UTU Local 1637 Home Page

	ARTICLE I

SCOPE

	
RULE 1."RULE1." Definition of "Trainmen".The word "Trainmen" as hereinafter used, applies to and includes brakemen, flagmen, baggagemen and brakemen­baggagemen.
ARTICLE IIRULE 2. Preference in Hiring.In the employment of trainmen, experienced men shall be given preference. Inexperienced men will establish a seniority date as of thirty (30) days after the performance of their first pay trip as a trainman. Trainmen without date who are run­around will not be entitled to compensation therefor.
NOTE:	Applicants will not be considered "experienced men" unless they have actually performed service on 180 calendar days.

RULE 3.	Trainmen's Rights, Freight and Passenger.Trainmen entering the service will hold rights in both freight and passenger service. The seniority established prior to the effective date of this schedule will not be disturbed. No application for change in seniority date will be considered in any case where more than six months have elapsed from date of roster first showing disputed date.
RULE 4. Approval of Application.Trainmen who have remained in the service ninety (90) days will be considered permanently employed and shall not be dismissed on account of unsatisfactory references.
Rule 3 (a). Seniority Date.Other than as provided in Rule 2, trainmen will take rank from date of their appointment or promotion, and will have choice of runs on their respective seniority district to which their age in service entitles them. Temporary assignment as conductor in emergency does not constitute a promotion. In case two or more brakemen are examined in the same day, seniority in service will govern relative standing. If on account of sickness or other causes beyond his control, a man is unable to present himself for examination in regular turn, it will not affect the record date of his promotion. Present standing of men t shall not be changed by this rule.

(b) Position on Train.When two or more brakemen are used on a train, the placing of trainmen on the train to the best advantage is the prerogative and duty of the conductor in charge of such train, and such position on the train may be changed by the conductor as conditions require.
RULE 6. Hired Conductors' Seniority as Brakemen.Men hired for positions as conductors who have not, preceding the date of performance of service as conductors, I served as brakemen, will establish seniority dates as brakemen as of the date they first ran trains.
RULE 7. Conductors Relinquish RightsConductors may not voluntarily relinquish their rights as conductors and assert seniority as trainmen without thereby losing their rights as conductors.
A conductor who has voluntarily relinquished his rights as such will exercise his seniority as a brakeman in accordance with schedule rules.
RULE 8. Letters of Recommendation.Copies of letters of recommendation will be filed with personal records of trainmen and original will be returned within thirty (30) days after the trainmen enter the service.
RULE 9. Service Letters.When requested in writing, service letters will be furnished within ten (10) days to all trainmen leaving the service of the Company.
RULE 10. Seniority Districts.Other than as provided in baggagemen's rule 59, seniority districts shall be established as follows:
First District:
Between:
  • Duluth and Coon Creek.
  • Boydston and Cass Lake. Saunders and Allouez.
  • Crookston, Virginia and branches, via Casco Line.
  • Swan River, Virginia, Gunn and branches.
  • Brook Park and St. Cloud.
  • 
    Second District:
    Between:
    
  • St. Paul and Barnesville via Elk River.
  • Minneapolis and St. Cloud via Osseo Line.
  • Elk River and Milaca.
  • Willmar and St. Cloud.
  • Sauk Centre and Cass Lake.
  • Fergus Falls and Pelican Rapids.
  • 
    Third District:
    Between:
    
  • St. Paul and Breckenridge.
  • Hutchinson Junction and Hutchinson.
  • Benson and Huron.
  • Morris and Browns Valley.
  • Tintah and Evansville.
  • Aberdeen Line Junction and Aberdeen.
  • Rutland and Forbes.
  • 
    Fourth District:
    Between:
    
  • Willmar and Sioux City.
  • Garretson and Yankton.
  • Sioux Falls and Watertown.
  • 
    Fifth District:
    Between:
    
  • Barnesville and Noyes.
  • Crookston and Breckenridge.
  • Crookston and Cass Lake.
  • Tilden Junction and Warroad.
  • NOTE:	Seventh District trainmen will man trains 2, 3, 27, 28, and 433, or any other regular or extra Breckenridge Division trains which may be diverted and run Wahpeton Junction to Moorhead Junction, then over Fargo­Surrey Line or vice versa without equalization of miles.
    Sixth District:
    District "A"
    Between:
    
  • Barnesville and Neche.
  • Crookston Yard and Devils Lake.
  • Grafton and Walhalla.
  • Larimore and Hannah.
  • Lakota and Sarles.
  • 
    
    

    District "B"

    Between:
    Devils Lake and Hansboro.
    (See Appendix "B", Memorandum of Agreement effective December 1, 1943, relative employees of former Farmers Grain and Shipping Company.)
    Seventh District:
    Between:
    
  • Breckenridge and Larimore.
  • Casselton and Devils Lake.
  • Fargo and Surrey.
  • Erie Junction and Portland Junction.
  • Chaffee Junction and Chaffee.
  • NOTE:	Seventh District trainmen will man trains 2, 3, 27, 28, and 433, or any other regular or extra seventh district trains which may be diverted and run Wahpeton Junction to Moorhead Junction. then over Fargo­Surrey Line or vice versa without equalization of miles. Seventh District trainmen will man their own trains between Surrey and Minot without equalization of miles. Eighth District trainmen will man trains 2, 3, 27 and 28 or any other trains substituting them in number between New Rockford and Surrey without equalization of miles.
    Eighth District:
    Between:
    Devils Lake and Williston and Branches.
    NOTE:	Seventh District trainmen will man their own trains between Surrey and Minot without equalization of miles. Eighth District trainmen will man trains 2, 3, 27 and 28 or any other trains substituting them in number between New Rockford and Surrey without equalization of miles.
    Ninth District:
    Between:
    
  • Williston and Cut Bank.
  • Snowden and Richey.
  • Fairview and Watford City.
  • Bainville and Opheim.
  • Saco and Hogeland.
  • NOTE: 	Tenth District trainmen will man their own trains between Pacific Junction and Havre, without equalization of miles.
    Tenth District:
    Between:
    
  • Sweet Grass and Sweet Grass Line Jct.
  • Shelby and Great Falls and branches.
  • Great Falls and Mossmain and branches.
  • Pacific Junction and Butte and branches.
  • NOTE:	Tenth District trainmen will man their own trains between Pacific Junction and Havre, without equalization of miles.
    Eleventh District:
    Between:
    Cutbank and Troy and branches.
    Twelfth District:
    

    District "A" and District "One"

    Between:
    
  • Troy and Wenatchee.
  • Wenatchee and Oroville.
  • Wenatchee and Mansfield.
  • Bonners Ferry and Port Hill.
  • NOTE:	District "Two" trainmen will man their own trains between Dean and Spokane without equalization of miles.
    

    District "Two"

    Between:
    
  • Dean and Nelson, B. C. and branches.
  • Marcus and Republic and branches.
  • Oroville and Hedley, B. C.
  • NOTE:	District "Two" trainmen will man their own trains between Dean and Spokane without equalization of miles. ( See Appendix "C", Memorandum of Agreement effective August 1, 1949, relative employees of former Marcus-Thirteenth Seniority District-Division)
    

    District "B"

    Between:
    
  • Spokane and Coeur d'Alene.
  • Spokane and Moscow.
  • Colfax and Spring Valley.
  • (See Appendix "D", Memorandum of Agreement effective July 1, 1943, relative employees of former Spokane, Coeur d'Alene & Palouse Railway Company)
    Fourteenth District:
    

    District "A"

    Between:
    
  • Everett and Wenatchee.
  • Everett and Portland.
  • Everett and Vancouver, B. C., and branches.
  • 
    

    District "B"

    Between:
    Seattle and Black Diamond and branches.
    (See Appendix "E", Memorandum of Agreement effective November 1, 1951, relative employees of former Pacific Coast Railway Company)
    Fifteenth District:
    Between:
    Bend and Bieber.
    RULE 11. New Lines, How Manned.When new lines are built by the Great Northern Railway, the Local Chairman of the B. of R. T. from the seniority districts liable to be affected by the diversion of traffic shall, in conjunction with the General Chairman elect from which seniority district or districts trainman shall be chosen to man such new line.
    RULE 12 (a). Temporary Transfer Between Seniority Districts.In case of lack of force on one seniority district and surplus on another, trainmen may be transferred temporarily and shall not lose rights on original seniority district, provided, they return within six (6) months. Such men will have the privilege of returning before the force on the original seniority district is otherwise increased; if permanently transferred, will rank as new men from date of temporary transfer.
    (b) Trainmen will not be retained on a seniority district to which temporarily transferred if there are available men holding rights on such seniority districts.
    RULE 13 (a). Rights-Yard and Road Service.Yard employees will have no rights in train service or vice versa.
    (b) Temporary Use Trainmen in Yard Service.Trainmen temporarily assigned to yard service shall not lose their rights thereby. Temporary assignment not to exceed sixty (60 ) days.
    RULE 14. Not Run Off Own Seniority District.Other than as provided in Rule 66(a) for interdivisional service, trainmen will not be run off their own seniority district except in case of extreme emergency, in which event they will receive not less than 100 miles for each calendar day held off their own seniority district. If such trainman is deadheaded back to home seniority district out of his turn, trainmen runaround by such deadheading will not claim time therefor.
    ARTICLE IIIRULE 15. Issuance of Rosters.Seniority rosters will be maintained for each seniority district, and will be reissued annually as soon as possible after January 1st. Separate rosters will be issued for brakemen; also, for combination brakemen and baggagemen in accordance with Rule 58; and for baggagemen in accordance with Rule 59. Roster shall contain a correct list of the respective trainmen and their seniority date. It will be open for protest for a period of six (6) months from the date of posting. If no protest is received within that period, the dates will stand as official, as prescribed in Rule 5, and will not be subject to protest on any future rosters except that any typographical errors will be corrected.
    RULE 16. Posting Rosters.Trainmen shall have access to seniority roster to be posted at each point where Trainmen's bulletin boards are maintained. Copy of each roster will be furnished to General Chairman and to Local Chairman on their respective districts.
    ARTICLE IVRULE 17. Promotions.Trainmen will be in line for promotion on their respective seniority districts based on seniority, fitness and ability.
    RULE 18. Not Promoted in Turn.Trainmen not promoted in their seniority turn shall be given a reason in writing it until he obtains another position by being the senior applicant or until he is displaced by another trainman who is forced to leave a run account of it being discontinued or due to the exercise of seniority. A trainman displaced account of the exercise of seniority may in turn displace another junior man in Mine Run service but must designate the position of his choice not later than three (3) days after being displaced ~and will then promptly accept such service.
    RULE 19. Promotion to Conductor.When it becomes necessary to increase the force of conductors on any seniority district, one conductor will, when available, be hired to two brakemen promoted. When hiring conductors under this rule, conductors in service as brakemen will be given preference. No brakeman will be promoted who has not had at least two years' experience as freight brakeman on a steam surface railway.
    RULE 20 (a). Rights if Promoted.Trainmen promoted to official positions, yardmaster, or employed by the Brotherhood of Railroad Trainmen shall be considered in the service of the Company as to their rank and rights of promotion and shall retain the same rights they would have gained if in actual service as trainmen.
    (b) Committee Work.A trainman serving on B. of R. T. Committee shall not be discriminated against, and upon written request shall have leave of absence to serve upon such Committee.
    ARTICLE VRULE 21.	Definition of Temporary and Permanent Vacancy and New Position.Other than baggage service covered by Rule 59 and Mesabi Division Mine Run Service covered by Rule 22 ©, a vacancy on any assignment which does not continue for more than sixty (60) consecutive calendar days will be considered a temporary vacancy. Vacancies continuing for more than sixty (60) consecutive calendar days will be considered a permanent vacancy. A new position which does not continue more than ten (10) consecutive calendar dates will be considered a temporary assignment. A new position continuing for more than ten (10) consecutive calendar days will be considered a permanent assignment.
    RULE 22 (a). Bulletin and Fill Permanent Vacancy or New Position.Other than as provided in Rule 59 and in paragraphs (b) and © of this rule, permanent vacancies or permanent new positions will be bulletined for a period of ten (10) calendar days and the senior qualified trainman making application will be notified and assigned immediately after the closing date of such bulletin. Except as provided in Rule 24, during the period of the bulletin such vacancy or new assignment will be filled from the extra board, but extra trainmen called to fill such vacancies on branches or runs which terminate away from point where extra list is maintained will hold the run for the first ten ( 10 ) calendar days. An employee bidding on and assigned to a permanent vacancy or new position thereupon forfeits all rights to return to the assignment which he left, and to that assignment only, as long as his successor thereon holds such assignment, except that such forfeiture shall cease if he can no longer hold the assignment he so bid in. An employee failing to bid on a permanent vacancy or new position when it is bulletined thereby forfeits his right to displace the successful bidder from such assignment so long as the non­bidder can hold the service he had when such bulletin was open.
    EXAMPLES:
    
  • 1. A is senior to B; B is senior to C. Bulletin is issued for other service on which C is the senior applicant. A and B not bidding. After close of the bulletin, B is displaced from his run by A. Can B then displace C? ANSWER: Yes.
  • 2. Can A displace B?
  • ANSWER: No. B displacing C in the foregoing does not open the job to any of the non­bidders and displacements can only be made by the individuals affected and involved.
  • INTERPRETATIONS:"INTERPRETATIONS:"
    1. Sever Employee Relationship.A vacancy created by an employee who, for any reason, has severed his employee relationship with the Carrier will be bulletined immediately as a permanent vacancy.
    2. Bulletins in Advance of Service.New assignments may be bulletined prior to inauguration of service but not in excess of ten (10) days prior to the date that the service is to commence.
    3. Rebid Own Vacancy.A trainman who relinquishes his rights to a regular assignment is not eligible to rebid the vacancy thus created by him so long as he can hold the service he has so bid in.
    	4. Time Commences-Filling Permanent Vacancy.The computation of the ten (10) calendar days during which an extra trainman will fill a permanent vacancy, shall commence with the first day following the last service performed. For example: a run is assign~d daily except Sunday and the regular incumbent lays off or is assigned to a bulletined position as of a Saturday. The first ten (10) days of the vacancy in such case would be the consecutive calendar days commencing on Sunday.
    5. Permanent Vacancy After 10 Days.After any Permanent vacancy or new position has been filled from the brakemen's extra list and the successful applicant assigned by bulletin is absent from that assignment for any reason prior to performing any service thereon, the bulletined vacancy or new position will be given to the senior brakeman making application for it after the close of the bulletin instead of using a brakeman from the extra list as provided in Rule No. 27. The vacancy will be filled in this manner until the assigned brakeman returns to service. In the event that there are no applicants for the position, the job will continue to be filled from the brakemen's extra list until applied for.
    6. Displacement-Assigned Service.Displacement by seniority into assigned service must be exercised by displacing the junior employee to whom that run has not been forfeited by the displacing employee, providing that mileage, terminals and layover points are the same. Variations in mileage, terminals or layover points constitute points of preference, and seniority may be exercised on the basis of that preference even though the employee displaced may not be the junior employee. The regular layover day, if such exists, might be a point of preference as well as the layover point. Regular layover day refers only to a layover (lay which occurs regularly on the same day of each week. If the layover days occur on successive days of the week, in successive weeks, there is no preference on such assignment so far as layover days are concerned.
    7. Displacement in Same Pool-Assigned Service.Where there is a regularly assigned layover day, such as Saturday or Sunday, or where there is a varying layover day as between different men on the assignment, the question of layover point and layover day is recognized as a point of preference. However, it is agreed that trainmen cannot change jobs in the same pool in assigned service. Where the layover point remains the same and the layover day is progressively a different day after each trip, there can be no preference in one turn as against another thereby an employee would be privileged to exercise seniority.
    8. No Bidders on Permanent Vacancy.If no bids are received on bulletins governing permanent assignments of brakemen, the senior, available, furloughed brakeman will be assigned to the job at the close of the bulletin period. If there are two or more bulletined vacancies on which there are no applicants, the senior, furloughed brakeman so assigned will have choice of jobs.
    If there are no furloughed brakemen, the junior brakeman assigned to the extra list will be assigned to the vacancy. If there are two or more bulletined vacancies on which there are no applicants, the senior extra list brakeman so assigned will have choice of jobs.
    If there are no furloughed brakemen immediately available, the vacancy will be filled by the junior brakeman assigned to the extra list until such time as a furloughed brakeman becomes available.
    When there are two or more extra lists on the same seniority district, and there are no furloughed brakemen available, the junior brakeman on the combined extra lists will be assigned.
    9. How Assigned When Bulletin Closes During Period of Layover.EXAMPLE:A brakeman assigned to a regular job or turn is scheduled to perform service from July 1st to 21st, inclusive, thereafter having a ten­day layover, again resuming service on August 1st. This may be an individual assignment with only one crew, with relief furnished from the extra list for a ten-day period, or there may be three crews on a two-train assignment working alternate 20­day periods. There is a vacancy for a brakeman on one of these 20­day jobs and the job is bulletined on July 5th, bulletin closing on July 15th. The senior brakeman would be assigned immediately and perform service on July 16th until July 1st, thereafter acquiring the 10­day layover.
    On the other hand, if a permanent vacancy occurs on July 15th and a brakeman's vacancy is bulletined as of that date with the bulletin closing on July 25th, which date is during the 10­day layover period, under such circumstances the successful applicant on the bulletined vacancy must assume the terms of the assignment and will be immediately placed upon it, irrespective of layover period. The successful applicant is not permitted to perform service between July 25th and August 1st except in case of emergency and there were no other brakemen available.
    (b) Pool Freight Assignments.Trainmen assigned to pool freight service or to the extra board will be run first­in and first­out on district or division and in kind of service to which they are assigned. Owing to the necessary frequent changes in such service, additional assignments to pool service already established will not be bulletined, but such additional assignments will be subject to claim by oldest applicant. Such application must be made in writing, and after the tenth day, the oldest applicant will hold rights to such service, the same as if bulletined.
    	NOTE:	The method of reducing trainmen from a chain gang pool will be determined locally on each operating division.
    	NOTE:	With reference to chain gang trainmen who book legal rest period off duty, see Appendix "F".
    
    INTERPRETATIONS:"INTERPRETATIONS:"
    1. Add Crews to Chain Gang Service.When an additional crew or crews are added to chain gang service, the manning thereof will not be restricted to the extra list for the first ten (10) calendar days. Extra list brakemen will be called on a first­in, first­out basis for the additional chain gang turn or turns, only until a senior brakeman makes written application for the additional turn or turns. Brakemen exercising their seniority may be displaced in like manner during the first ten (10) calendar days by other senior brakemen.
    2. Displacement Rights to Chain Gang Service.A brakeman ceases to hold a regular turn in chain gang service after being absent therefrom for a period of ten (10) calendar days. If the brakeman returns to chain gang service prior to the expiration of ten (10) calendar days, he would hold rights to and be required to take his former regular turn in chain gang service. If the brakeman returns to chain gang service subsequent to the expiration of ten (10) calendar days, he is required to displace the junior brakeman in the chain gang pool.
    3. Displacement in Chain Gang-More Than One Pool.Displacement by seniority into chain gang service must be exercised by displacing the junior brakeman to whom that run has not been forfeited by the displacing employee providing that mileage, terminals or layover points are the same. Variations in mileage, terminals or layover points constitute points of preference, and seniority may be exercised on the basis of that preference when it exists, even though the brakeman displaced be not the junior.
    4. Arrival Time, First­In, First­Out.The arrival time of trainmen at the designated main track switch connection with the yard track (not the tie­up time) will govern the relative first­in, first­out standing of chain gang and extra list of brakemen at that terminal. When trainmen are deadheaded to the terminal, arrival time at the passenger station when deadheading on passenger trains, will govern. When deadheading on freight trains, arrival time at the designated switch will govern. When deadheading on other than passenger or freight trains, reporting time, either by telephone or in person, will govern. When trainmen accept calls for temporary service on other railroads or perform service for contractors, or service under any other similar circumstances, reporting time, either by telephone or in person, will govern.
    5. Mark Up-No Service Performed.Should a trainman be absent from his regular chain gang turn for any reason, and at intervals is marked back on his brakeman's assignment, but actually performs no service thereon, such markups shall not be considered to have broken the continuity of the temporary vacancy.
    6. Revert to Extra List From Chain Gang.A trainman regular assigned to a chain gang turn will not be permitted to give up such assignment and revert to the extra list unless there has been an increase or decrease in the extra list subsequent to the date he took the regular turn in chain gang service which would enable him to take service on the extra list.
    7. Standing Upon Arrival at Terminal.With reference to the first­in, first­out standing of chain gang crews on arrival at a terminal under circumstances wherein one or more crews arrive at the terminal deadhead on a train handled by another chain gang crew of the same pool, the following will govern:
    Crew "B" called to work terminal to terminal.
    Crew "A" called to deadhead with crew "B" terminal to terminal.
    Crew "C" deadheads from intermediate point on train manned by Crew "B".
    On arrival at final terminal, Crew "C" stands first­out.
    Crew "A" stands second­out.
    Crew "B" stands third­out.
    The same principle will apply to extra list brakemen.
    8. Called for Straightaway or Turnaround Trip.Except as provided in Rule 75(d), chain gang brakemen called for straightaway trip, terminal to terminal, thereafter returned from an intermediate point to the initial terminal, will be allowed compensation of a minimum day's pay from the terminal to the turning point, and a minimum day's pay from the turning point to the terminal, plus any other compensation that they would earn under schedule rules. However, it is understood that when chain gang brakemen are called at their terminal for a turnaround trip from the terminal to an intermediate point and return, that compensation will be allowed on a continuous time basis until tied up in accordance with schedule rules.
    © Mesabi Division Mine Run Assignments.Positions in Mesabi Division Mine Run service will be designated by the regular starting time of the assignment and will be bulletined for a period of seven (7) days. The senior applicant during such bulletin period will hold it until he obtains another position by being the senior applicant or until he is displaced by another trainman who is forced to leave a run account of it being discontinued or due to the exercise of seniority. A trainman displaced account of the exercise of seniority may in turn displace another junior man in Mine Run service but must designate the position of his choice not later than three (3) days after being displaced and will then promptly accept such service.
    RULE 23. Bulletins and Bids.All bulletins will specify the time and date of closing, whether vacancies thereon are temporary or permanent, terminals of runs bulletined, lay­over or relief point, nature of service, and days upon which service is to be performed. Bids from employees must be in the hands of the proper officer by the specified time and date of closing. No bids may be withdrawn after specified time and date of closing of bulletin. Copies of all bulletins will be furnished Local Chairman.
    RULE 24. Assignments Bulletined Account Change.Runs or assignments affected by a change of more than four (4) hours in starting time, in point of layover, or a change of more than 400 miles per month in the actual mileage of the run as assigned, will be considered vacant and rebulletined. Trainmen will be notified of such change before starting last trip. Trainmen on such changed runs may, if they desire, remain thereon until bulletin is closed.
    INTERPRETATIONS:
    
  • 1. It is unnecessary to rebulletin assignments in the event there is a change of 400 miles in the mileage actually run on a regularly established assignment, when the employees assigned thereto are compensated at full mileage of the assignment as bulletined.
  • 2. A change in the assigned layover day or a change in number of days assigned requires that an assignment must be rebulletined.
  • 
    RULE 25. "RULE25."Transfers and Transportation.When trainmen choose to take runs compelling them to change their home, transportation shall be furnished for their families and household goods.
    RULE 26. Extra Lists.Extra lists will be maintained at headquarters point on seniority districts, and/or at such outlying points as are now or may hereafter be agreed upon between the Management and the Local Committee, and the district served ~rom each extra board will be specified. Number of men assigned to extra list will be agreed upon by the Superintendent and Local Chairman.
    When circumstances justify, separate extra lists will be maintained for passenger and for freight service. When a single extra list is maintained for both passenger and freight service, trainmen assigned thereon will be run first­in, first­out in either service according to their qualifications. In case the passenger extra list is exhausted, the first­out man off the freight extra list qualified for passenger service will be used.
    RULE 27. Temporary Vacancies or Assignments, How Filled.Other than as provided in Rules 59 and 79©, temporary vacancies or temporary assignments of ten (10) days or less will be filled by the trainmen standing first-out on the extra board, and upon completion of each round trip, such trainman will be again marked up on the extra board, except that extra trainmen called to fill temporary vacancies on branches or runs which terminate away from point where extra list is maintained will hold the run for the first ten (10) calendar days. Temporary vacancies of more than ten (10) days will be bulletined to all employees, but will be filled for the first ten (10) days from the extra board. After ten (10) days, such temporary vacancy will be filled for the remainder of the sixty (60) days by the senior man applying in writing during such ten (10) day period for such service, unless reduction in force necessitates his displacement by a senior man. Any vacancy which has been so filled as temporary, but which thereafter continues beyond sixty (60) days, will be rebulletined on the sixty­first day and filled on such bulletin as a permanent assignment, the man assigned on the temporary vacancy to continue in such service until the close of the permanent bulletin, unless reduction in force necessitates his displacement by a senior man, after which he will return to the position held before accepting the temporary vacancy, except that if he has been absent from his former run more than sixty (60) days, he will exercise his seniority as a free agent.
    INTERPRETATIONS:1. Free Agent.A free agent may exercise seniority either on a temporary vacancy or a permanent assignment, providing the job has been filled by extra list brakemen for ten (10) days or more.
    2. Time Commences Filling Temporary Vacancy.The computation of the ten (10) calendar days during which an extra trainman will fill a temporary vacancy, shall commence with the first day following the last service performed. For example: a run is assigned daily except Sunday, and the regular incumbent lays off effective after completion of service on Saturday, or is assigned to a bulletined position on Saturday. The first ten (10) days of the vacancy in such case would be the consecutive calendar days commencing on Sunday.
    3. Mark Up-No Service Performed.Should a trainman be absent from his assignment for any reason, and at intervals is marked back on his brakeman's assignment, but actually performs no service thereon, such mark­ups shall not be considered to have broken the continuity of the temporary vacancy.
    4. Revert to Extra List.A trainman will not be permitted to give up an assigned run and revert to the extra list unless there has been an increase or a decrease in the extra list subsequent to the date he took the assigned run, which would enable him to take service on the extra list.
    5. No Bidders on Temporary Vacancy.If no bids are received on bulletins governing temporary assignments of brakemen, the senior, available, furloughed brakeman will be assigned to the job at the close of the bulletin period. If there are two or more bulletined vacancies on which there are no applicants, the senior furloughed brakeman so assigned will have choice of jobs.
    If there are no furloughed brakemen, the junior brakeman assigned to the extra list will be assigned to the vacancy. If there are two or more bulletined vacancies on which there are no applicants, the senior extra list brakeman so assigned will have choice of jobs.
    If there are no furloughed brakemen immediately available, the vacancy will be filled by the junior brakeman assigned to the extra list until such time as furloughed brakeman becomes available.
    When there are two or more extra lists on the same seniority district, and there are no furloughed brakemen available, the junior brakeman on the combined extra lists will be assigned.
    RULE 28. Runaround.Trainmen not sent out in their turn or who are run-around at terminals, will be paid 100 miles for each run-around. This not to apply after crews are on duty or under pay.
    RULE 29. Wreck or Emergency Service.In case of wreck call necessitating immediate use of the wrecker, or any emergency which involves hazard of life or limb, or renders main line impassable, the first available trainman may be used, and such emergency service shall not be considered or paid as a runaround under the provisions of Rule 28.
    ARTICLE VIRULE 30 (a). Intermediate Delay Account Wreck, Etc.When trainmen are delayed between terminals on account of wreck, washout or snow blockade, they shall be paid for the first eight (8) hours so held at pro rata rate in addition to time or miles made that day, and for each succeeding day will be allowed not less than 100 miles at the rate for class of service in which engaged.
    (b) Intermediate Tie­Up Prior to 14 Hours Service.Trainmen when tied up between terminals prior to the expiration of fourteen hours service, will go automatically on duty after eight (8) hours rest, and shall be paid not less than a minimum day for each leg of the trip, and as much more as they would earn under the schedule rules. Trainmen tied up at an intermediate point and again called in less than eight (8) hours are on continuous time.
    Paragraphs (a) and (b) of this rule apply to passenger and freight service alike.
    © Tow or Deadhead Into Terminal.Road trainmen tied up between terminals in obedience to the foregoing paragraph, then towed or deadheaded to terminal with or without caboose will be paid time or miles for such tow or deadhead trip.
    (d) Computing Time.In computing time under this rule, it is understood that time and one­half will only apply when computed under Rule 76 on each leg of the trip separately and does not apply to deadheading except when done in connection with a trip.
    RULE 31. Tie­Up Under Hours of Service Law.Road trainmen tied up enroute under the Federal Hours of Service Law will be governed by the conditions of the Joint Chicago Agreement of April 1, 1908, shown herein as Appendix "G", and by this reference made a part of this agreement.
    RULE 32 (a). Held From Home Terminal.Trainmen in pool freight and in unassigned service held at other than home terminal will be paid on the minute basis for the actual time so held after the expiration of sixteen (16) hours from the time relieved from previous duty at a rate per hour of 1/8th of the daily rate paid them for the last service performed. If held sixteen (16) hours after the expiration of the first twenty­four (24) hour period from the time relieved, they will be paid for the actual time so held during the next succeeding eight (8) hours, or until the end of the second twenty­four (24) hour period, and similarly for each twenty­four (24) hour period thereafter.
    Should a trainman be called for service or ordered to deadhead after pay begins, held­away­from­home­terminal time shall cease at the time pay begins for such service or deadheading.
    Payments accruing under this rule shall be paid for separate and apart from pay for the subsequent service or deadheading.
    For the purpose of applying this rule, the railroad will designate a home terminal for each crew in pool freight and in unassigned service.
    (b) Allowances For Held Time or Called and Not Used.When trainmen in pool freight and unassigned service, including, passenger service, are called and not used at any distant terminal where the held­away­from­home­terminal rule applies, these trainmen will be paid either CALLED AND NOT USED or HELD AWAY FROM HOME TERMINAL TIME, whichever is the greater, but not both. This understanding to apply whether or not held away from home terminal time has commenced to accumulate at the time that the crew is called and not used.
    © If chain gang trainmen are held at the distant terminal in excess of twenty­four (24) hours and there is no called and not used period during such time, the trainman would be paid eight (8) hours held away from ,home terminal time, or 100 miles. If there was an intervening called­and­not­used period during such time, the trainmen would still be paid 100 miles, but not the called­and­not-used arbitrary, preserving the basic principle that trainmen in unassigned service are entitled to not less than a minimum day's pay during each 24­hour period when held at the distant terminal.
    (d) The following examples show the basis of payment:
    
  • 1. Assume that chain gang trainmen are tied up at the away from home terminal from 2:00 AM until 8:30 PM, or 18 hours and 30 minutes, without an intervening call and not used; such crew would be paid 31 miles. However, assume that such crew was called for service at 6:30 PM, performed no service and was tied up at 7:00 PM. Under such circumstances, a called­and­not-used of 50 miles would be paid, but not the 31 miles held­away­from­home­terminal time. In other words, the carrier pays whichever is the GREATER, but not both, which in this case is the called­and­not­used.
  • 2. Assume that in Example No. 1 that the trainmen were called at 5:00 PM and the call annulled at 5:45 PM. In such case, the trainmen would be paid 50 miles, just the same as in Example No. 1.
  • 3. Assume that chain gang trainmen are tied up at the away from home terminal from 2:00 AM until 11:00 PM, or 21 hours, without an intervening call and not used. Such trainmen would be paid 62 ½ miles. However, supposing that there was an intervening call and not used, 8:00 PM to 9:00 PM, in which no service was performed. In such case the carrier would pay the trainmen 62 l/2 miles, but not the 50 miles called and not used. In other words, the trainmen will be paid whichever is the GREATER, but not both, which in this case is the held­away­from­home terminal time.
  • 4. Assume that in Example No. 3, that the trainmen were called and not used from 4:30 PM until 5:30 PM. Under such circumstances, the trainmen would be paid 62 l/2 miles; that is, whichever is the GREATER, but not both.
  • 
    
  • These examples are by way of illustrations and not by way of limitations.
  • RULE 33. "RULE33."Held From Service.Other than as provided in Rule 28, when trainmen are held from their runs or service by the Company, their pay until they return to their runs or service shall not be less than it would have been had such an interruption to their regular work not occurred.
    INTERPRETATION:Service Performed on Layover Day.Regularly assigned trainmen~ when taken from their assignment by the Company, are entitled to the mileage or earnings of their assignment, and, if by reason of having been removed from their assignment, they are required to perform service on the layover day of their assignment, such mileage or earnings made on their layover day cannot be used to absorb the guarantee of their assignment.
    	EXAMPLE 1:	A trainman's assignment provides for service on same, April 1st and 2nd, with layover day April 3rd. The mileage of his assignment on the 1st and 2nd is two hundred (200) miles per day. For reasons similar to the foregoing (not exercise of seniority), he is taken off his regular assignment and used in other service, whereon the mileage earned is 225 miles per day. Under these circumstances the mileage earned off his assignment being in excess of the mileage he would have earned on his regular assignment, no additional compensation is due him provided the rates of pay are the same.
    
    	EXAMPLE 2:	The same brakeman is taken o~ his regular assignment and used in other service whereon the mileage is fifty (50) miles less per day than he would have earned on his own assignment. Under such circumstances, the Company is obliged to make up the difference in pay as between the two assignments.
    	EXAMPLE 3:	However, when used off his own assignment (not exercise of seniority) and if required to work on the layover days he would have enjoyed had he remained on his own assignment, such earnings will be paid for separate and distinct from the mileage of his regular assignment, it being understood that mileage made on such layover days cannot be used to absorb the guarantee of his own assignment.
    
    RULE 34. "RULE34."Delayed Assigned Men Stand First­Out.When assigned trainmen are so delayed that they do not arrive at terminals in time to come out on their regular runs, they shall, after a proper rest, stand first­out for unassigned service, in order to enable them to reach their proper terminals in time to bring out their regular run without loss of time, and such service shall not be considered a runaround under Rule 28.
    RULE 35. Service on Lay­Over Day.Trainmen assigned to regular run with lay­over away from Division headquarters will be notified if they are required for service on such lay­over days. If no notice is received, they may absent themselves until the time for going on duty on the next trip of their regular assignment. If notified and not used, they will be paid a minimum day at the established rates applicable to their assignment.
    RULE 36. Coal Engines.When it becomes necessary for trainmen to shovel coal onto engines or to coal them by means of hand or air hoist derricks with buckets, they shall be allowed one hour at pro rata rate for each engine so coaled in addition to pay for trip.
    RULE 37 (a). Attending Court or Inquest.Regularly assigned trainmen held from their assignment to attend court or inquest at the request of the Company will be allowed one day at their regular rate for each day so held, but not less than the earnings of their assignment for the total period so held from it. Trainmen not holding any assignment and attending court or inquest at request of the Company, or regularly assigned trainmen so attending in addition to performing all service on their assignment, will be allowed one day at regular rate of pay for each day such court service is required, and without deduction from any other compensation earned. If attendance at court or inquest is requested by the Company during their regular hours of service in lieu of such regular service, no additional payment will be allowed. Any court or witness fees received will be assigned to the Company. If required to leave their home point, necessary actual expenses will be allowed.
    (b) Attending Investigations, Giving Statements, Etc.Compensation to trainmen making statements to claim agents, giving depositions or other analogous service, will be allowed as follows:
    Trainmen who perform any of the services contemplated in Rule 37(a) continuous with their trip, or started not to exceed one (1) hour after the completion of their trip or begun not to exceed one (1) hour in advance of starting time, will be allowed continuous time on the basis of combined service and investigation time, with a minimum of one (1) hour or the equivalent.
    If called for any of the purposes covered by Rules 37(a) or 37 (b) during the service period, no additional compensation will be allowed.
    If called for any of the purposes covered by Rule 37(a) other than in accordance with the preceding paragraphs of Rule 37(b), actual time not to exceed one (1) day will be allowed at the rate of the class of service previously engaged in, with a minimum of two (2) hours for each calendar day such service is performed.
    It is understood that claim agents may call on trainmen at their residences to secure statements or depositions without payment of compensation allowances herein provided.
    	  NOTE:	The above provisions will apply when attending investigations under Rule 47 when not at fault.
    			  The provisions of Rule 37 (b) will not, in any manner, modify the allowances otherwise provided for in Rule 37(a).
    
    	ARTICLE VIIABSENCE FROM SERVICERULE 38 (a). Minimum Absence.Regularly assigned trainmen laying off will be required to be absent from their assignment for a minimum period of one round trip. Extra trainmen laying off will have their names removed from the extra board for a minimum period of twenty­four (24) hours.
    (b). Mark Up After Laying Off.Regularly assigned trainmen laying off will be permitted to mark up on their job but will not be considered available for any service, including conductors' service, prior to the arrival of their assignment at the home terminal.
    © Senior Demoted Conductor.A trainman, when contacted and called as the senior, demoted, available conductor, must take the conductor's service for which called or be considered as laying off.
    (d) Missing Call.Regularly assigned brakemen and/or baggagemen and extra list employees missing a call, will be considered as laying off as provided in this rule, except Then no other employees are available for service.
    RULE 39 (a). Reporting after Absence.Trainmen laying off, other than as provided in paragraph (b) of this rule, when returning to service, must report for work before the arrival of the run at its home terminal or designated relief point on the last trip before date of return, except during the first 10 day period of such lay­off at points where trainmen's extra lists are maintained.
    EXAMPLE:	QUESTION:	When a regular man in the service lays off a job that ordinarily gets back to the point where relief is furnished and if his crew makes turnarounds on the distant end of the line, or is used in work train or other service that keeps them from returning to home terminal or point where relief was furnished beyond the period that the crew should ordinarily have arrived, shall the man laying off be privileged to relieve the extra man holding his place at the nearest terminal or tie­up point applying to the service in question instead of waiting until the crew again reached the home or relief terminal?  Deadheading that may be occasioned by the carrying out of the terms of this is not to be charged to the Company.
    
    	ANSWER:	Yes.
    
    (b) Mesabi Division Mine Run trainmen returning to service after leave of absence will report for work before the expiration of the rest period of the extra trainman whom he intends to displace.
    RULE 40. Absence From Permanent Assignment.An employee holding any permanent assignment, who is absent from such assignment for a period of not more than sixty (60) calendar days, for any cause, will retain full rights to such assignment and continue to hold rights thereto on his return. An employee holding any permanent assignment and absent therefrom for a period of more than sixty (60) calendar days, for any reason other than assessment of discipline by the Management, will thereupon forfeit his rights to such assignment, but will be considered a free agent with rights to displace any employee his junior on his return to service. Promotion to or demotion from a position as Conductor, has no effect upon the seniority date or service as a trainman of such employee. Such service as a trainman is subject only to his seniority as a trainman and the application of schedule rules for trainmen.
    INTERPRETATION:Hold Rights to Permanent Assignment for Sixty (60) Days.A trainman holding permanent assignment as such who is called to perform service as a conductor, will hold continuing rights to his assignment as trainman for a period of sixty (60) days and will return to that assignment providing he resumes service as trainman within such 60­day limit, regardless of whether the trainman who temporarily relieved him on that assignment is his senior or his junior. If the trainman continues in service as a conductor for more than sixty (60) days, he forfeits his rights to his trainman's assignment on the 61st day, and upon his return to trainman's service, will be a free agent and may displace any trainman his junior.
    This protects a brakeman or baggageman as to his permanent assignment as such for a 60­day period when he is required to temporarily perform service as conductor in accordance with his seniority in the latter service.
    RULE 41 (a). Maximum Absence.Leave of absence will not in any case exceed six (6) months except in event of sickness or disability, or in event of military service in cases of National Defense. The Local Chairman will be advised when leave of absence is granted and reason therefor.
    NOTE:	See Appendix "H". [Memorandums of Agreement effective July 5, 1945, and September 4, 1916, relative vocational rehabilitation or education and training under the Servicemen's Readjustment Act of 1944 (G. I. Bill of Rights)]
    (b) Return to Service.Furloughed trainmen will retain their seniority, and, when the force is increased, they shall be notified and permitted to resume service in the order of their seniority, providing they report for service within thirty (30) days from the date of being notified in person or by registered mail. When they do not report for duty within thirty (30) days of date of such notification, their seniority shall cease and they will be deemed to have left the service of their own accord.
    ARTICLE VIIIRULE 42. Deadheading Passenger Service.Trainmen deadheading by order of the Company in connection with passenger service will be allowed actual miles or actual hours for such deadheading, whichever is the greater, at passenger rates, but not less than a minimum passenger day; except that when deadheading to or from a point intermediate be tween passenger terminals, such deadheading may be combined with the passenger service in connection with which deadheading is performed and paid for as continuous time, provided that where the service performed is paid freight rate, the allowable deadheading in connection therewith will be paid freight rate. No deadhead payments will be made under this rule to trainmen traveling in the exercise of their seniority, to trainmen displaced by the exercise of seniority, to trainmen traveling in connection with relief of another trainman laying off for his personal convenience, nor to the man thus relieved. So far as consistent with the requirements of the service, trainmen deadheading in connection with passenger service will be deadheaded on passenger trains.
    RULE 43.	Deadheading­Freight Service.Deadheading Account Seniority or Personal Convenience.Trainmen deadheading by order of the Company in connection with freight service will be allowed actual miles or actual hours for such deadheading, whichever is the greater, at the rate of pay for the service for which deadheaded, but not less than a minimum freight day; except that when deadheading to or from a point intermediate between terminals for such service, such deadheading may be combined with the service in connection with which deadheading is performed and paid for as continuous time. When two crews are called to run and deadhead upon the same train, first crew out shall deadhead and stand first-out on arrival if deadheaded to distant terminal. If deadheading to intermediate points, first crew out will handle the train and second crew out will deadhead. No deadhead payments will be made under this rule to trainmen traveling in the exercise of their seniority, to trainmen displaced by the exercise of seniority, to trainmen traveling in connection with relief of another trainman laying off for his personal convenience, nor to the man thus relieved.
    RULE 44.	Deadhead to New Assignment.When an assignment is bulletined to commence service at the Division terminal, no deadheading in connection with such assignment will be paid. When an assignment is bulletined to commence service at other than the Division terminal, the first trainman sent to such outlying point will be paid deadheading either from the division terminal, or from point of last service, whichever is the shorter distance, unless service is furnished to such outlying point in lieu of deadheading. If later displaced by a senior man, either the successful bidder or otherwise, no further deadheading will be allowed.
    RULE 45. Deadhead Account Train Abandoned or Assignment Cancelled.When a train is abandoned, or an assignment cancelled, leaving trainmen away from the Division Terminal, deadheading will be allowed such trainmen either to the Division Terminal, or to point of next service, whichever is the shorter distance, unless service is furnished to such point in lieu of deadheading. If trainman lays off at point of release in lieu of exercise of seniority, no deadheading will be allowed.
    RULE 46 (a). Deadhead From Distant to Home Terminal.Trainmen deadheaded back from their distant terminal to their home terminal will be paid for such deadheading at the rate of pay of the trip upon which they arrived at the distant terminal
    (b) Deadheading for Vacation Relief.Trainman actually required to deadhead in relief of another trainman account such trainman taking annual vacation under the provisions of the joint Vacation Agreement effective July 1, 1949 (referred to as Appendix "I"), will be allowed deadheading compensation. Deadhead mileage and compensation will be allowed only once in each direction when deadheading is paid in connection with vacation relief. The vacationing trainman thus relieved will not be allowed deadhead compensation.
    EXAMPLES COVERING PAYMENT FOR
    

    DEADHEADING

    	Trainman A	gives up assignment on Train 5 and deadheads to displace junior on train 1. No time allowed.
    	Trainman B	gives up assignment on Train 5 and deadheads to take new assignment on train 1. Time allowed as per Rule 44.
    	Trainman C	holding assignment on Train 5; assignment cancelled at other than division terminal, and C deadheads to point of next service. Time allowed as per Rule 45.
    	Trainman D	called to deadhead to take new service on Train 5. Time allowed as per Rule 44.
    	Trainman F	displaced by Trainman A as shown above. No time allowed.
    	Trainman G	lays off to return to division terminal or other point for his personal convenience.  No time allowed.
    	Trainman H	called to deadhead to relieve Trainman G as shown above. No time allowed.
    	Trainman J	granted leave of absence account sickness of himself or member of his immediate family residing at home of which J is the head, and travels to some other point. No time allowed.
    	Trainman K	called to deadhead to relieve J as shown above. Time allowed as per Rule 42 or 43.
    	Trainman M	deadheaded by order of Company to, from or between terminals of his assignment or service in which employed, in equalization of crews, or in connection with such service. Time allowed as per Rule 42 or 43.
    	Trainman N	deadheaded by order of the Company from Division Terminal to outlying point to relieve a trainman called in for examination. Time allowed Trainman N as per Rule 42 or 43; but time not allowed to the trainman thus relieved.
    
    ARTICLE IRULE 47. Investigations.An employee whose name has been listed on the seniority roster as permanently employed under the provisions of Rule 4, or any employee involved with other employees in matters involving insubordination, infraction of rules, damage to equipment, or personal injury, shall not be disciplined or dismissed or given record suspension without a full and impartial investigation of the circumstances, unless waiver of such investigation is submitted to the investigating officer in writing. At the investigation, he may be represented by one or more employees of his choice and at which he may present the testimony of such witnesses as he may desire, and hear all the testimony submitted at the investigation. He may, however, be held out of service pending such investigation, and if discipline be assessed, the period so held from service shall be included in any disciplinary period thereafter involved. Notice of such investigation, stating the known circumstances involved, shall be given to the employee in writing within five (5) calendar days of the date that knowledge of the offense or irregularity has been received by the Superintendent, Trainmaster or Yardmaster in charge and investigation will be held within five (5) calendar days of such notice. A decision will be rendered, and any employee held responsible will be notified in writing of such decision, within twenty (20) calendar days after completion of investigation, but no employee will be held from service awaiting decision in excess of ten (10) days.
    Investigation shall be held, so far as possible, at the home terminal of employees involved, and at such time as to cause employees a minimum loss of rest or time.  When necessary to secure presence of witnesses or representatives not immediately available, reasonable postponement at the request of either the Company or Employee may be had, but in any event, such investigation shall be held within thirty (30) days of the date of notice.
    RULE 48. Discipline.If decision results in suspension or dismissed, it shall become effective as promptly as necessary as relief can be furnished, but in no case more than five (5) calendar days after notice of such decision to the employee. If not effected within five (5) calendar days, or if employee is called back to service prior to completion of suspension period, any unserved portion of the suspension period shall be cancelled.
    RULE 49. Appeals.An employee dissatisfied with decision shall have the right of appeal, either in person or through his representatives, to the next higher proper officer, providing written notice is made to such officer, and a copy furnished to the officer whose decision is appealed, within forty­five (45) days of the date of advice of decision. Employees shall have the right of further appeal in the regular order of succession, in the manner described, up to and inclusive of the highest official designated by the Railway to whom appeals may be made. Each such appeal shall be taken within forty­five (45) days of the date of final decision in writing by the officer with whom matter is being handled; but such forty­five (45) day limitation shall not be deemed to appeal to the period during which such appeal is under consideration by each successive officer. If decision of the highest designated official is unsatisfactory, appeal may be had to the National Railroad Adjustment Board, or other similar tribunal, under the provisions of the Railway Labor Act.
    RULE 50. Transcript.A transcript will be made of all statements. reports, and information made a matter of record at the investigation, and a copy of such transcript will he furnished on request to the employee or his representative.
    RULE 51. Exoneration.If decision on the investigation decrees that an employee is free of responsibility in the circumstances, no entry in connection therewith will be made upon his personal record, and if he has meantime been held from service pending investigation, he will be reimbursed for any or all loss of time or compensation thereby incurred at his regular rate of pay for each calendar day held from service. If decision on the investigation decrees that employee is responsible, but such decision is reversed on appeal, appropriate notation indicating such exoneration will be placed upon the Employee's record, and he will be reimbursed for any loss of compensation incurred at his regular rate of pay for each calendar day held from service, and return to his former position.
    RULE 52. Grievances.An employee who considers himself unjustly treated under the provisions of this schedule, may, within five (5) calendar days of the cause of such complaint, file written request with his appropriate supervising officer, for an investigation of the circumstances; whereupon investigation within five (5) calendar clays thereafter will be held in the manner provided in Rules 47, 48, and 50. Decision after such investigation, and appeals thereafter from such decision, will, in like manner, be rendered or had in accordance with provisions of Rule 49.
    RULE 53. Time Slip Corrections.When time claimed by trainmen is not allowed, they will he promptly notified in writing and reason given therefor.
    RULE 54 (a). Claims.Claims regarding improper payment under the provisions of this schedule must be filed with the proper supervising officer within thirty (30) days of the date payment is made to the employee for such service period. Retroactive claims in excess of that period will not be considered.
    (b) Decision by the highest officer designated by the Carrier to handle claims shall be final and binding, unless within one (1) year from the date of said officer's decision such claim is disposed of on the property or proceedings for the final disposition of the claim are instituted by the employee or his duly authorized representative and such officer is so notified. It is understood, however, that the parties may, by agreement in any particular case, extend the one year period herein referred to.
    ARTICLE X
    

    PASSENGER AND MAIL SERVICE ONLY

    RULE 55. "RULE55."Consist of Crew.Main line passenger and mail trains consisting of four (4) cars or more will be manned by not less than one brakeman and one flagman.
    RULE 56. Choice of Positions.When two brakemen are employed on a passenger train and are equally qualified for necessary service as brakeman, and flagman, the senior brakeman may have choice as to such positions; Division Superintendent and Train Conductor to be judge of qualifications.
    RULE 57 (a). Uniforms Required.Brakemen or Flagmen electing to accept extra or regular passenger service are required to equip themselves with standard uniforms. Brakemen or Flagmen who are runaround on account of not being so equipped will not be compensated under the runaround rule.
    (b) Standard Uniform.
    
  • 1. The Management of the Great Northern Railway Company may designate a uniform to be worn by such employees as may be specified at all times while such employees are on duty, and such uniform may be subject to change from time to time as required by the Carrier, but for the present, at least, consist of the following:
  • 
    
  • A. A uniform consisting of cap with appropriate insignia, coat, vest and trousers.
  • B. A white shirt with black four­in­hand tie.
  • C. Black shoes.
  • 2. The employees will assume and pay the entire cost of shirts, neckties and shoes as specified by the Carrier to be worn with such uniforms.
  • 3. The Carrier will supply free of charge such insignia as may be required of the employees for wear upon such uniform
  • 4. When it is considered necessary by the officer of the Carrier charged with such responsibility for an employee subject to this agreement to procure a new uniform, an order therefor will be furnished by the Carrier upon a clothier designated by the Carrier. The Carrier will assume and pay a sum equal to fifty (50) per cent of the cost of each such uniform consisting of cap, coat, vest and trousers (two pairs if desired), and the employee will assume and pay the balance of the cost of each such suit where obtained through the designated clothier. In the event an employee desires to obtain his uniform through sources other than the clothier designated by the Carrier, it will be permissible for him to do so provided that such uniform meets the specifications prescribed by the Carrier, and in such instance the Carrier will, likewise, assume fifty (50) per cent of the cost, but not to exceed fifty (50) percent of what the cost would be if secured through the designated clothier, upon presentation of receipted bill.
  • 5. The employees agree to keep their uniforms properly cleaned and neatly pressed at all times at their own expense.
  • 6. It is agreed that in cases where a uniform or any portion thereof is lost, stolen, damaged or destroyed as a result of carelessness on the part of the employee, the employee will repair such damage or replace such uniform at his own expense.
  • 7. It is agreed that an employee whose uniform is secured under the terms of this agreement, and subsequently voluntarily disqualifies himself or declines to accept passenger service within a period of one (1) year from date such uniform is received, will thereupon refund to the Company the amount it paid toward the cost of such uniform. This may be done by payroll deduction.
  • 
    © Experience Required."©ExperienceRequired."
    Nothing in this rule shall be considered as changing that portion of Rule 19 requiring trainmen to have at least two (2) years experience as freight trainmen on steam surface railway.
    RULE 58. Combination Brakemen and Baggagemen.Existing seniority lists of combination Brakemen­Baggagemen will be continued and will have first preference to such service, except that any such combination men who now have seniority dates as such, will forfeit such special seniority if they elect to accept any other service when they can hold combination service. If such combination service seniority is thus forfeited, such employee will hold no further rights to combination service except in the order of his standing as brakeman, as hereinafter specified.
    When additional combination Brakemen­Baggagemen are required, they will be assigned from the ranks of Trainmen qualified for such combination service, in accordance with their roster standing as passenger brakemen. Trainmen will be required to pass a satisfactory examination on combination service requirements by Superintendent or other designated officer before being qualified for such service. After having so qualified, they will thereafter be so designated on the Trainmen's roster. Trainmen disqualified for combination service will not again be examined on such qualifications within six (6) months of the date of disqualification.
    RULE 59. Baggagemen.Train Baggagemen shall be promoted from the ranks of Brakemen, and Baggagemen will be privileged to exercise their seniority as Conductors without surrendering their seniority as Baggagemen. Baggagemen will not be privileged to exercise their seniority as Brakemen so long as they can hold Baggage service, without surrendering their seniority as Baggagemen.
    Filling temporary positions in baggage service will not be considered as promotion to such service.
    Baggage service will be prorated on a mileage basis between the divisions over which baggage runs are operated. When a division is thus privileged to provide a baggageman, the senior, qualified passenger brakeman from that Division, applying in writing to the proper officer, will be assigned.
    Vacancies for a period of less than fifteen (15) days will be manned by the oldest available passenger brakeman at the baggage terminal where the vacancy exists. The senior brakeman referred to in this paragraph must be competent to handle baggage service.
    NOTE:	Such passenger brakeman at the baggage terminal to be called irrespective of his brakeman's assignment. The brakeman initially called for the baggage service under the above paragraph will remain on the run until the close of the bulletin or until the regular baggageman returns to service when the assignment is not bulletined.
    When it is known that a vacancy will be for fifteen (15) days or more, the senior train baggageman applying for it will be assigned and if the vacancy is for thirty (30) days or more, it will be bulletined on the Division next entitled to a regular baggage position and the senior applicant will be assigned.
    Seniority districts for baggagemen to be as follows:
    
  • Saint Paul and Havre
  • Saint Paul and Duluth
  • Duluth and Grand Forks
  • Havre and West
  • 
    Baggage terminals will be observed, except where trains initiate or terminate at points not regular baggage terminals, in the handling of specials, run as sections of regular trains or as extras or where baggageman handled deadhead equipment for the purpose of returning with passengers or vice versa.
    Fraternity specials such as Shrine, Elk, etc., may be manned by senior available baggagemen, whether extra or regular, who are members of fraternity.
    The present seniority standing of men on the baggagemen's roster not to be changed or interrupted by application of the foregoing.
    Extra baggage service on trains that are run out of Saint Paul and over the Willmar Division should be manned by the senior, available. Qualified passenger trainmen holding seniority on the Third District.
    Extra baggage service on trains run out of Saint Paul and over the Saint Cloud Division should be manned by the senior available, qualified passenger trainmen holding seniority on the Second District.
    It is further agreed that when Eleventh District baggagemen lay off at Spokane for periods of fifteen (15) days or less that the senior available Eleventh District senior brakemen will be used for such vacancies. This is strictly with the understanding that there will be no extra expense in connection with deadheading as the men from Whitefish who relieve those that lay off, must deadhead between Whitefish and Spokane at their own expense.
    Baggagemen handling special trains will be paid through freight train rates whether the trains are run as sections of regularly scheduled trains or not, as provided in Rule No. 67(a).
    		NOTE:	Baggage service exclusive to one seniority district will be manned by employees of that seniority district only and will not be included in interdivisional baggage runs.
    
    		NOTE:	Train Baggagemen will not be required to make out waybills for milk and cream shipments delivered to the station during the time the station force is on duty. However, it is understood that train baggagemen will make waybills, without additional compensation, for milk or cream cans that are delivered to the station after the station force has gone off duty or when milk or cream cans are picked up at points where no station force is maintained.
    
    RULE 60 "RULE60"(a). Basic Day-Passenger.In passenger and mail service, one hundred and fifty (150) miles or less (straightaway or turnaround) shall constitute a day's work; miles in excess of 150 shall be paid for at the mileage rates provided in Rule 61(a).
    (b) Beginning and Ending of Passenger Day.A passenger day begins at the time of reporting for duty for the initial trip, and ends when relieved from duty.
    RULE 61 (a). Rates of Pay, Passenger and Mail.Trainmen in passenger and mail service will be paid as provided on rate sheet shown on page 73. (See Appendix "A")
    (b) Use of Daily and Mileage Rates.Daily rates obtain until the miles made at the mileage rates exceed the daily minimum.
    © Daily Guarantees.Then the monthly earnings of regularly assigned passenger and mail trainmen from daily guarantees, mileage, overtime and other rules do not produce the average amounts per day, as provided on rate sheet shown on page 73. (see Appendix "A" )trainmen will be paid for each day service is performed as provided thereon.
    (d) Passenger Monthly Mileage Basis.Monthly money guarantee provided in Rule 6l(a) will constitute payment for maximum of 50 miles. Miles in excess of 4500 shall be paid for at mileage rates provided in Rule 61 (a).
    
    (e)  Rate for Combined Duties, Baggagemen & Brakeman.Trainmen performing combined duties of baggageman and brakeman will be paid rates applicable to baggageman
    (f) Baggagemen Allowance for Handling U. S. Mail.The extra allowance for baggagemen handling U. S. Mail will not apply when the amount of such mail handled does not exceed in volume, between any two points, the number of sacks or pieces specified by Post Office Department Circular from time to time as the equivalent of three (3) feet of mail space. Loading United States Mail into car, storing it in car, sorting it enroute, or unloading it at an intermediate or terminal point, will constitute "handling" under this rule. The extra allowance for handling United States Mail will not apply when "storage" mail is in charge of the baggageman, provided he is not required to "handle" it.
    NOTE: (See Interpretations-Appendix "J")
    (g) Passenger Brakemen Handling Baggage, Mail and/or Express.
    
  • 1. When a passenger brakeman is required to handle or assist in handling baggage, U. S. mail and/or express shipments from train and place in station building or lock box, or vice versa, he will be paid an allowance of one cent (1¢) per mile, in addition to all other payments made to him on a trip; except on branch lines when the number of pieces of baggage, mail and express handled on one trip does not exceed ten (10), the additional allowance will be forty­six hundredth of one cent (.46¢) per mile.
  • 2. This is to apply only to the brakeman who is required to perform such service, and only on the trips on which such service is performed; also will apply only to brakeman paid the passenger rate of pay.
  • 
    
  • NOTE: "Assist in handling" does not necessarily entail placing the mail, baggage or express in the depot facility. An "assist in handling" may simply be the handling of such head end business by taking it from the car door and placing it on truck or station platform, in cases where passenger trainman is required to do this in order to expedite the handling of the business.
  • RULE 62"RULE62" (a). Passenger Freight Shipments.When it is desired to handle freight shipments, moving on freight billing under freight tariffs, upon trains assigned or run as passenger trains, the following rules will apply:
    If such shipments are handled in cars not equipped for regular movement in passenger trains, the handling of such equipment constitutes a freight train movement. If such movement is only occasional or incidental, freight rates will be paid for the trip in accordance with the classification of freight service rendered, but without change in assignment or application of freight rules or terminals. If such freight movement is regularly part of the work of the train, assignment of run and application of rates and rules will be made as provided for freight train service.
    If such shipments are handled in cars equipped for regular movement in passenger trains, the run will be assigned, and operated as to rules and terminals, as a passenger train, but there shall be added to the regular passenger rate the differentials provided on rate sheet shown on page 74, (See Appendix "A") for the actual mileage over which the freight service is performed. Through service as there shown shall be understood to mean the handling of shipments on that run in unbroken carloads: local service shall be understood to mean the handling of shipments loaded or unloaded from cars enroute while on that run.
    It is understood and agreed that these special rules do not apply to silk, fish and berry specials covered by Trainmen's schedule Rule 67(d), nor to milk and cream or similar commodities handled on special billing as "passenger train freight" or "waybilled baggage", nor to commodities of any kind handled on express billing. It is further understood and agreed that these rules do not apply to passenger equipped cars which are returned empty, nor to the incidental return movement of less than carload merchandise returned to its proper destination account carried by in error, and is without prejudice to the proper application of combined service rule of this agreement.
    If trains are run composed of passenger equipment only, but handling only fast freight as provided herein, they will be classified and operated as passenger runs, subject to the differential rate provided.
    (b) New Service Commodities.Certain commodities for the News and Lunch service may be handled on passenger trains under special deadhead baggage billing. The carrier may handle commodities such as candies, fruits, cigarettes, cigars, as well as meat and cheese for making sandwiches, and other miscellaneous commodities for the News and Lunch Service in passenger trains under deadhead baggage billing and there will be no valid claim by or penalty paid to trainmen on the basis that the commodities handled must be confined to News and Lunch Service supplies and that such commodities must be placed into the baggage cars at the originating station and taken from the baggage cars at the destination by employees other than trainmen.
    Shipments of Company material may be handled on passenger trains without penalty provided the shipments are placed into the baggage cars at point of origin and removed from baggage cars at the destination by employees other than trainmen.
    RULE 63. Rates, Extra Men.When extra men fill vacancies in regular positions, they will take conditions of the regular positions. Service performed by extra men not filling place of regular men will be paid not less than the daily earning minima for each day service is performed.
    RULE 64 (a). Monthly Guarantee.Regularly assigned passenger trainmen who are ready for service the entire month (30 days constitutes a month) and who do not lay off of their own accord shall receive the monthly guarantee provided for in Rule 61(a) exclusive of overtime.
    (b). Extra Service to Make Up Guarantee.Extra service may be required sufficient to make up these guarantees, and may be made between regular trips; may be made on layover days; or may be made before or after the completion of the trip. If extra service is made between trips which go to make up a day's assignment, such extra service will be paid for on the basis of miles or hours, whichever is the greater, with a minimum of one (1) hour. Extra service before or after the completion of a day's work will pay not less than the minimum day.
    © Basis of Pay for Extra Service.The basis of pay for extra service applies only in making up the guarantees. After guarantees are absorbed, schedule provision for extra service apply.
    (d) Basis of Pay for Extra Men Relieving Regular Men.When a regularly assigned passenger trainman lays off of his own accord or is held out of service, the extra man will receive the same compensation the regular man would have received and the amount paid the extra man or men will be deducted from the amount the regular man would have received had he remained in service, the sum of the payments to the man or men who may be used on the run equaling the monthly guarantee.
    RULE 65. Method of Applying Daily and Monthly Guarantees.The method of applying daily and monthly guarantees will be as shown by the following examples:
    	EXAMPLE 1:	Brakeman on thirty (30) day assignment; paid daily minimum plus eight (8) minutes overtime daily, or a total of four (4) hours at 143.12 cents, equals $5.72, total of $349.22. As average of daily earnings for the days on which service is performed is less than $11.75, will receive 30 x $11.76, equals $352.50.
    
    	EXAMPLE 2:	Brakeman in Example 1 lays off five (5) days. He receives 25 days @ $11.75--$293.75; extra man 5 x $11.75--$58.75.
    
    	EXAMPLE 3:	Brakeman on 30­day assignment making 140 miles daily is subject to the monthly guarantee of $343.50; makes 10 minutes overtime daily, amounting to $7.15; is required to perform extra service. Payments accruing under the schedule rules for the extra service will be applied against the payment, 30 days time $11.75 per day, viz: $352.50. If such additional payments produce compensation in excess of $352.50, daily earning guarantee not involved.
    
    	EXAMPLE 4:	Brakeman on thirty (30) day assignment paying daily minimum which equals $343.50; average daily earnings guarantee, 30 x $11.75 equals $352.50. Regular man lays off 10 days during month and receives 20 x $11.45-- $229.00; extra man working 10 days in regular man's place earns $169.50 (including overtime). Regular man receives $229.00; extra man receives $169.50: total $398.50. As this is more than average of $11.75 for days of assignment, guarantee not involved.
    
    	EXAMPLE 5:	Brakeman on 26­day assignment; makes no overtime and performs no extra service; therefore, is subject to the monthly guarantee of $343.50. 1/26 of $343.50 equals $13.21 per day. Daily earnings guarantee not involved.
    	EXAMPLE 6:	Brakeman in Example 5 lays off one day; daily earnings guarantee not involved; therefore, regular brakeman receives 25/26 o~ $343.50; extra man in his place 1/26 of $343.50.
    
    	EXAMPLE 7:	Brakeman on 26­day assignment makes no overtime; is required to perform extra service on one Sunday for which schedule requires payment of $11.45, which is applied against monthly guarantee of $343.50; $343.50 divided by 27 days equals $12.72. Daily guarantee not involved.
    
    	EXAMPLE 8:	Brakeman on 28­day assignment, subject to the monthly guarantee of $343.50; earns 10 hours overtime at 143.12 cents which equals $14.31; total $357.81. 28 days times $11.75 equals $329.00. Daily earnings guarantee not involved.
    
    	EXAMPLE 9:	Brakeman on 28­day assignment which is subject to the monthly guarantee of $343.50, lays off one day; receives 27/28 of $343.50, or $331.23; the extra man 1/28, or $12.27. Daily earnings guarantee not involved for either regular or relief man.
    
    	EXAMPLE 10:	Extra man (not filling place of a regular man) on first day (as is used under conditions resulting in two minimum days; second day (b) makes 200 miles; third day © makes 125 miles, no overtime; fourth day (d) makes 125 miles and 4 hours overtime.
    
    	(a) will be paid 2 days at $11.45	$22.90
    	(b) will be paid 200 miles at 7.63 cents	15.26
    	© will be paid daily earnings guarantee	11.75
    (d) will be paid daily minimum, $11.45
    
  • plus four (4) hours overtime at
  • 143.12 cents--$5.72 17.17
  • 
    Above examples deal with rates East of Minot. In territory West of Minot, substitute in the example the rates that apply West of Minot as shown in Rule 61(a). This does not nullify or amend Rule 67.
    	EXAMPLE 11:	For brakemen West of Minot the monthly guarantee is $346.80. In a 30­day calendar month during which 28 days are made (the daily rate is $11.56), which for 28 days amounts to $323.68. 28 days at the average daily earnings guarantee, $11.75, amounts to $329.00; inasmuch as the monthly guarantee is greater than either of the daily guarantees, the monthly guarantee of $346.80 will be paid.
    
    	NOTE:	All adjustments account application of average daily earning, guarantees to be made on second period payrolls each month and shown as a separate item on timekeeper's records.
    
    	NOTE:	Rates shown in examples are computed on the base rate effective March 1, 1951.
    
    RULE 66"RULE66" (a). Interdivisional Runs.Interdivisional runs may be established as required, subject to proper equalization of mileage thereon between the employees affected on the different seniority districts. On regular assignments, the number of crews from each seniority district assigned to the run will be proportioned as nearly as possible in the same ratio as the miles of the assignment on their respective districts. Any inequality therein, and also all unassigned, interdivisional passenger service, will be equalized annually, commencing on June 1st of each year, unless otherwise agreed upon between Management and Employees on all seniority districts affected. Such equalization will be based upon the total number of passenger miles paid for, including overtime and terminal allowances.
    For unassigned interdivisional passenger service, crews will be called as of the seniority district on which such service originates and will handle train to next succeeding designated interdivisional passenger terminal, or any intermediate point.
    Regularly designated terminals for unassigned interdivisional passenger service shall be St. Paul, Fargo, Williston, Havre, Whitefish, Spokane, Seattle and Portland. For business to and from Head of the Lakes, Terminals East of Williston shall be Grand Forks and Duluth. For business to and from Sioux City, terminals shall be Sioux City and Willmar, Willmar Division crew to handle from Willmar to next designated passenger terminal. For business to and from Billings and Butte, terminals shall be Billings or Butte and Great Falls, crew out of Great Falls to run to either Havre or Whitefish.
    NOTE:	For business operating between St. Paul and Noyes via Fargo and Grand Forks, Second Seniority District (St. Cloud) crew will be used between St. Paul and Fargo; Sixth Seniority
    District (Dakota) crew will be used between Fargo and Noyes. If unassigned passenger train returns from Noyes to St. Paul via Barnesville, Sixth Seniority District (Dakota) crew will be used.
    For business initiating at St. Paul, operating between St. Paul and Noyes via Barnesville, Second Seniority District (St. Cloud) crew will be used.
    When an interdivisional unassigned passenger run originates or terminates at an intermediate point on the same seniority district as either the first or the last regular designated interdivisional passenger terminal, such initial or final movement between intermediate point and regular designated interdivisional passenger terminal is local to that seniority district and will not be included in interdivisional equalization.
    In case of contemplated return movement in reverse direction, company will have the option of holding over the incoming crew at an~ terminal for such return movement, and crews so held shall stand first­out for such return, unassigned, interdivisional passenger movement. For the first twenty­four (24) hours so held, crews will be paid under the provisions of held­from­home­terminal Rule 32. After the first twenty­four (24) hours held, crews will be paid under the provisions of intermediate tie­up Rule 30(b), going automatically on duty at the expiration of eight (8) hours. Crews shall not be so held in excess of 48 hours, unless there are no other qualified passenger crews available for such return movement. Held­from-home terminal time so paid for shall be included in equalization adjustment. Short overlaps to reach a regular terminal for divisional service, such as Coon Creek to St. Paul, Moorhead to Fargo, Pacific Junction to Havre, or Dean to Spokane, not to be considered as an interdivisional movement, nor figured in equalization.
    (b) Minimum Assignment Interdivisional Runs.Regularly assigned interdivisional passenger runs will be bulletined and assigned for a minimum period of service of fifteen (15) days.
    RULE 67 (a) . Rates of Pay-Regular and Special Passenger Trains.Trainmen handling regular passenger trains to be paid passenger train rates, and for handling special trains, such as Fair, Convention, Excursion, Elks' Specials, and all similar trains, will be paid through freight train rates whether run as sections of regularly scheduled trains or not. This does not apply to sections of regularly scheduled passenger trains handling overflow business. If paid passenger rates, overtime to be computed on passenger basis; if paid freight rates, overtime to be computed on freight basis. Established passenger terminals to be observed.
    (b) Manning Organization Specials.Organization specials such as Shriner, Elk, etc., may be manned by the senior available trainmen, members of the fraternity chartering the train.
    © Observe Regular Passenger Terminals.Special passenger trains run as sections of regular trains or as extra, or where a crew handles deadhead passenger equipment for the purpose of the crew returning with passengers, or vice versa, regular passenger terminals will be observed. These trains are to be manned by extra uniformed trainmen when available and when not available, to be manned by trainmen standing first­out in the pool.
    (d) Commodity Specials.Trainmen handling special trains which do not carry passengers, such as silk, fish and berry specials, will be paid on through freight basis. Established freight terminals will be observed except that trainmen of such trains may be required to handle them between First Street, Minneapolis via passenger line or Minneapolis Junction and Saint Paul, Central Avenue, Superior via passenger line, or Winter Street, Superior via freight line, and Duluth, Hillyard and Spokane and Interbay and Seattle and will be paid terminal time therefor on basis of 12 ½ miles per hour, computed for outgoing trainmen from the time they leave the terminals until they return and for inbound trainmen from the time they arrive at freight terminal until they are released at their terminal.
    RULE 68. Short Trip in Addition to Regular Trip.Trainmen in passenger and mail service required to make a short trip either before or after their regular trip to keep intact assignments or to handle their own connections, will be paid mileage rate provided for such trips in addition to pay for regular trip.
    RULE 69. Double on Lay­over Days.Other than as provided by Rules 35, 64, 68, and 83(b), trainmen will not be required to double on lay­over days when it is possible to avoid it.
    RULE 70. Called and Train Annulled.When trainmen are called and report for a passenger train, and such call is annulled before the expiration of four (4) hours, they shall receive four (4) hours pay at passenger rate and continue to stand first­out. If such call is annulled after four (4) hours, and before the expiration of seven and one­half(7 ½) hours, they shall receive one day's pay at passenger rate and thereafter stand last out. If such call is annulled after seven and one­half hours, they shall receive payment for all time so held, as per schedule rules, and thereafter stand last out.
    RULE 71 (1).  Reporting in Advance of Leaving Time.Passenger trainmen required to report at their initial terminal station more than thirty (30) minutes prior to schedule leaving time will be paid for such excess over thirty (30) minutes at regular passenger rates.
    Handle Baggage or Express at TerminalsPassenger brakemen required to handle baggage or express at their final terminals will be paid at regular passenger rates for all time so consumed in excess of fifteen (15) minutes Paragraphs (a) and (b) of this rule will not apply to trainmen assigned to less than 4,500 actual miles per month until after the monthly guarantee has been earned.
    (b) Switching or Herding at Terminals.Passenger trainmen who are required to turn or switch their trains or do any other switching, or herd engines, as defined in Rule 74(g), at terminals, shall be paid for actual time so consumed in addition to pay for trip at regular rates.
    NOTE:	See Appendix "P", Herding Agreement effective May 1, 1945.
    © Initial Terminal Delay-Passenger Service1. Initial terminal delay shall be paid on a minute basis to Trainmen in passenger service for all time in excess of sixty (60) minutes computed 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 one­eighth (1/8th) of the basic daily rate, 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.
    Where mileage is allowed between the point of reporting and the point of departure, each mile so allowed will extend bv three (3) minutes the sixty (60) minute period after which initial terminal delay payment begins.
    2. When road overtime accrues during any trip or tour of duty, in no case will payment for both initial terminal delay and overtime be paid, but whichever is the greater will be paid.
    3. When a tour of duty is composed of a series of trips, initial terminal delay will be computed on only the first trip of the tour of duty.
    (d) Final Terminal Delay-Passenger.1. Final terminal delay shall be computed from time train reaches terminal station.
    2. Final terminal delay for each member of the crew is the total elapsed time from time of arrival at terminal station in passenger service, until such member of crew is finally relieved from duty, not including any time otherwise paid for as an arbitrary, such as switching or herding. If this total unpaid elapsed time is in excess of thirty (30) minutes, the entire time will be paid for at pro rata rates on the minute basis, unless road overtime has commenced, in which case road overtime rate will apply. If the total unpaid elapsed time is thirty (30) minutes or less, no payment shall be made therefor.
    3. Road trainmen may claim pay for time under either the terminal switching rules, the terminal delay rule, or the herding rule where work is performed coming under more than one of these rules, but payment will only be made under one of such rules for the same time or service, the purpose being to allow payment under whichever rule will produce the greater compensation for the total elapsed time consumed in any combined service without duplicate payment being made for the same time or service under these rules.
    4. If road overtime has commenced, terminal overtime shall not apply and road overtime will be paid to point of final release.
    5. When final terminal delay accrues, mileage between designated points and point of release will not be allowed. When final terminal delay does not accrue, actual mileage will be allowed from passenger station to point of release, and will be added to the actual mileage of the trip; less than one mile not to be counted.
    	NOTE:	All payments for final terminal delay are based on 12 ½ miles per hour and rate as per class of service.
    
    		6. This rule shall apply to passenger service except that it will not apply to crews paid on an hourly basis where switching is performed at final terminal in accordance with schedule rules.
    
    RULE 72 "RULE72"(a) Overtime.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. (Divide the straight monthly rate by the number of days per month the train is scheduled to run to obtain the daily basis; divide the daily basis by eight to obtain the new hourly overtime rate.)
    (b) Overtime, Short Turnaround Runs.Conductors and Trainmen 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.
    © Overtime, Other Passenger Runs.Trainmen 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 end of 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 seven (7) hours and thirty (30) minutes from the time of first reporting for duty.
    (d) Incidental or Additional Service.Time consumed in incidental or additional service and paid for separately, such as Rule 71, should not be included in calculating overtime; in other words, should not be paid for twice.
    RULE 73. Couple Air or Steam Hose.At main line terminals where carmen are employed, passenger trainmen shall not be required to couple or uncouple air or steam hose.
    
    ARTICLE XI
    

    OTHER THAN PASSENGER AND MAIL

    RULE 74"RULE74" (a). Basic Day Except Passenger and Mail.In all road service, except passenger and mail, one hundred (100) miles or less, eight (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.
    (b) Time Commences and Ends.In all classes of service other than passenger and mail, Trainmen's time will commence at the time they are required to and do report for duty and shall continue until the time they are relieved from duty. The Management will designate the time for reporting for duty.
    © Automatic Release.Other than as provided in paragraphs (d) and (e) of this rule and Rule 75(d), Trainmen arriving at terminals or end of runs are automatically released, except that trainmen may be required to run to first siding out of initial terminal to pick up train set out account of blocked yard, and run through initial terminal with same, and paid on the basis of continuous time or miles.
    (d) Short Trips or Turnarounds.Trainmen in pool or irregular freight service may be called to make short trips or turnarounds with the understanding that one or more turnaround trips may be started out of the same terminal and paid actual miles with minimum of 100 miles for a day; provided (1) That the mileage of all the trips does not exceed 100 miles, and (2) That men shall not be required to begin work on a succeeding trip out of initial terminal after having been on duty eight (8) consecutive hours, except as a new day, subject to the first­in, first­out rule or practice.
    (e) Run Through Terminal In Turnaround Service.Trainmen assigned to turnaround service between two designated points may be run through such terminal as many times as provided in their assignment, but will not be run by or beyond the terminus of such assignment. Trainmen so assigned not to be run around by each other at their terminal.
    The term "assignment" as used in this paragraph to be for not less than fifteen (15) days continuous service.
    (f) Mileage of Trip and Herding Engine.In other than passenger service, mileage of trip shall be computed from yard office at initial terminal to yard office at final terminal. When trainmen in such service are required to herd engine, as defined in Rule 74(g), at any terminal, they shall be paid actual mileage or actual time so consumed, whichever is the greater, at regular rates, in addition to pay for trip. This additional herding mileage is applicable only to brakemen who actually perform herding service.
    NOTE:	See Appendix "P", Herding Agreement effective May 1, 1945.
    (g) Herding, Definition of.Herding is understood to mean accompanying the engine of the brakeman's own train from roundhouse or other designated engine tie-up track to passenger depot or train yard, or vice versa, as distinguished from light engine pilot service, but does not include coupling or uncoupling of such engine.
    (h) Initial Terminal Delay-Freight Service.1. Initial terminal delay shall be paid on a minute basis to trainmen in freight service for all time in excess of seventy­five (75) minutes computed from the time of reporting for duty up to the time the train leaves the terminal at one­eighth (1/8th)­ of the basic daily rate, 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.
    This rule will not apply to pusher, helper, mine run, shifter, roustabout, belt line, transfer, work, wreck, construction, circus train (paid special rates or allowances), road switcher (district runs), or to local freight or mixed service where switching is performed at initial terminal in accordance with schedule rules.
    NOTE:	The question as to what service constitutes a "mine run" as that term is used above shall be determined on each individual railroad by management and the appropriate general committees.
    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 seventy­five (75) minutes after which initial terminal delay payment begins.
    2. When road overtime accrues during any trip or tour of duty, in no case will payment for both initial terminal delay and overtime be paid but whichever is the greater will be paid.
    3. When a tour of duty is composed of a series of trips, initial terminal delay will be computed on only the first trip of the tour of duty.
    (i) Final Terminal Delay-Freight Service.1. Final terminal delay shall be computed from the time the engine reaches the designated main track switch connection with the yard track.
    2. Final terminal delay for each member of the crew is the total elapsed time from the arrival of the engine at the designated main track switch connection in freight service, until such member of crew is finally relieved from duty, not including any time otherwise paid for as an arbitrary, such as switching or herding. If this total unpaid elapsed time is in excess of thirty (30) minutes, the entire time will be paid for at pro rata rates on the minute basis, unless road overtime has commenced, in which case road overtime rate will apply. If the total unpaid elapsed time is thirty (30) minutes or less, no payment shall be made therefor.
    3. Road trainmen may claim pay for time under either the terminal switching rules, the terminal delay rule or the herding rule, where work is performed coming under more than one of these rules, but payment will only be made under one of such rules for the same time or service, the purpose being, to allow payment under whichever rule will produce the greater compensation for the total elapsed time in any combined service, without duplicate payment being made for the same time or service under these rules.
    4. If road overtime has commenced, terminal overtime shall not apply and road overtime will be paid to point of final release.
    5. When final terminal delay accrues, mileage between designated point, and point of release will not be allowed. When final terminal delay does not accrue, actual mileage will be allowed from designated switch to point of release, and will be added to the actual mileage of the trip; less than one mile not to be counted.
    NOTE:	All payments for final terminal delay are based on 12 ½ miles per hour and rate as per class of service.
    6. This rule shall apply to road freight service, except that it will not apply to crews paid on an hourly basis or to pusher, helper, mine run, shifter, roustabout, belt line, transfer, work, wreck, construction, snow plow, circus train, road switcher (district runs) or to local freight service where switching is performed at final terminal in accordance with schedule rules.
    7. It is understood that for the purposes of this rule that service on the Mesabi Division, variously referred to as Mesabi Range or transfer service, Mesabi Range ore train service, and Mesabi Division Mine Run service, shall be considered as mine run service.
    	NOTE:	The application of this rule shall not in any way abrogate or annul the provisions of the following Special Agreements:
    
    		Agreement dated August 4, 1931, designated as Twin City Switching Agreement, and Agreement signed May 5, 1938, designated as Coast Line Switching Agreement.
    
    RULE 75"RULE75" (a). Combined Service.Road trainmen performing more than one class of road service in a day or trip will be paid for the entire service at the highest rate applicable to any class of service performed. The overtime basis for the rate paid will apply for the entire trip.
    
    No. 1. Question:
    Does the rule apply to trainmen in unassigned and/or assigned road service?
    
    Answer:
    Yes, except where existing rules adopted prior to August 1, 1939, specifically provide that trainmen will not be required to perform work other than that to which regularly assigned.
    
    No. 2. Question:
    Does the rule apply to trainmen at an intermediate point or between two intermediate points where trainmen are required to perform roadservice not incident to the normal trip?
    
    Answer:
    Yes, except where existing rules adopted prior to August 1, 1939, specifically provide separate compensation for such work.
    
    No. 3. Question:
    Does the rule set aside lap­back or side trip rules?
    
    Answer:
    No, except that when a combination of service includes work, wreck, helper or pusher service, such rules will not be applicable to any movements made in the performance of such service.
    
    No. 4. Question:
    Does the rule set aside existing conversion rules?
    
    Answer:
    No.
    
    No. 5. Question:
    Does the rule set aside existing terminal switching rules?
    
    Answer:
    No.
    
    No. 6. Question:
    Does the rule apply to trainmen in passenger service?
    
    Answer:
    Yes, except where under existing rules seniority acquired by employees in passenger service is separate and distinct from the seniority acquired by employees in freight service.
    Helper or pusher service, not a part of their regular assignment, or wreck or work train service should not be required of passenger trainmen except in emergencies.
    
    No. 7. Question:
    Does the rule apply to trainmen who are required at an intermediate point or points to perform work train service?
    
    Answer:
    Yes, except where existing rules adopted prior to August 1, 1939, specifically provide for separate compensation for trainmen performing work train service.
    
    No. 8. Question:
    Does the rule apply where road trainmen are instructed at the outset of a trip before leaving the initial terminal to perform another class of road service outside of the terminal?
    
    Answer:
    Yes, except where existing rules adopted prior to August 1, 1939, specifically provide otherwise.
    (b) Side and Lap­Back Trips.When a brakeman is required to make a side or lap-back trip between the terminals of his run, he will be paid therefor actual time or miles, whichever is the greater, at the pro rata rate independent of and in addition to compensation for the regular road trip. It is understood and agreed that overtime will be computed and paid for on the basis of the regular mileage of the trip, exclusive of miles made on the side or lap­back trip.
    The foregoing paragraph will not apply where side trip or lap­back trip is made a part of a regular assignment, nor when trains run between the same terminals over an alternate route.
    On turnaround assignment, extra trip from turnaround point, when outside of assigned territory, is an additional day.
    NOTE:	Chain gang brakemen may be required to make side trips as part of their regular assignment, provided they are notified of such side trip when called. The mileage of such side trip will be added to and made a part of the regular trip and paid for on a continuous time basis. However, if the brakemen are notified to make a side trip after leaving initial terminal, such side trip will then be paid for as provided in the above rule.
    © Time of Lap­Back Trip Computation.Lap­back trip shall commence at the time that the engine is cut off after the forward movement is stopped, and shall continue until the train is again coupled up after the lap­back, less any time not attributable to the lap­back movement such as eating, station switching, etc. (Such examples by way of illustration and not by way of limitation.)
    The application herein will be without prejudice to Rule 76 (d).
    (d) Short Trips.Short trips from a terminal to an outlying point and return, from an outlying point to a terminal and return, or from an intermediate point to another intermediate point and return, on account of engine failure, running for fuel or water, running for wreck car or carmen, or on account of a derailment, when such conditions arise in connection with their own train, will be paid continuous time or mileage.
    RULE 76. Overtime.On runs of 100 miles or 1ess, overtime will begin at the expiration of eight (8) hours; on runs of over 100 miles, overtime will begin when the time on duty exceeds the mileage run divided by 12 ½. Overtime shall be paid for on the minute basis, at a rate per hour of 3/16 of the daily rate.
    ARTICLE XII
    

    OTHER THAN BAGGAGE AND MAIL

    RULE 77. "RULE77."Rates of Pay.(See rate sheet shown on page 74, Appendix "A".)
    RULE 78 (a). Rates for Flagmen on Light Engines.Brakemen acting as flagmen on light engines will be paid through freight brakemen's rates.
    (b) Circus Trains.Trainmen handling circus or theatrical trains that do not exhibit between terminals will be run and paid under through freight rates and rules.
    ©  Trainmen handling circus or theater trains that stop to exhibit will be paid twelve (12) hours or 150 miles for each move including loading and unloading of circus. Miles run in excess of 150; hours in excess of twelve (12) will be paid for as per Rule 76. If less than 16 hours is used in the last move, actual time will be paid as per Rule 76, with a minimum of 100 miles. Trainmen used in other service during the time circus is exhibiting shall be paid extra therefor according to class of service performed, as another day, separate and apart from the circus train service; time thus otherwise engaged to be deducted from the total time paid for as circus train service.
    (d)	Trainmen may be required to handle circus or theatrical trains over entire seniority district when such trains stop to exhibit.
    INTERPRETATION:Question: In case a crew catches a circus train and does not stop to show at any other point except home terminal, who takes train out of home terminal?
    Answer: Practices now in effect on the respective divisions to continue.
    RULE 79 (a). Work Train Rate and Guarantee.Trainmen on work trains will be paid as per Rule 76, and while assigned to such service they are guaranteed a minimum of 8 hours' pay for every calendar day, except where the laws of any State, Nation or Country prohibit Sunday work, no service being performed no time will be allowed.
    INTERPRETATION:1. Regularly assigned brakeman works on Saturday, lays off Sunday evening at home terminal. Extra brakeman works on Monday. (In this example, the extra brakeman that is called for this assignment off the extra board on Monday usually has performed service on Sunday on some other assignment. Would it make any difference if this man was on extra board and did not work Sunday?)
    Answer: 	Pay the regularly assigned brakeman, as he was protecting the run and obviously would have been called had the run worked on Sunday, with the understanding that it was a seven day assignment.
    2. Extra brakeman on work train that does not work on Sunday, goes to home terminal Saturday night, and does not mark off the run onto extra board until Sunday night. Another extra brakeman is called Monday A.M. to deadhead out to run and both claim time for Sunday. Or, occasionally the extra brakeman goes out Sunday evening and protects job Monday A.M. Who is entitled to pay for Sunday?
    Answer:	Pay the brakeman who was protecting the run at the time it was scheduled to begin work, which in this case would presumably be the brakeman who worked on the assignment on Saturday providing he had been on the run ten (10) days as provided in Trainmen's Rule 22(a).
    3. An extra brakeman on work train that does not work on a Sunday, works all week on train, and is notified Saturday before tying up that he is displaced. Regular man does not go to work until Monday A.M. Who is entitled to pay for Sunday?
    Answer:	Pay the brakeman who is regularly as signed, as he was protecting the run commencing Sunday and would have been called had the run worked on Sunday.
    4. A new work train is put on and under bulletin, and before bulletin closes, ties up at source of supply Saturday. Extra crew on work train placed back on the extra board, and new brakemen called off extra board Monday A.M., and claim time for Sunday. In this case, assuming that the two brakemen who caught the job Monday were laying off on Sunday, or had been in some other service on Sunday, who, if anybody, would be entitled to pay for Sunday in the absence of assigned brakemen?
    Answer:	An extra brakeman cannot protect the "extra list" and a "work train assignment under bulletin" at the same time. Neither of the extra list brakemen cited would receive guarantee compensation for the reason that neither of the brakemen were assigned or protecting the "work train assignment".
    5. Regularly assigned brakeman on work train assignment out of service over ten (10) days, and an extra brakeman marks up on vacancy, works on Saturday, and is displaced by regular man Sunday evening to work Monday. If both brakemen have rights on the run, who is entitled to Sunday pay?
    Answer:	Pay the brakeman who was protecting the run at the time it was scheduled to begin work, which in this case would presumably be the extra brakeman who worked on the assignment on Saturday.
    6. Bulletin on a work train closes Saturday morning and extra crew on job ties up at away from home terminal Saturday night and returns to home terminal on Sunday. The assigned crew is on the job Monday morning. Who is entitled to pay for Sunday?
    	Answer:	Pay the assigned crew, as the extra crew has no responsibility for the protection of the work train after tying up Saturday night. If the work train had been operated on Sunday, the crew assigned by bulletin would be called for the work train service.
    
    	(b)	Bulletin Regular Work Train , and exercise Seniority in Work Service.
    
    Regularly assigned work train service shall be bulletined and assigned as per Rule 22 (a). Trainmen exercising seniority in work train service account displacement on other assignment is not restricted to bumping the youngest man in work train service, but may exercise his seniority on any one his junior.
    © Temporary Work Train.In temporary work train service for ten (10) days or less, chain gang trainmen will be called in their turn, and if tied up away from the terminal at the end of the day's work, the rules covering tie­up and guarantee for assigned work train service will apply, it being understood that Rule 30(b) does not apply to such tie­ups. What is meant by guarantee is that trainmen in temporary work service will be guaranteed day for day for all time held in such service away from freight terminals in accordance with paragraph (a) of this rule. If trainmen in temporary work train service are run into their home terminal on Saturday and not worked Sunday, and the service is continual Monday, they will be held for the service on Monday and paid for Sunday. It is understood that this does not prevent trainmen in temporary work train service, if the work requires it, to move in and out of the terminal as many times as may be required in any one day's work.
    INTERPRETATION:1. When in the operation of temporary unassigned work train service it is necessary that the crew called runs from one terminal to the next succeeding terminal and subsequent temporary unassigned work train service is required out of such next succeeding terminal, the first­out chain gang crew shall be called for such service.
    2. If there is no chain gang crew at such terminal, the chain gang crew initially used in temporary unassigned work train service may be run out of that terminal on a succeeding trip or trips on the basis of a new day for the trip or series of trips.
    3. It is further understood that when chain gang crews are called for temporary unassigned work train service, that they may be required to move in and out of the initial terminal as many times as may be required in any one day's work without application of the automatic release rule. Likewise, when a chain gang crew is used in unassigned work train service from the terminal at which they commenced work to the next succeeding terminal and are then used out of such next succeeding terminal after the application of the automatic release rule, such chain gang crew may be required to move in and out of the terminal as many times as may be required to perform the work without the application of the automatic release rule.
    4. When it is necessary for chain gang crews to perform temporary unassigned work train service partly within and partly outside switching limits, either inbound crew or outbound crew may be used for the work train service within switching limits, such determination to be made by the Carrier's operating officers.
    5. This interpretation will not in any manner restrict or limit regularly assigned work train crews, if the work requires it, to move in and out of any terminal as many times as may bc required in any one day's work, and the automatic release rule will not apply in connection with such service.
    (d)	Work Train Tied-Up Between Terminals Without Accommodations.Trainmen in work train service, if tied up between terminals without a caboose, where there are no accommodations for them to eat or sleep, will be paid continuous time while so tied up, at pro rata rates.
    (e) Wrecking Trains-How Paid.Trainmen on wrecking trains will be paid work train rates and as per Rule 76.
    RULE 80 (a). Inexperienced Men Not Used on Way Freight.Inexperienced trainmen (those having had less than six months' service) will not be sent out on way freight trains when experienced trainmen are available on extra list. Extra men run around under this rule will not be paid therefor.
    NOTE:	Definition of "experienced men", shown in Rule 2, will govern.
    (b) Way Freight Service.Way freight rates will be allowed when way freight service is performed, on all districts other than those shown in paragraph © of this rule. Way freight service is understood to include the loading or unloading of L.C.L. merchandise, and local switching at points intermediate between the terminals of the run, of cars not handled in that train. The movement of other cars necessary to effect a set­out or pick­up of cars handled in the train will not be considered local switching under this rule.
    © Mixed Train Districts and Rates.The following districts are those on which local service may be performed under the mixed train rates:
    
  • Fergus Falls to Pelican Rapids
  • Rutland to Forbes
  • Vaughn to Augusta
  • Power to Pendroy
  • 
    (d) Butte Division Branches."(d)ButteDivisionBranches."
    Crews will be assigned to the regular service on the branches between Great Falls and Giffin and will be paid way freight rates. This not to apply to pool crews making an occasional trip.
    (e) Peddling Water.Trainmen on other than way freight trains will not be required to peddle water except when absolutely necessary
    (f) Way Freight Districts.It is agreed that way freight rates will be allowed for not less than one train per day, six days per week, in each direction on the following lines:
    
  • Minneapolis and Willmar
  • Willmar and Breckenridge
  • Breckenridge and Casselton
  • Casselton and New Rockford
  • New Rockford and Minot
  • Minneapolis and Fargo, via
  • Osseo and Saint Cloud
    

    Fargo and Minot, via Grand Forks

    and Devils Lake
    
  • Minneapolis and Superior
  • Superior and Cass Lake
  • Cass Lake and Grand Forks
  • Crookston Yard and Noyes
  • Crookston Yard and Barnesville
  • Willmar and Sioux City
  • Minot and Havre
  • Great Falls and Butte
  • Great Falls and Billings
  • Great Falls and Sweet Grass
  • Great Falls and Havre
  • Havre and Leavenworth
  • Skykomish and Delta
  • Interbay and Vancouver, B. C.
  • Interbay and Vancouver, Wash.
  • Dean and Kettle Falls
  • Bend and Bieber
  • 
    (g) Way Freight Guarantee."(g)WayFreightGuarantee."
    When way freight service on such lines is assigned to a regular crew, such crew will be paid at the way freight rate as assigned, whether run or not. "As assigned" means run within twelve (l2) hours of its schedule or leaving time, except where there is an unavoidable delay caused by act of Providence such as severe storm, snow blockade; slide, wash­out, fire or wreck on district included in such assignment. Such payment of the regularly assigned crew, whether or not service is performed, will constitute compliance with this rule so far as the days of the assignment are concerned. Where way freight trains are not assigned and way freight service is performed by other trains the way freight rate will be paid to the trainmen of such trains as perform way freight service, and such payment will be considered compliance with the provisions of this rule for such days. When way freight service is neither assigned nor performed, the way freight rate will be allowed to the first through freight train after midnight on such calendar date and such allowance of the way freight rate will be considered compliance with this rule.
    "Run within twelve (12) hours of its schedule or leaving time", as referred to in this rule, means that the 12­hour period will terminate when the engine reaches the designated main track; switch connection with the yard track.
    The first through freight crew departing from a terminal after midnight on the calendar date will receive the local rate, payable under the rule, regardless of the time called for, provided no local service is performed by crews of other trains on such calendar date.
    NOTE:	The example shown under Rule 79 (a) are also applicable on the same principle to brakemen assigned to daily way freight service.
    (h) Handle Express Shipments.Brakemen employed on freight or mixed trains, on which exclusive Railway Express Messengers are not employed, shall have the exclusive right to and will handle and account for railway express shipments that are transported on such freight or mixed trains.
    One brakeman on each such freight or mixed train will handle and account for such express shipments. He will comply with the regulations of the Railway Express Agency when they are not in conflict with the rules or instructions of the Great Northern Railway Company. The senior brakeman on the train will have preference to this service.
    For such handling and accounting, the brakeman will be paid by the Railway Company at rate of one (1) cent for each mile his train runs while transporting express shipments with a minimum of 100 miles per day or trip, in addition to all other pay or allowances for the trip.
    RULE 81. Mountain Rates.Mountain rates will be paid on runs between Skykomish and Merritt, Clancy and Woodville, Walton and Summit and on any other grade of 1.8% or greater. For mileage of such grade if trip is made in miles, or for actual time on such grade if trip is made in hours.
    RULE 82. Snow Plow Service.Trainmen assigned to snow plow service will be allowed 8 hours for each twenty­four hours time held in readiness. When in snow plow service they will be paid snow plow rate, computed as per Rules 74(a) and 87.
    The above does not apply to work trains used in clearing yard of snow, handling gangs engaged in sloping snow cuts or moving snow fence.
    When a train not assigned in snow plow service handles a separate wedge plow car in service ahead of engine, snow plow rate as herein provided will be allowed to trainmen on such train.
    RULE 83 (a). Assigned Branch Runs.On branch runs where trainmen are assigned to run less than six day's per week, trainmen on such runs will be guaranteed not less than twenty­four hundred (2400) miles per calendar month.
    (b) Additional Service to Make Up Branch Guarantee.Trainmen assigned under Paragraph (a) of this rule may be run in such additional service as necessary to make up any deficit in the 2400 mile guarantee, either before or after their regular assignment or on lay over days, (subject to provisions of Rule 35), but shall not be run outside the limits of their assignment for that purpose
    © Unassigned Branch Service.Branch line guarantee is not applicable to branch line unassigned service when such unassigned service amounts to less than 3 trips per week. The assignment of a crew exclusively to branch line service, regardless of number of days assigned, or the operation of unassigned service on a branch line to the amount of 3 or more trips per week requires the application of the minimum branch line guarantee for such branch line service. prorated on a monthly basis between employees performing such service, in the same manner used in pro rating of regular and continuously assigned branch runs.
    ARTICLE XIIIRULE 84 (a). Calling Crews.At main line terminals trainman will be called within one mile of register office and will be called at the address designated in a book kept for that purpose at register points.
    (b) When trainmen have telephones they will be called by phone, regardless of distance.
    © Trainmen will be called as nearly as possible one hour in advance of time for which ordered to report for duty.
    (d) When the location of a yard once or a passenger station at a terminal is changed, trainmen residing within a mile limit at the time of the change will be considered as within the calling limit.
    RULE 85. Called and Train Annulled.When trainmen are called and report for freight service, and such call is annulled before the expiration of four (4) hours, they shall receive four (4) hours pay at freight rate and continue to stand first out. If such call is annulled after four (4) hours, and before the expiration of eight (8) hours, they shall receive eight (8) hours pay at freight rate and thereafter stand last out. If such call is not annulled until after eight (8) hours, they shall receive payment for all time so held, as per schedule rules, and thereafter stand last out.
    NOTE:	See Rule 32(b).
    INTERPRETATIONS:1. Brakeman called at home at 1:15 A.M. for service at 2:15 A.M. At 1:30 A.M., train is annulled and brakeman called at 1 :35 A.M. before leaving home, and told that train is annulled.
    No payment.
    2. Brakeman called in caboose at 1:15 A.M. for service at 2:15 A.M. At 1:30 A.M., train is annulled and brakeman is found in lunch room at 1:35 A.M. and told that train is annulled.
    Brakeman will be allowed 50 miles and stand first-out.
    3. Brakeman called at 1:15 A.M. for service at 2:15 A.M. Reports and waits for arrival of train called for, and, at 5:45 A.M. is informed train is annulled due to derailment.
    Brakeman will be allowed 50 miles and stand first-out.
    4. Brakeman called at 1 :15 A.M. for service at 2:15 A.M.  Reports at roundhouse, herding engine from roundhouse track to train yard, arriving at train yard at 2:35 A.M. Brakeman is informed at 3: 15 A.M. that train is annulled and to return the engine to the roundhouse and is then relieved at 3:30 A.M.
    Brakeman will be allowed 100 miles and stand last­out.
    RULE 86. Caboose Supplies.At terminal points trainmen will not be required to carry chains, knuckles, brasses, dope, oil or waste between their cabooses and storehouses. When cabooses are run through freight terminals, they will be fully supplied and cleaned at initial terminal for their entire run.
    RULE 87. Terminal Switching.The time consumed by freight trainmen at terminals doing switching, will be paid for in addition to pay for trip.
    EXAMPLES(a) Required to report at A at 7:00 A.M., switches at A until 9:00 A.M.; leaves A at 9:00 A.M.; and runs to B, 100 miles; relieved at B, 3:00 P.M.
    Compensation: 100 miles plus 2 hours switching at former rates.
    (b) Required to report at A at 7:00 A.M.; switches at A until 9:00 A.M.; leaves A at 9:00 A.M.; and runs to B, 100 miles; relieved at B, 4:00 P.M.
    Compensation: 100 miles plus 2 hours switching at former rates, such allowance being greater than one hour overtime at one and one­half time.
    © Required to report at A at 7:00 A.M.; switches at A until 9:00 A.M.; leaves A at 9:00 A.M. and runs to B, 100 miles; relieved at B, 4:20 P.M.
    Compensation: Either 100 miles plus 2 hours switching at former rates or 100 miles and 1 hour 20 minutes road overtime at 3/16 of the daily rate per hour, because the money value of the former allowance and the money value of the road overtime at 3/16 of the daily rate are equal.
    (d) Required to report at A at 7:00 A.M.; switches at A until 9:()0 A.M.; leaves A at 9:00 A.M.; and runs to B, 100 miles; relieved at B, 5:00 P.M.
    Compensation: 100 miles plus 2 hours overtime at 3/16 of the daily late exceeds the allowance of 2 hours switching at former rates.
    	NOTE:	In calculating the time engaged in switching under the rules, regulations or practices which are retained, it is understood that the time will be continuous from the time work is begun until it is completed and train is coupled together.
    
    	NOTE:	Trainmen tied up under the provisions of Rule 30(b), who perform switching service at the tie up point, will be allowed switching when the trip is made in miles.
    
    RULE 88"RULE88" (a). Switching Cabooses.Freight trains must not be switched at terminals with caboose attached. Cabooses must not be handled at terminals other than as necessary for their attachment to trains or return to caboose track. Cabooses will be placed on caboose track with reasonable promptness after arrival at terminal, particularly where trainmen use them for change of clothing or sleeping.
    (b) Pooling of Cabooses.1. Cabooses may be pooled in pool (chain gang) and unassigned freight service in the territories where cabooses are now pooled in such service, namely between Breckenridge, Minnesota and Hillyard, Washington.
    2. Assigned cabooses, or similar equipment such as combination car, will be continued for use of trainmen on assigned work trains, assigned way freights and assigned branch line service.
    3. Pooled cabooses will be kept supplied with necessary caboose supplies and equipment, including stationery, water, sanitary drinking cups, ice and fuel and such other equipment and supplies as may be required for service. They will be kept in a sanitary condition, including the scrubbing of floors, washing of windows, filling and cleaning lamps at terminal (when caboose is not equipped with electric lights). Drinking water will be changed and ice furnished at each terminal of the run if required. The furnishing of the foregoing supplies and cleaning will be performed by other than conductors or trainmen and conductors will not be held responsible for leaving terminals without a full quota of supplies. The incoming conductor on a pooled caboose will report or order needed supplies and equipment. Conductors and trainmen will keep cabooses in a clean condition between terminals.
    4. In territory where cabooses are pooled, the Company will provide necessary locker and washroom facilities at terminals where cabooses are run through and crews are changed.
    5. Trainmen in pool and unassigned freight service who do not have assigned cabooses, if tied up between terminals where there are no accommodations to eat or sleep, will be paid continuous time at the pro rata rate while so tied up.
    6. When trainmen in pool and unassigned freight service are provided with pooled cabooses, their basic rates will be increased one cent (1¢) per mile in addition to the established basic through freight rate. This to apply to mileage paid for.
    It is understood that the one cent (1¢) per mile applicable to pool and unassigned freight service (in the territory involved herein) will also apply to pool and unassigned freight crews when required to perform unassigned way freight, or paid the way freight rate under Trainmen's Rule 80(g), unassigned work train or unassigned snow service, in addition to the existing rates applicable to such service.
    7 (a). The present limits between which cabooses are now pooled. that is, between Breckenridge, Minnesota and Hillyard, Washington. are not to be extended except by agreement between the Company and the employees.
    7 (b). A reasonable and practical approach to the problems herein referred to, namely-the pooling of cabooses-requires that the carrier and the employees definitely recognize each other's fundamental rights, and where necessary, reasonable and fair arrangements should be made in the interest of both parties. It is further agreed that:
    (1) Whenever the carrier desires so to pool its cabooses, it shall give notice to the General Chairman or General Chairmen of such intention, specifying the territory and service involved, whereupon the carrier and employee representatives shall, within thirty (30) days, endeavor to agree upon any facilities that should be furnished to provide accommodations substantially equivalent to those formerly available on the cabooses and used by the employees and on appropriate arrangements for supplying and servicing such pooled cabooses.
    (2) In the event the carrier and such representatives cannot so agree on the matter, any party involved may invoke the services of the National Mediation Board.
    (3) If mediation fails, the parties agree that the dispute shall be submitted to arbitration under the Railway Labor Act, as amended. The decision of the Arbitration Board shall be final and binding upon both parties, except that the award shall not require the carrier to pool cabooses but shall be accepted by the parties as the conditions which shall be met by the carrier if and when cabooses are pooled. Provided further, however, if carrier elects not to put the award into elect, carrier shall be deemed to have waived any right to renew the same request for a period of one year following the date of said award, except by consent of employees party to said arbitration.
    ARTICLE XIVRULE 89. Minimum Mileage.No more trainmen will be employed on any division than are necessary to handle the business with safety and dispatch. Chain gang trainmen will be permitted to earn an equivalent of 3000 miles per month. This rule will not operate to prevent trainmen from making more than 3000 miles per month.
    RULE 90. Eating.Trainmen will be allowed to eat as nearly as possible at the expiration of every six (6) hours, provided they notify the train dispatcher, and if they do not absent themselves from their train over thirty (30) minutes, they will receive continuous time.
    Passenger, symbol, stock and fruit trains not to be delayed, but trainmen who handle local stock pickups in conjunction with other regular local work will be given not to exceed thirty (30) minutes to eat on the road when they are on duty in excess of six (6) hours.
    RULE 91. No Fines for Damage.Trainmen will not be required to pay fines on account of damage to equipment or freight in transit.
    RULE 92. Handle Cables, Etc.Trainmen will not be required to handle cables, sideboards, aprons or dirt dozers.
    RULE 93. Time Passes.Trainmen who have been in the service one (1) year will be furnished with time passes on the seniority district or districts over which they run.
    RULE 94. Electric Lanterns.If the Company requires the use of electric lanterns, such equipment and renewal parts thereof will be furnished by the Company.
    RULE 95. Doubleheading.The fact being recognized that double­heading and helper engines are not desirable for either the Company or its men, it is mutually agreed that the practice will be restricted within the narrowest practicable limits. The Company does not desire, nor expect that in the future the ratio of helper and double­header mileage to the total freight train mileage of the system. shall exceed the ratio used during the nine months ending March 31, 1903. It is, therefore, mutually agreed that on the Company's lines West of Havre, the ratio of helper and double­header mileage to the total freight train mileage of the system shall not during any period of two months exceed two and three tenths per cent, and that on the Company's lines East of Havre, the ratio of helper and double­header mileage to the total freight train mileage of the system shall not during any period of two months exceed one­half of one per cent. The Company will furnish to the General Chairman each month, the information necessary to enable him to check the figures herein agreed to. And it is further agreed that if in the first half of any two months period as above stated, the ratio above agreed upon, shall be exceeded, the Company will arrange during the last half of said period to so reduce said ratio that at the completion of said period the ratio hereinbefore agreed upon for said two months, period shall not be exceeded. It is further agreed that if the local conditions on any division or divisions make advisable the temporary modification of the foregoing provisions regarding doubleheader and helper engines, such modification may be made by agreement with the men interested.
    RULE 96. Switching Limits.Existing switching limits may, by agreement between the carrier and the employees, be changed to meet changing industrial conditions so that sufficient and adequate service may be provided and industrial development facilitated.
    RULE 97. Interdivisional Runs-Freight.(a) Interdivisional freight runs as are now established may be continued to be so operated; and that in the event it is desired to establish additional interdivisional freight runs, such runs may he established by mutual agreement between the representatives of the carrier and the designated representatives of the employees.
    (b) In negotiations with respect to the establishment of additional interdivisional freight runs, the carrier and the employees should definitely recognize each other's fundamental rights and where necessary, reasonable and fair arrangements should be made in the interests of both parties.
    © In the event the carrier and such committee or committees cannot agree on such matters, any party involved may invoke the services of the National Mediation Board.
    (d) If Mediation fails, the parties agree that such disputes shall be submitted to arbitration under the Railway Labor Act as amended, but no dispute shall be submitted to arbitration prior to September 1, 1952.
    The decision of the Arbitration Board shall be final and binding upon both parties, except that the award shall not require the carrier to establish interdivisional. interseniority districts intradivisional or intra­seniority district service in the particular territory involved in each such dispute but shall be accepted by the parties as the conditions which shall be met by the carrier if and when such interdivisional, inter­seniority district, intradivisional or intra­seniority district service is established in that territory. Provided further, however, if carrier elects not to put the award into effect, carrier shall be deemed to have waived any right to renew the same request for a period of one (1) year following the date of said award, except by consent of the employees party to said arbitration.
    RULE 98. Seats on Locomotive.(a) All new engines intended for road freight service, combination road freight and passenger service, combination road freight and helper service, and transfer service. will be equipped with seating facilities for the use of head brakemen. Whether such facility be provided in the cab of locomotive or by a shelter cab installed on the tender of locomotive to be left optional with the Railroad. The minimum dimensions of seats provided in the cab of new locomotives will be 15 inches wide, 16 inches long, 18 inches high, and 14 inches from front of seat to first obstruction. The minimum dimensions of the back of seat will be 15 inches wide and 16 inches high.
    (b) All engines used in road freight service, combination road freight and passenger service, combination road freight and helper service, and transfer service where road freight engines are used, will be equipped with seating for the use of head brakemen when receiving repairs defined by the U.S. Railroad Administration as Class 1 and 2. Engines other than the type of road freight engines hereinbefore defined used in transfer service will be equipped with a seat, the type of which will be left to the Railroad and General Committee to decide. All engines as herein defined will be equipped with seating facilities, regardless of Class repairs. Whether such facility be provided in the cab of locomotive or by a shelter cab installed on the tender of locomotive to be left optional with the railroad.
    © Where a seat is provided in the cab of locomotive-except transfer runs where other than road freight engines are used, as enumerated in Paragraph (b)--arm rests back rests and spring cushion seats, or the equivalent thereof, to be provided in accordance with existing, standards that are now furnished by the railroad to engine crews, including adequate clearance for the feet. Where shelter is provided on tender of locomotives, spring cushion seats and back rests, or the equivalent thereof, will be provided in accordance with existing standards that are now furnished by the railroad to engine crews. Heaters will be provided in shelter cabs except as may be otherwise agreed upon.
    (d) Freight engines assigned to exclusive branch line or local service, where trains are of such make­up that separate seating facilities for the use of head brakemen are not necessary, will be excluded from the provisions of Paragraphs (a) and (b) when agreed to by the railroad management and employee representatives.
    RULE 99. Interpretations or Rulings.When an interpretation or ruling as to the application or intent of any rule or rules of this schedule is made by the General Manager, a copy of such interpretation or ruling will be promptly furnished to the General Chairman of the B. of R.T.
    Signed at St. Paul, Minnesota this 11th day of December, 1951.
    

    FOR THE GREAT NORTHERN RAILWAY COMPANY:

    I. G. POOL,
    
    Vice President
    FOR THE BROTHERHOOD OF
    RAILROAD TRAINMEN:
    L. E. DOWNING,
    
    General Chairman
    H. B. PFLAUM
    Secretary, General Committee.
    APPENDIX "A"Rates of pay for trainmen effective January 1, 1952, in compliance with Article 2 of Agreement dated May 25, 1951, between Brotherhood of Railroad Trainmen and Eastern, Western and Southeastern Carriers' Conference Committees. B. L. S. Consumers' Price Index for May 15, 1951, 185.4; November 15, 1951, 189.3, requiring additional increase above July 1, 1951, rates of four cents (4¢) per hour-third cost of living adjustment.
    RULE 61 (a) PASSENGER AND MAIL SERVICEBrakemen and Flagmen, Minot East							PerMile	PerDay	PerMOnth
    Base Rate-March 1, 1951 			.0763 	$11.45	$343.50
    BLS Rate-January 1, 1952 			.0822 	 12.33	 369.90
    
    Brakemen and Flagmen, Minot West"BrakemenandFlagmen,MinotWest"
    Base Rate-March 1, 1951			.0771 	 11.56	 346.80
    BLS Rate-January 1, 1952 			.0829 	 12.44	 373.23
    
    Baggagemen, All Lines"Baggagemen,AllLines"
    Base Rate-March 1, 1951 			.0785 	 11.77	 353.10
    BLS Rate-January 1, 1952 			.0843 	 12.65	 379.50
    
    Baggagemen Handling Express Only"BaggagemenHandlingExpressOnly"
    Base Rate-March 1, 1951 			.0807	 12.11	 363.30
    BLS Rate-January 1, 1952 			.0866 	 12.99	 389.70
    
    Baggagemen Handling U. S. Mail Only"BaggagemenHandlingU.S.MailOnly"
    Base Rate-March 1, 1951 			.0815 	 12.23	 366.90
    BLS Rate-January 1, 1952 			.0874	 13.11	 393.30
    
    Baggagemen Handling Express and U. S. Mail"BaggagemenHandlingExpressandU.S.Mail"
    Base Rate-March 1, 1951 			.0838	 12.57	 377.10
    BLS Rate-January 1, 1952 			.0897	 13.45	 403.50
    
    RULE 61 ©  DAILY GUARANTEES
    
    Base Rate 3/1/51
    B.L.S. Cost­of­Living Adjustment Base Rates Jan. 1, 1052
    Flagmen and Brakemen 
    
    $11.75
    
      $12.63
    
    Baggagemen 
    
     11.92
    
       12.80
    
    Baggagemen handling Express Mail Only 
    
     12.26
    
       13.14
    
    Baggagemen handling U.S. Mail 
    
     12.38
    
       13.26
    
    Baggagemen handling Express & U.S. Mail 
    
     12.72
    
       13.60
    
    RULE 62 (a) PASSENGER FREIGHT SHIPMENTS Differential
    						Through Service     Local Service
    						 Cents per Mile     Cents per Mile
    Brakemen & Flagmen, Minot East"Brakemen&Flagmen,MinotEast"
    Base Rate-March 1, 1951 			3.96			4.43
    BLS Rate-January 1, 1952 			4.25			4.72
    
    Brakemen & Flagmen, Minot West"Brakemen&Flagmen,MinotWest"
    Base Rate-March 1, 1951 			3.88			4.35
    BLS Rate-January 1, 1952 			4.18			4.65
    
    Baggagemen, All Lines"Baggagemen,AllLines"
    Base Rate-March 1, 1951 			3.74			4.21
    BLS Rate-January 1, 1952 			4.04			4.51
    
    Baggagemen Handling Express Only"BaggagemenHandlingExpressOnly"
    Base Rate-March 1, 1951 			3.52			3.99
    BLS Rate-January 1, 1952 			3.81			4.28
    
    Baggagemen Handling U. S. Mail Only"BaggagemenHandlingU.S.MailOnly"
    Base Rate-March 1, 1951 			3.44			3.91
    BLS Rate-January 1, 1952 			3.73			4.20
    
    Baggagemen Handling Express and U. S. Mail"BaggagemenHandlingExpressandU.S.Mail"
    Base Rate-March 1, 1951			3.21			3.68
    BLS Rate-January 1, 1952			3.50			3.97
    
    RULE 77 "RULE77"OTHER THAN BAGGAGE AND MAIL
    
    Base Rate 3/1/51
    B.L.S. Cost­of­Living Adjustment Base Rates Jan. 1, 1952
    Through Freight Brakemen 
    
    $11.59
    
      $12.47
    
    Mixed Train Brakemen 
    
     11.73
    
       12.61
    
    Work Train Brakemen 
    
     11.74
    
       12.62
    
    Way Freight Brakemen 
    
     12.06
    
       12.94
    
    Mesabi Division Mine Run Service 
    
     12.06
    
       12.94
    
    Mountain Service 
    
     12.295
    
       13.175
    
    Snow Plow Service 
    
     12.37
    
       13.25
    
    	NOTE:	Cost of living adjustment will be determined in accordance with changes in the "Consumers' Price Index for Moderate Income Families for Large Cities Combined"-"all Items" (1935­1939=100) (old series)- as published by the Bureau of Labor Statistics, United States Department of Labor, and hereafter referred to as the B. L. S. Consumers' Price Index. This in accordance with Article 2 of the Interim Agreement made nationally between the Carriers' Conference Committees representing the Great Northern Railway and the employees represented by the Brotherhood of Railroad Trainmen through their conference committee, made on the 25th day of May, 1951.
    
    	APPENDIX "B"MEMORANDUM OF AGREEMENTBetween
    ORDER OF RAILWAY CONDUCTORS
    BROTHERHOOD OF RAILROAD TRAINMEN
    and
    GREAT NORTHERN RAILWAY COMPANY
    FARMERS GRAIN AND SHIPPING COMPANY
    Agreement between the Order of Railway Conductors, the Brotherhood of Railroad Trainmen, the Great Northern Railway Company and the Farmers Grain and Shipping Company, covering the application of the Great Northern Schedule for Conductors and the Great Northern Schedule for Trainmen to the former employees of the Farmers Grain and Shipping Company.
    Effective December 1, 1943, the Farmers Grain and Shipping Company Memorandum of Agreement for Conductors, which became effective January 1, 1941, as to rules, and December 1, 1941, as to rates of pay, and agreements and understanding thereunder is hereby cancelled. Effective December 1, 1943, the current Great Northern Railway Company Schedule for Conductors and interpretations and agreements thereunder, and the current Great Northern Railway Company Schedule for Trainmen and interpretations and agreements thereunder, as hereby interpreted, will be applied on the former Farmers Grain and Shipping Company, hereafter to be identified as a Subdivision of the Dakota Division.
    1. (A) Rule 28 (a) of the Conductors Schedule under option "Dakota Division-Sixth District" will include the former Farmers Grain and Shipping Company.
    (B) Rule 10 of the Trainmen's Schedule under caption "Sixth District" will include the former Farmers Grain and Shipping Company.
    2. The seniority district's specified in Article 1 herein, but excluding the former Farmers Grain and Shipping Company, is hereby designated as "District A", and the former Farmers Grain and Shipping Company is herein designated as "District B".
    (A) Conductors and brakemen holding seniority on "District A" on November 30, 1943, will have prior rights to service on "District A" over conductors and brakemen holding prior rights on "District B". Brakemen holding seniority on November 30, 1943, on "District A" will have prior rights to promotion to conductors on "District A" over conductors and brakemen who hold prior rights on "District B".
    (B) Conductors and brakemen holding seniority on "District B" on November 30, 1943, will have prior rights to service on "District B" over conductors and brakemen on "District A". Brakemen holding seniority on November 30, 1943, on "District B" will have prior rights to promotion to conductors on "District B" over conductors and brakemen who hold prior rights on "District A".
    © Conductors and brakemen holding seniority on "District A" prior to December 1, 1943, will have their seniority and right to promotion extended to include "District B", subject to provisions of paragraph "B" hereof.
    (D) Conductors and brakemen who hold prior rights to service on "District B" will be given a seniority rank as brakeman in the Sixth District roster with a date of December 1, 1943, in accordance with their relative rank as brakemen, following brakemen who were holding seniority on "District A" on November 30, 1943.
    (E) Conductors or brakemen hired on or after December 1. 1943, on the Dakota Division (Sixth District) will acquire and accumulate seniority on the entire Sixth District inclusive of the former Farmers Grain and Shipping Company.
    (F) A separate seniority roster will be maintained for conductors and brakemen holding prior rights on "District B", as herein provided for. The Sixth District Brakemen's roster will be revised by the addition thereto of names of conductors and brakemen holding prior rights on "District B", as provided for in Section 2(D) hereof.
    (G) Conductors shall not hold a position other than conductor as long as there is a position for them as such on their respective subdivided seniority districts.
    (H) The rates of pay for conductors and brakemen employed on the former Farmers Grain and Shipping Company shall be the current rates of pay provided for under the Great Northern Schedule for Conductors and the Great Northern Schedule for Trainmen, effective as of December 1, 1943.
    GREAT NORTHERN RAILWAY COMPANY,
    By C. O. JENKS,
    Vice President.
    THE ORDER OF RAILWAY CONDUCTORS,
    By R. E. LANDIS,
    General Chairman.
    FARMERS GRAIN AND SHIPPING COMPANY,
    By C. O. JENKS,
    Vice President
    THE BROTHERHOOD OF RAILROAD TRAINMEN,
    By P. C. BRADLEY,
    General Chairman.
    Signed at St. Paul, Minn., this 29th day of November, 1943.
    NOTE: Conductors' Rule 28(a), referred to in this agreement, is Conductors' Rule 33(a) of schedule currently in effect.
    APPENDIX "C"Between
    ORDER OF RAILWAY CONDUCTORS
    BROTHERHOOD OF RAILROAD TRAINMEN
    and
    GREAT NORTHERN RAILWAY COMPANY
    Agreement between the Order of Railway Conductors, the Brotherhood of Railroad Trainmen and the Great Northern Railway Company, relative to the merging of the present "Twelfth District" with the present "Thirteenth District", which consolidated seniority district will hereinafter be designated as the "Twelfth District" for the application of Conductors' Rule 33(a) and Trainmen's Rule 10.
    1. (a) Rule 33 (a) of the Conductors' Schedule, under caption "Twelfth District" will include the former "Thirteenth District".
    (b) Rule 10 of the Trainmen's Schedule, under the caption "Twelfth District" will include the former "Thirteenth District".
    2. The seniority districts specified in Article 1 herein, but excluding the former "Thirteenth District", are hereby designated as District One"; and the former "Thirteenth District" is hereby designated as "District Two".
    3. (a) Conductors, Brakemen and Baggagemen holding seniority on "District One" on July 31, 1949, will have prior rights to service on "District One" over Conductors, Brakemen and Baggagemen holding prior rights on "District Two". Brakemen and Baggagemen holding seniority on July 31, ~949, on "District One" will have prior rights to promotion to Conductors on "District One" over Conductors, Brakemen and Baggagemen who hold prior rights on "District Two".
    (b) Conductors, Brakemen and Baggagemen holding seniority on "District Two" on July 31, 1949, will have prior rights to service on "District Two" over Conductors, Brakemen and Baggagemen holding prior rights on "District One". Brakemen and Baggagemen holding seniority on July 31, 1949, on "District Two" will have prior rights to promotion to Conductors on "District Two" over Conductors, Brakemen and Baggagemen who hold prior rights on "District One".
    © Brakemen holding seniority on "District One" will have prior rights over Brakemen and Baggagemen holding seniority on "District Two" to seniority on "District One" Baggagemen's Seniority Roster.
    (d) Brakemen holding seniority on "District Two" will have prior rights over Brakemen and Baggagemen holding seniority on "District One" to seniority on "District Two" Baggagemen's Seniority Roster.
    (e) Conductors, Brakemen and Baggagemen holding seniority on "District One" prior to August 1, 1949, will have their seniority and right to promotion extended to include "District Two" subject to the provisions of Paragraphs "b" and "d" hereof.
    (f) Conductors, Brakemen and Baggagemen holding seniority on "District Two" prior to August 1, 1949, will have their seniority and right to promotion extended to include "District One" subject to the provisions of Paragraphs "a" and "c" hereof.	
    (g) Conductors, Brakemen and Baggagemen who hold prior rights to service on "District One" will be given a seniority rank as Brakemen on the "District Two" roster with a date of August 1, 1949, in accordance with their relative rank as Brakemen, following Brakemen who were holding seniority on "District Two" on July 31, 1949.
    (h) Conductors, Brakemen and Baggagemen who hold prior rights to service on "District Two" will be given a seniority rank as Brakemen on the "Twelfth District" roster with a date of August 1, 1949, in accordance with their relative rank as Brakemen, following Brakemen who were holding seniority on "District One" on July 31, 1949.
    (i) Conductors or Brakemen hired on and after August 1, 1949, on the Spokane Division will acquire and accumulate seniority on the entire Twelfth District, inclusive of the former "Thirteenth District".
    (j) A separate seniority roster will be maintained for Conductors, Brakemen and Baggagemen holding prior rights on "District Two" as herein provided for. The Twelfth District Brakemen's Roster will be revised by the addition thereto of names of conductors and brakemen holding prior rights on "District Two" as provided for in Paragraph "h" hereof.
    (k) Conductors shall not hold a position other than conductor as long as there is a position for them as such on their respective sub­divided seniority districts.
    (l) Extra lists for both Conductors and Brakemen will be maintained in compliance with governing schedule rules on their respective seniority districts. Extra lists for Brakemen will continue to be maintained at Hillyard and Kettle Falls. Any changes or regulation thereof must be in compliance with current Trainmen's Rule 26.
    (m) Conductors' Schedule Rules effective August 1, 1944, and Trainmen's Schedule Rules effective February 1, 1941, or as amended by the provisions of this agreement shall remain in full force and effect to all men working under the jurisdiction and provisions of this agreement.
    4. This agreement shall be effective as of August 1, 1949, and remain in effect until changed or modified in accordance with the provisions of the Railway Labor Act, as amended.
    FOR ORDER OF RAILWAY CONDUCTORS:
    /s/ C. P DUELL,
    Local Chairman, Lodge No. 498
    APPROVED:
    /s/ MYLES J. MILNER,
    General Chairman
    FOR BROTHERHOOD OF RAILROAD TRAINMEN:
    /s/L. E. DOWNING,
    Local Chairman, Lodge No. 572
    /s/L. F. Richardson,
    Local Chairman, Lodge No. 572
    APPROVED:
    /s/ H. E. NEVALA,
    General Chairman
    FOR GREAT NORTHERN RAILWAY COMPANY:
    /s/ F. V. PERCIVAL,
    Superintendent
    APPROVED:
    /s/ I. E. MANION,
    General Manager
    APPROVED:
    /s/ M. C. ANDERSON,
    Assistant to Vice President
    APPENDIX "D"Between
    ORDER OF RAILWAY CONDUCTORS
    BROTHERHOOD OF RAILROAD TRAINMEN
    and
    GREAT NORTHERN RAILWAY COMPANY
    SPOKANE, COEUR D'ALENE & PALOUSE RAIL­
    WAY COMPANY
    AGREEMENT between the Order of Railway Conductors, the Brotherhood of Railroad Trainmen, the Great Northern Railway Company and the Spokane, Coeur d'Alene & Palouse Railway Company, covering the application of the Great Northern schedule for Conductors and the Great Northern schedules for Trainmen and Yardmen to the former employees of the Spokane, Coeur d'Alene and Palouse Railway.
    Effective July 1, 19~3, the Spokane, Coeur d'Alene & Palouse Railway Company schedule for Conductors which became effective April 1, 1936, as to rules, and December 1, 1941, as to rates of pay, and agreements and understandings thereunder, is hereby cancelled. Effective July 1, 1943, the Spokane, Coeur d'Alene & Palouse Railway schedules for Trainmen and Yardmen which became effective April 1, 1936, as to rules, and December 1, 1941, as to rates of pay, and agreements and understandings thereunder, are hereby cancelled. Effective July 1, 1943, the current Great Northern Railway Company schedule for Conductors and interpretations and agreements thereunder, and the current Great Northern Railway Company schedules for Trainmen and Yardmen and interpretations and agreements thereunder, as hereby interpreted, will be applied on the former Spokane, Coeur d'Alene & Palouse Railway, hereafter to be identified as a Sub­division or Sub­divisions of the Spokane Division.
    1. (A) Rule 28 of the Conductors' schedule, under caption "Spokane Division-Twelfth District" will include the former Spokane, Coeur d'Alene & Palouse Railway.
    (B) Rule 10 of the Trainmen's schedule, under caption "Twelfth District", will include the former Spokane, Coeur d'Alene & Palouse Railway.
    © Rule 3 of the Yardmen's Schedule, under caption "Eighth District", will include the former Spokane, Coeur d'Alene & Palouse Railway Yard at Spokane.
    2. The seniority districts specified in Article 1 herein, but excluding the former Spokane, Coeur d'Alene & Palouse Railway, is herein designated as "District A", and the former Spokane, Coeur d'Alene & Palouse Railway is herein designated as "District B":
    (A) Conductors, brakemen, and yardmen holding seniority on "District A" on June 30, 1943, will have prior rights to service on "District A" over conductors, brakemen and yardmen holding prior rights on "District B". Brakemen holding seniority on June 30, 1943, on "District A" will have prior rights to promotion to conductors on "District A" over conductors and brakemen who hole prior rights on "District B".
    (B) Conductors, brakemen and yardmen holding seniority on "District B" on June 30, 1943, will have prior rights to service on "District B" over conductors, brakemen and yardmen on "District A". Brakemen holding seniority on June 30, 1943, on "District B" will have prior rights to promotion to conductors on "District B" over conductors and brakemen who hold prior rights on "District A".
    © Conductors, brakemen, and yardmen holding seniority on "District A" prior to July 1, 1943, will have their seniority and right to promotion extended to include "District B", subject to provisions of paragraph (B) hereof.
    (D) Conductors and brakemen who hold prior rights to service on "District B" will be given a seniority rank as brakeman on the Twelfth District roster with a date of July 1, 1943, in accordance with their relative rank as brakemen, following brakemen who were holding seniority on "District A" on June 30, 1943.
    (E) Conductors or brakemen hired on and after July 1, 1943, on the Spokane Division "Twelfth District" will acquire and accumulate seniority on the entire Twelfth District inclusive of the former Spokane, Coeur d'Alene & Palouse Railway.
    (F) Yardmen hired on and after July 1, 1943, on the Spokane Division-Eighth District, will acquire and accumulate seniority in all yards on the Eighth District, inclusive of the former Spokane, Coeur d'Alene & Palouse Railway.
    (G) A separate seniority roster will be maintained for Conductors and Brakemen holding prior rights on "District B", as herein provided for. The Twelfth District Brakemen's roster will be revised by the addition thereto of names of Conductors and Brakemen holding prior rights on "District B", as provided for in Section 2 (D) hereof.
    A separate seniority roster will be maintained for Yardmen holding prior rights on "District B" as herein provided for. The Eighth District Yardmen's roster will be revised by the addition thereto of the names of Yardmen holding prior rights on "District B".
    (H) Conductors shall not hold a position other than Conductor as long as there is a position for them as such on their respective sub­divided seniority districts.
    (I) The rates of pay for Conductors, Trainmen and Yardmen employed on the former Spokane, Coeur d'Alene & Palouse Railway shall be the current rates of pay provided for under the Great Northern schedule for Conductors, the Great Northern schedule for Trainmen, and the Great Northern schedule for Yardmen, effective as of July 1, 1943, provided such rates are approved by the National Railway Labor Panel pursuant to the Stabilization Act of October 2, 1942. Pending such approval, the rates of pay in effect on the former Spokane, Coeur d'Alene & Palouse Railway prior to July 1, 1943, will continue to be paid; upon receipt of such approval, necessary adjustments in rates retroactive to July 1, 1943, will be made.
    
  • Signed at St. Paul, Minn., this
  • 10th day of May, 1943.
  • 
    FOR:
    GREAT NORTHERN RAILWAY COMPANY,
    By C. O. JENKS,
    Vice President.
    FOR:
    THE ORDER, OF RAILWAY CONDUCTORS,
    R. E. LANDIS,
    
    General Chairman
    APPROVED:
    R. O. HUGHES,
    
    Vice President.
    FOR:
    SPOKANE, COEUR D'ALENE & PALOUSE RAILWAY COMPANY,
    By T. F. DIXON,
    General Manager.
    THE BROTHERHOOD OF RAILROAD TRAINMEN,
    P. C. BRADLEY,
    
    General Chairman.
    APPROVED:
    F. W. COYLE,
    
    Vice President.
    NOTE:	Conductors' Rule 28 and Yardmen's Rule 3, referred to in this agreement, are Conductors' Rule 33 (a) and Switchmen's Rule 23 (a ) of schedules currently in effect.
    APPENDIX "E"between
    GREAT NORTHERN RAILWAY COMPANY
    PACIFIC COAST R. R. CO.
    and
    ORDER OF RAILWAY CONDUCTORS
    BROTHERHOOD OF RAILROAD TRAINMEN
    1. Effective November 1, 1951, the Pacific Coast R. R. Co. Schedule for conductors and brakemen, which became effective September 19, 1937, as to rules, and October 1, 1950, as to rates of pay and agreements and understandings thereunder are hereby readopted in their application for conductors and brakemen employed on the Pacific Coast Railroad, with the following addition:
    (a) Permanent vacancies or additional positions continuing for more than five (5) consecutive calendar days, will be bulletined for a period of five (5) days on the seniority district to yardmen affected.
    (b) Bulletins governing assignments will identify assignment by name, and number when assignments are numbered, time and place for going on duty, and the number of days per week the assignment will work. Bulletins will be closed at 11:00 A. M. on the fifth day following date of issuance. The senior qualified switchmen making application in writing for bulletined positions will be immediately assigned thereto pending result of bulletin, and provided such application is made twenty­four (24) hours in advance of time they desire to take such service. The  senior qualified switchman making application in writing for bulletined positions will be awarded the position at the close of the bulletin, but assignment will not become effective until the next succeeding calendar day providing the successful applicant has eight (8) hours left to work under the Hours of Service Law based on prior tie­up time.
    No bids may be withdrawn after specified time of closing of bulletin.
    Regularly assigned switch and transfer engines will be bulletined for either six or seven days' service per week, and will be paid the days of the assignment as bulletined, except that such assignments may be annulled on New Year's Day, Fourth of July (Dominion Day in Canada instead of Fourth of July), Thanksgiving Day and Christmas Day, without cancellation of the assignment and without payment for those days if no service is performed. When partial service is worked on such holidays, the senior employees regularly assigned to that shift will be used. Exception to this paragraph may be made by agreement between the Division Superintendent and the Local Chairman having jurisdiction of the yard involved.
    © When it becomes known that a temporary vacancy will become a permanent vacancy, it will be promptly bulletined as herein provided for.
    (d) A change in starting time on the same shift, or a change in the number of days of an assignment, will cause it to be considered a new assignment and will thereupon be bulletined; but the regular assigned employees will remain thereon until the next succeeding calendar day following close of bulletin, unless on the day the change is made they notify the office that issued the bulletin that they do not wish to remain thereon.
    (e) If no bids are received on bulletins governing assignments of switchmen, the junior extra list switchman in service in the same switching limits will be assigned. If no qualified switchman in the same switching limits, the junior, extra list, qualified switchmen on the district, (or sub­district, if the district is sub­divided), will be assigned, except foremen's positions will be filled by the junior qualified foreman on the same shift who is working as a helper in that yard.
    2. (a) Rule No. 33 (a) of the Great Northern Conductors' Schedule under caption "FOURTEENTH DISTRICT" will include the Pacific Coast Railroad.
    (b) Rule No. 10 of the Great Northern Trainmen's Schedule under caption "FOURTEENTH DISTRICT" will include the Pacific Coast Railroad.
    © Rule No. 35 of the Great Northern Switchmen's Schedule under caption "9th Dist." will include the Pacific Coast Railroad.
    3. (a) Seniority districts specified in Item No. 2 herein, but excluding the Pacific Coast Railroad Company are herein designated as "District A"; and the Pacific Coast Railroad Company is herein designated as "District B", and shall hereinafter be so referred to.
    (b) Conductors and brakemen holding seniority on "District A" on November 1, 1951, will have prior rights to service on "District A", except as hereinafter provided, I over conductors and brakemen holding prior rights in "District B". Brakemen holding seniority on November 1, 1951, in "District A" will have prior rights to promotion to conductors on "District A" over all conductors who hold prior rights on "District B".
    © Conductors, brakemen and yardmen holding seniority on "District B" on November 1, 1951, will have prior rights to service on "District B", except as hereinafter provided, over conductors, brakemen and yardmen on "District A".
    (d) Conductors and brakemen holding seniority on "District A" prior to November 1, 1951, will have their seniority and right to promotion (in the same relative seniority order) extended to include "District B", subject to the provisions of paragraph (e) hereof.
    (e) Conductors, brakemen and yardmen holding prior right to service on "District B" will, within thirty (30) days of the effective date of this agreement, determine whether they will prefer road service seniority or yard service seniority on "District A", advising the Great Northern Superintendent in writing of their preference, with a copy to the Pacific Coast General Chairman. These "District B" employees will be given a seniority date in accordance with their choice as brakemen on the Fourteenth District brakemen's roster, or as a switchman on the 9th Dist. seniority roster with a date of November 1, 1951, in accordance with their relative rank as brakeman or yardman on "District B" following the brakemen or switchmen who were holding seniority on "District A" on November 1, 1951.
    (f ) "District B" conductors, brakemen and yardmen given a seniority date as brakemen on the Fourteenth District brakemen's roster or the 9th Dist. switchmen's roster will be accorded the respective conductors' or foremen's promotional privileges on "District A" in accordance with Great Northern Brakemen's Rules Nos. 17, 18 and 19 and Great Northern Conductors' Rules Nos. 28, 29 and 31, or as per Great Northern Switchmen's Rules Nos. 18(a) and 18(b).
    (g) Conductors, brakemen and yardmen hired on and after November 1, 1951, on the Fourteenth District for roadmen, and 9th Dist. for switchmen will acquire and accumulate seniority on these entire seniority districts including both Districts "A" and "B".
    (h) A separate seniority roster will be maintained for conductors, brakemen and yardmen holding prior rights on "District B" as herein provided for. The Fourteenth District brakemen's roster and 9th Dist. switchmen's roster will be revised within thirty (30) days of the effective date of this agreement by the addition thereto of the names of brakemen and yardmen holding prior rights on "District B" as provided for in Item 3 (e) hereof.
    4. It is hereby mutually agreed that "District B" conductors, brakemen and yardmen will continue to have prior rights to any and all Pacific Coast regularly assigned jobs, whether road or yard service.
    5. It is further agreed that "District A" employees will have full access to Pacific Coast Railroad trackage for switching purposes of any nature, provided that Pacific Coast Railroad assignments are currently maintained, which includes one regularly assigned yard job and one regularly assigned road job; and, further provided "District A" crews will not perform switching in Pacific Coast Railroad yard heretofore performed by "District B" crews while "District B" crew is on duty in the Pacific Coast yard.
    6. It will be permissible for "District A" yard crews to perform switching service of any nature in "District B" yard whether or not "District B" yard crews are on duty, except as provided in Item 5, and provided that the "District B" yard assignment is not cancelled. Likewise, "District B" yard crews may perform switching in "District A" territory when necessary, providing the preponderance of their switching is in "District B" yard.
    7. The switching limits will continue in their present recognized location as currently constituted and designated by the yard limit board at Van Asselt.
    8. "District B" road conductors and brakemen and yard foremen and helpers may be required to initiate and terminate service at Interbay on "District A" trackage. When "District B" road conductors and brakemen and yard foremen and helpers are required to initiate and terminate service at Interbay, they will be allowed an arbitrary of six miles at the trip pro rata rate of pay from Interbay to the "District B" yard, and six miles from "District B" yard to Interbay, in addition to all other trip earnings. It is understood that "District B" road conductors and brakemen may handle their caboose between "District B" yard and Interbay without penalty payments to any class of employees, with the understanding that on the inbound trip the caboose will be delivered first­out on any track designated at Interbay, and on the outbound trip will pick up the caboose first out on any track designated. It is further understood that "District B" road conductors and brakemen may place their caboose on the road train in "District B" yard at Seattle, and also take their caboose off the road train in the "District B" yard at Seattle, without such service being construed as yard service under this agreement, and without establishing penalty payments other than the above arbitraries.
    9. (a) It is understood that "District B" yard foremen and yard helpers will not be required to handle car or cars between "District A" Interbay yard and "District B" Seattle yard.
    (b) It is understood that "District B" road conductors and road brakemen will not be required to handle cars other than the caboose between "District A" Interbay yard and "District B" Seattle yard.
    © "District B" road conductors and road brakemen and yard foremen and yard helpers called for Wrecker and work train service performed exclusively on the Pacific Coast Railroad may handle wrecking and work train equipment between "District A" Interbay yard and "District B" Seattle yard without penalty.
    10. It is agreed that when "District B" prior right employees cannot hold the brakemen's or switchmen's extra list on "District A" they will be permitted to hold themselves in readiness for extra service and vacancies on "District B" on a seniority basis. However, when "District B" prior right employees place themselves on the "District A" brakemen's or switchmen's extra list at Interbay, they will not be considered as having any preference for service on "District B" but will be worked on a first­in, first­out basis for all service filled by the extra list brakemen or switchmen in accordance with Brakemen's Rule No. 22(b) or Switchmen's Rule No. 23(b), depending on which list they are assigned to.
    11. This agreement will not grant any greater rights to "District B" prior right employees in work train service than they now have.
    12. The provisions of the Washington Job Agreement signed at Washington, D. C., on May 21, 1936, will apply to the "District B" employees who qualify for payments under the provisions thereof.
    13. This agreement will become effective November 1, 1951, and will continue in effect as long as any "District B" prior right employee remains on "District B" seniority roster, or until the provisions hereof have been cancelled, amended or revised by mutual agreement, or under the provisions of the Railway Labor Act, as amended.
    FOR ORDER OF RAILWAY CONDUCTORS:
    /s/ C. J. STEGER,
    General Chairman, P. C. RR.
    /s/ MYLES J. MILNER,
    General Chairman, G. N. Ry.
    FOR BROTHERHOOD OF RAILROAD TRAINMEN:
    /s/ CHESTER ORMBREK,
    
    General Chairman, P. C. RR.
    /s/ L. E. DOWNING,
    General Chairman, G. N. Ry.
    APPROVED:
    /s/ L. C. MALONE,
    Vice President, B. R. T.
    FOR, PACIFIC COAST R.R. CO.:
    /s/ I. E. MANION,
    Vice President.
    FOR GREAT NORTHERN RAILWAY COMPANY:
    /s/ I. E. MANION,
    General Manager.
    /s/ I. G. POOL,
    Vice President-Operations.
    APPENDIX "F"Between
    GREAT NORTHERN RAILWAY COMPANY
    And
    ORDER OF RAILWAY CONDUCTORS
    BROTHERHOOD OF RAILROAD TRAINMEN
    It is mutually understood that the first sentence of Trainmen's Rule No. 22 (b) and Conductors' Rules 37(a) and 37(g) shall be applied in the following manner, and conductors and brakemen may book legal rest period under the following conditions:
    Conductors and Trainmen assigned to pool freight and unassigned service, or to the extra board, will be run first­in and first­out on the district or division, and in kind of service to which they are assigned, in conformity with the following provisions:
    (1) Conductors and brakemen will not be required to go on duty at the home terminal prior to the expiration of the legal rest period. This provision will also apply to conductors and brakemen deadheaded into the home terminal, except when other chain gang or extra list conductors and brakemen are not available. The rest period to commence when tied up at the home terminal.
    (2) Conductors and brakemen arriving at the away­from­home terminal shall be run first­in, first­out-except that the conductor or any brakeman on the crew shall have the right to book legal rest period off duty. When the conductor or any brakeman on a crew book legal rest, such rest period shall be applicable to the conductor and brakemen members of such crew.
    It is understood that only conductors and brakemen deadheading from terminal to distant terminal on passenger trains, upon arrival, will be considered rested and available for service. Conductors and brakemen deadheaded to the distant terminal from an intermediate point will be entitled to book rest.
    Conductors or brakemen booking rest shall not be entitled to runaround claim under respective rules 17(a) and 28 should any following conductor and brakemen enter the distant terminal and depart prior to the expiration of the legal rest period of crew of which any member booked rest. Departure time from distant terminal, and not calling time, to govern payments of runarounds in such handling.
    When conductor or brakemen on the same turn do not book rest upon tying up at the distant terminal, they will be considered available for service and may be called in turn in aggregate service-except when not having sufficient time under the hours of Service Law to complete the trip for which called. When other than first­out conductors and brakemen are called and the actual time of the trip is within the time that the first­out crew, or crews, still have to work in aggregate service, such crew, or crews, having enough time to make the trip will be paid a runaround under Conductors' Rule 17(a) and Trainmen's Rule 28, and remain first­out.
    Conductors and brakemen may be called in turn to deadhead on passenger trains from the distant terminal to the home terminal regardless of rest period.
    Conductors and brakemen will not be permitted to book rest at other than recognized terminals for unassigned service, except as provided in the Hours of Service Law.
    (3) It is understood in case of emergency that conductors and brakemen may be called at the home terminal or distant terminal prior to the expiration of the legal rest period when there are no rested conductors and brakemen available.
    NOTE: For the purposes of this rule, the word "emergency", as referred to herein, is construed to mean wreck, washout, snow or rock slide, personal injury, fire or any condition causing a main line blockade.
    This agreement will become effective as of February 15, 1949, and will continue in effect until thirty (30) days notice will have been given in writing by either party to the other of a desire to cancel or amend any part or the whole thereof.
    FOR BROTHERHOOD OF RAILROAD TRAINMEN:
    /s/ H. E. NEVALA,
    General Chairman.
    APPROVED:
    /s/ L. C. MALONE
    Vice President.
    FOR ORDER OF RAILWAY CONDUCTORS:
    /s/ H. N. HANSEN,
    General Chairman.
    FOR GREAT NORTHERN RAILWAY COMPANY:
    /s/ M. C. ANDERSON
    Assistant to Vice President.
    Signed at St. Paul, Minnesota this 28th day of January, 1949.
    	APPENDIX "G"EFFECTIVE APRIL l, 1908, ARE HEREBY RE­
    AFFIRMED AND MADE A PART OF THIS
    SCHEDULE. (See Rule 31)
    ARTICLE IUnder the laws limiting the hours on duty, crews in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time; and not then until after the expiration of fourteen hours on duty under the Federal law, or within two hours of the time limit provided by state laws if state laws govern.
    ARTICLE IIIf road crews are tied up in a less number of hours than provided in the preceding paragraph, they shall not be regarded as having been tied up under the law, and their services will be paid for under the individual schedules of the different roads.
    ARTICLE IIIWhen road crews are tied up between terminals under the law, they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty applicable to the crew; provided the longest period of rest required by any member of the crew, either eight or ten hours, to be the period of rest for the entire crew.
    ARTICLE IVA continuous trip will cover movement straightaway 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.
    ARTICLE VRoad crews tied up under the laws will be paid the time or mileage of their schedules from initial point to tie­up point. When such crews resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie­up point to the next tie­up point, or to the terminal. It is understood that this article does not permit crews to be run through terminals unless such practice is permitted under their schedules.
    ARTICLE VIRoad crews tied up for rest under the law and then towed or deadheaded into terminal, with or without engine or caboose, will be paid therefor as per Article 5, the same as if they had run the train to such terminal.
    ARTICLE VIIIf any service is required of an engine crew, or if held responsible for the engine, during the tie­up under the law, they will be paid for all such service.
    ARTICLE VIIIThe foregoing articles constitute an agreement for the above named railway companies and their conductors, trainmen, engineers and firemen as to runs that are tied up in conformity with the law, and become a part of the schedules or agreements of these roads; and subject to their provisions as to amendment by mutual consent. Nothing herein contained shall be construed to amend or annul any rule in the various agreements with individual roads.
    QUESTION 19.-In connection with payment to crews tied up between terminals under the law, Mr. W. T. Tyler, Director, Division of Operation, addressed the following letter to the Regional Directors under date of February 16, 1920:
    "Question and answer No. 76 of Interpretation No. 1 to Supplement No. 24, and question and answer No. 101 of Interpretation No. 1 to Supplement No. 25 read:
    Question: "Does this section contemplate the payment of continuous time between terminals whether crews are tied up under the law or otherwise?"
    Decision: "Yes; deducting time tied up under law, schedule rules, or accepted practices."
    "Under this decision questions have arisen whether there was any intent to change the application of the rules for the application of the 16­hour law, covering cases where crews are tied up and resume duty, or when tied up and then towed or deadheaded into terminals.
    "When the decision was agreed upon with the representatives of the engine and train service organizations it was distinctly understood that there would be no change in the basis of payment provided in the existing rules for the application of the 16­hour law.
    "I will therefore be pleased if you will instruct the Federal Managers accordingly."
    As the basis of payment in existing rules are not changed what method of computation should be used to determine when time and one­half rate for overtime begins?
    Decision: When crews are tied up between terminals under the law there are two periods when time begins on such trips and for these two periods time must be separately computed to determine when the punitive overtime rate applies. The first computation of time begins at the time from which road overtime is computed at initial terminal. The second computation of time begins when the crew goes on pay after the tie­up and time and one­half will be paid after 8 hours where the distance run is 100 miles or less and after the time equivalent of the miles divided by 12 ½ where the distance run is over 100 miles.
    If the crew is relieved under the law and deadheads or is towed to terminal they will be paid therefor the same as if they had run the train to such terminal.
    APPENDIX "H"Between
    GREAT NORTHERN RAILWAY COMPANY
    And
    BROTHERHOOD OF RAILROAD TRAINMEN
    The Servicemen's Readjustment Act of 1944 (G. I. Bill of Rights) approved June 22, 1944, makes provision for-
    (1) Vocational rehabilitation, andof certain persons who served in the active military or naval service of the United States on or after September 16, 1940, and prior to the termination of the present war.
    In order to protect the seniority of employees represented by BROTHERHOOD OF RAILROAD TRAINMEN, who apply for and receive vocational rehabilitation or education and training as provided in the Servicemen's Readjustment Act of 1944, it is agreed that:
    An employee released from training and service under the Selective Training and Service Act of 1940 and Public Resolution No. 96 of the 76th Congress who makes application for re­employment within ninety (90) days, or as may be extended by laws after being released from such training or service or from hospitalization continuing after discharge for a period of not more than one year, or an employe who has returned to the service of the Railway Company upon completion of training and service under the Selective Training and Service Act of 1940 and Public Resolution No. 96 of the 76th Congress, who is eligible for vocational rehabilitation or education and training under the Servicemen's Readjustment Act of 1944, and who makes application for leave of absence for the purpose of vocational rehabilitation or education and training under that Act, will be granted a leave of absence for the period he is engaged in such vocational rehabilitation or education and training. Upon the close of his participation in the vocational rehabilitation or education and training program he shall return to the service of the Carrier within 15 days thereafter or forfeit his seniority rights unless an agreement is made to extend leave of absence in any individual case. Each such leave of absence shall be granted in writing and the General Chairman of the craft involved shall be furnished a copy thereof.
    FOR: GREAT NORTHERN RAILWAY COMPANY
    /s/ M. C. ANDERSON
    Assistant to Vice President
    FOR: BROTHERHOOD O~ RAILROAD TRAINMEN
    /s/ H. E. NEVALA
    General Chairman
    Signed at St. Paul, Minnesota this 5th day of July, 1945.
    In the application of the above agreement, it is understood that:
    1. An employee who is on such leave of absence for education and training or vocational rehabilitation is permitted to terminate his leave of absence and exercise his seniority according to schedule rules at any time that he terminates such vocational rehabilitation or education and training.
    2. While on such leave of absence, the employee will not be permitted to exercise seniority to displace any other employee in active service !before his leave of absence expires.
    3. During vacation from the educational or training institution which he is attending, the employee may temporarily return to active service provided by so doing he does not displace or take the place of any other employee on the roster.
    4. Such employee may accept other employment during school vacations without forfeiture of seniority.
    5. It is permissible for such employee to take other part­time employment while attending school, and this will not, in any way, have any effect on his leave of absence or seniority rights.
    6. An employee having terminated his leave of absence, as provided in paragraph No. 1, shall not again be eligible for leave of absence under this agreement, except by mutual agreement between the Management and the General Chairman of his craft.
    APPENDIX "I"Section 1 (a)--Effective July 1, 1949, each employee, subject to the scope of schedule agreements held by the organizations signatory hereto, 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 hereto amounting to one hundred sixty (160) basic days in miles or hours paid for, as provided in individual schedules.
    (b)--Effective July 1, 1949, each employee, subject to the scope of schedule agreements held by the organizations signatory hereto, having five or more years of continuous service with employing carrier will be qualified for an annual vacation of two weeks with pay, or pay in lieu thereof, if. during the preceding calendar year the employee renders service under schedule agreements held by the organizations signatory hereto amounting to one hundred sixty (160) basic days in miles or hours paid for as provided in individual schedules and during the said five or more years of continuous service renders service of not less than eight hundred (800) basic days in miles or hours paid for as provided in individual schedules.
    ©--In dining car service, for service performed on and after July 1, 1949--each seven and one­half 7 ½ hours paid for shall be considered the equivalent of one basic day in the application of Sections 1 (a) and 1 (b).
    (d)--Calendar days on which an employee assigned to an extra list is available for service and on which days he performs no service, not exceeding sixty (60) such days, will be included in the determination of qualification for vacation: also, calendar days, not in excess of thirty (30), on which an employee is absent from and unable to perform service because of injury received on duty will be included.
    (e)--Where an employee is discharged from service and thereafter restored to service during the same calendar year with seniority unimpaired, service performed prior to discharge and subsequent to reinstatement during that year shall be included in the determination of qualification for vacation during the following year.
    Where an employee is discharged from service and thereafter restored to service with seniority unimpaired, service before and after such discharge and restoration shall be included in computing eight hundred (800) basic days under Section 1 (b).
    (f)--Only service performed on one railroad may be combined in determining the qualifications provided for in this Section 1, except that service of an employee on his home road may be combined with service performed on other roads when the latter service is performed at the direction of the management of his home road or by virtue of the employee's seniority on his home road. Such service will not operate to relieve the home road of its responsibility under this agreement.
    Section 2--Employees qualified under Section 1 hereof shall be paid for their vacation as follows:
    (a)--An employee receiving one week's vacation, or pay in lieu thereof, under Section 1 (a) shall be paid 1/52 of the compensation earned by such employee, under schedule agreements held by the organizations signatory hereto, on the carrier on which he qualified under Section 1 [or carriers in case he qualified on more than one carrier under Section 1 (f)] 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 hereto, on the carrier on which he qualified under Section 1 [or carriers in case he qualified on more than one carrier under Section 1 (f)] 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.
    Section 3--Vacations, or allowances therefor, under two or more schedules held by different organizations on the same carrier shall not be combined to create a vacation of more than the maximum number of days provided for in any of such schedules.
    Section 4--Time off on account of vacation will not be considered as time off account employee's own accord under any guarantee rules and will not be considered as breaking such guarantees.
    Section 5--The absence of an employee on vacation with pay, as provided in this agreement, will not be considered as a vacancy, temporary, or otherwise, in applying the bulletin rules of schedule agreements.
    Section 6--Vacations shall be taken between January 1st and December 31st; however, it is recognized that the exigencies of the service create practical difficulties in providing vacations in all instances. Due regard, consistent with requirements of the service, shall be given to the preference of the employee in his seniority order in the class of service in which engaged when granting vacations. Representatives of the carriers and of the employees will cooperate in arranging vacation periods, administering vacations and releasing employees when requirements of the service will permit. It is understood and agreed that vacationing employees will be paid their vacation allowances by the carriers as soon as possible after the vacation period but the parties recognize that there may he some delay in such payments. It is understood that in any event such employee will be paid his vacation allowance no later than the second succeeding payroll period following the date claim for vacation allowance is filed.
    Section 7 (a)--Vacations shall not be accumulated or carried over from one vacation year to another. However, to avoid loss of time by the employee at end of his vacation period, the number of vacation days at the request of the employee may be reduced in one year and adjusted in the next year.
    (b)--After the vacation begins layover days during the vacation period shall be counted as a part of the vacation.
    Section 8--No vacation with pay, or payment in lieu thereof, will he due an employee whose employment relation with a carrier has terminated prior to the scheduled vacation period as provided in Section 6, except that employees retiring under the provisions of the Railroad Retirement Act shall receive payment for vacation due.
    Section 9--The terms of this agreement shall not be construed to deprive any employee of such additional vacation days 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.
    Section 10--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 organizations 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 or controversies have been filed for consideration. In event of failure to reach agreement the dispute or controversy shall be arbitrated in accordance with the Railway Labor Act, as amended, the arbitration being handled by such Committee. Interpretation or application agreed upon by such committee, or fixed by such arbitration, shall be final and binding as an interpretation or application of this agreement.
    Section 11--This vacation agreement shall be construed as a separate agreement by and on behalf of 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 take or is scheduled to commence vacation during the year 1949 prior to July 1, 1949 shall not be entitled to the increased vacation nor to the vacation allowance provided for herein during the period July 1, 1949--December 31, 1949.
    Section 12--This vacation agreement shall continue in effect until changed or modified in accordance with provisions of the Railway Labor Act, as amended.
    Section 13--This agreement is subject to approval of courts with respect to carriers in hands of receivers or trustees.
    Section 14--The parties hereto having in mind conditions which exist or may arise on individual carriers in making provisions for vacations with pay, agree that the duly authorized representative (General Chairman) of the employees, party to this agreement, and the officer designated by the carrier, may enter into additional written understandings to implement the purposes of this agreement, provided that such understandings shall not be inconsistent with this agreement.
    Signed at Chicago, Illinois, this 29th day of April, 1949.
    (Signatures not reproduced.)
    	MEMORANDUM
    Chicago, Illinois, April 29, 1949
    In computing basic days in miles or hours paid for, as provided in Section 1 of above 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 l/2 basic days.
    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 follows:
    
  • 1st trip, 150 miles
  • 2nd trip, 140 miles
  • 3rd trip, 120 miles
  • 4th trip, 150 miles
  • 5th trip, 140 miles
  • 
    Total 700 miles
    will be credited with seven basic days.
    8. An employee in freight service makes trip of 80 miles in 8 hours or less, for which he is paid 100 miles, will be credited with 1 basic day.
    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 short­turn­around passenger service, makes a trip of 1OO miles or less, on duty eight hours within a spread of nine hours, will be credited with 1 basic day.
    11. A trainman in short­turn­around passenger service, makes a trip of 150 miles or less, on duty eight hours within a spread of nine hours, will be credited with 1 basic day.
    12. A trainman in short­turn­around 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 credited with ½ basic day.
    14. An employee is paid eight hours under the heldaway­from­home terminal rule, will be credited with 1 basic day.
    15. An employee is allowed one hour as arbitrary allowance, will be credited with ½ basic day.
    (Signatures not reproduced.)
    	APPENDIX "J", WITH RESPECT
    TO ADDITIONAL ALLOWANCES FOR
    BAGGAGEMEN HANDLING U. S. MAIL
    No. l. Question:
    What is the new monthly guarantee for Baggagemen handling sufficient Government Mail to require payment of differential of 46¢ per day .
    Answer:
    The agreement dated May 25, 1951 with rate increases effective March 1, 1951, provides the following monthly basic rates: Baggagemen, $353.10; Baggagemen handling U.S. Mail in excess of the equivalent of 3 feet space, $366.90.
    No. 2. Question:
    What monthly guarantees will be applied Flagmen and Brakemen who handle U.S. Mail sufficient to require payment of differential of 46¢ per day?
    Answer:
    Brakemen and Flagmen, $313.50.
    No. 3. Question:
    What average daily earning minima are established for Baggagemen, Flagmen and Brakemen who handle U. S. Mail sufficient to require payment of differential of 46¢ per day?
    Answer:
    
  • Baggagemen handling U.S. Mail, $l2.38.
  • Flagmen and Brakemen, $12.21.
  • These average daily earning minima will be applied in same manner as for Baggagemen handling Express.
    No. 4. Question:
    Where Baggagemen handle U.S. Mail on certain days, and not on other days, is the minimum monthly guarantee to be allowed, $353.10 or $366.90 ?
    Answer:
    $353.10. Principle covered by Decision to Question No. 4, Interpretation No. 1, Supplement No. 25 to General Order No. 27 applies.
    No. 5. Question:
    Is the differential provided for Baggagemen handling United States Mail a money differential, or should it be added to the daily rate for straight Baggagemen and divided by 150 to determine the mileage rate and that rate applied to the miles paid for?
    Answer:
    The 46¢ should be added to the daily rate and divided by 150 to determine the mileage rate.
    No. 6. Question:
    Brakeman handles sufficient United States Mail to require payment of 46¢ differential. Does the differential apply to Brakeman's or Baggageman's rate?
    Answer:
    The differential applies to Brakeman's rate.
    No. 7. Question:
    To what classes does the term "Other Trainmen", used in connection with these differentials, apply?
    Answer:
    "Other Trainmen" includes Conductors, Assistant Conductors or Ticket Collectors, Flagmen and Brakemen paid passenger rates and assigned to handle U. S. Mail where Baggagemen are not provided to handle mail.
    No. 8. Question:
    If under schedule rules Baggageman, who handles sufficient United States Mail to require payment of 46¢ differential, does other work which requires payment of local freight brakeman's rate for the entire day, is the employee entitled to the 46¢ differential over the local freight brakeman's rate?
    Answer:
    No, as the local freight brakeman's rate is higher than the Baggageman's rate plus the differential.
    No. 9. Question:
    Brakeman or Baggageman on a mixed train is paid through freight rates of $11.59 per day. If Brakeman or Baggageman handles U. S. Mail, which exceeds in volume between two points, 3 feet of space or its equivalent in sacks or pieces, should differential be added to through freight rate?
    Answer:
    In view of the difference in mileage basis in freight and passenger service, through freight rates will apply, but if earnings from mileage do not equal $12.05, that amount will be paid. Overtime rate will be 3/16 of $11.59.
    No. 11. Question:
    On four days a week the head Brakeman on an assignment works with the Baggagemen in the Baggage car handling parcel post during a portion of the trip or day's work. In the past he has been allowed the Baggageman's rate on the days he assisted the Baggageman. What should be paid the two men on these four days under the Award?
    Answer:
    Baggageman will receive the differential when the volume of mail handled entitles him thereto, no change required in basis of pay for Brakeman.
    No. 12. Question:
    On certain passenger trains one of the Brakemen is required to assist in the loading and unloading of mail at two stations.
    (a ) Does this incidental assistance by the Brakeman entitle him to the differential, and
    (b) Debar the Baggageman from the differential?
    Answer:
    (a) No.
    (b) This assistance will not affect application of differential to Baggageman under the agreement.
    No. 13. Question:
    Middle Brakeman and Flagman render assistance to Baggageman in handling United States Mail during that portion of the assignment when Government Mail exceeds in volume between two points, 3 feet or its equivalent in sacks or pieces. Are any of these employees entitled to a differential of 46¢ per day?
    Answer:
    Baggagemen only.
    No. 14. Question:
    If more than 54 pieces of Mail are handled between any two points in less than 3 feet, should arbitrary be allowed?
    Answer:
    108 outside packages are the equivalent of 54 sacks (Post Office Department circular letter R. A. 528, dated March 23, 1928); therefore, Baggagemen would have to handle in volume between two points in excess of 54 sacks or the equivalent in outside packages, to be entitled to differential.
    No. 15. Question:
    Baggageman starts out of terminal and at station "A" receives 52 pieces of mail and 20 sacks. Under the schedule of space units authorized April 1, 1928, this is the equivalent of 46 sacks of mail. In this particular instance would the Baggageman be entitled to the differential?
    Answer:
    No, because the number of pieces and sacks combined do not exceed equivalent of three feet or fifty­four sacks.
    No. 16. Question:
    Baggageman left initial terminal "A" with 20 sacks which he loaded, picked up 25 sacks at "B" and 20 sacks at "C", making a total of 65 sacks in the car Upon arrival at "D", at which point he left the train without unloading or handling mail. The mail loaded at any one point did not equal 54 sacks and it was not necessary to sort or handle in excess of 54 sacks between any two points. Does the differential apply?
    Answer:
    Yes, as the number of sacks handled (66 sacks) exceeded in volume between two points, 54 sacks.
    No. 17. Question:
    Baggageman started out of terminal with 105 sacks of mail which had been loaded, sorted and placed in station order in his car by station forces. He unloaded 25 sacks at "A", 25 at "B" and 25 at "C". Did not load at any point. Left the balance (30) sacks in the car at end of run. Does differential apply?
    Answer:
    Yes, because there were in the car at one time between two points, more than 54 sacks, which he was required to handle.
    No. 18. Question:
    A train running over three divisions is manned by a different baggageman on each of the divisions. When the and Division Baggageman boarded train here were 108 sacks of storage mail in the baggage car. He loaded, sorted and stacked in the car 32 sacks received at "A"; of these he unloaded 16 at "B" and loaded 16; unloaded 12 at "C" and received 10 which remained in the car with the other 108 sacks when he left it at his final terminal. During his trip he did not handle the 108 sacks which were in the car when he boarded it. Is baggageman entitled to a differential of 46¢ in excess of the straight Baggageman's rate ?
    Answer:
    No.
    No. 19. Question:
    Brakeman or Baggageman is assigned to handle mail in storage car. Does not handle baggage at any time during the trip. Does not regularly perform any duties except in connection with handling storage mail, but in emergency would be used for other train duties. In some cases on mail trains the work is performed by the rear brakeman. It has been the practice in the past to pay the Baggageman's rate to men engaged in performing this work. How should the Award be applied?
    Answer:
    Differential does not apply as only mail is handled-payment of Baggageman's rate to the Brakeman not affected.
    No. 20. Question:
    Two baggage cars are provided with Baggagemaster in charge of each car; one Baggagemaster handles baggage exclusively, the other Baggagemaster handles mail exclusively. Under what circumstances would either of these Baggagemasters receive the differential?
    Answer:
    The differential would apply when the Baggagemaster assigned to handle the baggage has to handle overflow mail in excess of 3 feet or its equivalent. If the Baggagemaster, assigned to the car handling mail exclusively, handles baggage, the differential would also apply to him.
    No. 21. Question:
    Baggage is handled in a baggage car and also in a combination car. The Baggageman handles baggage and U. S. Mail in baggage car. Baggage in the combination car is handled by the head brakeman. If overflow U.S. Mail from the baggage car is handled in the combination car, would the Head Brakeman be entitled to the differential for handling U. S. Mail, if sufficient volume is handled?
    Answer:
    Yes.
    No. 22. Question:
    Some baggagemen are required to assist in loading U.S. Mail into baggage car of train upon which they do not run. More than 54 sacks or its equivalent are loaded. Does this constitute "handling" which entitles men to differential rate?
    Answer:
    Not covered by the agreement.
    No. 23. Question:
    If more than 3 feet of space is required to hold less than 54 pieces of mail handled between any two points, should arbitrary be allowed?
    Answer:
    No. It is necessary that the amount of U.S. Mail handled by Baggagemen exceeds in volume, between two points, 54 sacks or its equivalent in outside packages (108) to be entitled to the additional 46¢ per day.
    NOTE: The "54 sacks" or the equivalent in outside pieces referred to in the foregoing examples may be more or less in number, depending on the number of sacks or pieces specified by Post Office Department circular from time to time as the equivalent of three (3) feet of mail space.
    NOTE: Post Office Department circular letter W­2316, dated March 23, 1950, specifies that 46 sacks of mail are the equivalent of three (3) feet of mail space. Further, that one and one­half (1 ½) outside packages are the equivalent of one (1) sack of mail.
    NOTE: The rates of pay used in the above examples are the basic rates effective March 1, 1951.
    
    	APPENDIX "K"	(Regarding Train Orders)
    
    MEMORANDUM OF AGREEMENTBetween
    GREAT NORTHERN RAILWAY COMPANY
    And
    ORDER OF RAILROAD TELEGRAPHERS
    AMERICAN TRAIN DISPATCHERS' ASSOCIATION
    BROTHERHOOD OF LOCOMOTIVE ENGINGERS
    BROTHERHOOD OF LOCOMOTIVE FIREMEN
    & ENGINEMEN
    ORDER OF RAILWAY CONDUCTORS
    BROTHERHOOD OF RAILROAD TRAINMEN
    (1) It is hereby agreed that train and engine service employees will not be required to call the dispatcher for the purpose of receiving orders governing the movement of trains, and that train and engine service employees will neither be required nor permitted to copy train orders governing the movement of trains other than in emergencies as herein defined.
    (2) Emergencies as herein specified shall include casualties or accidents, engine failures, wrecks, obstruction of tracks, washouts, tornadoes, storms, slides or unusual delays due to hot box or break­in­two that could not have been anticipated by dispatcher when train was at last previous telegraph office, which would result in serious delay to traffic.
    (3) When no emergency exists, as above defined, an inquiry by train or enginemen as to the time or location of another train or in connection with their work, will not be considered a violation of this agreement when it does not involve the transmission of train orders, messages of record, reports or O S of trains.
    (4) It shall not be considered as a violation of this agreement for train or enginemen to obtain necessary clearance at an automatic block or automatic interlocker signal in stop position due to signal failure, or for train or enginemen on branch line trains to obtain check of trains direct from the dispatcher, at junction points where a telegrapher is not now employed, but only on such trains as are due to arrive at such junction point after branch line train has passed the last telegraph or telephone office before arrival at junction.
    FOR THE ORGANIZATIONS
    /s/ O. P. JOHNSON,
    General Chairman-ORT
    /s/ ED. G. STACK,
    General Chairman-ATDA
    /s/ A. F. KUMMER,
    General Chairman-BLE
    /s/ A. STROM, JR.,
    General Chairman-BLF&E
    /s/ R. E. LANDIS,
    General Chairman-ORC
    /s/ P. C. BRADLEY,
    General Chairman--~R
    FOR GREAT NORTHERN RAILWAY COMPANY
    /s/ C. O. Jenks,
    Vice President
    Signed at St. Paul, Minnesota this 30th day of April, 1941.
    	APPENDIX "L"GREAT NORTHERN RAILWAY COMPANY
    Operating Department
    
    St. Paul 1, Minn.
    May 5, 1950
    File T­152
    
  • Mr. H. E. Nevala, General Chairman
  • Brotherhood of Railroad Trainmen
  • 402 Midland Building
  • St. Paul 1, Minnesota
  • 
    Dear Sir:
    In your letter to me dated April 17, 1950, File 1338, you refer to cancellation of Agreement dated July 24, 1944, dealing with payment to roadmen for brassing cars at intermediate stations when such cars are not handled in their train.
    In our conference April 18th you stated that the brakemen whom you represent would like an agreement similar to the July 24, 1944 Agreement which is still in effect with the ­ conductors.
    We are agreeable to giving the trainmen the same consideration in this respect as is contained in the July 24, 1944 agreement with the conductors; namely, that the Company is willing to pay one hour to each brakeman at his regular rate of pay in addition to pay for the trip, at each station where required to rebrass cars not handled in their own train. If such work is done during straight time hours, the bonus will be paid at straight time rate. If it is done during overtime hours, the overtime rate will apply. Such payments not to be made in cases where the train crew picks up in its own train the car they rebrassed, or a car which the same crew had previously set out.
    This letter agreement will continue in full force and effect from May 15, 1950 until thirty (30) days after advance notice in writing has been given by either of the parties to the other of its desire to so cancel or modify it.
    This letter is sent you in duplicate, and you may indicate your concurrence in the space provided below for your signature and return one signed copy to the undersigned.
    Yours truly,
    
    
    /s/ M. C. ANDERSON,
    Assistant to Vice President
    ACCEPTED:
  • /s/ H. E. NEVALA,
  • General Chairman, B. R. T.
  • 	APPENDIX "M"Memorandum of Agreement Between Great Northern Railway Company and the Order of Railway Conductors and Brotherhood of Railroad Trainmen.
    WHEREAS, the handling of road crews in the Twin City Terminals has from time to time involved disagreements as to the proper application of Conductors' Schedule Rules Nos. 10 (b) and 11, and Trainman's Schedule Rules 10 (b) and 11, owing to various changes in the designation or operation of receiving or outgoing yards; and
    WHEREAS, an understanding in regard thereto was had locally between employees and local officers of the railway which was not made a matter of formal records; and
    WHEREAS, it is now desired that such understanding be made a matter of formal agreement and continued in effect;
    NOW, THEREFORE, it is agreed between the Great Northern Railway Company, party of the first part, and both the order of Railway Conductors and the Brotherhood of Railroad Trainmen, jointly parties of the second part;
    1. The arriving and departing point for freight trains operated into or out of the terminals at St. Paul and Minneapolis, for the purpose of computing road service or terminal allowances, shall be deemed to be as follows: (A) for trains via Northtown Junction, the Minneapolis Junction Yard tracks lying between the Yard Office and Van Buren St.; (B) for trains via Clearwater Junction, the yard office at Minneapolis Junction, as now located at the intersection of the projected street lines of Winter Street and Taylor Street.
    2. The movement of engines or cabooses between Minneapolis Junction roundhouse or yard and points east thereof, and the movement of trains between the terminal points as above designated and points east thereof, to and including the end of Great Northern tracks at St. Paul Levee, shall be considered as terminal movement and shall be paid for as continuous time, on the basis of 12½ miles per hour, when the trip is made in miles.
    3. The movement of trains west or north of the terminal points as above designated, to and including the yard limit boards on the lines running toward Wayzata, Osseo and Coon Creek, respectively, shall be considered as road movements and no switching allowances shall be paid for picking up or setting out cars at points within such limits.
    4. This agreement shall continue in effect until cancelled by thirty (30) days written notice from either party hereto to the other.
    GREAT NORTHERN RAILWAY COMPANY:
    /s/ F. J. GAVIN, per J. C. R.
    General Manager
    ORDER OF RAILWAY CONDUCTORS:
    /s/ W. E. JOHNSON
    General Chairman
    BROTHERHOOD OF RAILROAD TRAINMEN:
    /s/ P. C. BRADLEY
    General Chairman
    Signed at St. Paul, Minn., August 4th, 1931.
    NOTE: Conductors' Rules 10 (b) and 11, and Trainmen's Rules 10 (b) and 11, referred to in this agreement, are Conductors' Rules 15 (b) and 25 (a), and Trainmen's Rules 74 © and 87 of schedules currently in effect.
    APPENDIX "N"To facilitate the handling of competitive freight shipments out of the Portland, Ore., terminals, which are otherwise delayed in joint facility territory, the Great Northern Railway Company and its employees represented by the Brotherhood of Locomotive Engineers, Brotherhood of Locomotive Firemen & Enginemen, Order of
    Railway Conductors and Brotherhood of Railroad Trainmen do hereby agree as follows:
    (1) When freight shipments from points, yard or sidings South of Vancouver, Wash. (including ,S. P. & S. yard, Guilds Lake Yard, Oceanic Dock, North Portland and Willbridge), are handled in a train out of Portland Switching Zone without being switched in station order, road crews may be required to perform necessary switching to so classify or block such cars at Vancouver, Wash., or points north thereof.
    (2) When such classification or block switching of business from Portland switching zone is performed by road crews at Vancouver, Wash., or north thereof, such switching will be paid for on a minute basis for actual time so consumed, in addition to pay for the trip, regardless of point where actually done, the same as it would have been if performed at the initial terminal.
    (3) It is understood and agreed that such payment for classification or block switching, at intermediate points, of cars handled in a train, applies only to cars actually taken out of Portland Switching Zone by a train having its initial terminal at Portland and does not apply to the picking up in proper station order of cars picked up at Vancouver, Wash., or other intermediate points between Vancouver, Wash., and Interbay, Wash.
    (4) This agreement shall become effective as of May 1st, 1938, and continue until thirty days after written notice shall have been given by any of the parties hereto to the others of their desire for cancellation or amendment thereof.
    GREAT NORTHERN RAILWAY COMPANY,
    /s/ C. O. JENKS, (JCR)
    Vice President.
    BROTHERHOOD OF RAILROAD TRAINMEN,
    /s/ P. C. BRADLEY,
    General Chairman.
    BROTHERHOOD OF LOCOMOTIVE ENGINEERS,
    /s/ A. F. KUMMER,
    General Chairman.
    BROTHERHOOD OF LOCOMOTIVE FIREMEN AND ENGINEMEN,
    /s/ A. STROM, JR.
    General Chairman.
    ORDER OF RAILWAY CONDUCTORS,
    s/ R. E. LANDIS,
    General Chairman.
    Signed at St. Paul, Minn., this 5th day of May, 1938.
    
    MEMORANDUM OF AGREEMENT
    Between
    DIVISION SUPERINTENDENT OF
    GREAT NORTHERN RAILWAY
    And
    LOCAL CHAIRMEN OF
    BROTHERHOOD OF LOCOMOTIVE ENGINEERS
    BROTHERHOOD OF LOCOMOTIVE FIREMEN
    AND ENGINEMEN
    ORDER OF RAILWAY CONDUCTORS
    BROTHERHOOD OF RAILROAD TRAINMEN
    Whereas, conditions have arisen whereby road crews cannot classify, that is, switch their trains into desired blocks at Vancouver, Wash., as contemplated in the agreement between the Great Northern Railway and the B.L.E., B.L.F. & E., O.R.C. and B.R.T., dated May 5, 1938, and:
    Whereas, it is desirable, on some occasions, to perform such blocking of trains at East St. Johns in order to avoid excessive train delays at points North thereof.
    It is agreed that when members of road train and engine crews are required to perform such classification (blocking) of their trains at East St. Johns, they will be paid for such switching on a minute basis for actual time so consumed, in addition to pay for trip.
    This Agreement shall become effective as of February 1st, 1945, and continue until thirty (30) days after written notice shall have been given by any of the parties hereto to the others o~ their desire for cancellation or amendment thereof.
    
    FOR: BROTHERHOOD OF LOCOMOTIVE ENGINEERS
    /s/ E. A. WOLK,
    Local Chairman
    BROTHERHOOD OF LOCOMOTIVE FIREMEN & ENGINEMEN
    /s/ GEO. W. MOLINE, (R. Moline, Protem)
    Local Chairman
    ORDER OF RAILWAY CONDUCTORS
    /s/ ALEX WHITE,
    Local Chairman
    BROTHERHOOD OF RAILROAD TRAINMEN
    /s/ CARL A. ERICKSON,
    Local Chairman
    FOR: GREAT NORTHERN RAILWAY COMPANY
    /s/ I. E. CLARY,
    Division Superintendent
    Signed at Seattle, Wash., this 1st day of February, 1945.
    	APPENDIX "O"MEMORANDUM OF AGREEMENT
    Between
    GREAT N0RTHERN RAILWAY COMPANY
    And
    ITS EMPLOYEES REPRESENTED BY
    BROTHERHOOD OF LOCOMOTIVE ENGINEERS
    BROTHERHOOD OF LOCOMOTIVE FIREMEN
    AND ENGINEMEN
    ORDER OF RAILWAY CONDUCTORS
    BROTHERHOOD OF RAILROAD TRAINMEN
    In correction of any existing contrary arrangements or understandings, and to provide a definite and satisfactory method of application of rules at the points herein designated, the Great Northern Railway Company and its employees represented by the Brotherhood of Locomotive Engineers, Brotherhood of Locomotive Firemen and Enginemen, Order of Railway Conductors and Brotherhood of Railroad Trainmen, do hereby agree as follows:
    (1) The recognized switching and transfer service zones, through joint facility agreements and location of yard limit boards, at certain points extend beyond the rails of the Great Northern Railway Company, and beyond certain recognized stations for set­out and pick­up. At Everett, Washington, such zone extends from Delta to a point East of Lowell, and to a point South of the Oil Spur at Mile Post 31;  Seattle, Wash., from Interbay to a point South of Holgate Street; at Tacoma, Wash., to a point South of South Tacoma, and at Portland, Oregon, to Lake Yard.
    (2) In connection with the prompt handling of cars originating at or destined to points outside of the recognized switching zone, certain trains having their terminal at Delta, Interbay, Tacoma or Portland are required to pick up or set out such cars at points such as Lowell, Oil Spur, Holgate Street, South Tacoma or Lake Yard, which points are not within the territory comprising the terminal yard proper, but are within the recognized switching or transfer zone, handled from such terminal yard.
    (3) When such outbound trains are required to pick up cars or inbound trains are required to set out cars at such outlying points, the train and engine crews will be paid as switching for actual time expended in making such pick­up or set­out at the outlying point, with a minimum of 10 minutes at each location thus served.
    (4) If such trains are required to perform terminal switching in the terminal yard proper, in addition to making pick­ups or set­outs at an outlying point, they will b~ paid switching allowance continuously from the time switching is commenced at the initial terminal yard, until completion of the pick­up at the outlying point, or continuously from the beginning of set­out service at the outlying point until completion of the switching service in the terminal yard proper.
    (5) It is understood that this service is in connection with the prompt handling of cars hauled in such train outside of the switching zone, and is not applicable to the handling of cars exclusively within the switching zone. If cars are handled within the switching zone only, by a road crew, such as movement of a car from Interbay to Holgate Street, or vice versa, without any road haul, it is understood that such movement is purely a terminal switching movement and is payable as such, from the inception until the completion of such movement.
    It is understood and agreed that this prescribed method of handling is applicable only to the switching zones specified, unless extended by mutual agreement to other locations, and that it is in conformity with existing rules and practices covering yard and terminal switching service.
    This agreement shall become effective May 1st, 1938, and continue in effect until thirty days after notice in writing is given by any of the parties hereto to the others of their desire for cancellation or amendment.
    
    GREAT NORTHERN RAILWAY COMPANY,
    /s/ C. O. JENKS, (JCR)
    Vice President.
    BROTHERHOOD OF LOCOMOTIVE ENGINEERS,
    /s/ A. F. KUMMER,
    General Chairman.
    BROTHERHOOD OF LOCOMOTIVE FIREMEN AND ENGINEMEN,
    /s/ A. STROM, JR.,
    General Chairman.
    ORDER OF RAILWAY CONDUCTORS,
    /s/ R. E. LANDIS,
    General Chairman.
    BROTHERHOOD OF RAILROAD TRAINMEN,
    /s/ P. C. BRADLEY,
    General Chairman.
    Signed at St. Paul, Minnesota. this 5th day of May, l938.
    	APPENDIX "P"Between
    GREAT NORTHERN RAILWAY COMPANY
    and
    BROTHERHOOD OF RAILROAD TRAINMEN
    In settlement of existing dispute in regard to manning by Roadmen or Yardmen of light road engine movements between depot or train yard and engine tie­up track, it is agreed as follows:
    (1) At Saint Paul, Duluth­Superior, Grand Forks, Minot, Havre, Great Falls, Wenatchee­Appleyard, Spokane­Hillyard, and Seattle­Interbay, Yardmen will herd or pilot light passenger engines between Passenger Station and Roundhouse or other designated engine tie­up track, or reverse movement, provided that yardman need not be used for such herding or piloting when such engines are in charge of yard crew; or facilities are arranged so that no switches used for general yard switching need to be thrown by hand in making such movements; or Switchtenders are employed. It is understood and agreed that two or more light engines coupled may be herded or piloted with one Yardman.
    (2) At all other terminals or end of runs, a Yardman-Pilot or Herder need not be used, but Road Passenger Trainman may accompany the road engine, assigned to his train, between Depot and Roundhouse or other designated engine tie­up track, or reverse movement, for which herding, as defined in Trainmen's Schedule Rule 74 (f), such Trainman will be paid in accordance with Trainmen's Schedule Rule 71 (b), but with a minimum of one hour at passenger trainmen's rate, and without any claim by Yardmen for this work.
    (3) In all classes of service other than passenger, and at all terminals, a road brakeman may accompany the road engine of his train between the track where his road train is yarded and roundhouse or other designated engine tie­up track, or the reverse movement; and without any claim by Yardmen for this work.
    (4) Trainmen's Schedule Rule 74 (f) is amended to read as follows:
    "In other than passenger service, mileage of trip shall be computed from yard office at initial terminal to yard office at final terminal. When Trainmen in such service are required to herd engine, as defined in Rule 74 (g), at any terminal, they shall be paid actual mileage or actual time so consumed, whichever is the greater, at regular rates, in addition to pay for trip."
    This Agreement shall be effective May 1st, 1945, and will continue in effect until amended, revised or cancelled in accordance with the provisions of the Railway Labor Act, Amended, and shall supersede all previous agreements, rulings or interpretations which are in conflict therewith.
    FOR: BROTHERHOOD OF RAILROAD TRAINMEN
    /s/ H. S. NEVALA,
    General Chairman
    APPROVED:
    /s/ B. W. FERN,
    Deputy President
    FOR: GREAT NORTHERN RAILWAY COMPANY
    /s/ C. O. JENKS,
    Vice President
    Signed at St. Paul, Minn. this 20th day of April, 1945.
    The following interpretations are applicable to the above agreement:
    1. At the Initial Terminal:
    Passenger brakemen accompanying their engines from the roundhouse or designated track to the train shall be paid actual time therefor with a minimum of one (1) hour.
    Other road brakemen accompanying their engine from the roundhouse or designated track to the train will receive actual mileage therefor as in the past, except when required to report in advance of the remainder of their crew. and when this is done, they will receive actual time or miles therefor, whichever is the greater; it being understood that this is a terminal service and payable in addition to road trip.
    2. At the Turnaround Point on a Continuous Time Basis:
    Passenger brakemen accompanying their engines between the depot and the point at which power is turned will be compensated therefor on an actual time basis with a minimum of one (1) hour.
    In other than passenger service, the head brakeman will receive no additional compensation therefor.
    3. At the Final Terminal:
    Passenger brakemen accompanying their engines from the depot to the roundhouse or designated track will receive actual time consumed therein with a minimum of one ( 1 ) hour.
    Other than passenger brakemen accompanying their engine from the train to the roundhouse or designated track will be compensated therefor on an actual time or mileage basis, whichever is the greater; it being understood this is a terminal service and payable in addition to road trip.
    4. With respect to the herding allowance for head brakemen on troop trains, it is understood that the "basic day rule" basis of pay shall be controlling to determine whether the passenger or freight herding rule will apply. For example, in passenger service the basic day is 150 miles, the brakeman herding engines will receive a minimum of one (1) hour as provided in paragraph 2 of the Agreement. When the basic day is 100 miles regardless of the class of train handled, the brakeman herding engines shall be compensated on an actual time or mileage basis, whichever is greater, as provided in paragraph 4 of the Agreement.
    5. This additional herding mileage is applicable only to brakeman who actually performs herding service.
    	APPENDIX "Q"No proposals for changes in rates of pay, rules or working conditions will be initiated or progressed by the employees against any carrier or by any carrier against its employees, parties hereto, within a period of three years from October 1, 1950, except such proposals for changes in rules or working conditions which may have been initiated prior to June 1 1950. Provided, however, that if government wage stabilization policy permits so­called annual improvement wage increases, the parties may meet with the President of the United States, or such other person as he may designate, on or after July 1, 1952, to discuss whether or not further wage adjustments for employees covered by this agreement are justified, in addition to increases received under the cost­of­living formula. At the request of either party for such a meeting, the President or his representative shall fix the time and place for such meeting. The President or his representative and the parties may secure information from the wage stabilization authorities or other government agencies. If the parties are unable to agree at such conferences whether or not further wage adjustments are justified they shall ask the President of the United States to appoint a referee who shall sit with them and consider all pertinent information, and decide promptly whether further wage increases are justified and, if so, what such increases should be, and the effective date thereof. The carrier representatives shall have one vote, the employee representatives shall have one vote and the referee shall have one vote.
    The foregoing will not debar management and committees on individual railroads from mutually agreeing upon changes in rates, rules and working conditions of employees covered by this agreement.
    	TABLE SHOWING TIME AFTER WHICH OVERTIMEACCRUES ON RUNS 150 MILES T0 500 MILES IN
    LENGTH ON SPEED BASIS OF 20
    MILES PER HOUR.
    
    Dis-tance Miles
    Overtime accrues after hours
    Dis-tance Miles
    Overtime accrues after hours
    Dis-tance Miles
    Overtime accrues after hours
    Dis-tance Miles
    Overtime accrues after hours
    150 151 152 153 154 155 156 157 158 159 160 161 162 163 164 165 166 167 168 169 170 171 172 173 174 175 176 177 178 179 180 181 182 183 184 185 186 187
    7:30 7:33 7:36 7:39 7:42 7:45 7:48 7:51 7:54 7:57 8:00 8:03 8:06 8:09 8:12 8:15 8:18 8:21 8:24 8:27 8:30 8:33 8:36 8:39 8:42 8:45 8:48 8:51 8:54 8:57 9:00 9:03 9:06 9:09 9:12 9:15 9:18 9:21
    188 189 190 191 192 193 194 195 196 197 198 199 200 201 202 203 204 205 206 207 208 209 210 211 212 213 214 215 216 217 218 219 220 221 222 223 224 225
    9:24 9:27 9:30 9:33 9:36 9:39 9:42 9:45 9:48 9:51 9:54 9:57 10:00 10:03 10:06 10:09 10:12 10:15 10:18 10:21 10:24 10:27 10:30 10:33 10:36 10:39 10:42 10:45 10:48 10:51 10:54 10:57 11:00 11:03 11:06 11:09 11:12 11:15
    226 227 228 229 230 231 232 233 234 235 236 237 238 239 240 241 242 243 244 245 246 247 248 249 250 251 252 253 254 255 256 257 258 259 260 261 262 263
    11:18 11:21 11:24 11:27 11:30 11:33 11:36 11:39 11:42 11:45 11:48 11:51 11:54 11:57 12:00 12:03 12:06 12:09 12:12 12:15 12:18 12:21 12:24 12:27 12:30 12:33 12:36 12:39 12:42 12:45 12:48 12:51 12:54 12:57 13:00 13:03 13:06 13:09
    264 265 266 267 268 269 270 271 272 273 274 275 276 277 278 279 280 281 282 283 284 285 286 287 288 289 290 291 292 293 294 295 296 297 298 299 300 301
    13:12 13:15 13:18 13:21 13:24 13:27 13:30 13:33 13:36 13:39 13:42 13:45 13:48 13:51 13:54 13:57 14.00 14.03 14.06 14.09 14.12 14.15 14.18 14.21 14.24 14.27 14.30 14.33 14.36 14.39 14.42 14.45 14.48 14.51 14.54 14.57 15.00 15.03
    	TABLE SHOWING TIME AFTER WHICH OVERTIMEACCRUES ON RUNS 150 MILES T0 500 MILES IN
    LENGTH ON SPEED BASIS OF 20
    MILES PER HOUR-Cont.
    
    Dis-tance Miles
    Overtime accrues after hours
    Dis-tance Miles
    Overtime accrues after hours
    Dis-tance Miles
    Overtime accrues after hours
    Dis-tance Miles
    Overtime accrues after hours
    302 303 304 305 306 307 308 309 310 311 312 313 314 315 316 317 318 319 320 321 322 323 324 325 326 327 328 329 330 331 332 333 334 335 336 337 338 339
    15:06 15:09 15:12 15:15 15:18 15:21 15:24 15:27 15:30 15:33 15:36 15:39 15:42 15:45 15:48 15:51 15:54 15:57 16:00 16:03 16:06 16:09 16:12 16:15 16:18 16:21 16:24 16:27 16:30 16:33 16:36 16:39 16:42 16:45 16:48 16:51 16:54 16:57
    340 341 342 343 344 345 346 347 348 349 350 351 352 353 354 355 356 357 358 359 360 361 362 363 364 365 366 367 368 369 370 371 372 373 374 375 376 377
    17:00 17:03 17:06 17:09 17:12 17:15 17:18 17:21 17:24 17:27 17:30 17:33 17:36 17:39 17:42 17:45 17:48 17:51 17:54 17:57 18:00 18:13 18:06 18:09 18:12 18:15 18:18 18:21 18:24 18:27 18:30 18:33 18:36 18:39 18:42 18:45 18:48 18:51
    378 379 380 381 382 383 384 385 386 387 388 389 390 391 392 393 394 395 396 397 398 399 400 401 402 403 404 405 406 407 408 409 410 411 412 413 414 415
    18:54 18:57 19:00 19:03 19:06 19:09 19:12 19:15 19:18 19:21 19:24 19:27 19:30 19:33 19:36 19:39 19:42 19:45 19:48 19:51 19:54 19:57 20:00 20:03 20:06 20:09 20:12 20:15 20:18 20:21 20:24 20:27 20:30 20:33 20:36 20:39 20:42 20:45
    416 417 418 419 420 421 422 423 424 425 426 427 428 429 430 431 432 433 434 435 436 437 438 439 440 441 442 443 444 445 446 447 448 449 450 451 452 453
    20:48 20:51 20:54 20:57 21:00 21:03 21:06 21:09 21:12 21:15 21:18 21:21 21:24 21:27 21:30 21:33 21:36 21:36 21:42 21:45 21:48 21:51 51:54 21.57 22.00 22.03 22.06 22.09 22.12 22.15 22.18 22.21 22.24 22.27 22.30 22.33 22.36 22.39
    	TABLE SHOWING TIME AFTER WHICH OVERTIMEACCRUES ON RUNS 150 MILES T0 500 MILES IN
    LENGTH ON SPEED BASIS OF 20
    MILES PER HOUR-Cont.
    
    Dis-tance Miles
    Overtime accrues after hours
    Dis-tance Miles
    Overtime accrues after hours
    Dis-tance Miles
    Overtime accrues after hours
    Dis-tance Miles
    Overtime accrues after hours
    454 455 456 457 458 459 460 461 462 463 464 465
    22:42 22:45 22:48 22:51 22:54 22:57 23:00 23:03 23:06 23:09 23:12 23:15
    466 467 468 469 470 471 472 473 474 475 476 477
    13:18 23:21 23:24 23:27 23:30 23:33 23:36 23:39 23:42 23:45 23:48 23:51
    478 479 480 481 482 483 484 485 486 487 488 499
    23:54 23:57 24:00 24:03 24:06 24:09 24:12 24:15 24:18 24:21 24:24 24:27
    490 491 492 493 494 495 496 497 498 499 500
    24:30 24:33 24:36 24:39 24:42 24.45 24.48 25.51 24.54 24.57 25.00
    	TABLE SHOWING TIME AFTER WHICH OVERTIMEACCRUES ON RUNS 100 MILES T0 199 MILES IN
    LENGTH ON SPEED BASIS OF 12½
    MILES PER HOUR.
    
    Dis-tance Miles
    Overtime accrues after hours
    Dis-tance Miles
    Overtime accrues after hours
    Dis-tance Miles
    Overtime accrues after hours
    Dis-tance Miles
    Overtime accrues after hours
    100
    101
    102
    103
    104
    105
    106
    107
    108
    109
    110
    111
    112
    113
    114
    115
    116
    117
    118
    119
    120
    121
    122
    123
    124
    
    8:00 8:05 8:10 8:14 8:19 8:24 8:29 8:34 8:38 8:43 8:48 8:53 8:58 9:02 9:07 9:12 9:17 9:22 9:26 9:31 9:36 9:42 9:46 9:50 9:55
    125 126 127 128 129 130 131 132 133 134 135 136 137 138 139 140 141 142 143 144 145 146 147 148 149
    10:00 10:05 10:10 10:14 10:19 10:24 10:29 10:34 10:38 10:43 10:48 10:53 10:58 11:02 11:07 11:12 11:17 11:22 11:26 11:31 11:36 11:41 11:46 11:50 11:55
    150 151 152 153 154 155 156 157 158 159 160 161 162 163 164 165 166 167 168 169 170 171 172 173 174
    12:00 12:05 12:10 12:14 12:19 12:24 12:29 12:34 12:38 12:43 12:48 12:53 12:58 13:02 13:07 13:12 13:17 13:22 13:26 13:31 13:36 13:41 13:46 13:50 13:55
    175 176 177 178 179 180 181 182 183 184 185 186 187 188 189 190 191 192 193 194 195 196 197 198 199
    14:00 14:05 14:10 14:14 14:19 14:24 14:29 14:34 14:38 14:43 14:48 14:53 14:58 15:02 15:07 15:12 15:17 15:22 15:26 15:31 15:36 15:41 15:46 15:50 15:55