-47
Mr. C. H. Atkins
General Chairman, BLE
Referring to previous correspondence and discussion at conference on September 2
concerning application of the provisions of memorandum of understanding dated July 23, 1946,
with particular reference to rate of pay to be allowed unassigned engineers who are used to
double head scheduled passenger trains.
As stated to you at the conference on September 2, the memorandum of understanding
dated July 23, 1946 requires that under the circumstances hereinabove more specifically
described, through freight rates will be paid to the unassigned engine crews that are used to
MEMORANDUM OF AGREEMENT
CHICAGO, BURLINGTON & QUINCY RAILROAD
It is hereby agreed in order to afford relief to the Company from what it considers to be the undue
burdens of Awards 5134 to 5145, inclusive, Awards 5147, 5148, and 5168, to apply the following
provisions, effective as of January 10, 1941:
(a) Engine crews in road freight service will not be required to perform switching where yard
crew is on duty, subject to the following exceptions:
Washout
Accident requiring the immediate service of an engine crew.
Setting out cars placed in train through error, bad order cars, cars improperly loaded and no-bills
when yard engine is not immediately available.
(b) When road freight engine crews are required to perform switching service in
circumstances above described in conjunction with road work, they shall be compensated therefor on the
minute basis with a minimum of one hour at 3/16 of the daily rate according to class of engine and service
independent of the road trip.
(c) If road freight engine crews are required to switch at points where yard crew is on duty in
circumstances other than described in Paragraph (a) and first section of Paragraph (g) of this Article, they
will be compensated for such service at not less than a minimum day at yard rate, independent of
compensation for any other service performed and the engineer and fireman first out on the extra list
protecting such work, will also be paid not less than a minimum yard day.
(d) Road freight engine crews may be required to switch at points where yard crew is
not on duty. When so used they will be compensated in accordance with the provisions of
Paragraph (b) of this Article except as otherwise provided for in the second section of Paragraph
(g) of this Article. Engine crews in through freight service
will be paid under Paragraph (b) of this Article at way freight rates when required to perform
station switching at initial or final terminals of their runs.
(e) The time engaged in switching will be computed on the following bases:
(1) At initial terminal from time crew is required to report as a unit without regard to
preparatory time, or performance of individual duties until completion of work and train is
coupled together ready for the road trip.
(2) At final terminal from time engine arrives at designated switch where final
terminal delay begins and/ or from time switching commences, at any point within the switching
limits until finally relieved from duty.
(f) Doubling over where there is no track available, or reserved for the reception or
make-up of another train, of sufficient length to hold the entire train in the yard ordinarily used is
not switching and may be done by road crew. See Appendix, Page 106.
(g) At intermediate points enroute where a yard crew is on duty, road freight engine
crews may be required to pick up cars from one track and/or set out cars on one track, or on and
from additional tracks when such tracks are of insufficient length to hold same; without
additional compensation.
At intermediate points enroute where yard crew is not on duty, road freight engine crews
may be required to place from their trains for unloading, or pick up to go forward in their own
trains, cars containing perishables, livestock or merchandise and an occasional rush car of other
commodity, independent of other set out or pick up movements, and will be compensated for this
additional service on minute basis with a minimum of one hour at pro rata rate independent of
road trip and separate in each yard where such service is performed. Replacing cars displaced in
performance of the above will not be classed as switching.
(h) When the switching time of road freight engine crews in yards where yard
engines are operated, during periods yard crew is not on duty, amounts to four hours or more in
an eight hour spread that comes within the time a yard crew may be worked under the provisions
of Rule 22 for five consecutive working days, an additional yard engine assignment will be
established for the purpose of performing such work.
(i) At points where yard engines are now operated, yard engine service will be
continued except when there is less than four hours' switching for five consecutive working days
in an eight hour spread that comes within the time a yard crew may be worked under the
provisions of Rule 22 of current schedule agreements.
Yard assignments will not be annulled if by such annulment road crews are used to
perform service during the
assigned hours of the yard crew, which is not permissible when yard crew is on duty. This
contemplates road crews shall not be required to perform switching at initial and final terminals
or intermediate yards other than in connection with their own train or service provided for in
Paragraph (g) of this Article.
(j) In yards where yard engines are not operated for the full 24-hour period, road
freight engine crews will not be required to perform switching service within thirty (30) minutes
from regular tie-up time of yard engine. When it is known such work will be required, yard crew
will be held on duty to perform same.
(k) The following service does not constitute switching to be paid for under this
(1) Picking up and setting out cars at intermediate yards, Davenport, Rock Island,
Moline, East Moline, Watertown Spur, Silvis Transfer, and Barstow shall be considered separate
pick-up and set-out points.
(2) Due to unusual conditions at Bridgeport-Northport and Red Oak, the practice of
moving cars from one point to another in the yards when making set-out and pick-up movements
may be continued.
(3) At points where trains are received on main line, road freight engine crew will be
permitted to double over one cut of cars which has been placed first out by yard crew for
outgoing road engine while yard crew is switching rear end of train. This will also apply to these
trains when their connections are run as extras in lieu of timecard number, or when necessary to
use yard track to clear passenger train.
(4) Road crews will not be required to classify their trains enroute between terminals
of their runs except that in picking up cars at intermediate yards or stations which includes
turning points on continuous runs, they may be required to maintain groups to be set out at
intermediate yards or stations between terminals or turning points of their runs.
(5) Shoving trains together when cut because of crossings or crossovers, or when
train is parted.
At initial terminals and intermediate yards when road engine, with or without cars, moves
to permit yard engine crew to take off and/or add cars.
When it is necessary to make up train on two tracks and through miscalculation the yard
crew making up the train leaves some available space on make-up track after the double-over is
placed on another track, it will not be necessary to make another switch move to fill the make-up
track from the cut to be doubled over.
(6) Setting out or picking up at intermediate yards in conformity with the following:
(a) Road crews operating passenger carrying trains with Peoria as the turning point
setting out their freight equipment on inbound movement at train yard and picking up freight
equipment at train yard after departure from passenger station.
(b) Road crews setting out stock at either Montgomery or Aurora in addition to usual
set-out within the Aurora-Eola-Montgomery yard.
(c) Road crews on eastbound trains setting out and/or picking up at the east yard and
the up-town yard at Kewanee.
(d) Road crews on way freight trains from Griswold setting out and/or picking up in
the lower and upper yards at Red Oak when no yard crew is on duty.
(e) Road crews on way freight trains eastbound picking up and/or setting out at the
south yard and at the M.&St.L. connection at Monmouth.
(f) Road crews setting out at not to exceed two of the following three locations:
Upper yard, lower yard, and lower yard transfer at South Omaha when yard crew is not on duty.
(g) Setting out bad order and/or no-bill cars found in their pick-up or train when yard
crew is not immediately available.
(7) Changing of waycars by road men when yard crew is not on duty, and no other
switching is performed. (Payable under Rule 9 at terminals of runs.)
(8) Road engine crews in freight service may be required to pick up cars at one point
after leaving track upon which train is made up (or passenger depot if train leaves the depot) at
terminals and/or set out cars on inbound trains at not to exceed one point before reaching
receiving track (or passenger depot if train goes to depot), and shall be compensated therefor on
the actual minute basis at pro rata road rates with a minimum of fifteen (15) minutes. Time will
be computed for picking up at initial terminal from time train leaves track on which train is made
up until work is completed. Time will be computed for setting out at final terminals from time
train is stopped to set out until train reaches receiving track.
(a) Engine crews on passenger runs will not be required to handle cars between yards
and passenger stations other than the consist of their own trains, Present agreement at Chicago
and St. Louis to continue.
(b) (1) Engine crews in passenger service required to switch consist of their own
trains, inclusive of setting out cars or picking up cars to go forward in their own trains where
yard crew is not on duty, will, except as provided in Section (2) of this Article, be paid on the
minute basis
with a minimum of one hour at a rate per hour of 3/16 of the daily rate, independent of road trip.
(2) Engine crews in passenger service required to pick up cars first out and/or set out one
block of cars, when no other switching is performed at initial terminal, intermediate point, or final
terminal, where yard engine is either on or off duty, will be paid thirty (30) minutes at passenger overtime
rate, independent of road trip.
Movement with train intact between passenger station and yard at terminals is not classed as
switching.
Present agreement at Chicago and St. Louis to continue.
(3) Payment for switching under Item 1 of this Article will be computed on the following
(a) At initial terminal from time crew required to report as a unit without regard to
preparatory time or performance of individual duties, until completion of work.
(b) At turnaround point, time actually engaged in switching, computed on a cumulative basis.
Example: Switch 7:00 A.M. to 7:30 A.M. after arrival at turnaround point, then from 9:15
A.M. to 9:50 A.M. prior to departure. Allowance, one hour five minutes.
(c) At final terminal from time of arrival at passenger station until switching is completed.
(c) Engine crews in passenger service required to perform switching in yards where yard
crew is on duty will, except as provided in Article 2, Paragraph (b), Section (2), be paid therefor
independent of road trip on basis of a minimum day at pro rata yard rates and engineer and fireman first
out on extra list, protecting such work, will also be paid not less than a minimum yard day.
(d) This agreement does not contemplate dual compensation under the provisions hereof and
terminal switching and terminal delay rules.
(a) Road crews of one seniority district will not be required to perform switching in the yard
of another seniority district except the making up of their own trains before departure and setting of rush
cars from their trains upon arrival.
(b) The provisions of this agreement are only applicable at points where General Switching
Limits were established for enginemen by agreement dated March 24, 1925. The switching limits set
forth in agreement dated March 24, 1925 for the following yards are hereby abolished and the
provisions of this agreement are, therefore, not applicable at these yards:
(c) All of the rules and provisions of schedule agreements with the Brotherhood of Locomotive
Firemen and Enginemen and Brotherhood of Locomotive Engineers shall remain in full force and effect except
where the provisions thereof are contrary to and thereby superseded by the provisions of this agreement. Road
enginemen paid under this agreement will not be paid for the same service under Rules 4 and 9 of the current
schedules.
(d) Road engine crews will not be required to perform switching with yard groundmen except when
performing service provided for in Article 2 (b) and/or Article 1, Paragraph (k), Section (5), emergency service
described in Article 1 (a), or when yard groundmen are used to assist road train crew.
This agreement shall become effective as of January 10, 1941, and shall remain in effect until changed in
accordance with the provisions of Section 6 of the Railway Labor Act, as amended, at the request of any one of the
three parties signatory hereto.
For the Organizations:
General Chairman, B. L. E.
General Chairman, B. L. F. & E.
For the Management:
/s/ H. J. HOGLUND
Asst. to Exec. Vice President
/s/ A. E. DAVIS
Staff Officer, Exec. V. Pres.
Dated at Chicago, Illinois, this 13th day of March, 1941.
The method of computing time under the provisions of this agreement is illustrated by the following
Initial terminal switching, yard crew not on duty at initial terminal.
Report "A" 6:30 A.M.
Crew reports as unit 7:00 A.M.
Switch until 7:25 A.M.
Arrive "Z" and released at 2:30 P.M.
Allowance minimum of 100 miles at pro rata rate,
plus 1 hour at 3/16; daily road rate.
Distance "A" to "Z" 100 miles.
Allowance minimum of 100 miles at pro rata rate. 1 hour switching at 3/16 daily road rate (7:00
A.M. to 7:35 A.M.) 2 hours overtime at 3/16 daily road rate. (No deduction made in overtime account
switching allowance.)
Initial terminal switching — final terminal delay — yard engine not on duty at either initial or
final terminal.
Arrive designated switch at final terminal "Z" 2:30 P.M.
Delayed until and released at 3:05 P.M.
Allowance 100 miles at pro rata rate, 1 hour switching at 3/16 daily road rate (7:30 A.M. to 8:15
A.M.) plus 35 minutes final terminal delay (30 minutes at pro rata rate and 5 minutes punitive rate).
Initial terminal switching — final terminal delay — yard crew not on duty at initial terminal.
Arrive designated switch at "Z" 2:00 P.M.
Delayed and released from duty at 2:30 P.M.
Allowance minimum of 100 miles at pro rata rate, plus 1 hour at 3/16 daily road rate per hour,
plus 30 minutes final terminal delay at pro rata road rate.
Final terminal switching, yard engine crew not on duty at final terminal.
Crew reports as unit and departs 7:00 A.M.
Switch until and released at 2:30 P.M.
Allowance minimum of 100 miles at pro rata rate, plus one hour at 3/16 daily road rate.
Final terminal switching — final terminal delay — yard crew not on duty.
Arrive designated switch at "Z" 12:00 Noon.
Switch until 12:35 P.M.
Allowance minimum of 100 miles at pro rata rate, plus 1 hour 35 minutes switching at 3/16 daily road rate
(12:00 Noon to 1:35 P.M.)
Initial terminal switching — final terminal switching — yard crew not on duty at either initial or final
Allowance minimum of 100 miles at pro rata road rate, plus 2 hours at 3/16 daily road rate.
Setting out and picking up in intermediate yard when yard crew is or is not on duty.
Arrive "B", point enroute, 9:00 A.M.
Set out cars on one track and pick up cars from one track until 9:15 A.M.
Depart 10:20 A.M.
Arrive at "Z" and released 2:30 P.M.
Allowance minimum of 100 miles at pro rata rate.
Switching at point enroute where yard crew is not on duty.
9:15 A.M. to 10:05 A.M., placing perishable freight, merchandise and live stock.
Arrive at "Z" and released at 2:00 P.M.
Allowance minimum of 100 miles at pro rata rate, plus 1 hour at pro rata road rate (switching 9:15 A.M. to
10:05 A.M. at "B").
9:15 A.M. to 10:05 A.M., station switching.
Allowance 100 miles at pro rata way freight rates, 1 hour at 3/16 of daily way freight rate.
Picking up initial terminal — setting out final terminal — final terminal delay — yard crew on or off duty.
20 minutes picking up cars first out.
Depart from "A" 7:30 A.M.
Arrive "Z" passenger station 10:15 A.M.
Setting out cars until 11:00 A.M.
Delayed and released from duty at 11:50 A.M.
Allowance 100 miles passenger classification rate. 30 minutes at passenger overtime rate 7:00 A.M. to 7:20
A.M. 1 hour 35 minutes final terminal delay 10:15 A.M. to 11:50 A.M. In this example, payment of 1 hour 35
minutes final terminal delay exceeds allowance for setting out cars at final terminal.
Switching consist of train at initial terminal yard — yard cre w not on duty.
Switching consist of train until 7:40 A.M.
Arrive "Z" 10:15 A.M.
Released from duty 10:30 A.M.
Allowance 100 miles pro rata road rate, 1 hour at 3/16 daily road rate.
Switching consist of train at final terminal — yard crew not on duty.
Report for duty at "A" 6:30 A.M.
Crew reports for duty as unit 7:00 A.M.
Depart "A" 7:00 A.M.
Switching consist of train until 12:35 P.M.
Allowance 100 miles at pro rata road rate, 1 hour 5 minutes at 3/16 daily road rate.
Picking up and/or setting out cars at intermediate yard, yard crew on or off duty.
Arrive "B", point enroute 9:05 A.M.
Set out cars from train 9:05 A.M. to 9:20 A.M.
Depart "B" 9:25 A.M.
Released from duty at 10:20 A.M.
Allowance 100 miles pro rata rate, 30 minutes passenger overtime rate.
Mr. J. E. Wolfe, Staff Officer
Operating Vice President
C. B. &Q. R. R. Co.
Chicago, Illinois File E-491-43
Please refer to the claim of Engineer W. C. Rogers of the Aurora Division, for a minimum day at
yard rates account of switching performed on train No. 39 at Union Depot, Chicago, February 9, 1943,
also claim for a minimum day at yard rates for Engineer first out on the Chicago Division Engineers'
extra list; our conference in your office June 17.
My notes in connection with this claim indicate that you were agreeable to the payment of 30
minutes in an effort to dispose of this claim, with the further understanding that in the future when
passenger crews are required to make more than one pick-up, that will be regarded as performing
switching and payment will be made under the provisions of Article 2 (c) instead of Article 2 Paragraph
(2). If this understanding is correct, we are agreeable to disposing of this claim on that basis.
Aurora, Illinois E-491-43
Referring to correspondence ending with your letter of July 23 concerning claim of Engineer W.
C. Rogers of the Aurora Division, for a minimum day at yard rates for performing service in connection
with making up train No. 39 at the Chicago Union Depot, February 9, 1943; also claim for a minimum
day at yard rates in behalf of the engineer first out on the engineers' extra list.
The statements contained in the second paragraph of your letter of July 23 are in conformity with
what I said to you at the conference on June 17. We are, therefore, arranging to allow Engineer Rogers
payment of 30 minutes at appropriate rate and issuing instructions relative to future service of this
character.
We are closing our file.
Mr. R. E. Davidson
Asst. Grand Chief Engineer, BLE
Please refer to Case 88-B on the docket of disputes which accompanied your letter of
November 28, 1952, which covers claim in behalf of Engineer A. L. Almquist of the Omaha
Division in the amount of a minimum day at yard rates, in addition to his trip miles, December
13, 15, 17, 23, 1951, and January 24, 1952; same claim in behalf of Enginer K. E. Carlson,
December 12 and 14, 1951; and same claim in behalf of the following Omaha Division Firemen:
T. E. Kriskey, December 12; H. W. Green, December 13; H. L. Morton, December 14; A. A.
Coulter, December 15; M. White, December 23,1951; H. L. Shepard, January 24, 1952.
During our discussion of this and other similar cases at conference on February 17, 1953,
we agreed that whenever an engine crew in passenger service is required to pick up or set out one
or more units of a Diesel locomotive at either initial or final terminal or intermediate point where
the provisions of the Road-Yard Switching Agreement dated March 13, 1941 have application,
such service shall be considered a pick-up or set-out, as the case may be, within the meaning of
Article II, paragraph (b)(2) of the said Road-Yard Switching Agreement, and payment of thirty
(30) minutes at passenger overtime rate will be allowed thereunder.
Insofar as details of service are concerned, the foregoing has reference to cases such as
those illustrated herein:
1. An engine crew in road passenger service operates into an intermediate yard
where one unit of a three-unit Diesel locomotive is set out and the train continues to its objective
terminal propelled by the remaining two units. This would be considered as setting out a car
within the meaning of Article II, paragraph (b) (2) of the RoadYard Switching Agreement dated
2. An engine crew in road passenger service arrives at the objective terminal (a yard
for purposes of the Road-Yard Switching Agreement dated March 13, 1941) and after arrival at
the passenger station their three-unit locomotive is moved from the receiving track to another
track where one unit is left and the remaining two units are placed on another track or re-attached
to the train. This would be considered as a set-out within the meaning of Article II, paragraph
(b)(2) of the Road-Yard Switching Agreement dated March 13, 1941.
3. An engine crew in road passenger service upon arriving at an intermediate point
with a two-unit Diesel locomotive, and a third unit is picked up off another track by the engine
crew in road passenger service and the three-unit locomotive is re-attached to the train. This will
be considered a pick-up of a car within the meaning of Article II, paragraph (b) (2) of the
RoadYard Switching Agreement dated March 13, 1941.
4. An engine crew in road passenger service upon reporting for duty is required to
move a two-unit Diesel locomotive to a point where a third unit is located — the third unit is
picked up and the three-unit locomotive is then attached to the outgoing passenger train. This
will be considered as a pick-up of a car within the meaning of Article II, paragraph (b) (2) of the
Road-Yard Switching Agreement dated March 13, 1941.
Reduced to its simplest terms, this understanding contemplates that picking up or setting
out a Diesel unit by locomotive engineers in road service is to be considered exactly the same as
picking up or setting out a car, and it is on this premise that we are applying the compensatory
provisions of Article II, paragraph (b) (2) of the Road-Yard Switching Agreement dated March
13, 1941 to the several claims here under discussion, all of which involves service that was
required and performed at points that are classified as yards under the provisions of the aforesaid
Road-Yard Switching Agreement.
In the light of the foregoing understanding it was agreed that the above claim would be
disposed of by allowing the claimants named herein thirty minutes at passenger overtime rate
under Article II, paragraph (b) (2) of the RoadYard Switching Agreement on the dates referred to
in the claim.
If the foregoing coincides with your understanding of what we agreed to at conference on
February 17, will you please- indicate your acceptance in the space provided at the lower lefthand
corner of this letter.
/s/ R. E. DAVIDSON
cc: Mr. C. H. Atkins
Mr. A. F. Kummer
Referring to Case 59-B of the docket of disputes which you are currently handling,
covering claim of Engineer W. E. Sears and Fireman C. W. Hansen of the Wymore Division for
a minimum day in yard service, May 30, 1949, and in addition thereto, claim is filed for a
minimum day in yard service for the engineer first out on the extra list at St. Joseph, account of
doubling over in St. Joseph Yard. Claim is supported by Article 1, paragraphs (c) and (f), RoadYard
Switching Agreement.
This case was discussed at conference on October 29, at which time it was agreed that the
claim of Fireman Hansen is invalid and is therefore withdrawn in the light of correspondence
ending with Mr. Hoglund's letter of May 5, 1937 to General Chairman Larson of the BLF&E. It
was further agreed that the above claim would be disposed of in its entirety by allowing payment
of a day at yard rate to Engineer Sears with the definite understanding that, in the future, if the
receiving track will not hold the train and a doubleover is therefore necessary, the cut to double
will be made behind the first group of cars that will afford proper clearance. Cars in the same
grouping will not be split in order to cut only to clear.
Will you please acknowledge receipt by affixing your signature in the space provided at
the lower left-hand corner of this letter.
/s/ A. F. KUMMER
PERTINENT UNDERSTANDINGS TAKEN FROM
MEMORANDUM OF AGREEMENT BETWEEN
MR. E. FLYNN, EXECUTIVE VICE PRESIDENT,
COMPANY, AND
COMMITTEE OF GRAND LODGE OFFICERS
CASE 68 EF
Application of Memorandum of Agreement entered into January 23, 1941, in connection
with men being relieved in the Chicago Terminal at one point and going to work at another.
1. Except as a result of an agreement between the local chairmen and local officers
all engineers and firemen in passenger service will be relieved from and go on duty at the same
point in all terminals.
2. In such instances as the local chairmen and the local officers may agree that
engineers and firemen will be relieved at one point and resume duty at another in the same
terminals, they will be paid for time consumed in moving from train arrival point to arrival at
point from which they will begin their next service under the following provisions of the
"except as otherwise provided in Paragraph 2 of Rule 4, an arbitrary allowance of twenty
(20) minutes at the overtime rate will be allowed in addition to all other trip allowances."
Except as hereinafter provided, engineers and firemen in passenger service shall have a designated point for
going on and off duty at terminals of their runs.
The points for going on and off duty will be governed by local conditions as agreed to between the local
officers and the local chairmen, and at terminals where engineers and firemen in passenger service are required to
report for duty at the roundhouse after having been relieved from duty at the passenger station on the preceding trip,
or vice versa, except as otherwise provided in Paragraph 2 of Rule 4, an arbitrary allowance of 20 minutes at the
overtime rate will be allowed in addition to all other trip allowances.
Nothing in this agreement shall be construed to permit the company to rearrange assignments to avoid
payments as provided for herein, unless agreed to between the local officer and the local chairmen.
This agreement shall continue in effect subject to change on 30 days' notice by either party to the other
party.
C. H. ATKINS
General Chairman, B.L.E.
H. A. HUSTED
General Chairman, B.L.F.&E.
For the Railroad Company:
H. J. HOGLUND
Asst. to Exec. Vice Pres.
A. E. DAVIS
Staff Officer, E.V.P.
Approved:
J. P. SHIELDS
Temporary Asst. Gd. Ch.
Engr., B.L.E.
C. F. THOMAS
Vice President, B.L.F.&E.
Dated at Chicago, Illinois, January 23, 1941.
Please refer to Case 253-J of the docket of disputes which you are currently handling, concerning
the claim of Engineer J. W. Conrad of the Creston Division in the amount of trip Creston to Council
Bluffs and Council Bluffs to Creston via Omaha on train No. 18, June 1, 1951.
Engineer Conrad was a freight pool engineer who filled a temporary vacancy on a passenger run
for one trip only and returned in time to take his turn out, but was required to concede one trip in his pool
turn in accordance with Rule 5 of the Engineers' Agreement. Since there was no extra engineer available
at the time the claimant's pool turn was called, the senior demoted engineer was called and used to make
this trip in his pool turn. The point in dispute was whether or not Rule 5 required the claimant pool
engineer to concede a-trip in his pool turn under these circumstances when the engineers' extra list was
This case was discussed at conference on June 15 and it was agreed that effective immediately,
Rule 5 will be interpreted to mean that, after a pool engineer has completed a trip in passenger service, he
will not be required to concede a trip to a demoted engineer, at the time or thereafter, if the extra list is
exhausted at the time the pool engineer's turn is due to be called for the next service following his trip in
passenger service. In the light of this understanding for future application, it was agreed to dispose of the
claim of Engineer Conrad by allowing him 50% of the amount claimed.
If the foregoing is in conformity with your understanding of what was agreed to in conference,
will you kindly indicate your acceptance by affixing your signature in the space provided at the lower
left-hand corner of this letter.
cc – Mr. C. H. Atkins
Chicago, July 31, 1945.
Mr. H. J. Hoglund
Chicago, Burlington & Quincy Railroad Co.
Referring to my letter of April 9 and discussion at conference today concerning action of
Engineers' General Committee in regard to negotiating an understanding under which the provisions of
Rule 6 as now embodied in the collective agreement would be applied to all classes of service at outlying
Many complaints have been received from extra engineers as a result of the engineer whom they
are relieving not reporting for duty until a short time before the run is due to leave the outlying terminal or
the tour of duty in yard service is to begin, thus necessitating that extra engineer be held at away from
home terminal excessively long periods of time which has the effect of curtailing his work opportunity as
well as increasing away from home expenses.
It is our desire that a mutual understanding be had that this suggested provision be incorporated in
the rewritten agreement, both parties mutually agreeing to waive the provisions of Section 6 of the
amended Railway Labor Act.
General Chairman, B.L E.
This will acknowledge receipt of your letter of even date in regard to extending the purpose and
intent of Rule 6 to include all classes of service at outlying points.
We concur in your request and it will be made effective as soon as the reprinted schedule of rules
agreement is available for distribution to officers and employees.
We are also agreeable to include this exchange of correspondence as an appendix to the rewritten
agreement, suitable notation to be inserted immediately below Rule 6.
E-1-E
Referring to correspondence ending with my letter of May 26, and to discussion at
conference with your Executive Committee on June 24, concerning your request that the
provisions of Rule 6 be applied to engineers who lay off account of sickness.
During our discussion it was agreed that, in the future, engineers who lay off account of
sickness will be regarded as "laying off of their own accord", and such engineers in passenger
service and in all classes of service at outlying points who are subject to Rule 6 will be required
to report within six hours after their runs come in or forfeit their runs until they do so report
Will you please confirm your acceptance of the foregoing understanding by affixing your
signature and having your associates do likewise in the space provided at the lower left-hand
Chairman, BLE Executive Committee
Vice Chairman, BLE Executive Committee
Secretary, BLE Executive Committee
Member, BLE Executive Committee
CASE 123 CTEF
Question of payment of correct mileage between terminals and the application of Answer to Question 99,
1915 Arbitration Award, to freight service.
Mileage for engineers and firemen will be computed from the point where they take charge of the engine to
the point where they are relieved of it.
In computing fractions, less than one-half mile will not be counted. One-half mile or more will be counted
as one mile.
Mileage computed in accordance with the foregoing will be paid for whether or not terminal allowances
accrue under the rules. This in no manner changes the mileage allowance under any existing agreement or on the
Black Hills District.
/s/ R. E. EDRINGTON /s/ C. J. GOFF
First Asst. Grand Chief Asst. Pres. B.L.F.&E.
Engineer — B.L.E.
/s/ E. E. OSTER
/s/ F. H. NEMITZ Vice Pres. B.R.T.
Senior Vice Pres. O.R.C.
/s/ E. FLYNN
Exec. V. Pres. C.B.&Q. R.R.
Chicago, Illinois, April 5, 1943.
Chicago, April 21, 1937.
T-2-D-42
Mr. C. S. Montooth, Mr. W. P. Kennedy,
Sr. Vice Pres., O.R.C. Vice Pres., B.R.T.
Cedar Rapids, Iowa (Also Repr. B.L.F.&E.)
900 Baker Bldg.,
Mr. J. F. Emerson, Minneapolis, Minn.
Asst. Gr. Ch. Engr., B.L.E.
Gr. Northern Hotel
Chicago, Illinois.
Referring to our conference on April 13, 1937, in connection with my letters of December 31, 1936, in
regard to Awards 802, 803 and 804.
You requested that settlement reached to pay local or way freight rates under Rules 11 and 22 to engine and
train crews of through freight trams that handle U. S. Mail or newspapers, unloading same as covered in above
Awards also include loading same, and I agree to this.
This will confirm that understanding.
cc-Messrs:
H. L. SMITH, O.R.C.
O. F. RASMUSSEN, B.R.T.
C. H. ATKINS, B.L.E.
M. LARSON, B.L.F.&E
and its Engineers and Firemen
represented by the Brotherhood of Locomotive Engineers and Brotherhood of Locomotive
Firemen and Enginemen, respectively.
The following interpretive supplement to schedule agreements with the Brotherhood of
Locomotive Engineers dated June 1, 1931, and Brotherhood of Locomotive Firemen and Enginemen
dated April 1, 1929, is agreed upon:
Where crews are to doublehead from a terminal in unassigned service, the crews should be called
in their turns, the second crew out to be assigned to the doubleheader engine, regardless of whether it is
used ahead or behind; the first crew to be assigned to the engine which it is commonly understood will
stay with the train.
The crew of the doubleheader engine will follow the program for that engine, whether it be cut
off and proceed to terminal in advance of the train, or drop back to help a following train, or its
destination is changed between terminals.
When a second engine is picked up by a train between terminals and used to doublehead, the
crews of such engines will record on the Federal Register the time of reporting for service just completed
and the crew first reporting for duty will rank ahead on the board for subsequent service.
This agreement supersedes and cancels agreement signed at Chicago, June 21, 1940, and becomes
effective as of November 1, 1941. It is entered into in this particular case by mutual consent without
requiring service of the usual 30 days' formal notice for desire to change and may be cancelled by either
party on 30 days' written notice.
Signed at Chicago, Illinois, this 23rd day of October, 1941.
For the Brotherhood of Locomotive Engineers:
C. H. ATKINS, General Chairman.
For the Brotherhood of Locomotive Firemen and Enginemen:
H. A. HOSTED, General Chairman.
For the Chicago, Burlington & Quincy Railroad Company:
H. J. HOGLUND, Asst. to Exec. Vice President.
A. E. DAVIS, Staff Officer, E.V.P.
Mr. S. N. Berry Mr. E. H. Kruse
Vice President, O.R.C. Asst. Grand Chief, B.L.E.
Chicago, Illinois Chicago, Illinois
Mr. W. W. McKirchy Mr. Fred W. Lewis
Vice President, B.R.T. Vice President, B.L.F.&E.
Referring to your letter of March 11th and subsequent conferences held in Chicago
beginning March 18th, concerning Case No. 57, being claim of Engineer L. W. Dumond and
Fireman M. W. Stoneman, Lincoln Division, for 200 miles for trip made on August 15th, 1928,
account run through terminal.
Claim will be allowed on the basis that this crew did not perform work train work, with
the understanding that where a crew performs bona-fide work train work on one day only, that
we will not be confronted with the application of through freight rules.
Cy-Messrs: /s/ W. F. THIEHOFF
H. L. SMITH General Manager, Lines
F. S. BARNES East
J. A. LEVERINGTON
M. LARSON /s/ E. FLYNN
General Manager, Lines
Messrs:
W. F. Thiehoff, General Manager
Lines East
E. Flynn, General Manager
Lines West C. B. & Q. Railroad Company
In connection with Case No. 57, being claim of Engineer L. W. Dumond and Fireman M.
W. Stoneman, Lincoln Division, for 200 miles for trip made on August 15, 1928, account run
through terminal
Your decision in this case is accepted.
/s/ S. N. BERRY /s/ E. H. KRUSE
Vice President, O.R C. Asst. Grand Chief, B.L.E.
/s/ W. W. McKIRCHY /s/ FRED W. LEWIS
CASE 105 E
Protest with respect to engineers being required to explain their failure to report certain
defects on locomotives which are later detected and reported by Federal Inspectors, and claim
that under the requirements of the company, engineers are entitled to pay under existing rules.
It is agreed that this case will be disposed of on the following basis:
Engineers in making out trip reports will show on the report the time the engine was put
on the engine track and in addition the time required to inspect the engine, make out work report,
trip report (including train accident and personal injury reports when necessary) and registering.
They will not show being relieved until they have completed all of the duties required of them by
the company. This applies to all classes of service, including yard.
When engineers are on overtime compute the time until they are actually relieved from
duty. Where engineers are not on overtime, but by adding time consumed in inspecting engine,
making out reports, etc., final terminal delay will accrue under Rule 8 until all such duties have
been completed.
When an engine crew (extra or pool) or an engineer is called for temporary work train service or
work train service during the life of a bulletin which it later develops will operate more than seven days,
such work trains will be advertised as per Rule 55 and assigned to the senior bidders.
When a pool engine crew in temporary work train service or work train servic e during the life of
a bulletin is tied up at an away-from-home terminal, such crew will rotate with other crews in the same
pool in the performance of subsequent service.
Pool engine crews in temporary work train service or work train service during the life of a
bulletin tied up at point between terminals (including specified tie-up points) will continue in work train
service until displaced by successful bidders or until arrival at terminal where pool crews rotate.
Extra engineers and extra firemen who are filling vacancies in work train service during the life
of a bulletin shall rotate with other extra men at points where extra lists are maintained.
For the Chicago, Burlington & Quincy Railroad Co.:
Asst. to Optg. Vice President
Staff Officer, Optg. V. Pres.
Chicago, October 27, 1949
T-2-M
Mr. P. C. Southworth Mr. F. L. Smith
Asst. Gr. Ch. Eng., BLE Acting Vice Pres., ORC
Mr. J. L. Witherspoon Mr. W. M. Dolan
Vice President, BLF&E Vice President, BRT
Referring to discussion in regard to applying the provisions of the April 13, 1949 agreement
which pertains to lapbacks, doubling hills, performing work, wreck and construction train service enroute,
etc., with particular reference to proper method of compensating employes who are not in exclusive work
train service where work, wreck or construction train service is performed at more than one location on a
trip or tour of duty.
It is my understanding that you interpret the pertinent provisions of this agreement to mean that
where work, wreck or construction service is performed at more than one point on a trip or tour of duty,
the management may elect to apply the minimum allowance for service performed at each point, or
continuous time may be paid from the time the work started at the first location until it is completed at the
last location.
We accept this interpretation and will issue instructions accordingly.
If you will affix your signatures in the space provided therefor at the lower left hand corner of this
communication, it will be considered as your acknowledgment and acceptance of the foregoing.
/s/ P. C. SOUTHWORTH
/s/ J. L. WITHERSPOON
Vice President, BLF&E
/s/ F. L. SMITH
Acting Vice President, ORC
/s/ W. M. DOLAN
Vice President, BRT
Referring to discussion at conference on October 25 in regard to application of certain provisions
of the agreement dated April 13, 1949, which pertains to lapbacks, doubling hills, work, wreck and
construction service performed enroute, etc.
At the conference hereinabove referred to, it was agreed that the provisions of said agreement
applying to lapbacks, doubling hills, helping other trains and running for fuel or water does not apply to
hourly paid runs or to yard service.
It was further agreed that the provisions of the aforesaid agreement applying to work, wreck and
construction train service will be applied when crews on hourly paid runs are used to perform work,
wreck and construction train service within the territorial limits of the assignment and without said
territorial limits. In instances where work, wreck or construction train service is performed outside of the
territorial limits of the tabulated or hourly paid assignment, payment under the pertinent provisions of the
April 13, 1949 agreement, independent of other trip allowances will constitute full compensation for the
service performed and for going outside the assigned limits even though on occasions a car or cars in
revenue or other service may at the same time be handled outside of the territorial limits of the
Please confirm by affixing your signatures in the space provided therefor at the lower left-hand
corner of this communication.
NOTE: The foregoing does not abrogate Ruling 2 of Rule 68.
E-9-K
Please be referred to previous correspondence and to discussion at conference on
February 20, having reference to request that bunk cars be furnished for the occupancy of
locomotive engineers when used in work train service and tied up at points where eating and
sleeping facilities are not available.
As stated to you at the conference referred to in the preceding paragraph, local officers
are instructed to avoid tying up crews in work train service at points where eating and sleeping
accommodations are not available, except in very rare instances in which event we do provide a
caboose or an outfit car for the occupancy of the engine crew.
We believe that this is a reasonable and equitable arrangement. We cannot do more.
EXECUTIVE COMMITTEE OF THE
1. Effective July 1, 1946, Locomotive Engineers in yard service at Chicago shall be
compensated at through freight rates as set forth in tabulation of rates applicable to through
freight service subject to pertinent rules of the schedule of rules agreement applicable to yard
2. The rate referred to in Section 1 hereof shall also be applied to assigned transfer
service at Chicago.
3. In consideration of the understanding set forth in Sections 1 and 2 hereof, the
following claims are withdrawn:
Claim of Engineer James Gee, et al., of the Chicago Division, for transfer rate of pay on
the 7:55 A.M. engine known as assignment No. 5 in Chicago yard, August 5, 1939, and
including subsequent dates that this crew is used regularly in transfer service to C. J. Yards,
Chicago. Claim filed under Rules 7 and 23 of the Engineers' Schedule. Award No. 10260. File
E-10-E-11.
Claim of Engineer R. S. Welch, et al., of the Chicago Division, for a minimum of 100
miles at the transfer rate of pay, in addition to his day in yard service November 6, 1943,
including subsequent dates. File E-652-44.
Claim of Engineer Paul Koepke, et al., Chicago Division, for a minimum of 100 miles at
the passenger rate November 1, 1943, account of handling passenger trains Union Depot to
passenger yard at 14th Street, in addition to his regular assignment in yard service; also claim
for a minimum passenger day for engineer first out on the Chicago extra list at the time the work
was performed, including subsequent dates similar work was performed. File E-654-44.
Claim of Engineer George H. Beyer, et al., of the Chicago Division, for a minimum of
100 miles at passenger rate, in addition to his yard day August 20, 1943, upon which date he was
used to pull the rear portion of No. 50, 12th Street to the Union Depot, Chicago; also claim for
100 miles at passenger rate for Chicago Division extra engineer first out at the time the work was
performed, including subsequent dates similar work was performed. File E-655-44.
Claim of Engineer G. R. Beyer, et al., of the Chicago Division, for a minimum of one day
at the transfer rate of pay in addition to his regular assignment in yard service September 20, 22,
23, 24, 25, October 1, 2,3, 4, 5, 6, and 23, 1943. Claim to include all subsequent dates when
Chicago yard engineers are required to transfer cars to foreign railroads as indicated in the claim.
File E-656-44.
Claim of Engineer H. H. Hirsch, et al., of the Chicago Division, for a minimum of eight
hours at the transfer rate of pay in addition to his regular assignment in yard service September
23, 25, 27, October 1, 2, 4, 5 and 6, 1943, and subsequent dates on which he or others were
required to deliver cars to foreign lines. File E-734-45.
4. Effective July 1, 1946, Engineers in yard service at Chicago may be required to
perform all service customarily required of engineers in yard and/or transfer service, and
compensation therefor at through freight rates of pay (now paid yard rates under National
Agreement), shall be considered as payment in full for all such service that may be rendered.
Signed at Chicago, Illinois, this 19th day of June, 1946.
For the Executive Committee of the Brotherhood of Locomotive Engineers:
/s/ A. J. SEELMAN
/s/ W. A. STAUSS
/s/ E. F. PRESBREY
1. Effective July 1, 1946, Locomotive Engineers in yard service at Kansas City shall be compensated
at through freight rates as set forth in tabulation of rates applicable to through freight service subject to pertinent
rules of the schedule of rules agreement applicable to yard service.
2. The rate referred to in Section 1 hereof shall also be applied to assigned transfer service at Kansas
City.
3. In consideration of the understanding set forth in Sections 1 and 2 hereof, the following claim is
withdrawn:
Claim of Engineer C. Chinn, et al., of Kansas City, for the transfer rate of pay March 5, 1942, including
subsequent dates account of delivering foreign line cars to designated tracks at Kansas City proper.
4. Effective July 1, 1946, engineers in yard service at Kansas City may be required to perform all
service customarily required of engineers in yard and/or transfer service and compensation therefor at through
freight rates of pay (now paid yard rates under National Agreement) shall be considered as payment in full for all
such service that may be rendered.
Signed at Chicago, Illinois, this 22nd day of June, 1946.
Memorandum of Agreement between the Brotherhood of Railroad Trainmen, Brotherhood of
Locomotive Engineers, Brotherhood of Locomotive Firemen and Enginemen, and the Chicago,
Burlington & Quincy Railroad Company concerning starting time of extra engines in yard service:
A. The starting of extra engines in yard service will be governed by the following:
B. Where three shifts are worked in continuous service, the starting time of extra yard crews
will be limited to the 90-minute periods of the shifts specified in Paragraph (b) of the Starting Time
C. Where two shifts are worked in continuous service, the starting time of extra yard crews
will be limited to the 90-minute periods of the shifts specified in Paragraph (c) of the Starting Time
D. Where two shifts are worked not in continuous service, the starting time of extra crews
will be limited to the periods of the shifts specified in Paragraph (d) of the Starting Time Rule.
E. Extra yard crews used exclusively in independent service will be started in accordance
with Paragraph D.
F. At points where only one yard crew is regularly employed, extra yard crews can be
started at any time.
NOTE: It is understood the foregoing does not apply in the event of accident or storm
necessitating immediate use of an extra yard crew.
/s/ M. LARSON
/s/ O. F. RASMUSSEN
General Chairman, B.R.T.
/s/ T. F. DEVINE
Secretary, B.R.T.
Chicago, Illinois, January 26,1938.
In disposition of request of the Organization party hereto, that Section 9 of the August 11, 1948
National Agreement be adopted on the property of the Carrier party hereto, it is agreed that:
1. Where an extra engineer commences work on a second shift as an engineer in yard
service 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 one-half 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.
2. 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, shall not apply to employe paid road
rates, but governed by yard rules).
3. An extra engineer changing to a regular assignment or a regularly assigned engineer
reverting to the extra list shall be paid at the pro rata rate for the first eight hours of work following such
4. This rule applies only to service paid on an hourly or daily basis and not to service paid
on mileage or road basis, nor at points where engineers' vacancies are protected by senior demoted
engineers account insufficient extra work to maintain an engineers' extra list, such as Council Bluffs, and
certain periods of time at East and North St. Louis.
The provision of this agreement become effective on December 1st, 1950, and shall continue in
effect subject to the serving of thirty (30) days' notice by one party upon the other party, further handling
to be in conformity with the procedural requirements of the amended Railway Labor Act.
Signed at Chicago, this First day of December, 1950.
Assistant to Vice President, Labor Relations
Chicago, March 13, 1941
Mr. H. A. Husted
In conformity with understanding reached in conference on March 6th, I will instruct that
way freight rates of pay on the hourly basis, based upon the class of engine used, will, effective
April 1st, 1941, be paid to engine crews in transfer service operating under and subject to the
provisions of Rule 23 of current schedule agreement. Crews in mine run service shall be
compensated on the same basis, effective on the same date.
In addition, effective April 1st, 1941, way freight rates on the hourly basis will be
allowed on the following runs, which are now tabulated under Rule 27 as runs paying through
freight rates:
Macomb-Colchester-Bushnell
Canton-St. David
Keokuk-Mooar
It is also agreed that in the event the South Omaha Ralston-LaPlatte-Bellevue, also
serving Fort Crook run, which is now tabulated under Rule 27 as a run to be paid on the through
freight hourly basis, is re-established, payment shall be made on the way freight hourly basis.
The foregoing applies only to rates of pay and in no way changes other conditions
applying to these runs. Will you please acknowledge receipt and confirm mutual understanding
reached in conference in regard to the matters herein referred to.
Acknowledged:
NOTE:The above runs now pay yard rate. See Appendix, Page 151.
Chicago, December 8, 1917.
Messrs.
Hannibal, Missouri
M. Larson
Referring to your letter of December 7th in connection with rule in the new schedules for engineers and firemen to
"Firemen or Engineers in yard service shall have a designated point for going on duty and a designated point for going
The Company recognized the principle that, where the stopping point is other than the starting point that engineers and
firemen should be compensated for time required to get back to the starting point and it has been agreed that the General
Committees of the Engineers and Firemen, that owing to the conditions in the various yards being dis-similar, that the
Superintendent and Local Committees will agree on an amount of time allowed to the men in each case.
/s/ L. B. ALLEN
General Manager, L.E.
/s/ W. F. THIEHOFF
General Manager, L.W.
It is understood when an extra yard engine has been on for "three (3) consecutive days" on the same shift it will be
considered a regular engine and given a fixed starting time.
Sundays and holidays excepted.
Chicago, Illinois, April 14, 1938
Chicago, March 13, 1941.
This will evidence assurance given you in conference March 6th that in consideration of
your agreement to abolish general switching district limits established for enginemen at
Scottsbluff by agreement dated March 24, 1925, we will, effective April 1st, 1941, allow the
crew assigned to this job way freight rates of pay on the hourly basis with the understanding that
this run shall thereafter be considered a tabulated run such as those enumerated in Rule 27 of
current schedule agreement.
The territorial limits of this assignment shall be the switching district limits of Scottsbluff
as set forth in agreement dated March 24, 1925, and for service outside of those limits 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.
Will you please indicate your concurrence in the foregoing.
The following provision, supplementing Rule 42 of the Engineers' schedule Agreement
will be effective as of May 1, 1938, and will supersede the Interpretation of Rule 42 agreed to
July 9, 1931, viz.:
1. When Engineer is deadheaded to an outlying point for pilot service, computation
of the first day's pilot service will begin at time of arrival at the point to which deadheaded.
2. Engineers in pilot service may be called to make short pilot trips or turnarounds
with the understanding that one or more pilot trips may be made and paid actual miles, with a
minimum of 100 miles for a day; provided (a) that the mileage of all of the pilot trips does not
exceed 100 miles, (b) that engineers shall not be required to begin piloting on a succeeding trip
after having been on duty eight (8) consecutive hours, except as a new day, and (c) that
engineers shall not be required to pilot trains into and out of , or through recognized terminals
except as a new day.
General Secretary, B.L.E.
Chicago, Illinois, April 25, 1938.
E-9-G
This will acknowledge receipt of your letter of July 27 in regard to proper application of
the provisions of Rule 42 which pertains to the employment of locomotive engineers in pilot
It is not my understanding that the "four trips" referred to in Rule 42 was intended to be
given the interpretation outlined in your letter of July 27. I think a reasonable interpretation of
the rule would be that if an engineer had not operated over a Division or Sub-division within a
period of at least one year, such engineer would not be considered qualified for service on that
Division or Sub-division until four trips had been made.
If you concur in this interpretation and will so advise, I will see that the rule, when it is
effective, is applied in that manner.
NOTE:The above was concurred in under date of August 5, 1946.
Governing Outlying Extra Boards
When an outlying extra list, on which the earnings do not justify increase in the number
of men employed, becomes exhausted and an additional engineer is needed temporarily, the
engineer first out on the nearest headquarter's extra list on the same seniority district will be sent
and will take his turn on outlying extra list on his arrival. An engineer so sent from a
headquarters extra list to an outlying extra list temporarily will take all the conditions applying to
such outlying extra list, except that he will be guaranteed a start of a trip or day's work for each
calendar day while so held working on such extra list at the rate paid for last service performed.
It is further agreed that where no outlying extra list is maintained that when temporary vacancies
accrue they will be filled by engineer from the nearest extra list on the seniority district.
It is recognized there may be more than one headquarter's extra list on the same seniority
district on some divisions, such as Beardstown Division — Beardstown and Centralia; McCook
Division — McCook and Denver; Sterling Division — Sterling and Bridgeport; Casper Division
— Casper and Greybull; Omaha Division — Lincoln and Omaha, and that outlying extra lists
may be established when there is sufficient work that men assigned to such extra lists will be
able to earn the minimum mileage as set out in Rule 57. This with the understanding that such
extra list will be maintained with reasonable regularity. This subject to thirty (30) days'
cancellation notice by either party.
/s/ L. O. MURDOCK
Asst. to Exec. Vice Pres., C.B.&Q. R.R.
Chicago, lllinois, August 2, 1935.
No employee represented by the organizations signatory hereto, who is in the service,
shall have his rights to service restricted or be removed from the service because of his physical
or mental condition without the approval of the General Manager He may, however, where a
question of safety is involved, be held out of service on recommendation of regularly appointed
physician pending the General Manager's decision.
In the event the employee feels that his physical condition does not justify removal from
the service or restriction of rights to service, he may, within 15 days following notice of
disqualification, when requested in writing by himself or his representative, be examined by a
panel of physicians and the following rules of procedure will govern:
(a) The employee's physician and the railroad's physician, who shall both be
graduates of a Class (A) medical school of regular medicine, will select a third physician who
shall be a practitioner of recognized standing in the medical profession and where any special
type of case is involved must be a recognized specialist in the disease or impairment which
resulted in the employee being disqualified. The panel of physicians thus selected will examine
the employee and render a report of their findings within a reasonable time not exceeding 15
days after selection, setting forth his physical condition and their conclusions as to his fitness for
service, which shall be accepted as final. Copy of this report will be furnished to the employee
or his representative. If the conclusions reached are adverse to the employee and it later
develops that his physical condition has improved, a re-examination will be arranged after a
reasonable interval if requested by the employee.
(b) The railroad company and the employee involved will each defray the expense of
their respective physician. The fee of the third member of the panel, not exceeding $50, will be
borne equally by the employee involved and
the railroad company. Other examination expenses, such as X-ray, electrocardiographs, etc., not
exceeding $25, will be borne equally by the employee involved and the railroad company.
(c) If the decision of this panel of examining physicians does not confirm the
necessity for the previous disqualification or restriction, the employee will be permitted to return
to the service from which removed, and compensated for loss of earnings, if any, as a result of
the disqualification or restrictions.
(d) Employees who are required to submit to periodical re-examinations will be
examined at the nearest point where regularly appointed physicians are available and this without
the loss of time.
This agreement shall continue in effect subject to change on thirty (30) days' notice by
either party to the other.
/s/ J. P. SHIELDS
Temp. A.G.C.E., B.L.E.
/s/ C. F. THOMAS
Signed at Chicago, Illinois this 23rd day of January, 1941.
MEDIATION AGREEMENT
It is mutually agreed that the dispute, National Mediation Board Case A-546, jointly
submitted to mediation by representatives of The Chicago, Burlington & Quincy Railroad
Company, Brotherhood of Locomotive Engineers, Brotherhood of Locomotive Firemen and
Enginemen, Order of Railway Conductors, Brotherhood of Railroad Trainmen, The Order of
Railroad Telegraphers and The American Train Dispatchers' Association (the last-named six
organizations representing employes of the carrier) is hereby disposed of as follows:
1. At points where telegraphers are employed, train dispatchers will not be required
nor permitted to transmit train orders or handle block by telephone or telegraph direct to train
and engine service employes except in emergency; nor will train and engine service employes
be required or permitted to call dispatcher or a telegrapher at another station for the purpose of
taking train orders or to block trains except in emergency.
2. At points where there is no telegrapher employed, train and engine service
employes will not be required nor permitted to block trains; and, other than as provided for in
Rule 54 of Conductors' and Trainmen's schedules, will not be required or permitted to copy train
orders except in emergency.
3. It is further understood and agreed that:
(a) Telephone conversation about work, and
(b) telephone conversation about probable arriving time of trains, and
(c) at junction points and spur tracks where telegraphers are not now employed,
telephone check on overdue trains
will not be construed as a violation of this agreement.
NOTE:Emergency is defined as follows: Storms, fogs, casualties, accidents;
obstructions caused by wrecks, washouts, high water, slides and snow blockades, unusual delay
due to failure of fixed signal to clear; unusual delay to trains due to hot boxes, engine or other
equipment failures, and break-in-twos, or other unforeseen situations where life or property may
be in jeopardy, requiring immediate attention, which could not have been anticipated when train
was at previous telegraph office and which would result in serious delay to trains.
This agreement shall become effective as of January 1, 1939, and remain in effect until
changed in accordance with the provisions of Section 6, Railway Labor Act.
Signed at Chicago, Illinois, the 8th day of December, 1938.
For the Carrier: For the Employees:
H. J. HOGLUND C. H. ATKINS
Asst. to Exec. Vice Pres. General Chairman, B.L.E.
A. E. DAVIS M. LARSON
Staff Officer to Ex. V. P. General Chairman, B.L.F.&E.
H. L. SMITH
General Chairman, O.R.C.
F. G. GURLEY O. F. RASMUSSEN
Asst. Vice President General Chairman, B.R.T.
(Operation)
E. M. MOSIER
General Chairman, O.R.T.
J. W. FREY
General Chairman,A.T.D.A.
J. F. EMERSON
Asst. Grand Chief, B.L.E.
J. P. FARRELL
Acting Vice Pres., O.R.C.
C. H. SMITH
Vice President, B.R.T.
V. O. GARDNER
Vice President, O.R.T.
J. B. SPRINGER
Vice President, A.T.D.A.
GEO. A. COOK
Member, National Mediation Board
When a train is stopped account fixed signal failing to clear, which necessitates the
copying of a train order, Clearance Form F, or message, if an engineman is required to copy such
train order, Clearance Form F, or message, it will be done by the engineer, who will be
compensated therefor by payment of fifteen minutes at the applicable overtime rate in each
instance that such service is required, in addition to all other trip allowances.
This agreement shall become effective March 15, 1954, and shall continue in effect
subject to serving thirty days' notice by one party upon the other, subsequent handling to be in
conformity with the procedural requirements of Section 6 of the Amended Railway Labor Act.
Signed at Chicago, Illinois this 9th day of March, 1954.
Chicago, January 12, 1937.
All Superintendents:
All Master Mechanics:
The following interpretation of Engineers' Schedule Rules 40 and 55 is to be made
effective at once, viz.:
"When an engineer is displaced, he may take an assignment that is under bulletin,
providing he signs for it, with the understanding that this applies to the first vacancy only."
It is understood this will permit a displaced engineer to exercise his seniority on only one
assignment during life of bulletin in any sequence of vacancies. It will not, however permit a
displaced engineer to place himself on an advertised job and, if not winning it on bid, to again
take the vacancy created by the successful bidder for the first vacancy, as this would constitute
exercise of seniority on more than one assignment during life of bulletin in sequence or cycle of
vacancies.
Please have this understood by all concerned.
cc: Messrs.
J. H. AYDELOTT
F. R. MULLEN
O. E. WARD
C.E. MELKER
G. L. GRIGGS
J. C. GRISINGER
S. L. FEE
C.H. ATKINS
Chicago, September 2, 1948
Generl Chairman, BLE
Referring to correspondence originating with your letter of May 25 and terminating with
my response thereto dated May 26, in regard to your desire to supplement the provisions of letter
of understanding dated January 12, 1937, which appears at page 108* in the Appendix to the
currently effective collective agreement.
It was understood at the conference today that the quoted paragraph which appears in the
letter of January 12, 1937, will be revised so as to read:
When an engineer is displaced he may take an assignment that is under bulletin, provided
he signs for it and provided further that the vacancy which is under bulletin is not being filled by
a senior locomotive engineer, this understanding to apply to the first vacancy only.
Other than the foregoing, the letter of January 12, 1937, shall remain unchanged.
Will you please indicate your acceptance of this understanding by affixing your signature
in the place provided therefor at the lower left-hand corner of this communication. We will then
have a "sticker" printed to be placed in the schedule agreement at page 108* in the Appendix
thereto, thus superseding the original letter of understanding dated January 12,1937.
*Now shown on page 136.
E-8-C-19
Referring to correspondence ending with my letter of September 12 and to discussion at
conference on October 23, in regard to your desire to reach an interpretative understanding of letter of
agreement dated September 2, 1948, which was reproduced in sticker form and now appears at page 108*
of the currently effective schedule agreement so as to clarify: (1) the rights of an engineer who stands to
be demoted in connection with placing himself on a bulletined vacancy, and (2) the rights of a demoted
engineer who is temporarily working as an engineer in reference to placing himself on a bulletined
vacancy under the teens of the understanding of September 2, 1948.
I believe it was agreed at the conference on October 23, that the answer would be "no" to both
If you will please confirm the foregoing, appropriate instructions will be promptly issued.
/s/ J. E WOLFE
Mr. J. E. Wolfe
Asst. to Vice President — Operation
C. B. & Q. Railroad Company
Please refer to your letter of October 24, file E-8-C-19, concerning the Memorandum of
Understanding on page 108*, current Engineers' schedule.
This is to advise that your letter of October 24 is satisfactory.
Yours very truly,
Referring to correspondence ending with your letter of October 25, 1948, and to
discussion at conference yesterday, in regard to understanding which was confirmed in letter of
January 2, 1947, signed jointly by you and former General Chairman H. A. Husted of the
BofLF&E, which constitutes an interpretation of the provisions of Rule 40.
Insofar as locomotive engineers are concerned, it was understood at the conference
yesterday, that an engineer who is displaced will be marked up on the extra board at the time he
notifies proper officer that he is placing himself on said extra board, with the further
understanding that this cannot be done until the displaced employe has actually been relieved
from last service performed before displacement. This appears to be necessary because, at least
on one occasion, an engineer who had received advance information that he was going to be
displaced, notified the roundhouse office that he wanted to be marked up on the extra board
while he was under pay working on the job from which he was being displaced.
If you will confirm the foregoing, necessary instructions will be promptly issued.
cc – Mr. V. E. Secrest
NOTE:This was accepted September 21, 1950.
GENERAL COMMITTEE OF ADJUSTMENT
In the event a vacancy for a locomotive engineer is bulletined and expires during the time
a senior engineer is on vacation, sick leave, or other authorized absence from service, such
engineer, upon his return to service, may displace a junior engineer who was assigned to the
vacancy during the senior engineer's absence provided the senior engineer exercises his seniority
immediately upon return to service before performing other service.
Signed at Chicago, Illinois, this 24th day of July, 1940.
For General Committee of Adjustment, Brotherhood of
Locomotive Engineers:
Mr. V. E. Secrest
General Chairman, BLF&E
Referring to discussion at conference on September 30, concerning Cases 416-E, 417-E
and S-143-E, which involved claims of engineers required to handle a snow plow in connection
with their regular assignment.
These claims were allowed and it was mutually agreed that in the future, both engineers
and firemen in assigned service who handle snow plows in conjunction with such assigned
service, will be considered in snow plow service and will be compensated in accordance with the
provisions of Rule 37.
I am enclosing herewith a draft of instructions I propose to issue in placing the foregoing
understanding in effect. Will you please advise if the proposed instructions conform to your
understanding of what was agreed to in conference at the time the claims referred to were
disposed of.
Referring to Case 101-E of the docket of BofLE grievance cases listed on strike ballot
dated December 1, 1953, concerning claim of Engineer L. L. Poole of the Alliance Division, for
a minimum of eight hours at time and one-half rate, plus 1 hour and 40 minutes at 3/16ths of the
daily rate, for service performed January 4, 1949 on trip Ravenna to Seneca, instead of 7 hours
and 55 minutes.
This case was discussed at conference on March 11, 1954, in the presence of Mediator
James M. Holaren. It is agreed that we will construe Rule 37 to mean that engine crews in snow
plow service to which Rule 37 is applicable will be paid at the time and one-half rate on the
hourly basis, with a minimum of 8 hours at time and one-half rate, with the understanding that if
this does not produce the equivalent of through freight rates for the mileage run, that allowance
will be made. For illustration, if an engineer worked 6 hours in snow plow service, which would
entitle him to the equivalent of 12 straight time hours, and actually runs 160 miles, he would be
entitled to 160 miles at the appropriate straight time through freight rate because allowance on
that basis would produce the equivalent of 10 more wage miles than would be the case if he
were paid 8 hours at time and one-half. The claim in this case will therefore be disposed of by
allowing Engineer Poole payment of 8 hours at time and one-half rate, less the payment
currently allowed.
dated December 1, 1953, concerning claim of Engineer W. C. Brookley, Alliance Division, in
the amount of a yard day for service performed at Ravenna, and 3 hours and 5 minutes for
switching service performed at Seneca at 3/16ths the daily rate, in addition to trip in snow plow
service Ravenna to Seneca, March 13, 1949.
James M. Holaren. We will agree that in the future crews in snow plow service subject to the
provisions of Rule 37 will not be required to perform service that is properly classified as
switching in yards that are classified as such under the Road-Yard Switching Agreement of
March 13, 1941, when yard crews are on duty and, similarly engine crews in snow plow service
as above described will not be required as a part of their snow plow service day to perform
switching at points where yard crews are not on duty except switching directly connected with
their snow plow equipment and caboose that was used or is to be used in snow plow service.
In the instant case, we will allow Engineer Brookley payment of a minimum day at the
appropriate yard rate for the switching performed at Seneca account handling other than his snow
plow train, less the compensation that he was allowed on a continuous time basis for the time
consumed in this switching service.
/s/J. E. WOLFE
No Engineer, Fireman, Hostler, Hostler Helper, Conductor, Trainman, Yardman, or Switchtender
will be dismissed or have his personal record assessed with debit entries or have his seniority restricted
until after he has been given a fair and impartial investigation.
To provide for uniform handling of investigations, the following procedure will be observed.
A. All investigations will be held promptly, and if the presence of an employe is desired he
will be notified in writing or by telegraph of the date, hour, place and purpose of the investigation and he
will be given forty-eight (48) hours if necessary from receipt of notice in which to arrange for
representation.
B. The investigation date will not be set later than ten (10) days from the date of an
accident or alleged violation of operating rules except that personal cases will be subject to the ten (10)
day limit from the date information is obtained.
C. At the investigation the employe may present witnesses in his behalf and may be assisted
by his committeeman or an employe of his choice. Employes attending investigations may hear all
testimony offered and they and their representatives will be afforded opportunity to question witnesses
after the investigating officer has concluded his interrogation of the witness. All testimony will be entered
verbatim into the record of the case and a copy of the record will be supplied Local or General Chairman
D. Decision shall be rendered within thirty (30) days following the investigation and
written notice will be given each employe to whom discipline is assessed and the employe will receipt for
same. The right of any employe to appeal from the decision of the Company through regular channels, is
conceded.
This Agreement to take effect February 1, 1947, superseding Agreement of May 1, 1943. It does
not cancel nor modify rules in the existing schedules except to the extent covered herein and does not
apply to yardmen at Chicago, Illinois.
FOR THE EMPLOYES:
(sgd) C. H. ATKINS
(sgd) H. A. HUSTED
(sgd) F. L. SMITH
(sgd) O. F. RASMUSSEN
(sgd) J. D. AYDELOTT :
General Manager, Lines East
(sgd) F. R. MULLEN
General Manager, Lines West
Dated at Chicago, Illinois, this 16th day of January,
At Chicago, March 10, 1921.
Messrs. E. Flynn F. R. Mullen F. Cone
A. G. Smart F. G. Gurley J. C. Grisinger
T. Roope M. F. MacLaren C. C. Holtorf
N. C. Allen G. L. Griggs
Mr. Allen and myself discussed yesterday at length with the four General Chairmen the
matter of train and enginemen eating enroute.
The whole subject matter was discussed and it was agreed that it should not be necessary
to put out any arbitrary instructions to have the matter handled in a reasonable way on any
division, if there was co-operation between the officers and employes, and between the train and
enginemen themselves. It is felt that Conductors and Engineers should consult as to the work to
be performed enroute, meeting points to be made and the general handling of their train in
connection with the hours on the road, points at which they can eat most conveniently and with
the least delay, and have the Dispatcher advised in advance so he can make arrangements to
handle his trains accordingly and wherever possible to do so, have a request made in advance of
arrival of the train to have lunches prepared so the crews can eat immediately and without
unnecessary delay.
It was agreed that stock trains and time freight trains with reasonable schedules should
not be delayed by train or enginemen eating. Where the schedule of a train required service of
10 or 12 hours as in case of No. 110 between Lincoln and St. Joseph the train and engine crews
will expect to eat, but advance arrangements should be made, and the delay reduced to the
minimum. We suggested to the General Chairmen and they agreed that the matter should be
handled locally and that no specific rule could be adopted that could take care of all conditions or
I think it is now well understood that trains will not be unreasonably delayed by train or
enginemen eating, and generally we are not having delays. I suggest that Superintendents
discuss this matter with Master Mechanics, Trainmasters and Local Committeemen from time to
time and handle individual cases promptly so there will be no need for considering in a general
way these matters.
Cy: A. T. WRIGHT
F. S. BARNES
BROTHERHOOD OF LOCOMOTIVE
FIREMEN AND ENGINEMEN
ORDER OF RAILWAY CONDUCTORS
BROTHERHOOD OF RAILROAD TRAINMEN
Without change in current leave of absence rules of the respective agreements and
understandings thereunder, the seniority rank and rights of employes represented by the above
named organizations whose application for service has been approved, and who enter any branch
of military training or military service of the United States pursuant to the provisions of Public
Resolution No. 96 approved August 27, 1940 (commonly referred to as the National Guard Act
of 1940) or the Selective Training and Service Act of 1940, approved September 16, 1940, shall
be preserved providing such employes report to the company for service within forty (40) days
after the date of their discharge from military training or military service.
Should Public Resolution No. 96 or the Selective Training and Service Act of 1940
referred to above, be revised, supplemented, or amended in any manner, or additional laws at
variance with the terms of this agreement be enacted, such revisions, supplements, amendments,
or additional laws will take precedence over this agreement to the extent that they may be in
conflict therewith. Information concerning leave of absence granted and return to service of the
Company will be furnished the General Chairmen at thirty (30) day intervals.
This agreement shall become effective as of the date signed, and shall be applicable to
employes represented by the above named organizations who may now be engaged in military
training or military service of the United States pursuant to provisions of Public Resolution No.
96 or the Selective Training and Service Act referred to in the first paragraph hereof, and except
as provided in the preceding paragraph, this agreement shall remain in effect until revised or
terminated in accordance with the terms of the Railway Labor Act, as amended.
(For signatures see next page)
/s/C. H. Atkins,
/s/H. A. Husted,
/s/H. L. Smith,
General Chairman, O. R. C.
/s/O. F. Rasmussen,
General Chairman, B. of R. T.
/s/J. P. Shields,
Temp. A. G. C. E., B. L. E.
/s/C. F. Thomas,
Vice President, B. L. F. & E.
/s/R. O. Hughes,
Vice President, O. R. C.
/s/F. W. Coyle,
Deputy President, B. of R. T.
/s/H. J. Hoglund,
Asst. to Exec. Vice-Pres.
/s/A. E. Davis,
Staff Officer, E. V. P.
Signed at Chicago, Illinois, this 20th day of January, 1941.
PERTINENT UNDERSTANDINGS FROM
MEDIATION AGREEMENT A-4359
The following sets forth the understandings reached by the parties, in addition to those
understandings upon which letters or memoranda have heretofore been issued:
Category "A" cases:The following shall be the principle to be applied in the disposition
of these cases:
A locomotive engineer will be used with self-propelling machines in each instance that
conductors and/or trainmen or yardmen are assigned with such machines.
The claims in such category shall be settled on the basis of the above principle. The
parties may, if they desire, meet and write a more formal rule fully expressing the above
principle in a more formal manner.
Category "P" cases: In disposition of all of the controversies identified by the suffix "P"
on the strike docket now under consideration, it is agreed that such claims will be disposed of by
allowing payment of a minimum yard day, regardless of whether one or two days are claimed.
In the future, at the points involved, namely Ottawa, Rockford, Streator and Rock Falls,
vacancies on yard assignments that are regularly scheduled to work less than 6 days a week, will
not be assigned to locomotive engineers who do not desire them; instead, if no applications are
received for such vacancies, extra engineers will be used to fill the vacancies, and such extra
engineers will be deadheaded weekly and will be compensated under the rules for deadheading
to and from the yard at which working.
This does not apply to Case 365-P, which involves an entirely different principle.
Category "R" cases:The parties have reached an understanding as follows:
Engineers in assigned road freight service will be guaranteed minimum earnings the
equivalent of six (6) basic days at the rate of pay applicable to the class of service in which
engaged according to the class of engine used each calendar week the assignment is in operation,
against which earnings from assignment mileage, overtime payments, and permissive switching
payments may be applied. The guarantee will be reduced to the equivalent of five days in weeks
in which holidays occur (New Year, Fourth of July, Labor Day, Thanksgiving and Christmas) if
the assignment is not scheduled to operate on such holidays and it may be likewise reduced
corre-
spondingly when assignments are annulled under the provisions of the agreement of October 4,
In instances where more than one engineer performs service within a calendar week on a
position which is assigned to five days of service each week, it is understood that if payment for
assigned mileage, road overtime and permissive switching does not produce the equivalent of six
minimum days, each engineer will be paid what he actually earned and the amount necessary to
make up the guarantee of six minimum days will be prorated to each engineer on the basis of the
number of days each man worked on that assignment in that particular week.
It is understood that assignments which call for the payment of less than five minimum
days exclusive of the six day guarantee hereunder discussion, will not be established.
In applying the provisions of this agreement where new assignments are created and are
manned by extra men during a life of the bulletin or where such new assignments begin work on
other than Monday, the six day guarantee will be applied in this manner:
"An assignment is bulletined to operate Monday to Friday, both days inclusive. The
assignment is established on Thursday. The incumbents of such positions would be guaranteed
2/5ths of six (6) minimum days. This applies to either regularly assigned engineers or extra
men."
Where the six-day guarantee is involved and more than one engineer works on a
particular position within a calendar week, the time-keeper will furnish each engineer
information in connection with the earnings of the assignment and the manner in which their
weekly earnings were computed. If this information is not furnished, it will be provided on
The claims in this category shall be disposed of upon the basis of the above
Mediator's Note: The settlement identified as Category "R" Cases applies to all road
freight assignments which includes the assignments referred to in Rule 27 and such mine run
jobs as are regularly assigned. It does not apply to mine run pools.
BURLINGTON LINES
547 West Jackson Blvd.
CHICAGO 6, ILLINOIS
Cir. 538
Referring to previous correspondence and to discussion at conference today, concerning
your request that consideration be given to paying yard rates to locomotive engineers in Mine
Run service and in other classes of service where trainmen are paid the yard helper's rate, instead
of continuing the past practice of paying road rates to the locomotive engineers hereinabove
described.
I am enclosing herewith copy of the instructions I am issuing today, which reflect, in
detailed form, the substance of the understanding that was reached in conference today.
In addition to the foregoing, it was also agreed that the territorial limits of the Superior
assignment will be the former yard limits, as stipulated in the March 24, 1925 Agreement.
Will you please acknowledge receipt.
Encl.
Chicago, September 23, 1952
Messrs. W. R. Eble
E. G. Wesson
L. L. Smith
R. D. Wolfe
Effective as of August 1, 1952, yard rates will be paid to locomotive engineers on Mine
Runs and Tabulated Runs where trainmen are now paid the yard helper's rate. This applies to
Mine Runs in the Southern Illinois Coal fields, to certain previously tabulated wayfreight
assignments, and to assignments that were subsequently established by special agreement, where
the trainmen have, heretofore, been paid the yard helper's rate.
At Superior, Nebraska, the assignment for locomotive engineer will, in the future, for
purposes of Rule 24(c), be considered a yard assignment, which means that it may be annulled
by giving the locomotive engineer proper notice under the rule. In all other respects, the
assignment and the classification of Superior as an intermediate point remain unchanged, and
also, except for changing the rates of pay from road to yard, no other change in applicable rules
is intended, it being understood, of course, that all of the assignments referred to are hourly paid
with overtime accruing after 8 hours.
This will be your authority to apply the yard rate to locomotive engineers in the services
hereinabove described, effective as of August 1, 1952.
cc – Messrs. H. H. Urbach
H. E. Hinshaw
E. L. Potarf
C. E. Melker
E. A. White
NOTE:The above applies to the following assignments when they are in existence:
LaSalle Superior Sw.
Canton Mine Run Fort Morgan — Brush
Daytons Bluff Transfer Fremont and Scottsbluff Sw.
Herrin Jct. Denver — Ladora
West Frankfort (Herrin) Macomb — Bushnell
Christopher (Herrin) Deadwood — Lead
So. Omaha — Fort Crook Sheridan Mine Run
Nebr. City — Payne
E-4-A-50
Mr. P. C. Southworth Mr. J. E. Magill
Asst. Gr. Ch. Engr., BLE Vice President, ORC
Referring to discussion at conference today, concerning Cases SS-62-E, 298-E, 301-E,
456-E and 457-E, all of which involve the use of extra men in helper service at a point and time
when regular helper assignments are not maintained.
For the purpose of clarifying the provisions of Rule 21-B, it is understood that in the
future when extra locomotive engineers are called for helper service at points where regularly
assigned helper service is not, at the time, maintained, such extra locomotive engineers will be
subject to the pertinent rules of the agreement applicable to unassigned freight service.
Contingent upon acceptance of the content of this letter, Cases SS-62-E, 298-E, 301-E,
456-E and 457-E, will be disposed of on a compromise basis by allowing 50% of each claim.
Vice President, ORC
Chicago, Ill., September 14, 1926
Messrs. A. O. Smith,
Asst. Grand Chief, BLE
S. A. Boone,
Referring to our conference of September 8th and 9th with special reference to Cases 6, 8
and 29 all being claims of engineers and firemen for an additional minimum day in helper
service account starting a new day after having been eight hours on duty.
As brought out in our conference, in order to dispose of the matter of helper crews, I am
willing to agree with you that the division which will mark the beginning of a new day in helper
service under the settlement of May 6, 1918, being the third paragraph of Rule 21, shall be that
additional trip will actually start before the expiration of the eight hours. I am not willing to
agree, however, that a subsequent stop for operating reasons after once having so started will
govern.
If agreeable to you, will make this understanding effective September 1st and retroactive
in the settlement of Cases 6, 8 and 29 listed in this conference.
Will you please advise.
E. P. Bracken,
Mr R. E. Davidson
Referring to Case 116-F on the docket of disputes which accompanied your letter of
November 28, 1952, covering the claim of Engineer J. C. Meltebarger of the Alliance Division in
the amount of 100 miles Alliance to Crawford, November 7, 1950, and deadhead payment under
the provisions of Rule 41 Crawford to Alliance, November 8, 1950.
In our discussion of this case at conference on March 3, it was agreed that whenever a
crew in helper service is used into a recognized freight terminal that is not a terminal for the
helper service in which they are engaged, such helper crew will be relieved and will not be used
for subsequent service out of the freight terminal except in case of emergency, when a pool or
unassigned crew is not available, and then on the basis of a new day. The return movement of
the helper locomotive to the helper terminal, if made, will be considered as unassigned service
belonging to pool or unassigned crews. This restriction pertaining to the use of helper crews out
of a recognized freight terminal other than the headquarters of their helper assignment is not to
be applied to any other class of service and more particularly does not apply to crews that may be
used in doubleheading service which is not properly classified as helper service.
Engineer Meltebarger was first out in the pool at Allliance at the time the helper crew
returned from Alliance to Crawford with their light helper engine and in the light of the
foregoing understanding, it was agreed to allow the claim in this case.
If the foregoing is in conformity with your understanding, will you please indicate your
acceptance in the space provided at the lower left-hand corner of this letter.
ACCEPTED: /s/J. E. WOLFE
Chicago, November 16,1949
E-10-E-24
Asst. Gr. Ch. Engr., BLE Acting Vice Pres., ORC
Referring to discussion in conference November 15, concerning Case 294-E, claim of Engineer
C. A. Sharp, Galesburg Division, for 8 hours at yard rates in addition to a day in transfer service June 17,
18, 19 and 20, 1947, and the same claim for Engineer H. L. Ward, Galesburg Division, for June 23, 24, 25
and 26, 1947, when required after completing their trip from Barstow to Rock Island in transfer service, to
perform 8 hours or less switching in Rock Island Yard.
This will confirm the understanding reached in conference to the effect that when an engine crew
in regularly assigned transfer service at other than Chicago or Kansas City is required to perform general
yard switching after completion of transfer service, if such assigned engine crew has been on duty more
than 8 hours when the general switching begins, payment for such general yard switching service shall be
on the basis of a new day.
In accordance with the foregoing, the management's decision that claim is not valid is accepted in
instances where the regularly assigned transfer crew had not been on duty more than 8 hours when the
general switching service was started, and in cases where such crews had been on duty more than 8 hours
when inducted in general switching service, the claim for an additional day at yard rates will be allowed.
E-240-39
Mr. R. O. Hughes Mr. M. G. Leach
Vice President, ORC A.G.C.E., BofLE
Mr. F. W. Coyle Mr. J. L. Witherspoon
Vice President, BofRT Vice Pres., BofLF&E
Referring to exchange of correspondence ending with your letter of October 2, 1942,
concerning Case No. 69, covering claim of Engineer K. E. Carlson, Omaha Division, for one
hour and fifteen minutes which represents time he was held in Pacific Junction in excess of eight
hours on September 21, 1939:
Your understanding that I assured you we would apply the principle established by the
settlement of this Case No. 69 in all instances where the same principle is involved, is correct,
and instructions to that effect are being circulated to interested district and division officers.
cc – Messrs. C. H. Atkins
O. F. Rasmussen
Asst. to Executive Vice President
Please refer to your letter of September 30, 1942 in connection with Case No. 69
covering the claim of Engineer K. E. Carlson, Omaha Division, for one hour and fifteen minutes
which represents time he laid in Pacific Junction in excess of eight hours September 21, 1939, in
which instance he handled a passenger train from Lincoln to Pacific Junction and returned in
freight service.
While you confirm the assurance you gave us in conference that this claim would be
allowed, you will recall that we asked that the same method of payment be applied in all
instances of this character where unassigned crews handled passenger trains from a terminal to
tie-up points and returned in freight service, or vice versa. It is our understanding that you
agreed to this in conference, however, since you have failed to confirm it in your letter of
September 30, 1942, will you kindly advise if our understanding is correct.
/s/ R. O. HUGHES
Mr. R. O. Hughes, Vice President, Order of Railway
Conductors, Chicago, Illinois
/s/ F. W. COYLE
Mr. F. W. Coyle, Vice President, Brotherhood of Railroad
Trainmen, Chicago, Illinois
/s/ M. G. LEACH
Mr. M. G. Leach, A.G.C.E., B.ofL.E., Chicago, Illinois
Mr. J. L. Witherspoon, Vice President, Bro. Locomotive
Firemen and Enginemen, Chicago, Illinois
This Agreement entered into this twenty-fifth day of January, 1944, by and between the
carriers listed in Appendix (A), attached hereto and made a part hereof, represented by the duly
authorized Western Carriers Conference Committee signatory hereto, as party of the first part,
and the Locomotive Engineers of said carriers, as respectively indicated by said Appendix (A),
and represented by the Brotherhood of Locomotive Engineers signatory hereto by its duly
authorized Assistant Grand Chief Engineer, and Temporary Assistant Grand Chief Engineer, as
parties of the second part.
WHEREAS, certain proposals on behalf of the classes of employes hereinbefore referred
to were served on the carriers parties hereto by the Brotherhood of Locomotive Engineers which
led to proceedings before the National Mediation Board, docketed as Mediation Case A-978; and
WHEREAS, a hearing was conducted by a President's Emergency Board and said Board
on or about May 21, 1943, filed its Report together with its Findings and Recommendations with
the President of the United States; and
WHEREAS, the parties have conferred with respect to said proposals, and said
Emergency Board Report of May 21, 1943; and
WHEREAS, the parties have agreed on rates covering steam, electric and Diesel-electric
locomotives;
NOW THEREFORE it is mutually agreed:
1. To put into effect, subject to requisite governmental approval and upon such
approval being obtained, rates for Engineers for steam, electric and Diesel-electric locomotives
as specifically set out in Appendix (B), attached hereto and made a part hereof.
2. (a) Existing rates of pay which are higher than those herein provided shall not
be reduced. If a rate higher than that provided by this agreement is in effect by reason of some
special agreement with individual carriers such higher rate shall continue to be paid but need not
be increased except as provided in paragraph (b) hereof.
(b) Existing differentials for divisions or portions thereof; or mountain or desert
territory as compared with valley territory, whether expressed in the rates or in constructive
mileage allowances, shall be preserved.
(c) Except as specifically provided herein, this agreement does not modify or
supersede existing agreements covering rates of pay, rules and working conditions of
Locomotive Engineers.
3. In the application of this agreement it is understood that the existing duties and
responsibilities of engineers will not be assigned to others. It is further understood that a second
engineer is not required in multiple-unit service where the engineer operates the locomotive from
one cab with one set of controls.
4. Insofar as the rates of pay provided for in this agreement depend upon the
approval of any individual or governmental agency before becoming effective under the
Stabilization Program, the parties hereto agree to join in such submission as may be necessary or
desirable to seek the requisite approval of the appropriate individual or governmental agency. It
is understood and agreed, however, that such rates of pay are not valid and binding unless and
until such requisite approval has first been obtained. In the event of such approval, this
agreement shall become effective on the first day of the payroll period following the date of final
approval by the appropriate individual or governmental agency. Upon such final approval being
forthcoming, the effective date so determined shall be automatically inserted as the effective date
of this agreement without further action of the parties hereto. (*)
5. This agreement is subject to approval of the courts with respect to such of the
carriers, parties hereto, as are in the hands of Receivers or Trustees.
6. This agreement is in full settlement of the second party's proposals and the
questions covered by Mediation Case A-978, and shall continue in effect, subject to change
under the provisions of the Railway Labor Act as amended
For the participating carriers listed in Appendix (A):
/s/ D. P. LOOMIS /s/ H. H. URBACH
Chairman, Western Carriers /s/ J. Y. McLEAN
Conference Committee /s/ S. C. KIRKPATRICK
/s/ H. L. CORY /s/ C. R. YOUNG
/s/ R. C. WHITE
For the participating Organization of Employes:
/s/ J. P. SHIELDS /s/ J. McGUIRE
Assistant Grand Chief Temp. Asst. Grand Chief
Engineer, Brotherhood of Engineer, Brotherhood of
LocomotiveEngineers Locomotive Engineers
Signed at Chicago, Illinois, January 25, 1944.
(*) Requisite governmental approval of the rates of pay provided for in this agreement
having been obtained effective March 22, 1944, this agreement becomes effective April 1, 1944.
Chicago, Illinois, January 25, 1944
Referring to agreement signed at Chicago this date between the Brotherhood of
Locomotive Engineers and the Western Carriers Conference Committee:
This will confirm our understanding that any pending claims for the employment of a
second engineer in multipleunit Diesel-electric service, except those covering conditions where
employees other than engineers were handling the operating controls of any of the units, are
hereby withdrawn.
Assistant Grand Chief Engineer, Brotherhood of Locomotive Engineers
/s/ D. P. LOOMIS
Chairman, Western Carriers Conference Committee
/s/ J. McGUIRE
Temp. Assistant Grand Chief Engineer, Brotherhood of
Chicago, Illinois, January 25, 1944.
Referring to agreement, signed at Chicago this date, between the Brotherhood of
This will confirm our understanding that any dispute or controversy arising out of the
interpretation or application of any of the provisions of said agreement may be referred by either
the carrier or representative of the employees concerned to a committee, the carrier members of
which shall be the members of the Western Carriers Conference Committee signatories hereto or
their representatives; and the Brotherhood members of which shall be the Grand Chief Engineer
or his duly authorized representative together with not less than eight General Chairmen.
Interpretation or application agreed upon by such committee shall be final and binding upon the
parties to such dispute or controversy.
This provision is not intended to prohibit the parties from filing claims with the National
Railroad Adjustment Board in the manner provided in the Railway Labor Act as amended, but if
the Committee provided for herein agrees upon an interpretation or application of the affected
provisions of the agreement, such claims shall be withdrawn and settled in accordance with the
decision of the committee.
Temp. Assistant Grand Chief Engineer, Brotherhood of Locomotive Engineers
It is agreed:
STRAIGHT LAPBACKS
1. A crew that makes a trip from a station to the next station in a forward or reverse
movement for any purpose and returns, will be allowed miles or hours, whichever is the greater,
with a minimum of 100 miles or 8 hours, in addition to all other time or mileage which may
accrue under the rules for service performed on their programmed day or trip. The time engaged
in making the lapback trip may be deducted from the hours of their regular trip in calculating
overtime.
2. A crew that makes a forward or reverse movement from a point between stations
to another point not beyond the next station and returns, for any purpose, will be allowed actual
mileage with a minimum of 25 miles as an arbitrary independent of trip allowances for each such
movement made.
A crew is required to make a forward movement from a point between stations to another
point or to the next station and return.
Allowance:
Will be allowed pay for regular trip on basis of miles or hours with a minimum of 100 miles or 8
hours for the trip, plus actual mileage of lapback trip with a minimum of 25 miles independent of trip
allowances.
A crew is required to make a reverse movement from a point between stations to another point or
to the next station in the rear, and return.
A crew is required to make a reverse movement from a station to a point between such station and
the next station in the rear and return.
Will be allowed pay for regular trip on basis of miles or hours with a minimum of 100 miles or 8 hours
for the trip, plus actual mileage of lapback trip with a minimum of 25 miles independent of trip
3. If a train is left on the main line just outside of a station limits (not to exceed one mile
from the switch leading to the station yard tracks) and the crew goes forward to the station for the
purpose of setting out, or picking up a car or cars, that have been or are to be handled in their train into or
from such station, or to perform other ordinary work at such station, and then return to their train and
continue on their programmed trip, such crew will not be entitled to the additional compensation outlined
in Sections 1 and 2.
NOTE: The word "station" as used in the foregoing does not mean a point where there is only a
spur track or a set out track to serve industries, stockyards, etc., nor does it mean a location within the
same station limits.
WORK, WRECK AND
CONSTRUCTION TRAIN SERVICE
1. A crew in exclusive work, wreck or construction train service will be allowed wayfreight
(local) rates of pay.
2. A crew in other than exclusive work, wreck or construction train service used to perform
work, wreck or
construction train service will be allowed pay for all time consumed at wayfreight (local) rates,
with a minimum of 25 miles or two hours as an arbitrary, independent of time or mileage which
may accrue under the rules for their programmed day or trip and without deduction therefrom.
3. A crew in exclusive work, wreck or construction train service used to handle other
than their own equipment and/or other equipment used in construction service, including
maintenance of way outfit cars after the close of their regular day's work will be paid time or
miles, whichever is the greater, in such service, with a minimum of 100 miles or 8 hours on the
basis of a new day or trip at rates applicable to the service performed.
4. A crew used to handle other than its own equipment and/or other equipment used
in construction service, including maintenance of way outfit cars, prior to entering exclusive
work, wreck or construction train service, will be paid time or miles, whichever is the greater, in
such service, with a minimum of 100 miles or 8 hours, on the basis of a separate day or trip at
rates applicable to the service performed.
5. A crew in exclusive work, wreck or construction train service used during the
course of their day's work to perform other service, handle other than their own work equipment
and/or other equipment used in construction service, including maintenance of way outfit cars,
and later returned to their exclusive work, wreck or construction train service will be allowed pay
for all time consumed at wayfreight (local) rates, with a minimum of 25 miles or 2 hours as an
arbitrary, independent of time or mileage which may accrue under the rules for their
programmed day or trip without deduction therefrom.
NOTE:Crews used in wrecking service will be considered as handling their own
equipment when handling and moving the cars contained in the wrecked or derailed train other
than those which are moved by other crews clearing the obstructed line.
NOTE:Arbitration award of Dec. 3, 1952 superseded and nullified the application of
Paragraphs 2 to 5 inclusive to engineers in road service effective Feb. 1, 1953.
DOUBLING HILLS ACCOUNT EXCESS TONNAGE
1. A crew required to handle more tonnage than can be moved over grade in a single
straightaway trip movement will be paid the actual miles for the double with a minimum of 25
miles to be added to the mileage allowance for the trip.
2. A crew required to pick up additional tonnage which is in excess of the tonnage
that can be moved in their train from the point at which picked up, to the next
station in a single trip or straightaway movement, will be allowed miles or hours, whichever is
the greater, with a minimum of 100 miles or 8 hours on the basis of a separate day or trip for
making the double. The time consumed in making the double may be deducted from their
programmed trip miles or hours for the purpose of calculating overtime.
HELPING OTHER TRAINS
A crew required to help another train over grade in either direction will be allowed actual
miles with a minimum of 25 miles to be added to the mileage allowance for the trip.
RUNNING FOR FUEL OR WATER:
ENGINEERS AND FIREMEN
A crew cut off from their train to run for fuel or water from an intermediate point to
another intermediate point and return, will be paid continuous time or mileage.
It is understood that the foregoing agreements do not modify or change schedule
agreement except as specifically provided herein.
It is further agreed that all pending claims shall be disposed of on the basis of the
provisions of the foregoing agreement. Such disposition shall be considered as a full settlement
of all issues here involved.
This agreement shall become effective April 12, 1949, and remain in effect until changed
in accordance with Section 6 of the Railway Labor Act as amended, by the serving of a 30-day
notice by any one of the parties on each of the other parties signatory hereto.
Signed at Chicago, Illinois, this 13th day of April 1949.
For The Chicago, Burlington
For the Organizations: & Quincy Railroad Company:
C. H. ATKINS J. E. WOLFE
General Chairman, BLE Assistant to Vice President
V. E. SECREST
F. L. SMITH
General Chairman, ORC
V. R. ROBERTS
General Chairman, BRT
Chicago, May 6, 1949
T-2-M-110
Messrs: H. E. Hinshaw
W. R. Eble
W. P. Wilson
R. R. Gavin
Herewith agreement which was made in disposition of claims presented by or on behalf
of crews in road train service, which crews were currently compensated for such service on the
basis of miles or hours, whichever was greater; consequently, terms of the enclosed agreement
apply to crews whose compensation is on that basis.
It is not applicable to crews in service which is paid for strictly on an hourly or daily
basis, nor is it applicable to crews on tabulated runs or roustabout service paid on a mileage basis
when they perform their usual or customary service.
The straight lapback provisions of the agreement do not apply to crews in exclusive work
train service but, of course, the provisions captioned, "Work, Wreck and Construction Train
Service" are applicable to such service. It was understood by the parties to the agreement that
any payment accruing thereunder shall be made under the particular provision of the agreement
which applies to the circumstances of service involved, and that duplicate payments will not
accrue by reason of applying more than one provision to the same set of circumstances. A crew
used in exclusive "Work, Wreck and Construction Train Service" is permitted to handle other
equipment used in construction service, including maintenance of way outfit cars, without any
penalty payment and this was so understood by the parties to the agreement when the provisions
of Section 3, 4 and 5, under "Work, Wreck and Construction Train Service", were agreed upon.
It is also understood, incidental to this agreement, that the loading or unloading of work
equipment (non-revenue) by a crew other than a crew in exclusive work train service constitutes
construction work enroute.
In connection with the provisions captioned "Doubling Hills" the matter of doubling
beyond the first station was thoroughly discussed and the following understanding reached:
1. If there are two adjoining grades such as at Walnut and Ohio, it would be
permissible to double from point beyond Walnut* to — but not beyond Ohio, the next station,
instead of doubling into Walnut, putting the
train together then move a short distance and double into Ohio. This example will cover other
similar conditions.
* POINT WHERE DOUBLE STARTS
2. When a train is required to double a grade or two adjoining grades, it will not
double beyond the first siding or track beyond such grade where cars in the first cut of the
double may be left.
3. If the territory in which the double is required is double-tracked and there is no
siding or track immediately beyond the grade or grades but there is a siding or track beyond a
grade or grades on the opposite track where cars in the first cut of the double may be left and
there is a crossover at such location, the double will not be made beyond such siding or track.
4. If, in double track territory, the first siding or track beyond the grade or grades
does not have sufficient track room available to hold the first cut of the double and train
movements will permit, the first cut of the double will be placed on the opposite main line at first
crossover beyond grade or grades so that the double can be completed in such location.
Attention is directed to the provision that all pending claims as of the date of the
agreement, April 13, 1949, shall be disposed of on the basis of provisions of the agreement. This
will be your authority to apply agreement in accordance with these instructions effective as of
cc: Messrs: J. C. Grisinger
A. W. Lavidge
C. A. Bick
Asst. Grand Chief Acting
Engineer, BLE Vice President, ORC
Referring to discussion at conference several days ago, concerning Case 396-E, claim of H.
Wehrer, Locomotive Engineer, Omaha Division, for payment of a minimum day in yard service
November 1, 2 and 6, 1945.
We will agree to apply that section of agreement dated April 13, 1949, which is captioned,
"Work, wreck and construction train service", when yard crews are required to perform such service
provided it is definitely understood that:
The placing of a car or cars for loading or unloading and the removal of such cars when
the crew (either yard or road) does not remain with the car or cars while the loading or
unloading process is carried on, does not constitute work, wreck or construction service within
the meaning of the agreement of April 13, 1949.
If you will affix your signatures in the space provided therefor at the lower part of this letter, it
will indicate its acceptance for the four organizations parties to the agreement of April 13, 1949, and
thereupon instructions will be issued to dispose of disputes in Case 396-E and other similar pending
claims, if any, under the provisions of sub-section 2 of said agreement of April 13, 1949.
NOTE: This also applies to engineers in transfer service at Chicago, Kansas City, Rock Island,
and the Market Street assignment at Denver. See Appendix, Pages 120 and 122.
Messrs. C. H. Atkins, General Chairman, BLE, Aurora, Ill.
V. E. Secrest, General Chairman, BLF&E, Chicago, Ill.
F. L. Smith, General Chairman, ORC, St. Joseph, Mo.
V. R. Roberts, General Chairman, BRT, Creston, Iowa
Referring to discussion at conference today, in regard to pending claims involving the proper
interpretation to be placed upon the provisions of Memorandum of Agreement dated April 13, 1949, as
such agreement pertains to: (1) loading and/or unloading of Company supplies, and (2) the re-railing of
cars or locomotives where certain incidental service is performed by other than the members of the train
and engine crew filing such claims.
It is agreed that pending claims involving the loading and/or unloading of Company kerosene,
Company gasoline and Company station coal, will be withdrawn on the premise that this work is not in
the category of work train service within the meaning of the agreement of April 13, 1949.
Claims involving the re-railing of derailed cars and/or locomotives when re-railers and/or
blocking are placed by other than the train or engine crew (including yard crews) will be allowed on the
premise that such work is wrecking service within the meaning of Section 2 under the caption, "Work,
Wreck and Construction Train Service" of the Agreement of April 13, 1949.
If the foregoing is acceptable to you, will you please so indicate by affixing your signatures in the
space provided therefor at the lower left-hand corner of this communication.
/s/ V. E. Secrest
/s/ V. R. Roberts
General Chairman, B. R. T.
Chicago. Illinois
Please refer to Case 308-L-2 of the docket of disputes which you are currently handling,
concerning claim of Engineer R. A. Haynes, Creston Division, for a minimum of two hours at
the work train rate of pay, in addition to his regular assignment in yard service at Pacific
Junction, September 17, 1951.
The service performed in this case involved the unloading of engine sand at the coal
chute. In our discussion of this case at conference on June 17 it was mutually recognized that
engine sand was a company supply within the meaning of the understanding reached with the
four General Chairmen under date of August 10, 1950. At the same time, we agreed that sand
used for maintenance or construction work would not fall in the category of supplies. In the light
of this understanding, the claim of Engineer Haynes was withdrawn.
/s/ A. F. RUMMER
The following is agreed upon as an interpretation of Rule 5 of the Schedule of Rules
Agreement applicable to Locomotive Engineers and Article 5 of the uniform consolidated
vacation agreement:
1. In so-called segregated yards where locomotive engineers do not have road rights
such as North St. Louis-East St. Louis and Council Bluffs, at times when an extra list for
engineers is not in existence, vacationing engineers will be relieved by assigning to the vacancy
the senior demoted engineer.
2. In applying the provisions of Rule 5 where vacancies caused by application of the
provisions of the vacation agreement are involved, the following will govern:
(a) In the event the vacationing employe is not granted additional time off
immediately preceding or immediately following the assigned vacation period, the provisions of
Rule 5 will not be applied.
(b) In the event the vacationing employe lays off for personal reasons five days or
more prior to the first day of the assigned vacation period, the provisions of Rule 5 may be
applied immediately after the expiration of five days. The engineer who thus exercises his
seniority rights under the provisions of Rule 5 may continue to fill the vacancy subject to
pertinent provisions of the schedule of rules agreement.
(c) In the event a vacationing employe lays off less than five days prior to the first
day of the assigned vacation period, the provisions of Rule 5 may not be applied unless the
vacationing engineer does not return to service on the first day succeeding the last day of the
assigned vacation period.
(d) In the event a vacationing engineer does not return to service on the first day
succeeding the last day of the assigned vacation period, seniority may be then exercised under
the provisions of Rule 5. Stated in another way, the vacancy may be taken under the provisions
of Rule 5 on the first day of the assignment operates after the last day of the assigned vacation
The provisions of this agreement shall become effective on October 1, 1948, and shall
continue in effect subject to serving of 30 days notice, one party upon the other. Further
handling to be in conformity with the provisions of the Railway Labor Act as amended.
Signed at Chicago, Illinois, this 2nd day of September, 1948.
/s/ G. R. Krause
/s/ R. B. Baker
Member of Executive Committee
/s/ E. F. Presbey
Assistant to the Vice-Pres.
/s/ J. F. Mullen
Senior Staff Officer—Lbr. Relations
E-2-E-61
Mr P. C. Southworth Mr. F. L. Smith
Asst. Grand Chief Acting Vice President,
Engineer, B. L. E. O. R. C.
Vice President, Vice President, B. R. T.
B. L. F. & E. Chicago, Illinois
Referring to discussion at conference today concerning Case SS-142-E, claim of
Engineer L. D. Deacon, Creston Division, for local rate of pay instead of through freight rate
October 13, 1948, based upon Section 15 of the National Agreement dated August 11, 1948.
We will accept the committee's interpretation of Section 15 of the agreement of August
11, 1948 on the basis that one "point" as referred to in said section means one station or yard
irrespective of the number of set-outs or pick-ups within the station or yard limits at such point;
also, that in determining aggregate time when applying the one hour and thirty minutes provision
of Paragraph (a) of Section 15, time consumed at each station will be computed from the time
train is stopped until the entire train is coupled up and is ready to start.
In consideration of the foregoing, the instant claim will be allowed. Will you please
confirm by affixing your signatures in the space provided therefor at the lower left-hand corner
of this communication.
Asst. Grand Chief Engineer, B. L. E.
Vice-President, B. L. F. & E.
Acting Vice President, O. R. C.
Vice President, B. R. T.
Chicago, November 17, 1949
Referring to discussion at conference today concerning the following cases:
SS-200-E — Claim of Engineer R. L. Bogar, Creston Division, for local rate of pay on
trip Creston to Council Bluffs November 28, 1948.
SS-201-E — Claim of Engineer K. H. Larsen, Omaha Division, for local rate of pay
November 1, 2, 3, and 4, 1948 and subsequent dates of record, account allegedly consuming
more than 1 hour 30 minutes in connection with picking up and setting out cars at Pacific
Junction.
SS-202-E — Claim of Engineer W. R. Kriskey, Omaha Division, for local rate of pay
instead of through freight rate November 11, 1948.
It was understood when these cases were discussed at the conference referred to, that
when a train is yarded at an intermediate point or turning point on a continuous trip, and a new
train is handled out of such point, the provisions of Section 15, sub-section (a), "Conversion
Rule" of the August 11, 1948 agreement, will by interpretation, be construed to mean that this
constitutes one point in arriving at the number of points necessary to bring about a conversion
from through freight rates to way freight rates, and time consumed from time train is stopped on
receiving track until engine arrives on pit track (or is left in vicinity of roundhouse), plus time
consumed from departure from pit track until entire train is coupled up, will be considered in
computing time consumed under that part of the pertinent section which brings about a
conversion if more than 1 hour 30 minutes in the aggregate is consumed in picking up and
setting out cars.
The interpretation referred to in the preceding paragraph is not intended to change, in any
manner, the intent and meaning of Section 15 of the August 11, 1948 Agreement, as originally
written.
Without attempting to determine what actually transpired in these particular cases,
wayfreight rates in lieu of through freight rates will be allowed without prejudice to the future
application of this letter of understanding.
Will you please confirm by affixing your signature in the space provided therefor at the
lower left-hand corner of this communication.
Referring to discussion at conference today, at which members of your Executive Committee
were present, in regard to filling temporary vacancies for locomotive engineers on an extra list.
It was agreed at the conference today, that vacancies caused by sickness, injury or other personal
reasons, not including time on vacation, of locomotive engineers assigned to an extra list, will be filled,
after the expiration of fifteen (15) days, by assigning thereto the senior engineer, working as such, who
has expressed desire to be placed on the extra list, or if an engineer, working as such, does not desire to be
placed on the extra list, by promoting the senior demoted locomotive engineer (if no demoted engineer
who has established seniority as such, by promoting the senior employe who has previously qualified to
work as an engineer) to fill the vacancy. When the absent extra engineer returns to service, he will take
his place on the engineers' extra list, or place himself elsewhere, under the provisions of Memorandum of
Understanding of July 24, 1946. In the event the returning extra engineer resumes service on the
engineers' extra list, and if the vacancy was filled during his absence without the necessity of promoting a
demoted man, all other locomotive engineers will revert to the positions they held prior to the filling of
the vacancy on the engineers' extra list.
Will you please confirm your acceptance of the foregoing, by affixing your signature and having
your associates do likewise in the space provided therefor at the lower left-hand corner of this
Vice-Chairman, BLE Executive Committee
/s/ R. E. Harness
General Chairman, BLE E-8-D-41
Referring to discussion at conference today, at which Local Chairman H. R. Talbott of
the Aurora Division was present, concerning understanding set forth in Mr C. J. Maher's letter of
February 8, 1951, file E-8-D-41, and your response thereto dated February 23, 1951, concerning
the filling of temporary vacancies under Rule 56, with particular reference to the application of
this rule to subsequent vacancies on engineers' extra lists.
It was agreed at the conference today that the interpretative understanding created as a
result of the exchange of correspondence hereinabove referred to, will be abrogated, and
hereafter, when an extra engineer places himself on a vacancy, or subsequent vacancy, on an
assignment or in pool freight service, as provided in Rule 56, his turn on the extra list will not be
filled unless a check of the mileage indicates that it is necessary to fill the extra list vacancy in
order to maintain average extra engineers' mileage below the maximum prescribed in the mileage
regulation agreement of January 1, 1949.
If you subscribe to the foregoing, will you please affix your signature in the space
provided therefor at the lower left-hand corner of this communication — this with the
understanding that this new condition will be made effective immediately.
General Chairman, BofLE
Chicago, August 28,1950
E-8-B
Messrs. O. E. Ward
It was agreed while in conference with the Executive Committee of the Brotherhood of
Locomotive Engineers August 21-25, that the provisions of Rule 56 of the collective agreement
applicable to locomotive engineers, will be revised so as to permit the oldest competent engineer
in point of service who desires to do so, to place himself on a temporary vacancy in any class of
service after the vacancy has been in existence fifteen (15) days, which in brief, simply means
that the thirty-day provision of the rule is changed to a fifteen-day provision.
It was also understood that vacancies resulting from the granting of annual vacations are
not subject to the provisions of Rule 56. Several typical examples, designed to illustrate the
proper application of Rule 56, are shown hereinbelow:
A locomotive engineer requested and was assigned period August 7 to 20 for vacation
purposes. He was off for personal reasons from August 1 until his vacation started on August 7,
which means that he was absent from duty in the aggregate a total of 20 days. Under these
circumstances the provisions of Rule 56 do not apply because vacation time may not be included
in the computation of the 15 days referred to therein.
An engineer assigned for vacation purposes, the period August 7 to 20, both dates
inclusive, is off for personal reasons from August 1 until the first day of his assigned vacation
period on August 7, and does not return to service until September 1, 12 days after the expiration
of his assigned vacation period. Under these circumstances, the provisions of Rule 56 do not
An engineer is assigned for vacation purposes, period August 7 to August 20. He does
not return to service until September 16, 26 days after the expiration of his assigned vacation
period. Under these circumstances, seniority may be exercised under Rule 56 on September 5,
the first day after the expiration of the 15-day period referred to in said rule.
An engineer is assigned for vacation purposes, period August 7 to 20. He lays off for
personal reasons on July
16 and has not resumed work on August 7, the first day of the assigned vacation period. Under
these circumstances, seniority may be exercised under the provisions of Rule 56 on July 31, the
first day after the expiration of the 15-day period specified therein and under these
circumstances, the engineer who thus exercised seniority may retain the position, including the
time the vacationing employe is on vacation, until the vacationing employe resumes service, or
until displaced by some other employe.
I believe the examples set forth hereinabove will clarify the intention of Rule 56 as
revised, but if any question should arise, please refer it promptly to the undersigned.
These instructions should be made effective immediately upon receipt of this letter.
Please acknowledge receipt.
cc – Messrs. W. R. Eble
T-7-J-110
Referring to discussion at conference today, concerning Case S-162-CTEF, complaint
concerning the operation of chemical weed destroyers.
It was agreed at the conference referred to hereinabove, that in consideration of the
appreciable decrease in the poisonous content of the chemical used and other improvements
which should have the effect of minimizing cause for complaint, this case will be withdrawn,
contingent upon our assurance that, in the future, no less than five additional cars (additional to
the cars used in connection with the weed spraying operation) will be handled, and the cars used
will be flat cars or low side coal cars if such cars are available.
Please confirm by affixing your signatures in the space provided therefor at the lower
left-hand corner of this communication.
In connection with the filing of tempory and permament vacancies by engineers, the
following is agreed upon:
1. Vacancies on assignments will, after thirty calendar days ( not including period
covered by Vacation Agreement), be considered to be permanent vacancies and will be
bulletined as such. Considered in conjunction with Rule 56, this simply means that each vacancy
subject to the provisions of Rule 56 will be considered a temporary vacancy thereunder after the
expiration of fifteen days, and will be bulletined and filled as a permanent vacancy after the
expiration of thirty days ( exclusive of period covered by the Vacation Agreement).
NOTE:In computing the thirty day period referred to above it is understood
that, even though the regular engineer reports for his assignment before
the expiration of the thirty-day period, such action does not terminate
the vacancy thereon unless he actually works the assignment the first
tour of duty following the time he so reports.
2. Upon return to service of an engineer, after an absence of more than thirty days,
who has lost his regular assignment under the provisions of Item 1 hereof, he will be permitted to
exercise his seniority on any position held by a junior engineer for which he is qualified.
This agreement, which becomes effective May 1, 1963 supersedes and abrogates the
agreement of February 3, 1955 and letter of understanding with the BLE Executive Committee
of the same date, Carrier's File E-8-B-140, and shall continue in effect subject to the serving of
thirty days notice by one party upon the other, subsequent handling to be in conformity with the
procedural requirements of Section 6 of the amended Railway Labor Act.
Signed at Chicago, Illinois,
This 17th day of April,1963.
/s/ K.C. SALLEE /s/ H.R. TALBOTT
General Chairman Vice Chairman
/s/ C.E. SEITZ /s/ E.G. SHIRE
Sec. – Treasurer Committee Member
/s/ W.C. OPIE
/s/ A.E. EGBERS /s/ C.J. MAHER
Asst. to Vice – Pres.- Staff Officer
Operation (Labor
Relations)
Referring to correspondence ending with your letter of May 18, and to discussion at
conference with your Executive Committee today, in regard to the procedure to be followed
when filling bulletined vacancies at outlying points for which no bids were received.
It was understood, that when a vacancy for a locomotive engineer at an outside point is
bulletined, and no applications for the vacancy are received, if under the provisions of the
mileage regulation agreement, which became effective January 1, 1949, it would not be
permissible to decrease the number of engineers assigned to the extra list, the senior demoted
engineer (if no demoted engineer who has established seniority as such, by promoting the senior
employe who has previously qualified to work as an engineer) would be required to fill the
bulletined vacancy. Thereafter, such engineer would be considered as assigned to the position he
was required to take. In the event the engineers' extra list is subsequently increased, or a vacancy
thereon develops in some other manner, or there is a vacancy in some other class of service
which the engineer who was required to fill the vacancy at the outlying point may desire, he
would be permitted to exercise his seniority, and the vacancy thus created at the outlying point
would be bulletined. It would be filled during the life of the bulletin by the engineer first out on
the extra list.
If a check of the mileage discloses that the engineers' extra list must be decreased under
the provisions of the January 1, 1949 mileage regulation agreement, the engineer who stands to
be taken off the extra list and be demoted will be required to fill the outlying vacancy. If the
engineer who is removed from the extra list has sufficient seniority to place himself elsewhere as
a locomotive engineer, he may, of course, exercise his seniority if he desires to do so, in which
event, the junior engineer working as such, who stands to be demoted, will be required to fill the
vacancy for an engineer at the outlying point for which no bids were received.
Will you please confirm your acceptance of the foregoing by affixing your signature and
having your associates do likewise, in the space provided therefor at the lower left-hand corner
ACCEPTED: /s/ J. E. Wolfe
Chicago, November 2, 1949
E-8-B-55
Referring to discussion at conference today concerning Case 90-E, claim of extra engineer R. E. Dillinger,
et al, Lincoln Division, for time lost when he stood first out on the Lincoln extra list, in the amount earned by
Engineer L. J. Mathewson on Trains 55, 49, 60 and 56, February 6, 1947 and subsequent dates.
At the conference today, it was agreed that:
1. Locomotive engineers will not be relieved for vacation purposes until an extra engineer is
available to perform the relief work. Under these circumstances the vacation may be deferred until an extra
engineer is available and the vacation period will be extended so as to cover time worked awaiting the availability
of an extra engineer.
2. If an extra engineer is available for service which is headquartered at other than the point where
the protecting extra list is maintained after an emergency man (demoted engineer) has filled a vacancy for
engineer at an outlying point two calendar days, the emergency man will be relieved and the extra man will be
required to fill the vacancy.
3 .Instructions will be renewed in regard to not permitting engineers at outlying points to lay off
when extra engineers are not available, except under emergency conditions.
Subject to the foregoing, the claim of Engineer Dillinger will be allowed.
Will you please confirm by affixing your signatures in the space provided therefor at the lower left-hand
/s/ F. C. Southworth
T-2-B-35
Mr. C. H. Atkins Mr. H. A. Husted
General Chairman, B.L.E. General Chairman, B.L.F.&E.
Aurora, Illinois Chicago, Illinois
This will acknowledge receipt of your letter of October 6th, in reply to ours of June 21st,
in regard to the application of Rule 13 of the Engineers' and Firemen's Agreements.
We would understand from your letter of October 6th that it is your desire pool engine
crews be run first in-first out of terminals in the same manner pool conductors and trainmen are
now operated under settlement reached by Mr. Flynn with Grand Lodge Offlcers in Cases 130-
CT, 131-CT and 132-CT, and I am issuing instructions to all concerned accordingly. I am also
issuing instructions to Division officers to allow any pending run around claims of record where
pool engine crews were run around by another pool crew in the terminal.
Asst. Grand Chief Vice President, O.R.C.
Engineer, B.L.E. Chicago, Illinois
Vice President, B.L.F.&E. Vice President, B.R.T.
Referring to discussion at conference today concerning Case 366-E, claim of Engineer J. J. Hays,
Lincoln Division, for 100 miles at passenger rate, in addition to his trip Hastings to Lincoln in freight
service January 8, 1946.
It was understood at the conference today, that when an engine crew in pool or unassigned freight
service is required to change from one freight train to another freight train at the initial terminal of the
run, in order that there be no violation of the provisions of Rule 39, and subsequent understanding which
necessitates that pool and unassigned engine crews actually leave the initial terminal in first-in first-out
order, they will not be entitled to any penalty payments whatever. This same understanding also has
application if and when it is necessary, in order to preserve the first-in first-out principles, to change the
engine crew from one extra passenger train to another extra passenger train. In the event a situation such
as the one involved in the instant dispute arises in the future, the crew first-in will not be changed from
one train to another, and payment of a runaround under Rule 13 will dispose of all issues that might
otherwise arise.
Contingent upon your acceptance of the foregoing, the claim in Docket 366-E will be allowed
without prejudice.
Asst. Grand Chief Engineer, B.L.E.
Vice President, O.R.C.
LOCOMOTIVE FIREMEN AND ENGINEMEN
It is agreed that an hourly paid road crew assignment will be established (under Rule 27
for enginemen and Rule 24 for conductors and trainmen), working in and out of Denver
eastward to Ladora, subject to existing rules applicable to crews in road service as such rules
pertain to switching within the general switching district limits of Denver. It is understood that
yard crews will continue to perform the service on the Market Street line.
The road crew assignment referred to in the preceding paragraph will be continued so
long as there is four (4) hours or more industrial switching in the territory Denver to Ladora, not
including work on the Market Street line, for three (3) consecutive days, not including Sundays
and Holidays.
The locomotive engineer, locomotive fireman and conductor assigned to this run will be
compensated at wayfreight rates. The brakemen will be compensated at yard helper's rate.
Overtime on the minute basis for actual time on duty in excess of eight (8) hours at 3/16
of the daily rate shall be allowed except that a new day will accrue if the crew is used on a
subsequent trip out of Denver after having been on duty more than eight (8) hours.
The provisions of this agreement become effective on the 1st day of September, 1950,
and shall remain in
effect subject to the serving of thirty (30) days' notice by one party upon the other party,
subsequent handling to be in conformity with the procedural provisions of the Railway Labor
Act as amended; each organization signatory hereto to be considered a separate party for
purposes of this paragraph.
Signed at Chicago, Illinois, this 10th day of August, 1950.
& Quincy Railroad
/s/ C. H. Atkins Company:
/s/ V. E. Secrest /s/ J. E. Wolfe
General Chairman, B.L.F.&E Assistant to Vice President
CHICAGO, BURLINGTON AND QUINCY
It is mutually agreed that:
(a) When, due to track obstruction such as snow blockade, flood, wreck or washout,
trains are detoured from one CB&Q seniority district to another CB&Q seniority district,
operating partially or entirely on a foreign railroad, the detouring service will be allocated as
nearly as practicable between crews of the CB&Q seniority districts over which the trains would
normally operate, using normal mileage as the basis for dividing the mileage made on detouring
trains.
NOTE: The foregoing to be applied in all cases when the track obstruction exists for a
longer period than fortyeight (48) hours.
(b) Crews that have made trips in detouring service into a terminal on another
seniority district will stand ahead of other crews for service on detouring trains back to their
home seniority district. Crews will not operate on other than their own seniority district after
normal operation is restored.
(c) When engineers and firemen are tied up at terminals or specified tie-up points on
the CB&Q Railroad not on their own seniority districts following a detouring movement, they
will automatically go under pay at the rate per hour applicable to the last service performed after
the expiration of 8 hours from the time relieved from previous service.
1. Payments at such rates shall continue for 8 hours unless sooner required to report
for duty. If held longer than 24 hours, payment of 8 hours or fraction thereof will be made for
the first 8 hours of each succeeding 24-hour period.
2. Payments accruing under this provision shall be paid for separate and apart from
payments for subsequent service or deadheading.
3. Should an engineer or a fireman be called for service or ordered to deadhead after
pay begins, payments under subsection 1 of this section shall cease at the time pay
begins for such service or, when deadheading at the time the train leaves the terminal.
(d) Engineers and firemen who are tied up on thc CB&Q Railroad at other than
terminals or specified tie-up points after operating a detoured train, shall be paid on the minute
basis at the pro rata hourly rate applicable to the last service performed from the time tied up
until pay begins on subsequent trip or deadhead starts.
(e) It is understood that detouring crews on freight trains will not, when detouring on
other than their home seniority districts, be required to perform service other than in connection
with the transit movement of their own train.
(f) Engineers and firemen who are deadheaded to points on the CB&Q Railroad,
other than terminals or specified tie-up points, and to points on other railroads to man detouring
trains, shall automatically go on pay on arrival at such intermediate point. Payments under this
provision shall be paid for separate and apart from pay for subsequent service or deadheading.
Payments for subsequent service shall begin when the crew takes charge of the detouring train.
(g) Engineers and firemen on trains that are detouring over a foreign railroad, will be
compensated on a continuous time basis until relieved from duty on the CB&Q Railroad, except
when tied-up under the Hours of Service Law.
The provisions of this agreement become effective on the 3rd day of October, 1949, and
shall remain in effect subject to the serving of thirty (30) days' notice by one party upon the other
party (for purposes of this provision, each organization shall be considered as a separate party to
the agreement), further handling to be in conformity with the procedural provisions of the
Signed at Chicago, Illinois, this 3rd day of October, 1949.
For the Brotherhood of Loco- For The Chicago, Burmotive
Engineers: lington and Quincy Rail
road Company:
General Chairman /s/ J. E. WOLFE
Asst. to Vice President —
For the Brotherhood of Loco- Labor Relations
motive Firemen & Engine
C. B. & Q. R. R. Co.
Please refer to your letter of March 28, File E-8-C, advising that a question has been
referred to you involving the following understanding that now exists:
"When an engineer (fireman) is displaced, he may take an assignment that is under
bulletin, provided he signs for it with the understanding that this applies to the first vacancy
In order to clear up any misunderstanding under the above quoted rule, you have
propounded the following hypothetical examples and ask that we give you an expression of our
views with respect to them:
"An engineer or fireman is bumped and places himself on a job which is under bulletin.
Before making a trip, a senior engineer or fireman is displaced and bumps the first engineer or
fireman off the bulletined job. Must the first man then place himself on a regular job or can he
bump onto another bulletined job?"
"Under this same condition, if the first engineer or fireman had made one or more trips
and was bumped before the expiration of the bulletin, could he place himself on another
bulletined job or must he place himself on a permanent job?"
Under the first example, because the engineer or fireman did not make a trip on the
bulletined assignment, he would be permitted to place himself on another bulletined assignment.
Under the second example where the engineer and/or fireman had made one or more trips
and was displaced before the expiration of the bulletin, the displaced engineer and/or fireman
should not be permitted to bump on another advertised assignment, and under those
circumstances he should place himself permanently.
Trusting this is the information you desire, we are
/s/ V. E. SECREST /s/ C. H. ATKINS
General Chairman, BLF&E General Chairman, BLE
E-9-F-147
Please be referred to correspondence ending with my letter of September 3, 1947, having
reference to question involving the marking up of extra locomotive engineers following a
deadhead into the home terminal on agencies of transportation other than Burlington trains.
It was agreed at the conference in my office today that when extra locomotive engineers
deadhead on other than Burlington trains under instructions, or for their own convenience, they
shall be required to register at the home terminal on arrival, and the time of registering shall
govern in marking up such engineers for future service.
Will you please indicate your acceptance of the foregoing by affixing your signature in
the space provided therefor at the lower left-hand corner of this communication.
E-9-F
Referring to correspondence ending with your letter of February 27, 1947, and discussion
in conference May 27, concerning the question of reimbursement to engine service employes
who are required to deadhead by bus, taxi, or other agency of transportation where a fare must be
After due consideration, it has been decided that in the event deadheading by bus, taxi, or
other agency of transportation where a fare must be paid is required, the employe concerned will
be reimbursed in the amount expended.
I believe the foregoing will satisfactorily dispose of the question referred to in the
opening paragraph of this letter.
Please refer to correspondence ending with my letter of September 23, your file C-5283,
concerning claim in behalf of Engineer E. A. Johnston, Alliance Division, for 75 miles deadhead
Hill City to Edgemont via Custer and Hot Springs instead of 60 miles that was paid, May 2,
On the date of claim, Engineer Johnston deadheaded from Hill City to Edgemont via
Company truck, the highway distance traversed being 75 miles. The payment for deadhead was
made on the basis of the rail distance of 60 miles, in conformity with past practice, and the claim
contemplates payment of the highway mileage instead of rail mileage.
As disclosed during discussion of this case at conference on November 7, there is no
dispute between us that enginemen deadheading by means of highway vehicles have always
claimed and been paid the rail mileage for such deadheading just the same as they would have
been paid had they deadheaded by train. As disclosed by numerous examples mentioned during
our discussion, the rail distance in most cases is greater than the highway mileage. The instant
case happens to be one instance in which the reverse is true. However, in the light of the
mutually recognized practice of using rail mileage in computing deadhead payments regardless
of form of transportation used, the claim in this case is respectfully declined.
NOTE: Claim withdrawn on basis of above understanding.
Messrs: C. H. Atkins
Please refer to correspondence ending with Mr. Atkin's letter of April 4, with copy to Mr.
Secrest, concerning understandings previously reached whereby extra locomotive engineers and
firemen who deadhead into the home terminal on other than Burlington trains are required to
register at the home terminal on arrival; such time of registering to govern the marking up of
these employes for future service, with particular respect to my suggestion that this
understanding be applied to pool engine crews as well as extra engineers and firemen.
Since you have both concurred in this suggestion, I have issued the necessary instructions
to carrier officers to make this arrangement effective. Attached hereto is copy of letter of
instructions that has been issued.
(Signed) J. E. Wolfe
When an extra engineer is called to fill a vacancy on run headquartered at an outlying point, or to augment
an outlying extra board, and such extra engineer lays off account sickness or for other reasons, such engineer will be
required when he reports for service to fill the unexpired vacancy, provided he reports for duty within ten days and
provided further that the assigned man has not reported for duty prior to the date the extra man is ready for service.
Under these circumstances, the engineer who is used to fill the temporary vacancy will be compensated for
deadheading in both directions, and the engineer who laid off on the call will deadhead in both directions on his own
time. The same principle will be applied when an extra engineer misses a call to fill a vacancy on a run which is
headquartered at an outlying point, or to augment an outlying extra list.
The provisions of this agreement shall become effective on October 1, 1948, and shall remain in effect
subject to the serving of thirty (30) days' notice by one party upon the other party, further handling to be in
conformity with the provisions of the Railway Labor Act as amended.
Vice Chairman, BLE
/s/ P. B. Baker
Committeeman
Assistant to Vice President
Staff Officer
The provisions that follow shall hereafter govern in instances where engineers and
firemen are deadheaded to intermediate points or specified tie-up points:
1. Engineers and firemen who are deadheaded to service originating at a specified
point, if not called sooner, will automatically go under pay at the rate applicable to the next
service performed after the expiration of 8 hours from the time of arrival at such specified tie-up
2. Engineers and firemen who are deadheaded to an intermediate point or specified
tie-up point for work train service, shall be notified when called to deadhead as to the time for
reporting for duty at such intermediate point or specified tie-up point, and their pay will begin at
that time even though they may not actually report for work until later.
tie-up point who doublehead a train to which a crew is assigned, will report for duty and go
under pay at the starting time of the assigned crew under the bulletin covering the assignment or
the timetable, if it is a scheduled train.
4. Engineers and firemen who are required to deadhead to intermediate points for
extra or special service not referred to in any of the previous items, will automatically go under
pay on arrival at such intermediate point.
5. The foregoing does not apply in instances where engineers and firemen are
deadheaded to intermediate points or specified tie-up points to relieve regularly assigned
employes. Employes who are so deadheaded assume
all of the conditions applying to the assigned men whom they are relieving.
Signed at Chicago, Illinois, this 27th day of September, 1949.
For the Brotherhood of For the Chicago, BurlingLocomotive
Engineers: ton and Quincy Railroad
Asst. to Vice-Pres.,
For the Brotherhood of
Locomotive Firemen and
Mr. J. A. Leverington
Referring to our conference on January 9th, in connection with your letters of December
6th and January 2nd regarding question —
"Can messenger service and other service be combined and paid on a continuous time
basis?"
As stated at conference, I do not believe we use engineers to messenger engines, except
perhaps in emergencies, but if an engineer is used in bona fide messenger service under Rule 47
it is not proper, in my opinion, to combine it with other service, which I understand is agreeable
Asst. to Vice-President
Chicago, October 4, 1948
E-7-B-123
Please be referred to discussion at conference on September 30, concerning Case 431-E, claim of
Engineer E. J. Morrison, East Hannibal Division, for payment on a continuous time basis from 9:45 AM,
November 8, to 8:25 PM, November 9, in lieu of current allowances, account released from duty at Ft.
Madison while on turnaround assignment, trains 91-92, Burlington to Keokuk and return.
The message which was given Engineer Morrison reads as follows:
"Hannibal, Missouri, November 8, 1945. C&E No. 91, Ft. Madison. Account unable to get into
Burlington yards, you will be released at Ft. Madison and called when necessary. Arrange to pull No. 91's
train into Burlington when you leave Ft. Madison.
/s/ A. E. Stoll"
The general chairmen on this property have been assured in the past that when it is the intention
to tie up road service employes at intermediate points and stop their pay, a separate message will be
issued to them, making it clear that it is the intention to "tie up" and not release such crew temporarily in
order to extend their availability for future service under the Hours of Service Law. As this case was not
properly handled, the claim will be allowed with the understanding that instructions will be renewed in
regard to dispatching a definite message to interested employes, making it clear when it is the intention to
"tie up" or be temporarily released on a continuous time basis.
Will you please confirm by affixing your signatures in the space provided therefor at the lower
/s/ J. E. Magill
Referring to correspondence ending with your letter of September 8, 1943, in connection
with claim of Engineer W. A. Stauss and Fireman F. G. Thompson, Creston Division, for
continuous time at time and one-half rate October 23, 1942, on which date this engine crew was
relieved from duty under the Hours of Service Law on extra 6104 east at Red Oak, Iowa, and
later towed to Creston on that train.
In this case Engineer Stauss and Fireman Thompson reported for duty at Creston at 11:00
p.m. October 22, 1942, for trip in pool freight service Creston to Pacific Junction and return.
They tied up at Red Oak on the return trip at 2:10 p.m. October 23 because of the Hours of
Service Law after having been on duty 15 hours 10 minutes. A relief crew took charge of the
train, leaving Red Oak at 5:50 p.m., arrived Creston 8:45 p.m., and relieved from duty 9:00 p.m.
Engineer Stauss and Fireman Thompson deadheaded from Red Oak to Creston, a distance of
49.5 miles, on extra 6104 east.
As stated to you in previous correspondence, the recognized practice on this railroad of
applying Rule 49 (e) when a crew is towed or deadheaded to the terminal without rest has been
to compute time for such tow or deadhead from the time relief crew takes charge and that was
done in this instance. However, because of the representations you made, we will allow payment
in this case on the basis of continuous time from time ordered to report for duty at Creston until
arrival at Creston on extra 6104 east, less the mileage currently allowed for the tow from Red
Oak to Creston, and will apply the same principle in the handling of similar cases that may arise
in the future, which is on the premise that Rule 49(f) has application only when engine crews are
afforded legal rest at the tie-up point.
Referring to Case 252-J on the docket of disputes which accompanied your letter of
November 28, 1952, which covers the claim of Extra Engineer C. O. Mayfield, St. Joseph
Division, in the amount his turn made when he was improperly called July 24, 1951, in addition
to any other earnings he may have made on that date.
Engineer Mayfield was called to deadhead from St. Joseph to Hamburg on train No. 21
for work train service. Later events disclosed that an engineer could have been deadheaded on
train No. 23 and still arrive at Hamburg in time to perform the service, and the claim is based
upon that fact. As explained during our discussion of this case at conference on March 9,
passenger train service on the St. Joseph Division was operating off schedule during the ten-day
period preceding this claim, due to washouts and the resulting necessity of detouring by way of
Cameron Junction. When the local people planned this deadhead movement they had before
them a record of No. 23 operating badly off schedule during this period and, if this poor
performance had continued, Engineer Mayfield could not have been deadheaded on No. 23 and
still arrive at Hamburg in time to perform this service for which called. Shortly before the
departure of No. 21 it was determined that No. 23 would operate via the regular route, and it is
unfortunate that Engineer Mayfield was not notified prior to leaving St. Joseph that an engineer
could deadhead on No. 23, as was done in the case of the conductor and trainman, and we are
handling that feature of the controversy with local officers for correction.
In discussing this case at conference we agreed that, in the future, when an engineer is
called to deadhead to an intermediate point between recognized terminals for work train service
he will be subject to the provisions of Rule 50 between the time of his arrival at such
intermediate point and the time his pay in work train service begins. In other words, if he is held
at the intermediate point longer than sixteen hours before his pay in work train service begins, he
will be compensated under Rule 50. This understanding pertaining to the application of Rule 50
in circumstances where locomotive engineers deadhead to work train service originating at
points between recognized terminals does not obviate the understanding that locomotive
engineers will be deadheaded to such service on the last available train, nor does it have any
effect whatever on the agreement dated September 27, 1949, which pertains to deadheading
engineers and firemen to intermediate points or specified tie-up points.
In the light of the understanding referred to in the preceding paragraph, it was agreed that
the claim of Engineer Mayfield would be withdrawn and the case removed from the docket of
disputes which you are currently handling. If this is in conformity with your understanding, will
you please indicate your acceptance in the space provided in the lower left-hand corner of this
T-7-J
Mr. C. H. Atkins Mr. F. L. Smith
General Chairman, BLE General Chairman, ORC
Aurora, Illinois St. Joseph, Missouri
Mr. V. E. Secrest Mr. V. R. Roberts
General Chairman, BLF&E General Chairman, BRT
Chicago, Illinois Creston, Iowa
Referring to your letter of January 21, 1948, and discussion at conference on January 22
in regard to complaint about delay in forwarding pay checks to employes who are entitled to an
adjustment of payments currently allowed by reason of settlements effected in this office or in
the offices of officers who are vested with authority to dispose of claims and grievances on
appeal.
I have arranged for the Auditor of Expenditures to furnish this office with a copy of the
payroll covering adjustments such as those referred to in the preceding paragraph at the time the
payroll is forwarded to the Paymaster for final handling of the checks that are to be delivered.
Upon receipt of a copy of the payrolls in question, we will immediately notify the interested
local officers who in turn will notify the employe that check is available for delivery.
This should take care of this matter and obviate cause for further complaint.
Dear Sirs:
Referring to correspondence ending with your letter of June 17, having reference to
complaints from engineers and firemen on the Alliance and Omaha Divisions, in regard to
payroll deductions to cover overpayments that were previously made.
I am instructing that in the future, when payroll deductions are necessary, the employe
concerned be given a detailed statement which will identify the overpayment, the reason therefor
and details in connection with the amount to be deducted.
Will you please acknowledge receipt?
The provisions of this agreement are limited in application to locomotive engineers and
locomotive firemen (helpers) in assigned wayfreight service, assigned through freight service,
assigned tabulated runs, such as those referred to in Rule 27, and assigned passenger service who
are ready and available for service.
1. Bulletins advertising new assignments and vacancies for engineers and firemen
under Rule 55, shall stipulate the days of the week and/or holidays (it being understood that the
day observed by the State, Nation or by proclamation shall be considered the holiday) on which
the assignments will not operate and no compensation will accrue under the provisions of this
agreement on such days.
2. (a) When traffic is temporarily interrupted because of snow blockade,
washouts, wrecks or similar track obstructions, engineers and firemen in assigned passenger
service may be used on passenger trains other than the ones to which assigned, and they will be
paid under pertinent rules and agreements for the service performed, with a guarantee of the
mileage of their respective assignments as if the traffic interruption had not occurred.
(b) If a crew assignment for an engineer and fireman in service covered by this
agreement, other than passenger service, is temporarily abolished and such crew assignment is
restored within 72 hours account cause for the abolishment corrected quicker than anticipated,
the notice of abolishment will be cancelled and the crew will be treated as if the assignment had
not been abolished and will be compensated for any time lost under Section 3 hereof.
3. Except as modified or superseded by other provisions hereof, engineers and
firemen in assigned service covered by this agreement, shall be paid the mileage of their
respective assignments or a minimum of eight (8) hours if compensated on an hourly basis on
each day the assignment is scheduled to operate.
NOTE: When operation is restored following annullments, the engineer and
fireman due out on the train and date of restored operation, will be used.
a. An engineer and fireman will be considered on their assignment for pay purposes
when leaving the outlying terminal of the assignment within 12 hours after scheduled leaving
time for the train to which assigned, whether operating under its own number as an extra or
under a different number. If used after 12 hours out of the outlying terminal, payment will
accrue for the assignment and the trip will be considered as separate or additional service, to be
paid for under pertinent schedule rules. The provisions of this paragraph, excluding the
provision covering additional payments for service out of the outlying terminal more than 12
hours after scheduled leaving time, apply to service out of the home terminal even though
operated more than 12 hours after scheduled leaving time.
b. Assigned engineers and assigned firemen will be considered as on their
assignment for pay purposes when used within 12 hours after scheduled departure time out of
outlying terminal of the assignment on another regular assignment in the same class of service
having the same home terminal as a result of one of the trains involved being off schedule.
c. Assigned engineers and assigned firemen will be considered as on their
assignment for pay purposes when deadheaded to or from an assignment as a result of one of the
assigned trains being off schedule.
d. Claims from pool or unassigned engineers and firemen resulting from using
assigned crews under the provisions of sub-sections a, b and c of this section will not be
recognized by either party.
NOTE: In passenger service when "make-up" or "stub" train is operated from
terminal to terminal of an assignment account late arrival of in-bound connection, the "make-up"
or "stub" train shall be considered the train to which assigned.
e. If, because of a holiday annullment, assigned crews are not at the initial terminal
of their assignment on the day following the annullment, the crews will be exchanged at an
intermediate point, thus restoring the crews to their assigned trains.
4. Except as otherwise provided in this agreement, assigned engineers and firemen
will not be used on other than the trains to which assigned when pool or unassigned engineers
and firemen are available. When assigned engineers and firemen are used in unassigned service
account pool or unassigned engineers and firemen not available, payment for such service will be
made under the pertinent rules of the applicable collective agreement,
and the earnings thus made will be applied against the assignment guarantee.
5. When an assigned engineer or assigned fireman does not complete the trip to
which assigned, actual earnings or the assignment mileage will be allowed whichever is the
greater.
This provision does not apply where an engineer or fireman is relieved in the course of a
trip or tour of duty because of illness or for personal reasons.
6. It is agreed that all pending claims shall be disposed of on the basis of the
provisions of the foregoing agreement; such disposition shall be considered as a full settlement
The provisions of this agreement become effective on the date of execution and shall
remain in effect subject to the serving of thirty (30) days' notice by one party upon the other
party (for purposes of this provision each organization shall be considered a separate party),
further handling to be in accordance with the procedural provisions of the amended Railway
Labor Act.
Signed at Chicago, Illinois, this 4th day of October, 1949.
General Chairman /s/ J.E. WOLFE
(Labor Relations)
It has come to my attention that at least on one Division locomotive engineers are being
permitted to move from one pool turn to another pool turn in the same pool when vacancies are
advertised or otherwise filled.
We have heretofore held, and the General Chairman of the Brotherhood of Locomotive
Engineers has concurred in our conclusions, that there is no distinction between pool turns in the
same pool, and in order that uniformity over the system be assured, it is suggested that
instructions be renewed which preclude permitting locomotive engineers to move from one pool
turn to another pool turn within the same pool.
Will you please acknowledge receipt and advise if understood.
This will confirm the understanding reached at the conference today at which members of
your General Committee of Adjustment were present to the effect that in the future Local
Chairmen will be furnished copies of bulletin notices covering vacancies and newly established
runs.
Mr. C. H. Atkins E-8-B
Referring to our brief discussion on February 11 with respect to a question that has arisen
concerning the filling of certain temporary and permanent vacancies at Galesburg.
As I understand the situation, two pool engineers were filling temporary vacancies in
passenger service, and two other engineers were filling the subsequent vacancies in the pool
turns, all under the provisions of Rule 56. Then the two pool engineers secured regular
assignments in passenger service and the turns they formerly held in the pool were bulletined as
permanent vacancies. Apparently there was some question locally as to whether these pool turns
should be manned by extra engineers during the life of the bulletin, or whether the engineers who
had been holding them as temporary vacancies could continue to hold these pool turns during the
life of the bulletin.
It is my opinion that after these two turns became permanent vacancies and were
bulletined as such under Rule 55, they should be filled by extra engineers during the life of the
bulletin. Do you concur in this view?
Mr. C. J. Maher
Staff Officer — Labor Relations
Please refer to your letter of February 11, file E-8-B, having reference to our discussion
February 11 regarding the question that arose at Galesburg relative to the filling of certain
temporary and permanent vacancies.
In the closing paragraph of your letter you stated:
While in conference, I advised you that I did not think there was a uniform practice over
the railroad regarding the subject of who would fill vacancies when a run was being advertised as
a permanent vacancy. I also stated that I was agreeable to your views in the matter if it could be
made uniform over the system.
Therefore, this is to advise that I concur in your views that permanent vacancies
bulletined under Rule 55 should be filled by extra engineers during the life of the bulletin.
CHA :JMS
(a) Adjustment of freight pools and/or extra lists may be made at any time the record
indicates an adjustment is required under the provisions of this agreement
(b) The checkback for the purpose of determining average mileage made by employes in
freight pool service and/or extra lists, will cover the ten (10) day period immediately preceding the date
on which such check is made.
(c) The total mileage or equivalent thereof accumulated in the ten (10) previous days will
be multiplied by three and divided by the number of crews (or individuals in the case of extra lists) and
the result of this calculation will determine average mileage earnings for the purpose of making such
adjustments as may be necessary.
(a) In the regulation of extra lists mileage made by so-called emergency men will not be
considered except in instances where the emergency man is replacing and acting for an extra man; when
the extra board is exhausted and an extra yard assignment is manned by a demoted engineer, or when pool
crews are built up and are manned by emergency men for service other than when the pool is exhausted.
Emergency engineers will not be used except when the extra engineers' list is exhausted.
(1) There are three engineers on a particular extra list. One of these engineers lays off which
necessitates the calling of a demoted engineer to perform the service for which the extra man would have
been called had he not laid off.
Under these circumstances the mileage made by the emergency man would be considered in
determining average mileage of extra men.
(2) Using the extra list referred to in Example (1), there are vacancies for four
engineers which requires the
calling of a demoted engineer to fill the fourth vacancy, account the extra list exhausted.
In this factual situation, mileage made by the emergency man would not be considered in
determining the average mileage made by assigned extra men.
(b) In the event a headquarters extra list is abolished, it shall be re-established as soon
as it can be definitely determined that there is sufficient work opportunity to produce no less than
the minimum monthly mileage for one (1) man stipulated in Section IV hereof.
Freight pools shall be regulated at a midway point between the minimum of 3200 miles
and the maximum of 3800 miles or as nearly as mathematically practicable at approximately
3500 miles.
NOTE: It is understood that freight pools shall not be reduced so long as the
average equals the equivalent of 3200 miles, nor shall such freight pools be increased until the
average exceeds the equivalent of 3800 miles.
In the event the average is less than the equivalent of 3200 miles or more than the
equivalent of 3800 miles, indicating that the rules require an adjustment, the total mileage made
during the ten (10) day checkback period multiplied by three (3) shall be divided by 3500 and
the result of that calculation as nearly as mathematically practicable, shall represent the number
of crews to be continued or established in said freight pool.
Mileage made by built up pool crews in instances where it is necessary to build up a crew
account a freight pool exhausted, will be counted in determining average mileage. Other mileage
made by so-called built up crews will not be counted.
Paragraphs (e) of Rule 57 of the respective collective agreements are amended so as to
read as follows:
average mileage, or equivalent thereof, between 3000 and 3800 miles per month.
during the ten (10) day checkback period multiplied by three (3) shall be divided by 3300
when mileage falls below the average of 3000 and the total mileage shall be divided by 3500
when average mileage is in excess of 3800 miles, the result of such calculation as nearly as
mathematically practicable shall constitute the number of engineers to be assigned to the
particular extra list.
In the event a freight pool or extra list is comprised of such a limited number of crews or
individuals, respectively, that an addition of crews or extra men would result in averages below
the equivalent of the minimum hereinabove stipulated, members of such crews or individuals on
such extra lists shall be required to lay off when the maximum mileage, or the equivalent thereof,
has been equalled or exceeded in any calendar month.
Section VI
(a) Engineers and firemen will be required to register correct accumulated mileage or
the equivalent thereof on mileage sheet provided for that purpose upon completion of trip or tour
of duty and failing to do so will not be called for subsequent service until the requirements of this
provision have been complied with.
(b) In registering mileage or the equivalent thereof the employes must include all
payments claimed such as road mileage, hours in yard service, arbitrary and constructive
allowances, such payments to be translated into mileage, and failure to so register will constitute
a violation by the employe of the provisions of Section 6(a) hereof.
(c) The provisions of this agreement are subject to Rule 57(i), which reads:
"In the regulation of mileage neither the maximum nor minimum is guaranteed."
All of the provisions of Rule 57 of the respective collective agreements shall remain in
full force and effect, except where the provisions thereof are contrary to and, therefore,
superseded by the provisions of this agreement.
The provisions of this agreement shall become effective on January 1, 1949, and shall
party, further handling to be in accordance with the procedural provisions of the amended
Railway Labor Act.
First Asst. Grand Chief Engineer, BLE
Chicago, June 12th, 1940
E-8-D
Assistant Superintendents
Master Mechanics
Assistant Master Mechanics
On June 4th, 1932, Mr. Murdock issued the following letter:
"In connection with regulation of mileage for engineers under their schedule rule 57,
paragraph (d), it has been agreed with the Engineers' Committee that no trip will be commenced
the completion of which will cause an engineer to exceed the maximum mileage limitation."
At a recent conference with the Engineers' General Committee, request was made that
this agreed to interpretation be rescinded, and in lieu thereof, permit engineers in assigned
service, who have not reached the maximum mileage specified in rule 57, to make an additional
round trip even though such trip will exceed the maximum applicable to the particular class of
service, with the further understanding that all miles made in excess of the maximum will be
charged to the next month. Also, that it be understood that the foregoing only has reference to
engineers in assigned service and that pools and extra lists shall continue to be regulated by
averages.
A canvass of neighboring lines indicated that the interpretation desired by the committee
is quite generally in effect; therefore, with the understanding that it will result in no additional
expense to the company, we agreed to make it effective as of July 1, 1940, which I wish you
would arrange to do.
cc – Messrs.
J. C. Crisinger
F. E. Haines
G. W. Eckhardt
This will acknowledge receipt of your letter of July 12 with which you enclosed copy of letter
from Local Chairman Stone of the Casper Division concerning regulation of mileage, particular reference
being made to engineers who are filling temporary vacancies under the provisions of Rule 56.
I share your opinion that under the circumstances described by Mr. Stone, mileage made by an
extra engineer holding a vacancy under the provisions of Rule 56 should be counted as pool mileage and
not as extra board mileage.
If agreeable to you I will issue instructions in line with the foregoing which will preclude the
necessity of further discussion.
Please refer to exchange of correspondence ending with your letter of March 8, with respect to
regulation of pools and extra lists at Creston, Iowa.
This letter will confirm the understanding referred to in your letter of March 8 to the effect that,
under Section 1 of the Mileage Regulation Agreement, the total mileage made by engineers as registered
by them will be furnished the local chairman upon request, and that adjustment of freight pools and/or
extra lists may be made at any time the record indicates an adjustment is required under the provisions of
the agreement.
Please refer to your letter of May 13, in reply to mine of May 9, concerning
correspondence ending with your letter of April 3 to Mr. Wolfe, in connection with the
application of the provisions of Section 6 of the Mileage Regulation Agreement of January 1,
1949 to engineers in assigned service.
The note following Rule 57 clearly and definitely provides that engineers in all classes of
service will register their cumulative mileage, or its equivalent, upon arrival at terminal or
completion of day's work. We are in agreement that the penalty prescribed in Section 6 of the
Mileage Regulation Agreement of January 1, 1949 is limited in application to engineers in pool
freight service and to extra engineers, and has no application to assigned engineers. However,
there is nothing contained in the Mileage Regulation Agreement of January 1, 1949 which would
have the effect of relieving assigned engineers from registering their miles, as required by the
note following Rule 57.
The tone of the last two paragraphs of your letter of May 13 leads me to believe that there
is no dispute between us concerning the necessity for engineers in assigned service registering
their cumulative mileage in accordance with the note following Rule 57. Local officers are
therefore being advised that engineers in assigned service will be expected to comply with the
requirements referred to.
Chicago, March 10,1952
It has been reported to me that on certain Divisions, particularly the Alliance and
Ottumwa Divisions, the extra board of locomotive engineers has decreased to such extent that it
is impossible, as a result of that part of the January 1, 1949 Agreement which precludes
considering mileage made by emergency engineers, to increase the number of engineers on such
boards so as to adequately take care of normal requirements, and more particularly, permit
locomotive engineers to take their annual vacations during the period assigned to them.
As a result of this condition, and in an endeavor to effect necessary correction,
instructions should be issued that the Road Foreman of Engines at Alliance and Ottumwa may
add locomotive engineers to these boards in the number necessary in order to protect normal
requirements, including vacation requirements, but it should be clearly understood that this must
be done in an extremely conservative manner in an effort to avoid bringing about a condition
under which the engineers assigned to such extra boards might average less than the minimum
prescribed in the January 1, 1949 Agreement.
"If there is any other point on the system where this same condition obtains, please
communicate with the undersigned promptly, giving complete details concerning the conditions
that exist, and I will then advise you as to whether or not emergency measures, similar to those
that are being taken at Alliance and Ottumwa, might not also be necessary at these other points."
cc – Messrs. H. E. Hinshaw
Referring to your letter of May 21, and to our discussion with your Executive Committee
on June 24, concerning your request that, in the future application of the Mileage Regulation
Agreement effective January 1, 1949, paid deadhead movements to and from regular
assignments be not counted.
During our discussion of this case it was agreed that when an engineer deadheads from an
extra list to a regular assignment, or from a regular assignment to an extra list, any deadhead
mileage that might be paid under the rules shall not be counted against either the extra list or the
assignment — neither would such deadhead mileage be charged against the individual engineer.
Necessary instructions are being issued to make this arrangement effective.
Further to exchange of correspondence ending with my letter of July 2, and to our
discussion with your Executive Committee on June 24, concerning understanding reached
whereby paid deadhead movements to and from regular assignments shall not be counted against
either the extra list or the assignment, and will not be charged against the individual engineer.
Following the issuance of instructions as referred to in my letter of July 2, the question
has arisen at some points as to whether or not the understanding referred to had application in the
case of an extra engineer who is called in his proper turn from the extra list to fill a temporary
vacancy at an outlying point and later returns to the extra list at the expiration of the temporary
vacancy. I have therefore issued supplementary instructions, a copy of which is attached hereto,
designed to make it clear that the understanding reached with respect to counting the deadhead
mileage to and from regular assignments applies only to instances where an extra engineer
secures a regular assignment and deadheads to an outlying point to take over his newly acquired
regular assignment, or where an engineer holding a regular assignment is displaced therefrom
and places himself on the extra list. The understanding referred to does not apply to deadheading
involved when an extra engineer is called in his proper turn from the extra list to fill a temporary
vacancy at an outlying point and later resumes his turn on the extra list at the expiration of the
temporary vacancy.
It may be that similar questions have been referred to you, and it is believed that the
supplementary instructions attached hereto will remove any possibility of doubt as to the proper
application of the understanding referred to.
Referring to your letter of December 2, 1954, concerning the question of charging
mileage made by engineers in excess of the maximum against their mileage for the following
month, in situations wherein engineers in assigned service have advised the roundhouse clerk
that their maximum mileage for the month has been reached and have asked to be relieved, but
because of shortage of men they could not be relieved.
Under the circumstances described above, you express the opinion that the excess
mileage over and above the maximum should not be carried over and charged against the
assigned engineer in the following checking period. I have no objection to handling in that
manner, and I am today issuing instructions to all concerned to make such arrangements
effective.
Gen. Chairman, B.L.E. Gen. Chairman, B.L.F.&E.
Please be referred to correspondence ending with my letter of September 6, addressed to
Mr. Atkins and to telephone conversation this morning with Mr. Husted, concerning question as
to whether vacation payments should or should not be considered in applying the provisions of
Rule 57.
As both of you are in agreement that payments made to a vacationing employe should not
be considered in applying the provisions of Rule 57, I have issued instructions to that effect thus
insuring system uniformity in applying the provisions of the vacation agreement and Rule 57. A
copy of the instructions referred to is enclosed herewith.
The action taken disposes of the request of the Engineers' Committee which was
transmitted to me with Mr. Atkins' letter of June 4, 1946.
The following constitutes a modification of Rule 60 with respect to establishment of a seniority
date as locomotive engineer, and all agreements or understandings which conflict with the placing of
qualified engineers on the engineers' seniority roster in the manner set forth herein are hereby abrogated.
(1) All qualified engineers, who have not as yet established a seniority date as engineer, will
be given a seniority date corresponding to the date upon which they completed satisfactory qualifying
examination for service as engineer, subject to the provisions of Section 3 below.
(2) Locomotive firemen whose seniority entitles them to promotion will be examined for
promotion to engineer in the order of their seniority standing on the firemen's roster. Upon passing
satisfactory qualifying examination, such qualified engineers will be given a seniority date as engineer
corresponding to the date of qualification, subject to provisions of Section 3 below.
(3) In the assignment of an engineer's seniority date under Sections 1 and 2 hereof, when a
junior man completes the qualifying examination ahead of a senior man, the date given the junior man
will also be assigned to the senior man who subsequently qualifies by passing satisfactory examination,
except in instances where the senior man fails on the first examination and a junior man is actually used
as an engineer. In such circumstances the junior man actually used will rank ahead of the senior man who
failed on the first examination.
This agreement shall take effect June 2, 1955, and will remain in effect until changed in
accordance with the provisions of Section 6 of the amended Railway Labor Act.
Signed at Chicago, Illinois this 2nd day of June, 1955.
FOR THE CHICAGO, BURLINGTON & QUINCY
RAILROAD COMPANY:
J. E. WOLFE
C. J. MAHER
As an interpretation of Paragraph (e), Rule 60, of the collective agreement, rules as originally
written effective June 1, 1931, rates effective May 22, 1946, it is agreed:
1. In the event an applicant for promotion to Locomotive engineer satisfactorily passes all
required examinations except the physical examination, the status of said applicant insofar as promotion
is concerned shall be held in abeyance unless and until the employe's physical condition improves to the
extent that he does pass a satisfactory physical examination.
2. If and when, under the circumstances described in Paragraph 1 hereof, a satisfactory
physical examination is passed, the employe shall be given a seniority date as a locomotive engineer as of
the date given the locomotive engineer who ranked next below him on the seniority roster of locomotive
firemen, the engineer thus promoted to rank ahead of the junior man on the roster.
3. If no junior employes were promoted to locomotive engineers during the period the
employe who stood for promotion was considered not physically qualified for promotion, such employe
shall be given a seniority date as an engineer in accordance with the provisions of agreement of
December 31, 1945 between the parties hereto, which pertains to promotion to locomotive engineer under
normal circumstances where physical disability is not involved.
Signed at Chicago, Illinois this 2nd day of September, 1948.
/s/ G. R. Krauss
Member, General Committee
Senior Staff Officer
CHICAGO, BURLINGTON & QUINCY RAILROAD COMPANY
547 West Jackson Boulevard
March 10,1959 E-3572-54
Mr. E.B. Lantz
Chicago 26, Illinois
Referring to discussion at conference on March 5, 1959, at which General Chairman
K.C. Sallee was present, concerning Section 6 notice dated August 23, 1954 of desire to
abrogate both Section 17 of the August 11, 1948 agreement and the letter agreement of August
21, 1950; also to discontinue the practice of appealing claims to intermediate officers.
In disposition of the above subject the following procedure for handling claims and
grievances under Rule 66 (Section 17 of the August 11, 1948 Agreement) is agreed upon:
1. The initial presentation of a claim, by the claimant employe or his representative,
must be filed within sixty (60) days of the date of the occurrence which gave rise to the
controversy upon which the claim is based. If not so filed, the claim will be barred but this does
not establish a precedent or constitute a waiver barring the handling of similar claims that may
arise thereafter.
2. Claims presented in the manner outlined in Item 1 hereof, must be allowed or
declined by the officer to whom the claim is presented, within sixty (60) days after
presentation, or such claims will be paid. The payment opf claims under this item will not
establish a precedent or constitute a waiver in other claims that may arise subsequent thereto.
3. Claims that are to be appealed by the Local Chairman, must be appealed to the
Assistant Division Superintendent or Division Superintendent within sixty (60) days from the
date claimant acknowledges receipt of the declination, and failing so to do, the claim will be
barred; this not to establish a precedent or constitute a waiver in the case of other claims that
may arise thereafter.
4. The Assistant Superintendent or Division Superintendent must allow or decline
claims that are thus presented by the Local Chairman within sixty (60) days from the date of
appeal, or such claims will be allowed; this is not to establish a precedent or constitute a waiver
in other claims that may arise subsequent thereto.
5. Following the declination by the local officer referred to in Item 4 hereof, if
unable to dispose of the claim, the local officer and local chairman will prepare a Joint
Statement of Facts for transmission to the General Chairman by the Local Chairman, and to the
highest designated officer of the Carrier by the local officer. However, after the four initial
steps outlined in Items 1 to 4 inclusive have been seasonably taken, the Local Chairman and
local officer may, at the suggestion of either of them, agree to hold a particular claim in
abeyance pending the final disposition of another claim, which they agree is sufficiently similar
to justify such action, all claims so held in abeyance to be disposed of on the basis of the final
settlement reached in the case that is progressed to final conclusion.
6. Following the declination of the local officer as referred to in item 4 hereof, the
next appeal will be taken by the General Chairman to the highest designated officer of the
Carrier, thus eliminating appeals to intermediate officers. There shall be no stipulated time
limits within which the General Chairman must take such appeal to the highest designated
officer following local handling, but it is contemplated that such action will be taken with
reasonable promptness.
7. The highest officer of the Carrier designated to handle such matters must decline
the General Chairman's appeal within sixty (60) days from the date of the appeal, and failing
so do to, the claim will be allowed; this not to establish a precedent or constitute a waiver in
other similar disputes that may arise in the future.
8. The General Chairman must advise the highest designated officer within sixty
(60) days of such declination, that it is not accepted and failing so to do, the decision of such
highest designated officer shall be final and binding. All claims or grievances involved in the
decision of the highest designated officer shall be barred, unless, within twelve (12) months
from the date of said officer's decision, proceedings are instituted by the employe 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 twelve months' period herein referred to.
Except as provided hereinabove, the provisions of Rule 66 (Section 17 of the August 11,
1948 Agreement) remain in full force and effect. This letter agreement, however, supersedes
and abrogates the letter agreement dated August 21, 1950, and disposes of all the issues
involved in the Section 6 notice dated August 23, 1954 and the Carrier's counter proposal dated
The foregoing will become effective June 1, 1959.
/s/ J,E. WOLFE
/s/ EMIL B. LANTZ
/s/ K.C. SALLEE
E-9-K-113
Mr. O. E. Ward
Mr. C. E. Melker
By exchange of letters with the General Chairmen representing Enginemen,
understanding has been reached concerning the handling of engine crews in instances where a
locomotive becomes disabled enroute which necessitates the dispatching of a relief locomotive
from a terminal to the point where the locomotive failure occurred.
In order that uniformity prevails on a system basis, it should be understood that when
instances such as the one above described occur, the engine crew called to handle the relief
locomotive from a terminal to point on line of road where the disabled locomotive is located,
will turn the relief locomotive over to the engine crew handling the train, such engine crew to
proceed with train to the objective terminal and the engine crew that handled the relief
locomotive will return to the terminal with the disabled locomotive.
Please see that all officers under your jurisdiction are conversant with this understanding.
A. J. Horton
F. B. Whitman
Rev.1-1-68
VACATION AGREEMENT
DATED APRIL 29,1949
As amended
(a) Effective January 1,1965, 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.
Beginning with the effective date of the provisions of Article 3 of Agreement "A", dated
May 23, 1952, on an individual carrier, but not earlier than the year 1960, in the application of
this Section 1(a) each basic day in yard service performed by a yard service employee or by an
employee having interchangeable road and yard rights shall be computed as 1.3 days, and each
basic day in all other services shall be computed as 1.1 days, for purposes of determining
qualifications for vacations, (This is the equivalent of 120 qualifying days in a calendar year in
yard service and 144 qualifying days in a calendar year in road service.) (See NOTE below.)
Beginning with the year 1960 on all other carriers, in the application of this Section 1(a)
each basic day in all classes of service shall be computed as 1.1 days for purposes of determining
qualifications for vacation. (This is the equivalent of 144 qualifying days.) (See NOTE below.)
(b) Effective January 1, 1968, each employee, subject to the scope of schedule
agreements held by the organizations signatory to the
April 29,1949 Vacation Agreement, having two 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 the service
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 two or more years of continuous service renders service
of not less than three hundred twenty (320) basic days in miles or hours paid for as provided in
individual schedules.
Beginning with the effective date of the provisions of Article 3 of Agreement "A" dated
this Section 1(b) each basic day in yard service performed by a yard service employee or by an
qualifications for vacations. (This is the equivalent of 110 qualifying days in a calendar year in
Beginning with the year 1960 on all other carriers in the application of this Section 1(b)
(c) Effective January 1, 1967, each employee, subject to the scope of schedule
agreements held by the organizations signatory to the April 29, 1949 Vacation Agreement,
having ten 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 the 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 ten or
more years of continuous service renders service of not less than sixteen hundred (1600) basic
days in miles or hours paid for as provided in individual schedules.
this Section 1(c) each basic day in yard service performed by a yard service employee or by an
Beginning with the year 1960 on all other carriers in the application of this Section 1(c)
(d) Effective January 1, 1965, each employee, subject to the scope of schedule
having twenty or more years of continuous service with employing carrier will be qualified for
an annual vacation of four 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
days in miles or hours paid for as provided in individual schedules and during the said twenty or
more years of continuous service renders service of not less than thirty-two hundred (3200) basic
this Section 1(d) each basic day in yard service performed by a yard service employee or by an
Beginning with the year 1960on all other carriers in the application of this Section 1(d)
NOTE: In the application of Section 1)a), (b), (c) and (d), qualifying years
accumulated, also qualifying requirements for years accumulated, prior to the effective
date of the respective provisions hereof, for extended vacations shall not be changed.
(e) (Not applicable.)
(f) Calendar days on which an employee assigned to an extra list if 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.
The 60 and 30 calendar days referred to in this Section 1(f) shall not be subject to the1.1,
1.2, 1.3, 1.4, and 1.6 computations provided for in Section 1(a), (b), (c) and (d), respectively.
(g) 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 three hundred twenty (320) basic days under Section 1(b) and sixteen hundred (1600)
basic days under Section 1(c), and thirty-two hundred (3200) basic days under Section 1(d).
(h) 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 later 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 the home road of his responsibility under this agreement.
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
l(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 carrier, in case he qualified on more than one carrier
under Section 1 (h) 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 rendered.
(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 1(h) 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) 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 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
taken, but in no event shall such pay be less than eighteen (12) minimum basic days pay at the
rate of the last service rendered.
(c-1) An employee receiving four weeks' vacation, or pay in lieu thereof, under Section
1(d) shall be paid 4/52 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(h) during the calendar year preceding
the year in which the vacation is taken, but in no event shall such pay be less than twenty-four
(24) 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.
(1) An employee receiving one weeks' 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
which he qualified under Section 1 (or carriers in case he qualified on more than one carrier
under Section 1(h) 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
COMBINATION OF YARD AND
(2) An employee having interchangeable yard and road rights receiving one weeks' 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 carrierunder Section 1(h)) 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 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.
(3) An employee receiving two weeks' vacation, or pay in lieu thereof, under Section 1 (b)
but in no event shall such pay be less than ten (10) minimum basic days' pay at the rate of the
last yard service rendered.
(4) An employee having interchangeable yard and road rights receiving two weeks' vacation,
or pay in lieu thereof, under Section 1 (b) shall be paid 1/26 of the compensation earned by such
qualified on more than one carrier under Section 1 (h) 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 twelve (12) 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 not be less than ten (10) minimum basic
days' pay at the rate of the last yard service rendered.
(5) An employee receiving three weeks' vacation, or pay in lieu thereof, under Section 1(c)
under Section 1(h) ) 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
(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 was qualified under Section 1 (or
carriers in case he qualified on more than one carrier under Section 1(h) )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 1(b), 1(c), 1(d) and Section 2(d) of this Agreement applicable to
yard service shall apply to yard, belt line and transfer service and combinations thereof,
and to hostling service.
(8) An employee receiving four weeks' vacation, or pay in lieu thereof, under Section 1(d)
under Section 1 (h) ) during the calendar year preceding the year in which the vacation is taken,
but in no event shall such pay be less than twenty (20) minimum basic days' pay at the rate of the
(9) An employee having interchangeable yard and road rights receiving four weeks'
vacation, or pay in lieu thereof, under Section 1 (d) shall be paid 4/52 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 (h) ) 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 twentyfour
(24) 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 twenty (20) minimum basic days' pay at the rate of the last yard service rendered.
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 or more than the maximum
number of days provided for in any of such schedules.
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.
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.
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.
(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
(b) After the vacation begins layover days during the vacation period shall be counted as a
part of the vacation.
The vacation provided for in this Agreement shall be considered to have been earned when the
employee has qualified under Section 1 hereof. If an employee's employment status is
terminated for any reason whatsoever, including but not limited to retirement, resignation,
discharge, non-compliance with a union shop agreement, or failure to return after furlough, he
shall, at the time of such termination, be granted full vacation pay earned up to the time he leaves
the service, including pay for vacation earned in the preceding year or years and not yet granted,
and the vacation for the succeeding year if the employee has qualified therefor under Section 1.
If an employee thus entitled to vacation or vacation pay shall die, the vacation pay earned and
not received shall be paid to such beneficiary as may have been designated, or, in the absence of
such designation, the surviving spouse or children or his estate, in that order of preference.
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 any existing rule, understanding or custom,
which additional vacation days shall be accorded under and in accordance with the terms of such
existing rule, understanding or custom.
Any dispute or controversy arising out 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 or controversy is not settled on the property and either the carrier or the
organization desires that the dispute or controversy be handled further, it shall be referred by
either party for decision to a committee, the carrier members of which shall be five members of
the Carriers' Conference Committees signatory
hereto, or their successors; and the employee members of which shall be the chief executives of
the five organization signatory hereto, or their representatives, or successors. It is agreed that the
Committee herein provided will meet between January 1 and June 30 and July 1 and December
31 of each year if any disputes of 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 fixed by such arbitration, shall
be final and binding as an interpretation or application of this agreement.
This vacation agreement shall be construed as a separate agreement by and on behalf of each
carrier party hereto, and its railroad employees represented by the respective organizations
signatory hereto, and effective July 1, 1949 supersedes the Consolidated Uniform Vacation
Agreement dated June 6, 1945, in so far as said agreement applies to and defines the rights and
obligations of the carriers parties to this agreement and the employees of such carriers
represented by the Brotherhood of Locomotive Engineers, Brotherhood of Locomotive Firemen
and Enginemen, Order of Railway Conductors, Brotherhood of Railroad Trainmen and
Switchmen's Union of North America.
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.
This vacation agreement shall continue in effect until changed or modified in accordance with
provisions of the Railway Labor Act, as amended.
This agreement is subject to approval of courts with respect to carriers in hands of receivers or
trustees.
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.
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 1-¼ 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 1-¾ basic days.
4. An employee in yard service working 12 hours will be credited with 1-½ basic
5. An employee in freight service, runaround and paid 50 miles for same, will be
credited with ½ basic day.
6. An employee in freight service, called and released and paid 50 miles for same,
will be credited with ½ basic day.
7. An employee in freight service, paid no overtime or other allowances, working as
1st trip – 150 miles
nd " – 140 "
rd " – 120 "
th " – 150 "
Total – 700 "
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.
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 turnaround 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 1-1/8 basic days.
13. An employee in freight service, deadheading is paid 50 miles for same, will be
14. An employee is paid eight hours under the held away-from-home terminal rule
15. An employee is allowed one hour as arbitrary allowance, will be credited with 1/8
INTERPRETATION OF CONTINUOUS
SERVICE PROVISIONS OF SECTION 1
OF VACATION AGREEMENT
In the granting of vacations subject to agreements he ld by the five operating
organizations, service rendered for the carrier will be counted in establishing five or fifteen or
more years of continuous service, as the case may be, where the employee transferred in service
to a position subject to an agreement held by an organization signatory to the April 29, 1949
Vacation agreement, provided there was no break in the employee's service as a result of the
transfer from a class of service not covered by an agreement held by an organization signatory to
the April 29, 1949 Agreement. This understanding will apply only where there was a transfer of
This understanding will apply commencing with the year 1956 but will also be applicable
to claims of record properly filed with the carrier on or after January 1, 1955, for 1955 vacations
and on file with the carrier at the date of this understanding. No other claims for 1955 based on
continuous service will be paid. Standby agreements will be applied according to their terms and
conditions for the year 1955.
Chicago, December 16,1949
Referring to previous discussions and correspondence concerning Case 542-EF, protest
from engineers and firemen in regard to back-up movements.
We will discontinue back-up movements in road territory which involve points where
there are adequate facilities for turning the locomotives used, with the understanding that we will
not, after January 1, 1951, require back-up movements in excess of 15 miles that involve
regularly programmed operations, except where Diesel-electric locomotives with extended front
ends, similar to EMD Models NW-5&GP7 revolving seats and dual controls are used.
Will you please confirm by affixing your signatures in the space provided therefor at the
Referring to discussion at conference today, concerning Cases 574-EF and S-173-EF,
both of which involve locker rooms, wash rooms and sleeping facilities for locomotive engineers
and locomotive firemen.
As a matter of policy, we will see that suitable and sanitary locker rooms and wash rooms
are provided for locomotive engineers and locomotive firemen. In addition, where outside
sleeping quarters are not available, suitable and sanitary sleeping quarters will be provided, or
the Carrier will arrange that outside quarters will be made available at a nominal cost to the
employees. Insofar as the latter item is concerned, this may be taken care of by arranging with
outside parties to make rooms available, or it may be done by arrangements with Hotels in the
vicinity of the roundhouse or depot, as the case may be.
In addition to the foregoing, we will see that full-length lockers are provided in the depot
at Galesburg for use of engineers and firemen, and we will see that a standard clock and toilet
stool are installed in the room that is now being used by engineers and firemen at this facility.
At Lincoln, a room has been set aside for use of engineers and firemen in the building
located adjacent to our station building. We will either fix up the floor in this room or provide
linoleum, whichever is more suitable. In addition, a table and some chairs will be placed in the
room that is assigned to engineers and firemen, full length lockers will be provided, and if there
is room — which I think there is — two double bunks will be in-
stalled for use of Creston Division engineers and firemen in interdivisional passenger service
operating into Lincoln.
Asst. Grand Chief Engineers, BLE
Chicago, April 1, 1949.
Rules Governing Watch Inspection Service
of This Company
The inspection of the watches of Operating Department employes, shown below under Group
"A", will be under the supervision of The Ball Railroad Time Service. The inspection of the watches of
Maintenance of Way employes, shown below under Group "B", will be under the supervision of J. H.
Mace Co.
Effective April 1, 1949, the following rules relating to watch inspection will supersede any
present rules with which they conflict.
1. The grade and character of watches best suited for accurate performance upon the
engines, trains and property of the railroad is a matter of vital interest to the Railroad Company, its
officers, employes and the public. Watches that have been examined and certified by an authorized
inspector must be used by:
Group "A" Employes
Trainmasters, Enginemen,
Asst. Trainmasters, Firemen,
Chief Dispatchers, Train Baggagemen,
Train Dispatchers, Yardmasters,
Road Foremen of Engines, Asst. Yardmasters,
Asst. Road Foremen Yard Engine Foremen,
of Engines, Switchmen,
Conductors, Switchtenders,
Trainmen, Main Track Hostlers.
Group "B" Employes
Roadmasters, Water Service Foremen,
Asst. Roadmasters, Water Service Repairmen,
Track Supervisors, Signal Supervisors,
Track Foremen, Asst. Signal Supervisors,
Asst. Track Foremen, Signal Foremen,
Head Welders, Leading Signal Maintainers,
Frog Welders, Signal Maintainers,
Work Equipment Operators, Chief Telegraph Linemen,
Master Carpenters, Division Linemen,
Asst. Master Carpenters, Telegraph Foremen,
B & B Gang Foremen, All other employees who
Asst. B & B Gang Foremen, operate Track cars.
Paint Gang Foremen,
2. The minimum standard of WATCHES NOW IN SERVICE is a grade equal to what is
known among American Railroad Movements as "NICKEL 17-JEWELS, BREGUET HAIRSPRING,
PATENT REGULATOR, LEVER SET, ADJUSTED TO TEMPERATURE AND THREE
POSITIONS," that will run within a variation of thirty seconds per week.
3(a). The minimum standard for watches going into service after this date will be as follows:
Make Size Jewels Model No.
Waltham……….16 23 "Vanguard", Double
Roller ……………………………….. 30,000,000
Elgin…………….16 23 "B. W. Raymond",
Double Roller……………………… 38,300,000
16 21 "B. W. Raymond",
Hamilton………. 16 23 "No. 950"
Double Roller……………………… 2,625,000
16 21 "No. 992",
16 21 "992B Railway
Special" Double Roller …………. C-001
Illinois…………. 16 23 "Bunn Special",
16 21 "Bunn Special",
Ball………………16 23 "Official Standard",
Double Roller……………………… 648,500
16 21 "Official Standard",
Double Roller……………………… 1-B-1
All watches going into service must be adjusted to 5 positions and so stamped on plates, also
must be lever set, have Arabic standard or marginal minute dials, and if in open-faced cases wind at the
figure 12.
3(b). Discontinued makes or grades and "American" watches bearing the names of jewelers or
other names not standard trade marks, or trade numbers, will not be accepted as watches going into
service, and all American watches going into service should have the standard trade mark or trade number
plainly stamped on the plates.
3(c). Twelve size and wrist watches are not considered reliable railroad grade watches and
therefore will not be accepted.
3(d). Watches presented by laid off employes rehired or recalled to service, having serial
numbers lower than those specified above and for which inspection cards or
prescribed certificates have previously been issued, will be recognized and accepted for service if
approved by an authorized watch inspector.
4. DECORATED, LUMINOUS OR RADIUM DIALS AND HANDS, OR GOLD
HANDS, AND SO-CALLED NON-BREAKABLE GLASSES WILL NOT BE PERMITTED.
5. Instructions to Watch Inspectors, effective April 1, 1949, will cover the duties of
authorized watch inspectors.
6. The prescribed Certificate is Form 2654A and is available at authorized watch
inspectors.
7. Group "A" employes will present their watches to an authorized watch inspector
during the month of May each year. If the watch complies with the requirements of a reliable
railroad grade watch, the inspector will fill out and forward Form 2654A to the Superintendent's
office, where it will be retained on file until a new certificate has been issued.
8. When a watch is left with an authorized watch inspector, to be cleaned or
repaired, a reliable railroad grade watch, with loaner certificate, Form 2655A, will be furnished
employe, free of charge, until his own is returned to him. An employe is at liberty to take his
watch to a watchmaker other than an authorized watch inspector, for cleaning or repairs. The
watch carried in the meantime must be a reliable railroad grade watch, complying with the
requirements of Rule 3(a) and must be taken to an authorized watch inspector, who will issue a
loaner certificate, Form 2655A, for loaned watch. His own watch, after being put in order, must
be taken to the inspector, who will take up the loaner certificate, after which the watch may be
carried in service.
9. Reliable railroad grade watches, guaranteed to give required performance, may be
purchased by employes from authorized watch inspectors. Payroll deductions to protect such
purchases, will be made if mutually agreeable between watch inspector and employe. Payroll
deductions will not be extended to exceed eight months.
10. Roadmasters, Master Carpenters, Signal Supervisors, Chief Telegraph Linemen,
and their Assistants, will be required to compare time at least once a month with all Section,
Extra Gang Foremen, B&B Foremen, Signal Foremen, Telegraph Foremen, and Division
Linemen, and make a report to the Superintendent of such comparison. If it is found that any
employe's watch is apparently not keeping accurate time, such employe will be required to have
his watch repaired. If such repairs fail to correct the trouble, the employe will be required to
provide himself with a reliable railroad grade watch within thirty (30) days.
11. All other employees listed in Groups "A" and "B" must compare their watches
daily with standard clock at stations where standard clock is maintained, with time carried by
Conductors or Enginemen, or obtain time from Train Dispatcher.
12. EMPLOYES MUST ASSURE THEMSELVES THEIR WATCHES ARE
WOUND.
TO GROUP "A" EMPLOYES
13. Unless otherwise provided, watches of Conductors, Trainmen, Enginemen,
Firemen, Train Baggagemen, Yardmasters, Assistant Yardmasters, Yard Engine Foremen,
Switchmen, Switchtenders and Main Track Hostlers, who use main track or handle main track
switches, must be compared with a standard clock before commencing each trip or day's work.
The time the watches are compared must be registered on a prescribed form.
14. Conductors, Enginemen, Yardmasters and Foremen of yard engines who do not
have access to a standard clock must compare their watches daily with each other and with
Conductors and Enginemen who have standard time and have registered, or with the Train
Dispatcher, and make a record of such comparison on the back of the time slip showing time,
place, and with whom comparison was made.
At the first opportunity, other employes of the crew must compare time with the
Conductor or Engineman. When practicable, the Conductor or Yard Engine Foreman should
contact the Engineman and compare time before starting the trip or day's work.
The location of standard clocks will be shown in the timetable. Where there is no
standard clock available, time must be obtained from the Train Dispatcher or from some
Conductor or Engineman who has registered his watch that day.
TO GROUP "B" EMPLOYES
15. Traveling Watch Inspector, representing J. H. Mace Co., will make inspection
annually during the month of May of watches of Group "B" employes. If the watch complies
with the requirements of a reliable railroad grade watch, the inspector will fill out and forward
Form 2654A to the Superintendent's office where it will be retained on file until a new certificate
has been issued; provided, however, that such employes may present their watches to any
conveniently located authorized watch inspector.
16. Employes bringing watches into service the first time since last inspection must, if
the watch is new, show to the Traveling Inspector, or authorized watch inspector, receipt
showing date of purchase.
17. New foremen will be required to provide themselves with reliable railroad grade
watches within thirty (30) days from date of promotion or employment in such capacity.
S. L. FEE J. C. GRISINGER
General Manager, General Manager,
Lines, West Lines East
MEMORANDUM OF AGREEMENT between the Chicago, Burlington & Quincy
Railroad Company, hereinafter called the "Carrier" and the Brotherhood of Locomotive
Engineers, hereinafter called the "Organization".
In disposition of all the issues involved in connection with the Union Membership notice
service upon the Carrier on February 6, 1951 by the Organization, under Section 6 of the
amended Railway Labor Act, it is agreed that:
1. Within sixty (60) days following the first day of compensated service or sixty
(60) days following the effective date of this agreement, whichever is later, each employe who is
regularly assigned to a position or is on an extra list # and is subject to the provisions of the
collective agreement between the parties hereto, applicable to Locomotive Engineers, bearing
date of June 1, 1931, shall as a condition of continued employment, become and remain a
member of the Organization.
#The term "extra list" refers to employees who are not regularly assigned to a particular
position but are assigned to protect extra work by filling temporary vacancies or temporary
additional positions covered by the terms of said collective agreement on a rotary or seniority
Provided: That this agreement shall not require such condition of employment in the case
of employees to whom Organization Membership is not available upon the same terms and
conditions as are generally applicable to other members, or in the case of an employee to whom
membership has been denied or terminated for any reason other than failure of the employee to
pay the periodic dues, initiation fees, and assessments (not including fines, penalties, and
insurance premiums) uniformly required as a condition of acquiring or retaining membership.
Provided Further: That any employee who is subject to the provisions of said collective
agreement need not become a member of or retain membership in the Organization party hereto
if he shall hold or acquire membership in any one of the Railway Labor Organizations, national
in scope, organized in accordance with the Railway Labor Act, and admitting to membership
employees of a craft or class engaged in the services or capacities within the jurisdiction of the
First Division of the National Railroad Adjustment Board. Any Locomotive Engineer who is
employed as such on the effective date of this agreement, who is not a member of a labor
organization, national in scope, organized in accordance with the Railway Labor Act as amended
and admitting to membership Locomotive Engineers, may at the option of the BofLE, as a
condition of continuing his employ-
ment, be required to become a member of the Organization party hereto, in conformity with the
requirements of Section l hereof.
2. Upon receipt of a demand from the Organization party hereto, served in
accordance with the requirements of Section 3 of this agreement, that an employee be removed
from the Carrier's service for failure to pay the periodic dues, initiation fees or assessments
referred to in Section 1 hereof, the Carrier will cause such action to be taken within thirty (30)
days from the date of receipt of such demand (if it is not in the interim withdrawn) except in the
case of an employee for whom replacement is not available or cannot be made available, in
which case the employee referred to in the demand of the Organization may be continued in
service until he can be relieved.
Provided:
(a) No such demand shall be served until thirty (30) days have elapsed after return
to the Carrier's service of an employee who has been absent from duty following:
(1) A properly approved leave of absence of thirty (30) days or more, or
(2) Disability of thirty (30) days or more resulting from sickness or injury
(3) Reduction of force of thirty (30) days or more.
(b) No such demand shall be served until thirty (30) days have elapsed subsequent
to the return of an employee to service in a class or craft covered by the collective agreement
between the parties hereto who holds seniority therein, from employment in a supervisory or
official capacity.
(c) No such demand shall be served at any time involving an employee whom the
Carrier is required by State or Federal statute to retain in its service.
3. The demand for the removal of an employee from the Carrier's service under the
provisions of Sections 1 and 2 hereof must be on the form attached hereto as Appendix 1. Such
demands must be served upon the highest officer of the Carrier who is designated to handle
claims and grievances involving employees represented by the Organization party hereto, and
must be signed by that Organization's General Chairman.
4. Rules pertaining to grievances, discipline and investigations shall not be
applicable to employees who are dismissed from the Carrier's service under the provisions of this
5. Neither this agreement nor any provision contained therein shall be used as a
basis for time or money claims against the Carrier, nor shall any provision of any other
agreement between the parties hereto be relied upon in support of any claim that may arise as a
result of the application of this agreement.
The provisions of this agreement shall become effective May 1, 1952 and shall continue
thereafter subject to automatic termination upon the serving of thirty (30) days' written notice
by one party upon the other party.
Signed at Chicago, Illinois, this 9th day of April, 1952.
Asst. to Vice-President – Labor Relations
(Address)
Demand for Removal of an Employee from the Carrier's Service.
The Brotherhood of Locomotive Engineers hereby demands of (CARRIER) that said
Carrier remove ______________ (EMPLOYEE) (Occupation) (Department) (Location) from
its service for failure to become and remain a member of the Brotherhood of Locomotive
Engineers and for failure to hold or acquire membership in any one of the organizations
described in the second proviso of Section 1 of the agreement of ,
(date)
covering the subject of dismissal from service for failure to pay periodic dues, initiation fees and
assessments (not including fines, penalties and insurance premiums) and represents and
warrants that membership in the Brotherhood of Locomotive Engineers has been during the
periods of time specified in said agreement and is now available to said
____________________(EMPLOYEE) upon the same terms and conditions as are generally
applicable to any other member thereof; and represents and warrants that membership of said
_________________(EMPLOYEE) in the Brotherhood of Locomotive Engineers has been
denied or terminated as of , solely for
the reason that said named employee has failed and now continues to fail to tender to said named
Organization the periodic dues, initiation fees, and assessments (not including fines, penalties,
and insurance premiums) uniformly required as a condition of acquiring or retaining
membership in the Brotherhood of Locomotive Engineers, as contemplated by the above referred
to agreement of .
(ORGANIZATION)
By its (SEAL)
Copy to:
(Name of Employee Involved)
(Street Address)
(City) (State)
GENERAL COMMITTEE OF ADJUSTMENT FOR
When locomotives are exchanged at points between terminals where adequate
mechanical facilities are not maintained, other than as a result of engine failure,
requirements in connection with the operation of the train or definitely scheduled
exchanges at a specific point, the engineer involved in such exchange of locomotive shall be
allowed a minimum of one hour at rate based upon weight of the largest locomotive
handled, independent of all other trip payments.
All claims that are pending, either in this office or in the hands of local officers or
local committees growing out of the exchange of locomotives at intermediate points shall be
disposed of on the basis of this memorandum of understanding.
For the Chicago, Burlington For the General Committee
& Quincy Railroad Co.: of Adjustment, B.L.E.:
/s/ J.E. WOLFE /s/ C.H. ATKINS
Staff Officer, Optg. V. Pres. General Chairman
/s/ K.E. CARLSON
/s/ A.J. SEELMAN
/s/ E.F. PRESBREY
/s/ W.A. STAUSS
MENORANDUM OF AGREEMENT
It is agreed that:
1. Seniority rights acquired under the rules and working conditions agreement
between the parties signatory hereto shall terminate March 31, 1960, for an employe who shall
have attained the age of 70 on or before March 31, 1960. Seniority of an employe who shall
have attained the age of 70 on and after April 1, 1960, shall terminate 30 days from such
employe's 70th birthday. The date of termination of seniority as shown herein is intended to
mean that an employe whose seniority is thus terminated may start a trip or tour of duty on the
last day of the month in which seniority is terminated. If a trip in road service is started on that
date, the employe may return in service to his home terminal or headquarters even though
payment for the return trip may be credited to the succeeding month.
2. Prior to the effective date of this agreement, the Carrier will furnish to the General
Chairman a list showing the name and birth date of every employe holding seniority as a
locomotive engineer, and will keep the General Chairman informed as to employes who
subsequently establish seniority as locomotive engineers. The Carrier will notify an employe
whose seniority will be terminated under the provisions of this agreement in writing at least 60
days in advance of the date of termination of seniority.
3. After the seniority of an employe has terminated, as provided in Paragraph 1
above, his name shall be removed from the seniority roster proveded for by the rules and
working conditions agreement.
4. An employe whose seniority whall terminate under this agreement, who has
worked the required number of days to qualify for vacation in the following year, will be paid for
such vacation as promptly as possible after the date his seniority terminates.
An employee who lacks 30 days or less to qualify for vacation in the following year will be
permitted to work an additional 30 days, but his seniority rights will terminate 60 days after his
70th birthday, even though the number of days worked in the additional month was still
insufficient to qualify for vacation in the following year.
5. Should a national or other emergency occur that causes a shortagef of eployes
represented by the organization signatory hereto, the General Chairman and the designated
officer of the railroad company may, by mutual agreement, suspend application of this
agreement until termination of the emergency.
6. Neither this agreement nor any provision contained herein nor any application
thereof shall be considered or used as a basis for any time or money claim against the Carrier.
The provisions of this agreement shall become effective on March 31, 1960, and shall
party, further handling to be in conformity with the procedural requirements of the Railroad
Signed at Chicago, Illinois this 11th day of January, 1960.
For the Brotherhood of For the Chicago, Burlington
Locomotive Engineers: & Quincy Railroad Company:
K.C. SALLEE J.E. WOLFE
General Chairman Vice President-Personnel
C.J. MAHER
EMIL B. LANTZ
Assistant Grand Chief Engineer
E-9-J
Mr. K.C. Sallee
Generaal Chairman, BLE
Referring to previous correspondence and discussion concerning the request of the
Engineers' General Committee that engineers be permitted to follow their regular assignment on
short rest or double through and be used on short rest out of the home terminal. In complete
disposition of this subject, it is agreed:
1. An engineer who secures a regular assignment in passenger service through
exercise of seniority will be permitted to go out on the passenger assignment thus
secured even though he has not had legal rest, provided he has at least eight (8)
hours available time to work under the Hours of Service Law, and provided
further that the assignment is set up in such manner that legal rest will be obtained
at the outlying terminal. The same shall apply to an engineer placing himself on a
temporary passenger vacancy under Rules 5 or 56, subject to the provisions of
Rule 6.
2. An engineer holding a regular assignment in yard service who, through exercise
of seniority, secures another yard assignment going to work at an earlier hour,
will be permitted to work his new assignment even though he has not had legal
rest, so long as he has at least eight (8) hours available time to work under the
Hours of Service Law. This provision will not be construed as permitting an
engineer to double through two consecutive shifts unless failure to
do so would result in the loss of a day in changing assignments, and then only
when the new assignment goes on duty at the same general location as the old
assignment goes off duty.
3. Except as specifically provided in paragraphs 1 and 2 above, engineers will not be
used at their headquarters or home terminals unless they have had legal rest,
except in instances where there is no rested and qualified engineer available to
perform the service.
4. It is recognized that engineers are frequently used with less than full rest at the
away-from-home terminals and, in accordance with the understanding reached in
disposition of Case D-8 of the docket handled by Assistant Grand Chief Engineer
Coughlin, if the engineer first out at an outlying terminal or specified tie-up point,
is not used in turn, and it later develops that he could have performed the service
within the Hours of Service Law, run-around payment of two hours will accrue.
Will you please indicate your acceptance of the above understanding by affixing
your signature to the space provided therefor at the lower left-hand corner of this letter.
A.E. EGBERS
K.C. SALLEE
C.J. COUGHLIN
Mr. C.J. Coughlin
Asst. Grand Chief Engineer
Referring to Case S-4 of the docket of BLE disputes which you are currently handling,
referred to therein as a Section 6 notice requesting work train agreement under Rule 19.
In complete disposition of this Section 6 notice, which was dated April 12, 1957, it is
agreed that the following additional interpretation of Rule 19 of the current collective agreement
will be made effective April 1, 1963:
An engineer who is engaged in work train service on the day preceding a recognized
holiday and likewise is engaged in the same work train service on the first succeeding day
following the holiday, will be paid a minimum day at the work train rate for the holiday.
NOTE:This rule applies to the following holidays: Christmas Day, New Year's Day,
Memorial Day, Fourth of July, Labor Day and Thanksgiving Day.
An engineer in work train service Monday through Saturday inclusive, that is not
scheduled to work on Sunday, who is held at the outlying point for work train service Monday,
will be paid a minimum day's pay at work train rates for Sunday provided transportation is not
available to allow not less than eight (8) hours at home terminal between end of work on
Saturday and commencing work on Monday, the eight hours to be computed from the time of
arrival at the home terminal until time of departure.
Overtime in work train service will accrue after eight (8) hours, regardless of miles run,
with the understanding that an engineer will not be paid less than the actual miles operated.
Example I. An engineer is in work train service operating from initial terminal (a) to
objective terminal (b), a distance of 150 miles. The engineer is on duty a total of twelve (12)
hours. He would be paid a basic day of eight (8) hours and four (4) hours overtime, the
equivalent of 175 straight time miles.
Example II. Under the circumstances described in Example I, an engineer is on duty
only eight (8) hours. He would be paid 150 miles because that payment would exceed payment
on an hourly basis.
cc: Mr. K.C. Sallee
The following understanding is agreed upon in the application of Article I of the June 25,
1964 Agreement:
If a regularly assigned engineer or fireman holding an assignment subject to Article I,
Section 2, on which he works at least one day in week in which holiday falls, is required to
protect other service on either of the qualifying days and/or the holiday, this will be considered
as meeting the qualifying requirements.
If a through freight assignment which operates 100 miles or less per day converts to
wayfreight on one-half or more of the trips in the thirty (30) days preceding the holiday, the
regularly assigned employes on such assignment will be considered subject to Article I, Section
2, Paid Holiday provisions of the June 25, 1964 Agreement.
It is agreed that an assigned freight crew operating a straight-away service and coming
within the provisions of Article I, may be operated in turnaround service out of the home
terminal to an intermediate point and return on the day preceding or following a holiday listed in
Article I, Section 2 of the June 25, 1964 Agreement, on which the assignment is annulled,
in order to get the crew on their regular assignment. For such turnaround operation, the crew
will be paid actual miles operated, but not less than mileage of their regular assignment. The
turnaround mileage will not be used to deny holiday allowances otherwise applicable.
If an engineer or fireman worked on a holiday and was paid at time and one-half, this will
be considered a straight time shift in computing the number of shifts worked for payment of the
overtime rate for shifts worked in excess of five (5) days in a work week, where the five (5)
day week rules are in effect.
The 100 miles or less will be computed on the basis of actual miles run and arbitrary
payments in time or miles will not be a factor in determining whether or not a run is "100 miles
or less."
The regular assigned engineer or fireman qualified for holiday pay who does not work on
the holiday will be paid at the pro rata rate of the weight on drivers at the rate applicable to the
last service performed.
A qualified engineer or fireman who works on the holiday will receive payment based on
weight on drivers of engine used on the holiday.
An engineer or fireman who protects a temporary vacancy on an assignment subject to
Article I, Section 2, on which no other employe qualifies for holiday pay, and is available for or
performs service thereon on both of the qualifying days and the holiday, will be allowed holiday
pay, and time and one-half if he works on the holiday. This interpretation does not apply to an
extra man rotating on a day-to-day basis in filling vacancies.
All pending claims will be disposed of under the terms of this agreement.
This agreement shall become effective July 1, 1966 and shall remain in effect subject to
the provisions of the Railway Labor Act.
FOR THE BROTHERHOOD OF LOCOMOTIVE
FIREMEN AND ENGINEMEN:
/s/ K.E. Smith
FOR THE CHICAGO, BURLINGTON &QUINCY
/s/ A.E. EGBERS
Assistant to the President
ArticleI – PAID HOLIDAYS:
Section1 –
Holiday provisions currently applicable to regularly assigned and extra yard ground
service employees (conductors (foremen), brakemen (helpers), switch-tenders and car retarder
operators) are unchanged, except in the following respects:
(a) Add the following provision to be applicable to the qualifying conditions for extra
yard service employees:
For purposes of this Agreement, the work week for extra yard service employees
shall be Monday through Friday, both days inclusive. If the holiday falls on Friday,
Monday of the succeeding week shall be considered the work day immediately following.
If the holiday falls on Monday, Friday of the preceding week shall be considered the
work day immediately preceding the holiday.
NOTE: This work week shall not be applied to extra yard service employees who
have scheduled days off other than Saturday and Sunday, in which event
the same principles outlined above will apply in determining the work
days immediately preceding and following the holiday.
(b) Substitute the following provision in lieu of existing rules governing payment for
service rendered on the seven specified paid holidays:
Yard service employees who work on any of the seven specified holidays shall be
paid at the rate of time and one-half for all services performed on the holiday with a
minimum of one and one-half times the rate for the basic day.
Section 2 –
The following provisions shall apply to regularly assigned engineers, firemen, hostlers
and hostler helpers represented by an organization party hereto in yard service, and regularly
assigned road service employees paid on a daily basis:
(a) Each regularly assigned engineer, fireman, hostler and hostler helper
represented by an organization party hereto in yard service, and each regularly assigned
road service employee in local freight service, including road switchers, roustabout runs,
mine runs, or other miscellaneous service employees, who are confined to runs of 100
miles or less and who are therefore paid on a daily basis without a mileage component,
and who meet the qualifications set forth in paragraph (c) hereof, shall receive
Rev.3-10-69
one basic day's pay at the rate for the class and craft of service in which last engaged for each of
the following enumerated holidays:
Washington's Birthday
Employee's Birthday
Only one basic day's pay shall be paid for the holiday irrespective of the number of shifts
or trips worked.
NOTE: When any of the above- listed holidays, except
Employee's birthday, fall on Sunday, the day
observed by the state or Nation shall be considered
the holiday.
(b) Any of the employees described in paragraph (a) hereof who works on any of the
holidays listed in paragraph (a) hereof shall be paid at the rate of time and one-half for all
services performed on the holiday with a minimum of one and one-half times the rate for the
NOTE: Not more than one time and one-half payment will
be allowed in addition to the "one basic day's pay at
the pro rata rate," for service performed during a
single tour of duty on a holiday.
(c) To qualify for holiday pay, a regularly assigned employee referred to in paragraph
(a) hereof must be available for or perform service as a regularly assigned employee in the
classes of service referred to on the work days immediately preceding and following such
holiday, and if his assignment works on the holiday, the employee must fulfill such assignment.
However, a regularly assigned employee whose assignment is annulled, cancelled or abolished,
or a regularly assigned employee who is displaced from a regular assignment as a result thereof
on (1) the workday immediately preceding the holiday, (2) the holiday, or (3) on the workday
immediately following the holiday will not thereby be disqualified for holiday pay provided he
does not lay off on any of such days and makes himself available for service on each of such
days excepting the holiday in the event the assignment does not work on the holiday. If the
holiday falls on the last day of an employee's work week, the first workday following his "days
off" shall be considered the work day immediately following. If the holiday falls on the first
work day of his work week, the last work day of the preceding work week
Rev. 3-10-69
268 (c)
shall be considered the workday immediately preceding the holiday.
NOTE: The eighth paid holiday, the "birthday holiday" shall be applied in the
following manner:
(i) The employee must qualify for his birthday holiday
in the same manner as other designated holidays,
except that he will not be required to work or be
available for work on the on the birthday holiday to
qualify for holiday pay if he so elects by giving
reasonable notice to his supervisor of his intention
to be off on the birthday holiday.
(ii) An employee whose birthday falls on February 29,
may, on other than leap years, by giving reasonable
notice to his supervisor, have February 28 or the
day immediately preceding the first day during
which he is not scheduled to work following
February 28 considered as his birthday for the
purposes of this Article. If an employee's birthday
falls on one of the seven listed holidays, he may, be
giving reasonable notice to his supervisor, have the
following day or the day immediately preceding the
first day during which he is not scheduled to work
following such holiday considered as his birthday
for the purposes of this Article.
(d) Weekly or monthly guarantees shall be modified to provide that where a holiday
falls on the workday of the assignment, payment of a basic day's pay pursuant to paragraph (a)
hereof, unless the regularly assigned employee fails to qualify under paragraph (c) hereof, shall
be applied toward such guarantee. Nothing in this Section shall be considered to create a
guarantee where none now exists, or to change or modify rules or practices dealing with the
carrier's right to annul assignments on the holidays enumerated in paragraph (a) hereof.
(e) That part of all rules, agreements, practices or understandings which require that
crew assignments or individual assignments in the classes of service referred to in paragraph (a)
hereof be worked a stipulated number of days per week or month will not apply to the holidays
herein referred to ; but where such an assignment is not worked on a holiday, the holiday
payment to qualified employees provided by this rule will apply
268 (d)
(f) As used in this rule, the terms "workday" and "holiday" refer to the day to which
service payments are credited.
(g) When one or more designated holidays fall during the vacation period of the
employee, his qualifying days for holiday pay purposes shall be his workdays immediately
preceding and following the vacation period. In road service, lost days preceding and following
the vacation period due to the away-from-home operation of the individual's run shall not be
considered to be work days for qualifying purposes.
Section 3-
The following provisions shall apply to extra engineers, firemen, hostlers, and hostler
helpers represented by an organization party hereto on seniority rosters that confine the exercise
of seniority to a particular yard or yards, and extra employees on a common extra list protecting
both road and yard service.
(a) Extra engineers, firemen, hostlers and hostler helpers represented by an
organization party hereto on seniority rosters which confine the exercise of seniority to a
particular yard or yards, who meet the qualifications provided in paragraph (b) of this Section 3,
and extra employees on a common extra list protecting both road and yard service, who meet the
qualifications provided in Note 2, paragraph (b) of this Section 3, shall receive one basic day's
pay at the pro rata rate on each of the following holidays:
worked. If more than one shift is worked on the holiday, the allowance of one basic day's pay
shall be at the rate of pay of the first tour of duty worked.
NOTE 1: When any of the above-listed holidays, except
NOTE 2: The eighth paid holiday, the "birthday holiday,"
shall be applied in the following manner:
268 (e)
(i) The employee must qualify for his birthday holiday in the same
manner as other designated holidays, except that he will not be
required to work or be available for work on the birthday holiday
to qualify for holiday pay if he so elects by giving reasonable
notice to his supervisor of his intention to be off on the birthday
holiday.
(ii) An employee whose birthday falls on February 29, may, on other
than leap years, by giving reasonable notice to his supervisor, have
February 28 or the day immediately preceding the first day during
which he is not scheduled to work following February 28
considered his birthday for the purposess of this Article. If an
employee's birthday falls on one of the seven listed holidays, he
may be giving reasonable notice to his supervisor, have the
following day or the day immediately preceding the first day
during which he is not scheduled to work following such holiday
considered as his birthday for the purposes of this Article.
(b) T o qualify, an extra yard service employee must –
(1) perform yard service on the calendar days immediately preceding and
immediately following the holiday, and be available for yard service the
full calendar day on the holiday, or,
(2) be available for yard service on the full calendar days immediately
preceding and immediately following the holiday and perform yard
service on such holiday, or,
(3) if such employee cannot qualify under Section 3 (b) (1) or (b) (2), then
in order to qualify he must be available for yard service on the full
calendar days immediately preceding and immediately following and the
holiday, or perform yard service on any one or more of such days and be
so available on the other day or days.
NOTE 1: For the purpose of Section 3 (b) (1), (2) and (3), an extra yard service
employee will be deemed to be available if he is ready for yard service and
does not lay off of his own accord, or if he
268 (f)
Is required by the carrier to perform other service within that yard in
accordance with rules and practices on the carrier.
NOTE 2: To qualify, employees on a common extra list protecting both road and
yard service, must have compensation credited for yard or hostler service
on not less than eleven (11) or more of the thirty (30) calendar days
immediately preceding the holiday.
(c) Deleted
(d) Any of the extra yard service employees described in paragraph (a) of this
Section 3 who works on any of the holidays listed therein shall be paid at the rate of time and
one-half for all services performed on the holiday with a minimum of one and one-half times the
rate for the basic day.
Note: Not more than one time and one-half payment will be
allowed in addition to the "one basic day's pay at the pro
rata rate," for service performed during a single tour of
duty on a holiday.
(e) As used in this Section 3, the terms "calendar day" and "holiday" on which yard
service is performed refer to the day to which service payments are credited.
NOTE 1: An employee subject to this Section 3 whose service status
changes from an extra yard service employee to a regularly
assigned yard service employee or vice versa on one of the
qualifying days shall receive the basic day's pay provided
in paragraph (a) of Section 3 provided (1) he meets the
qualifications set forth in paragraph (b) of Section 3 on the
day or days he is an extra service employee, and (2) he
meets the qualifications set forth in paragraph (c) of
Section 2 on the day or days he is a regularly assigned yard
service employee, provided further, that a regularly
assigned service employee, who voluntarily changes his
service status to an extra yard service employee on any of
the three qualifying days shall not be entitled to receive the
pay provided for in paragraph (a) of Section 3.
NOTE 2: The term "yard service" as used herein applies only to yard
service paid for on
268 (g)
an hourly or daily basis and subject to yard rules and
working conditions.
(f) When one or more designated holidays fall during the vacation period of the
employee, his qualifying days for holiday pay purposes shall be his work days immediately
Rev 3-10-69
268 (h)
Mr. P.S. Heath
Grand Chief Engineer
1118 B. of L E. Building
Dear Mr. Heath,
It is understood that when a regularly assigned employee, holding an assignment subject
to Article 1, Section 2, of the Agreement of June 25, 1964, who performs compensated service at
least one day on his regular assignment in the week in which the holiday falls, is required to be
off his assignment to protect other service on one or both qualifying days and/or on the holiday,
performing or being available for the service he is called to protect will qualify him to receive
the holiday basic day's pay at the rate of his regular assignment. He will be paid at the rate of
time and one-half for service performed on the holiday provided he works on his regular
assignment, and only then if he meets the qualifying requirements, set forth in Article 1, Section
2 (c), as interpreted herein.
A regularly assigned employee holding an assignment which is not subject to Article 1,
Section 2, but who is called to protect other service on an assignment which is subject to Article
1, Section 2, will qualify for payment of the basic day for the holiday if he is available for or
performs service on such assignment on the qualifying days and on the holiday, provided no
other employee qualifies for holiday pay on such position. If the assignment works on the
holiday, he will be paid at the rate of time and one-half for service performed on the holiday.
Will you please confirm your acceptance of this understanding by affixing your signature
in the space provided therefor at the lower left hand corner of this communication.
J.E. Wolfe
P.S. Heath
Mr. K.C. Sallee Mr. K.E. Smith
General Chairman,BLE General Chairman, BLF&E
Aurora, Illinois Aurora, Illinois
Referring to our agreement dated June 14, 1966 dealing with the application of Article 1
of the June 25, 1964 Agreement, and to discussion at recent conference concerning some other
items you wished to be handled in connection with the Paid Holiday Rule.
It is agreed that hereafter if an extra engineer or extra fireman works on a local freight
assignment, road switcher, rooustabout run, mine run, or yard assignment, which is subject to the
Paid Holiday Rule, such employe will be paid time and one-half for working on the holiday,
unless the employe is qualified for holiday pay under Section 7 of our agreement of June 14,
It is agreed that suitable lodging for engineers and firemen qualified therefore under
Article 11, Section 1 of the Agreement of June 25, 1964, will be as follows:
Lodging will be provided by the railroad company at the establishments listed in
Attachment "A". Except as otherwise provided, the lodging will be furnished at named lodging
facilities on the following basis:
(a) Single occupancy rooms with bath and toilet facilities located on the same floor.
This does not change present facilities now provided at agreed to lodging facilities where
single rooms now provided with bath and toilet.
(b) It is understood the rooms will be properly lighted, well ventilated with outside
window or windows, and screens. Where air-conditioned rooms are available, they will
be provided during summer months. Where air-conditioned rooms are not available, fans
will be provided in the rooms if required. The rooms will be provided with adequate and
controlled heat during the winter season.
(c) The beds will be equipped with innerspring mattress, sheets and pillow cases
changed after each occupancy, blankets when needed.
(d) Lodging will be available for the entire period of tie up.
(e) Where transportation is presently furnished it will be continued.
(f) At locations where public facilities are limited and single occupancy rooms are
not available at those locations, the present arrangements to remain in effect, subject to
Sections (b), (c), (d), and (e).
(g) It is understood in no case will two men be required to occupy the same room,
unless the room is provided with two separate beds and the men occupying the room are
the engineer and fireman from the same crew.
In the event hotel accommodation listed in Exhibit "A" does not have sufficient
room accommodations, and arrangements for approved lodging under Section 1 are not made
elsewhere to take care of the overflow, the actual cost to employe to obtain lodging elsewhere
will be allowed by the Carrier. This to include transportation to the accommodation.
(a) In instances where no other facilities are available in that town and the employe is
required to go to a different town, transportation will be furnished.
(b) At away from home terminal points where no accommodations are presently
provided, crews tied up at such points will be furnished transportation to point where
accommodations are available, subject to Section 1.
At points listed in Attachment "B" where lodging is not presently provided,
arrangements will be
made to furnish suitable lodging before tying up a crew at such point and subject to Section 1 as
provided herein.
(a) At such points where no public accommodations are available, arrangements will
be made to transport crew to another town where public facilities are available at no cost
to employe. If employe is required to obtain taxi or other means of transportation, the
Carrier will reimburse the employe for such expense when receipt of payment is
presented.
(a) It is understood that if the General Chairmen advise that the lodging facilities are
not suitable, an on-the-ground joint inspection will be made and necessary corrections
will be made.
(b) It is understood if the Carrier desires or is required to change, add to, or substitute
for any facilities in Attachment "A", the General Chairmen will be promptly notified of
such changes and the reason therefor for their approval. New hotel facilities must meet
the conditions of Section 1.
(a) Crews arriving at away-from-home terminal will be notified promptly if they are
to be used within four (4) hours from time of tie up.
(b) If crew is called on duty prior to having been tied up for four (4) hours and for
any reason the train does not depart until more than one (1) hour after the on-duty time,
the four (4) hours will be computed to extend to thirty (30) minutes prior to actual
departure time from the terminal.
Example 1. A crew ties up at 4:00 P.M. They are called on duty at 7:45 P.M.
The train does not depart until 9:15 P.M. The crew would be con-
sidered tied up from 4:00 P.M. to 8:45 P.M. and would be allowed
a meal allowance and the "equitable allowance" in lieu of lodging.
Example 2. The crew in the foregoing example departs at 8:45 P.M. They
would not be entitled to meal allowance or allowance in lieu of
(c) It is understood under this section the equitable allowance is $2.00.
Understandings and agreements pertaining to bunk rooms are not changed by this
(a) At locations where bunk rooms are presently provided for use of employes, tied
up at an away-from-home terminal, the Carrier will not discontinue these facilities
without first handling with the General Chairmen.
(b) The Carrier may change location of the bunk room to a different building but not
until the change is approved by the General Chairmen.
(c) Employes who are tied up four (4) hours or more, who use the bunk room rather
than the lodging facility provided by the Carrier in Attachment "A" at which rooms are
available, will not be entitled to an "equitable allowance" in lieu of lodging.
(a) Engineers and firemen who maintain their home at the away-from-home terminal,
and therefore do not avail themselves of the lodging provided for the employes at the
away-from-home terminal, such employes will be provided lodging at the home terminal
of the run, if it does not exceed cost at the away-from-home terminal, or allowed an
allowance at that rate.
(b) It will be necessary for the employes to notify the local officers of their desire to
participate in this arrangement.
If a crew in road service is operated into an away-from-home terminal, tied up for
four (4) hours or more, than makes a turnaround trip and returns to such terminal and is again
tied up for four (4) hours or more, each such tie-up would begin a new period under Article II,
Section 1, of the June 25, 1964 Agreement.
Nothing in this agreement will restrict the Carrier's right to construct lodging
facilities at any point. In the event lodging facilities are constructed, which meet the following
criteria, then lodging will no longer be provided at facilities named in Attachment "A" at such
(a) Single room, well ventilated, lighted, heated or air-conditioned as climatic
conditions require, with toilet and bath facilities on the same floor. Bath facilities will
have hot and cold running water, soap and clean towels. Toilet and bath facilities will be
individually partitioned.
(b) Rooms will be equipped with chair, clothes rack and standard size bed with
innerspring mattress, pillow and bedding.
(c) Linen will be changed for each occupancy.
(d) A lounge or recreation room will be provided in facility constructed by the Carrier
for use as lodging.
(e) Carrier will review plans with the General Chairmen before construction, for
This agreement shall become effective August 10 , 1966 and shall
continue in effect thereafter subject to the serving of thirty (30) days notice by one party on the
other party, further handling to be in pursuance of the provisions of the Railway Labor Act.
Signed at Chicago, Illinois this 28th day of July , 1966.
ENGINEERS:
Under Article II of the June 25, 1964 Agreement, engineers and firemen will be
provided suitable lodging at the following accommodations:
Chicago, Ill. Atlantic Hotel
Cicero, Ill. Towne Hotel
Mendota,Ill. Faber Hotel
Rock Falls-Sterling, Ill. Miami Hotel
La Salle,Ill. Francis Hotel
Savanna, Ill. Radke Hotel
Galesburg, Ill. Custer Hotel
E. St. Louis, Ill. De Soto Hotel
Baltimore Hotel
Centralia, Ill. Langenfeld Hotel
Quincy, Ill. Quincy Hotel
Lincoln-Douglas
St. Paul, Minn. Capri Hotel
St. Paul Hotel
Minneapolis, Min. Andrews Hotel
Kansas City, Mo. Plaza Hotel
N. Kansas City, Mo. Ben Bolt Hotel
Hannibal, Mo. Mark Twain Hotel
St. Louis, Mo. Terminal Hotel
Mexico, Mo. Hoxsey Hotel
St. Joseph, Mo. Andrews Hotel
Roubidoux Hotel
Paducah, Ky. Mrs. Pool's Rooming House
Clinton, Iowa Lafayette Hotel
Burlington, Iowa Union Hotel
Burlington Hotel
Keokuk, Iowa Iowa Hotel
Ottumwa, Iowa Ottumwa Hotel
Ballingall Hotel
Des Moines, Iowa Randolph Hotel
Creston, Iowa Iowana Hotel
Creston Hotel
Agnew Building
Council Bluffs, Iowa Chieftan Hotel
Chariton, Iowa Charitone Hotel
Pacific Junction, Iowa King Hotel
Omaha, Nebr. Paxton Hotel
Ferry, Nebr. (See Section 2(b) )
O'Neill, Nebr. Golden Hotel
Lincoln, Nebr. Lincoln Hotel
Sargent, Nebr. Sunset Motel
Burwell, Nebr. Pink Rooming House
Hastings, Nebr. Big Four Hotel
Clarke Hotel
Carter Hotel
Ravenna, Nebr. Barr Hotel
West Hotel
Fairmont, Nebr. Slumber Motel
Red Cloud, Nebr. McFarland Hotel
McCook, Nebr. Keystone Hotel
Goodson Apt.
Wymore, Nebr.
Hildreth, Nebr. Enginemen's Bunk Room
Shubert, Nebr. per Agreement
Akron, Colo. Dormitory
Norca Hotel
Denver, Colo. Barth Hotel
Oxford Hotel
St. Francis, Kansas Elms Hotel
Oberlin, Kansas Oberlin Hotel
Alliance, Nebr. Alliance Hotel
Drake Hotel
Seneca, Nebr. Valentine Hotel
Edgemont, Nebr. Oxnard Hotel
Huff Hotel
Prince Hotel
Deadwood, S. Dak. Franklin Hotel
Sterling, Colo. Sterling Hotel
Bridgeport, Nebr. Edding Hotel
Guernsey, Wyo. Guernsey Hotel
Culver Hotel
Cheyenne, Wyo. Pioneer Hotel
Holyoke, Colo. Burge Hotel
Holdrege, Nebr. Madison Hotel
Brush, Colo. Carroll Hotel
Casper, Wyo. Townsend Hotel
Bonneville, Wyo. Shawer Hotel
Desert Inn Motel
Cody, Wyo. Pawnee Hotel
Billings, Mont. Carlin Hotel
Roxy Hotel
Laurel, Mont. Hurzler Hotel
Yellowstone Hotel
Gillette, Wyo. Montgomery Hotel
Goings Hotel
Greybull, Wyo. Norris Hotel
Attachment "B"
SPECIFIED TIE-UP POINTS
East Hannibal Division: Old Monroe
West Hannibal Division: Cameron Junction
St. Joseph Division: Kansas City
Napier, L.E. or L.W.
Creston Division: Red Oak
Ottumwa Division: Burlington
Aurora Division: Mendota
Aurora-Eola
Galesburg Division: Barstow
Beardstown Division: Galesburg
LaCrosse Division: Prarie du Chien
Centerville Division: Milan
Omaha Division: Pacific Junction
Lincoln Division: Aurora, Neb.
Wymore Division: Edgar
McCook Division: Holdrege
Alliance Division: Crawford
Sheridan Division: New Castle
Sterling Division: Brush
Casper Division: Kirby
CHICAGO,BURLINGTON & QUINCY
The following understanding is agreed upon in the application of Article II of the
June 25, 1964 Agreement:
(a) If a crew is tied up at any point other than the home terminal for pool crews, or
the designated home terminal in the case of an assigned crew, at which suitable lodging
has not been provided, each crew member will be allowed the meal allowance of $1.50
and a lodging allowance of $2.00 for each such time tied up, if for four (4) hours or
(b) If at such points suitable lodging is provided, the employees will use such lodging
and will be allowed the meal allowances provided the tie up is for four (4) hours or
Where work train service is bulletined to be headquartered at an outside point and
job is protected by pool or extra men during life of bulletin and the same crew is not on the job
for five days, they will be subject to the meal allowance of $1.50 and lodging allowance of $2.00
for each day tied up for four (4) hours or more.
It is understood engineers and firemen in work train service will not be tied up or
headquartered at a location where food and lodging cannot be made available. In cases where it
cannot be avoided, crews will be transported at carrier's expense, to where meals and lodging are
NOTE: Suitable lodging under this agreement is a suitable public hotel, motel or
rooming house.
All pending claims will be disposed of under provisions of this agreement.
This agreement shall become effective August 10,1966 and shall
remain in effect subject to provisions of Railway Labor Act.
Signed at Chicago, Illinois this 28th
day July , 1966.
FOR THE CHICAGO, BURLINGTON& QUINCY
Asst. to the President
The following understandings are reached in disposition of disputes that have
arisen under Article V of the June 25, 1964 Agreement:
In yards classified as such under the Road- Yard Switching Agreement, where
yard crews were not operated as of June 25, 1964, road crews may perform any yard service and
will continue to be paid for actual time on a minute basis with a minimum of one hour at rates
provided in the Road – Yard Switching Agreement.
At yards where yard crews are employed on only one shift, the twelve-hour
periods described in Section 5 of Article V of the June 25,1964 Agreement will also apply to
days of the week when the yard crew is not worked. (This means that a yard where yard crews
are employes on one shift, for example, Monday through Friday, any switching by road crews
during the first twelve-hour period on any day of the week will be subject to the provisions of the
existing Road-Yard Switching Agreement, and second twelve-hour period per Sections 1 and 3
hereof).
If one shift yards, road crews may be required to perform any yard service during
the second twelve-hour period for which they will be compensated by payment of actual time on
a minute basis with a minimum of one hour at the rate provided in the Road-Yard Switching
When the last yard crew assignment in a yard is discontinued in a yard subsequent
to June 25, 1964 in pursuance of Section 1 of Article V, road crews may be required to perform
any yard service throughout the day and they will be compensated therefor under Sections 7, 8
and 9 of Article V by payment of actual time with a minimum of one hour at pro rata 6 hour day
yard rates.
Appropriate yard rates are defined to mean those rates in effect for yard engine
service employes and to include the proper weight graduation of the road locomotive.
It is understood under the provisions of this agreement that road crews of one
seniority district will not be required to perform switching in yards of another seniority district
except the making up of their own trains before departure and setting of rush cars from their
trains upon arrival, as provided in Article III (a) of the Road – Yard Switching Agreement.
This agreement does not change the provisions of the Road – Yard Switching
Agreement effective January 10, 1941, except as herein provided.
It is understood all pending claims will be disposed of under the terms of this
agreement, except that any claims filed in connection with switching by road crews in yards of
another seniority district contrary to Section 6 hereof prior to the effective date of this agreement
will be disposed of by payment of actual time with a minimum of one hour at rate provided in
the Road – Yard Switching Agreement to the road crew that performed the work.
This agreement shall become effective August 1 , 1966 and shall
Signed at Chicago, Illinois, this 28th
day of July , 1966.
E-9-C-414
In disposition of the Organization's request of April 5, 1957, it is hereby agreed
that:
1. In all classes of service at terminals as listed in Appendix "A" attached
hereto, engineers will not be requested or required to take charge of an engine at a roundhouse or
lay-up track at the beginning of their trip or tour of duty unless and until the motor or motors are
running; the consists of the engine coupled in proper order including all air hoses and electrical
connections; the engine properly supplied and cleaned inside the cab.
2. Road freight engineers required to pick up and/or set out units of diesel
power at terminals of their runs listed in Appendix "A" will be paid actual time with a minimum
of thirty minutes in addition to all other time on the trip. This item 2 does not circumvent the
provisions of the switching agreement as set forth starting on page 104 of the current Engineers'
3. Coupling or uncoupling air and electrical connections will not be required
of engineers at terminals listed in Appendix "A" , except if an engineer is required to physically
assist another employe in making and/or breaking air and electrical connections in making a
pick-up and/or set out of units at terminals of their runs, they will be allowed an additional
allowance of thirty minutes plus the allowance provided in item 2 hereof.
4. At other than terminals listed in Appendix "A", engineers may be required
at the start or close of their day's work to start or close down diesel engines, open or close flash
cocks, cover or uncover exhaust stacks, put engine in house or take engine out of house, connect
or disconnect standby heaters, and place necessary supplies on engines in their charge. For
performing any one or more of the services referred to herein, the engineer will be paid on a
minute basis with a minimum of one hour in addition to all other time for the trip. Separate
payment shall be made if required to perform any or all at both start and close of their day's
work. Engineers will not be required to "bar" an engine over before starting it.
This agreement shall become effective November 111, 1966, and will remain in
effect thereafter, subject to the serving of thirty (30) days notice by one party upon the other,
further handling to be in accordance with the amended Railway Labor Act.
day of October , 1966.
FOR THE ORGANIZATION:
/s/ B.N. WHITMORE
FOR THE CARRIER:
/s/ C.J. MAHER
MAIN LINE TERMINALS
Chicago – St.Louis
Savanna North St. Louis
North La Crosse Lincoln
Minneapolis Omaha
St. Paul – Daytons Bluff Hastings
Galesburg Ravenna
Beardstown Wymore
Centralia McCook
Paducah Akron
East St. Louis Denver
Hannibal Sterling
Burlington Seneca
Ottumwa Alliance
Creston Guernsey
Council Bluffs Casper
Pacific Junction Bonneville
West Quincy Greybull
Brookfield Laurel
St. Joseph Billings
Kansas City – Murray Sheridan
CHICAGO, BURLINGTON &QUINCY
Pursuant to notice served by the Brotherhood of Locomotive Engineers upon the
Chicago, Burlington & Quincy Railroad Company, the Five – Day Work Week Rules of Article
3, Agreement "A" , dated May 23, 1952, and the Five –Day Yard rates of pay, shall become
effective for engineers in yard service as covered by letter of understanding of even date.
For the purpose of implementing the aforesaid provisions of Article 3, Agreement
"A" , the agreement dated May 23, 1952, the following understandings are entered into.
At least 30 days prior to date the five day week becomes effective on a division,
local officers and local BLE Committee on that division will examine the service requirements
on their particular division with a view to establishing regular assignments and regular relief
assignments as referred to in Article 3, Sections 1(b) and 3 Agreement "A" dated May 23, 1952.
Notices will be posted advertising all regular yard assignments, including regular
rest day relief assignments for engineers and a job number assigned. Such notices will include
information as to starting time, days assigned to work and rest days of the assignment.
Applications will be received for a period of seven
days from the date of notice. All engineers applying for position under the notices shall
designate by the number and starting time designations, the assignment they desire in the order
of preference. Local officers and Local Chairmen will arrange the initial assignment of
engineers to jobs in accordance and preference, after which notices will be posted listing the
names of the engineers assigned. The provisions of this paragraph will apply at all yard
locations where one or more rest day relief assignments are established. After the initial
assignment of relief assignment, any changes in regular or relief assignment will be handled
under provisions of existing agreements.
All assignments in effect as of day preceding the effective date of the Five-Day
Week at yard locations affected by paragraph 2 will be considered abolished upon completion of
tour of duty commencing that date.
No deadhead payments will be allowed as a result of changing assignments in
accordance with provisions of this agreement to conform with the five-day work week.
A regularly assigned yard engineer whose assignment is temporarily annulled
under Rule 24-C may:
(a) First, fill vacancies as engineer of one day in yard service on his shift at the same
terminal ahead of men on the engineers' extra list. To be entitled to this privilege, the
engineer must place himself on the engineers' extra list in advance of calling time for the
vacancy involved.
(b) Second, displace any junior regular assigned engineer in yard service on his shift
at the same terminal.
(c) All regularly assigned engineers displaced resulting from the temporary annulling
of yard assignments, may also exercise seniority as outlined in (a) or (b).
(d) Regularly assigned engineers whose yard assignments are temporarily annulled
who exercise seniority under (a) or (b), and regularly assigned engineers who are
displaced resulting from such annulling and who exercise seniority per (a) or (b) must
return to their regular yard assignments following the annulment.
(e) It is understood engineers who exercise seniority under (a) or (b), must have at
least 8 hours to work under the Hours of Service Law as a requisite to being available for
(f) A regularly assigned yard engineer whose assignment is annulled on the holiday
will lay in with his assignment. However, he does not qualify for holiday pay for that
holiday he will be entitled to exercise his seniority as outlined in Section 6(a) and (b)
hereof.
(g) It is understood that if a regularly assigned engineer works on a job when his
assignment is annulled which makes him unavailable for service on his regular
assignment the following day, there will be no basis for any claim in his behalf, however
he may make up day lost under Section 6(a).
(a) Regularly assigned engineers who are unable to work five days in the seven-day
period, Sunday through Saturday, through no fault of their own, as a result of the exercise
of seniority from one assignment to another, or lacking sufficient seniority to work due to
annulments or reductions of assignments, will be permitted, on the rest day or rest days of
their assignment, to work vacancies on their shift ahead of extra men in order to work a
total of five days in that seven-day period. If unable to work because of insufficient
vacancies through no fault of their own, they will be permitted to make up the time on
subsequent rest days.
(b) In all cases the privilege of making up time lost must be exercised on the earliest
rest days or days vacancies occur, otherwise the right is forfeited.
(c) If the foregoing results in a regular engineer working more than five days in his
work week (the work week begins on the first work day following rest days of the
assignment) such service will be performed at the pro rata rate, except that this does not
set aside the provisions of Article I, Sections 2 and 3 of the National Agreement dated
June 25, 1964 dealing with paid holidays.
(d) Regularly assigned engineers desiring to work their rest days due to loss of time
as set forth hereinabove will contact the Local Chairman who will verify such engineers'
statements as to time worked and time lost as referred to above. The men will be marked
for service according to the Local Chairman's instructions to the proper Carrier
personnel, all in accordance with the provisions of this agreement.
(e) Due to the provisions of 6(a), (b),(c) and (d), the Organization will not progress
any time claims for men who allege that the Carrier is in violation of the provisions of the
National Five-Day Work Week Agreement of May 23, 1952.
(a) For the purpose of applying Section 6, Article III, "Extra Employes", of the FiveDay
Work Week Agreement, the semi-monthly periods will be from the 1st to the 15th of
the month, inclusive, and from the 16th to the last day of the month, inclusive.
(b) Should a vacancy occur for any reason in service covered by this agreement which would
be filled from the engineers' extra list and the extra list is exhausted, the vacancy will be filled in
the following order:
(1) By the senior available demoted engineer who is holding a regular assignment on
the same shift. Such available demoted engineer will not be used on his rest day or days,
nor on any day after he has performed a shift of service in a grade of service other than
engineer.
(2) By the senior available regularly assigned engineer on his rest day who has eight
hours to work under the Hours of Service Law.
(3) By the senior available regularly assigned engineer for whom it is a work day,
who (a) has already worked that day, (b) is available to double without loss of time by
the crew to which doubling, and (c) has eight hours to work under the Hours of Service
(4) By the senior available demoted engineer.
(c) If the use of an engineer under this section renders him unavailable for service on his
regular assignment the following day, he shall have no basis for any claim, however, he may
make up day lost under Section 6(a).
(d) It is understood that engineers covered by subparagraphs (2) and (3) will be called for
service thereunder provided they have on file with the caller a written request. Engineers who
have indicated their desire to perform extra service under this section on their rest days will be
required to protect such extra service unless they seek and secure permission to lay off in the
usual manner. A written request for service on rest days may be cancelled upon five days
advance written notice to the caller. In which event the engineer will not be permitted to
again sign up to work on his rest days until five days have expired.
At locations where regular rest day relief assignments are not in existence to
perform five days of work per week (either by assignments of rest day relief work only for
combination of regular service and regular relief work as covered in Section 3 of Article III of
the Five-Day Work Week Agreement) and no engineers' extra list is maintained at such
locations, or engineers are not making up time as provided in this agreement, the rest day work
will be performed by the regualrly assigned engineer at the straight time rate of pay. At such
locations where regular rest day relief assignments are in existence and no engineers' extra list is
maintained at such locations, the provisions of of the preceding sentence will apply to the rest
day relief work not covered by the rest day relief assignment. It is understood that Section 4(a)
of Article III of Agreement "A" of May 23, 1952 will govern the accumulation of rest days.
This agreement supersedes such provisions of rules and agreements that are in
conflict therewith.
It is understood that the understanding outlined in Category "P" Mediation
Agreement A-4359, will be reduced to read "less than five days" where it now reads "less than
six days" if this agreement is made effective on the divisions having yard assignments working
under the provisions of Category "P".
This Agreement shall become effective as indicated in letter of understanding of
even date and continue in effect thereafter subject to the serving of thirty days' notice by one
party upon the other party, further
handling to be in accordance with the provisions of the Amended Railway Labor Act.
/s/ B.N. WHITMIRE
CHICAGO, BURLINGTON&QUINCY
In disposition of the Organization's Section 6 notice of April 5, 1962, for an
agreement to provide additional compensation for engineers in yard service when required to
exchange engines during their tour of duty, it is agreed:
1. When engineers in yard service are 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, they will be allowed thirty (30) minutes at the rate applicable to their
tour of duty, in addition to all other allowances for that tour of duty.
2. This arbitrary is not applicable when engines are changed due to
mechanical or electrical failures which make it impossible for the engine to complete the shift, or
if exchange made with a hostler.
This agreement will become effective November 1, 1966 and will continue in
effect thereafter subject to the serving of thirty day notice by one party upon the other party,
further handling to be in accordance with the provisions of the Railway Labor Act.
E-9-C-6
In disposition of the Brotherhood of Locomotive Engineer's Section 6 notice of
April 5, 1957 dealing with other than assigned passenger engineers being used to protect special
or extra passenger service, it is agreed:
It is understood that the Agreement of January 23, 1941, page 108 current
schedule, will also be applied to freight pool engineers used to protect special or extra passenger
This agreement will not change the present agreement for Aurora main line pool
engineers who have Clyde as away-from-home terminal.
This agreement shall become effective October 15, 1966, and will remain in effect
subject to the serving of thirty (30) days' notice by one party upon the other, further handling to
be in accordance with the amended Railway Labor Act.
Signed at Chicago, Illinois the 6
CHICAGO,BURLINGTON &QUINCY
In disposition of the Organization's Section 6 notice of July 14, 1966 requesting
pay in behalf of engineers who are called for jury duty, it is agreed:
An engineer who is called for jury shall be excused from work for the days on
which he serves, and he shall receive for each such day of service, on which he would have been
regularly scheduled to work, the difference between eight hours at his applicable pro rata rate of
pay and the payment to which he is entitled for such jury service with a maximum of 10 days per
The employe will present proof of such jury service and the amount of pay he
received therefor.
This agreement shall become effective November 1, 1966, and will remain in
effect subject to the serving of thirty (30) days' notice by one party upon the other, further
handling to be in accordance with the amended Railway Labor Act.
Signed at Chicago, Illinois the 25th
day of October, 1966.
FOR THE ORGANIZATION: FOR THE CARRIER:
/s/ K.C. SALLEE /s/ A.E. EGBERS
General Chairman Assistant to the
/s/ B.N. WHITMIRE /s/ C.J. MAHER
Asst. Grand Chief Staff Officer
ORDER OF RAILWAY
CONDUSTORS AND BRAKEMEN
BROTHERHOOD OF RAILROAD
TRAINMEN
In full and complete disposition of the organizations' request for payment for
attendance at investigations',re-examinations on operating and/or mechanical rules, safety
instruction classes or meetings, and physical re-examinations, it is agreed as follows:
1(a) Employes required by the Carrier to attend an investigation in pursuance
of the provisions of the Agreement of February 1, 1947 (dealing with investigation and
assessment of discipline) to determine the facts and their responsibility in connection with an
accident or alleged violation of operating or mechanical rules, who are not found guilty, will be
paid for all time lost. If no time is lost, such employes who are not found guilty will be paid for
actual time spent at the investigation at the straight time rate of the last service performed.
1(b) These provisions shall also apply to employes required by the Carrier to
attend investigations as witnesses. The Carrier will call all witnesses who can give pertinent
testimony in connection with the specific occurrence being investigated.
2(a) When employes are required by the Carrier to attend periodical reexamination
on operating and/or mechanical book of rules or instruction classes, they will be
compensated therefor at straight time rate of the last service performed for actual time consumed
in excess of two hours computed from time required to report until released.
2(b) This provision is not applicable in connection with examination on rules
required for promotion, or when required following return to service after absence from service
for any reason such as but not limited to illness or furlough.
3(a) When employes are required by the Carrier to submit to periodical
physical re-examinations, they will be compensated therefor at the straight time rate of the last
service performed for the actual time consumed in excess of two hours computed from the time
of appointment to completion of the examination.
3(b) This provision is not applicable in connection with any physical reexamination
that may be required for promotion, or following return to service after absence
from service for any reason such as but not limited to illness or furlough. Likewise it will not
apply in connection with physical examinations conducted in connection with modification or
lifting of a restriction made because of physical condition.
NOTE:Employes who are required to submit to periodical physical reexaminations
will be examined at the nearest point where regularly appointed physicians are
available and this without loss of time. Employes may arrange to take such examinations at their
away from home terminal.
This agreement shall become effective July 16 , 1964 , and
shall continue in effect thereafter subject to the serving of thirty (30) days notice by one party
upon the other party, further handling to be in pursuance of the provisions of the Railway Labor
Signed at Chicago, Illinois, this 6
FOR THE EMPLOYEES:
/s/ G.R. FIELD
General Chairman, ORG&B
/s/ V.R. ROBERTS
Asst. to Vice President-Operation
/s/ C.J. COUGHLIN
Asst. Grand Chief Engr., BLE
/s/ M.A. ROSS
Acting Vice-President, ORC&B
/s/ P.K. BYERS
E-2-G-806
In disposition of the Organization's Section 6 notice of March 15, 1957 for a
monthly guarantee to engineers assigned to extra list, it is agreed as follows:
1. When an extra board engineer is available for service from the extra board
for a full calendar month and does not lay off of his own accord, he will be guaranteed the
equivalent of 30 days peer month at the minimum through freight rate.
2. All compensation will be included in computing this guarantee.
3. If an engineer assigned to the extra board is removed therefrom under the
application of the Mileage Regulation Provisions, the guarantee provided herein will be pro-rated
on the basis of the number of days he was assigned to the engineers' extra board.
4. If an engineer is assigned to the extra board through the application of the
Mileage Regulation Rule, after the first day of the month the guarantee referred to will be prorated
on the basis of the number of days actually assigned to the extra list.
5. If the five-day week for engineers becomes effective, and the engineers'
extra board protects only yard service, the guarantee will be reduced to the equivalent of 22 days
per month at the 5-day yard rate applicable to locomotives weighing 200,000 to 250,000 lbs.
E-10-C-576
MEMORADUM OF AGREEMENT
The following understanding is reached in disposition of the Employes' Section 6
Notice of October 15, 1964 and the Carrier's Counter Proposal of October 23, 1964:
When yard engine crews are not granted meal period within the hours specified in
Rule 22, they will be allowed an additional 20 minutes at the overtime rate. If the second meal
period is not granted within the time limit specified in said rule, engine crews will also receive an
additional 20 minutes at overtime rates.
In those cases where a second meal period becomes due under the rule, it is
understood that supervision will see that they consult with both the engineer and the yard
foreman in arranging the second meal period and if they want to take it rather than working
through, it should be arranged in a place where they can secure food.
The agreement shall become effective October 1, 1966 and shall continue in
effect thereafter subject to the procedural requirements of the Railway Labor Act, by serving
thirty days' notice one party on the other.
Signed at Chicago, Illinois, this 23rd
day of September , 1966.
E-10-A-76
Mr K.C. Sallee
Referring to previous correspondence concerning your Section 6 notice of April 4,
1962 of desire to negotiate an agreement that when a yard engineer works two consecutive
assignments and the ground men are switchmen on both assignments, that the second tour of
duty will be at punitive rate if performed within 22½ hours, also Carrier's counterproposal of
During conference on September 27, 1966 it was agreed engineers in yard service
are now and have in the past been paid at the punitive rate for all time worked in excess of eight
hours in any 24-hour period, therefore you agreed to withdraw your Section 6 notice of April 4,
1962, requesting an agreement that when yard engineer works two consecutive assignments and
the ground men are switchmen on both assignments, that the second tour of duty will be at the
punitive rate if performed within 22½ hours, with the understanding that the Carrier's
counterproposal of July 20, 1966 will also be withdrawn.
Will you please acknowledge receipt by affixing your signature in the space
provided at the lower left hand corner of this letter.
In disposition of the request by the BLE and BLF&E under Section 6 of the
Railway Labor Act on March 21, 1966, to negotiate an agreement in connection with an engineer
or fireman using their personal automobile for deadhead purposes it is agreed:
1. When an engineer or fireman is deadheaded in instances where payment is
due under Rule 41, and there is no available passenger or freight service, or bus transportation,
on which he can be deadheaded, on the day the employe is instructed to deadhead, the employe
may use his personal automobile and will be allowed 8¢ per mile. It is understood that an
employe will not be required to use his personal automobile.
2. Where an employe is required to exercise his seniority at an outside point
in the application of Rules 55 or 57, or while at an outside point is displaced and cannot hold a
job at that point, he will also be subject to the allowance of the 8¢ a mile for use of his personal
automobile but not to exceed mileage from or to division headquarters, if no train service or bus
transportation available on the date he is required to go to outside point or is displaced at outside
3. This understanding does not preclude this Carrier from providing other
means of transportation rather than permitting an employe to use his automobile.
This agreement will become effective on the date signed and will continue in
effect thereafter subject to the service of thirty days' notice by one party upon the other party;
further handling to be in conformity with the procedural requirements of the Railway Labor Act.
Signed at Chicago, Illinois, this 31st
day of May , 1966.
Asst. to Vice-President Operation
CB&Q Labor Agreement No. 72-69
The following understandings are reached respecting interchange deliveries which become
stalled:
1. Engineer in yard service will be used to assist foreign line stalled interchange trains,
inclusive of CB&Q interchange trains, when stalled within the general switching limits of
CB&Q yards.
2. When permissible, engineers in yard service will be used to assist other CB&Q crews
handling stalled interchange trains between CB&Q yards and foreign line delivery point
yards, excepting that foreign line crews may properly be required to assist stalled CB&Q
interchange trains within the general switching limits of the foreign line yard where train
is stalled.
/s/ K.C. Sallee /s/ R.C. Hass
General Chairman Member, Executive
/s/ C.G. Hanks
Vice Chairman /s/ C.B. Emmitt
Member, Executive
/s/ C.E. Seitz Committee
Secretary – Treasurer
FOR THE CHICAGO, BURLINGTON AND
QUINCY RAILROAD COMPANY:
Asst. to President, Labor Relations