UTU Local 1637 Home Page

Great Northern Railway Company

Schedule for Conductors.
This Agreement, with respect to rates of pay, shall become effective December 27, 1943, rules August 1, 1944, superseding all previous agreements, special rulings and interpretations in conflict therewith, and the following rules will govern the pay of Conductors in train service and define their rights as agreed to, understood and arranged between the Great Northern Railway Company, by its officers, and the Committee of the Order of Railway Conductors, who represent the Conductors employed in train service of the said Company and will continue in effect until thirty days after written notice shall have been given by either party hereto requesting a change.

RULE 1. Scope.

The word "Conductor" as herein used applies to conductors acting exclusively in that capacity.

PASSENGER AND MAIL SERVICE

RATES OF PAY, BASIC DAY, TIME ALLOWANCES,

GUARANTEES AND EXTRA SERVICE

RULE 2. Consist Passenger Crews.
Main line passenger and mail trains consisting of four cars or more will be manned by a conductor and not less than one brakeman and one flagman.

RULE 3. (a) Rates of Pay, Passenger.

Conductors in passenger or mail service on trains propelled by steam or other motive power shall be paid as follows: Per mile, 6.19 cents; per day $9.29; per month, $278.70.
Assistant conductors or ticket collectors: Per mile, 5.19 cents; per day, $7.78; per month, $233.40.

(b) Allowance for handling mail.

Conductors required to handle United States mail shall I)e paid thirty­four (34) cents per day more than the standard rate per day herein fixed for conductors. The extra allowance for conductors handling United States mail will not apply when the amount of such mail handled by the conductor does not exceed in volume, between any two points, the number of sacks or equivalent pieces specified by Post Office Department circular as the equivalent of three feet of mail space. Loading United States mail into car, storing it in car, sorting it enroute, or unloading it at intermediate or terminal points 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 conductor, provided he is not required to "handle" it.
NOTE:--The application of this rule is subject to interpretations, applicable to conductors, in Appendix "B".

(c) Basic Day­Passenger.

One hundred and fifty miles or less (straight­away or turnarounds), shall constitute a day's work; miles in excess of one hundred and fifty shall be paid for at the mileage rate provided.

(d) Beginning and Ending of Passenger Day.

Passenger day begins at the time of reporting for duty for the initial trip and ends when relieved from duty.
Daily rates obtain until the miles made at the mileage rate exceed the daily minimum.

(e) Monthly Guarantee­Passenger.

Regularly assigned passenger conductors, who are ready for service the entire month and who do not lay off of their own accord shall receive the monthly guarantee provided for in Rule 3(i) exclusive of overtime. Extra service may be required sufficient to make up these guarantees, and may be made between regular trips; may be made on lay off days; or may be made before or after 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 hour. Extra service before or after the completion of a day's work, will pay not less than the minimum day.
The basis of pay for extra service applies only in making up the guarantees. After guarantees are absorbed, schedule provisions for extra service apply.
(f). Application of Guarantee When Extra Conductor Relieves Regular Man.
When a regularly assigned passenger conductor lays off of his own accord, or is held out of service, the extra conductor will receive the same compensation the regular conductor would have received, and the amount paid the extra conductor, or conductors, will be deducted from the amount the regular conductor would have received had he remained in service, the sum of the payments to the conductor, or conductors, who may be used on the run equaling the monthly guarantee.

(g) Daily Guarantee, Passenger.

When the monthly earnings of regularly assigned passenger and mail conductors from daily guarantees, mileage, overtime and other rules do not produce the following average amounts per day, they will be paid for each day service is performed:
Conductors	$9.36 per day
Assistant Conductors or Ticket Collectors	$8.08 per day

(h) Rates, Extra Men.

When extra men fill vacancies in regular positions, they 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.

(i) Method of Applying Daily and Monthly Guarantees.

The method of applying daily and monthly guarantees is shown in following examples:

EXAMPLE:

EXAMPLE:

EXAMPLE:

EXAMPLE:

	(a) Will be paid 2 days at $9.29, equals	$18.58
	(b) Will be paid 200 miles at 6.19c, equals	12.38
	{c} Will be paid daily earning guarantee	9.36

This does not nullify or amend Rule 8.

EXAMPLE:

NOTE:--All adjustments account application of average daily earning guarantee to be made on second period pay­rolls each month and shown as a separate item.
Monthly guarantee to be applied in the same manner as heretofore.

(j) Short Turnaround Passenger Runs.

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.
In short turnaround passenger service of more than one round trip per day with a spread of twelve hours or more and where there is a period of two hours or more off duty at the designated home terminal, all time accruing after the twelfth hour will be paid for on one­half time basis.
For calculating overtime under this rule, the management may designate the initial trip.

(k) Overtime, Other Passenger Runs.

Conductors on other passenger runs shall be paid overtime on a speed basis of twenty (20) miles per hour computed continuously from the time required to report for duty until released at 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 thirty (30) minutes from time of first reporting for duty.
Time consumed in incidental or additional service and paid for separately, such as Rule 6(d) and (e), should not be included in calculating overtime; in other words, should not be paid for twice.

(l) Passenger Overtime Rate

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 over-time rate.)

RULE 4. (a) Additional Short Trips, Passenger Service.

When passenger or mail conductors are required to make a short trip, either before or after their regular trip to keep intact assignments or to handle their own connections, they will be paid 6.19 cents per mile for such trip, in addition to pay for regular trip.

(b) Double on Lay­Over Day.

Conductors will not be required to double on lay­over days when it is possible to avoid it.
Conductors may be run off their respective divisions, under the provisions of this rule.

(c) Called and Not Used-Passenger Conductors.

When regular passenger conductors are called for a train, which for any reason is not run, they shall be allowed one day's pay.
Payments made under this paragraph will not apply to make up monthly guarantee.

RULE 5. (a) Extra Passenger Service.

Extra passenger service, including temporary vacancies, will be manned for a period of ten calendar days, by the senior, available, qualified freight conductor in service at the source of supply. After ten calendar days, the senior qualified conductor applying in writing for said vacancy will be assigned until it is bulletined and assigned as provided in Rule 36. In all passenger service, conductors must have qualified for such service and only conductors having full passenger uniforms shall be considered qualified.
(b) Forfeit Rights to Extra Passenger Service.
Conductors are privileged to forfeit their rights to extra passenger service by not qualifying for extra passenger service.
When a conductor forfeits his rights to perform extra passenger service, he thereby forfeits his rights to such extra passenger service during the time he retains title to the run he held at the time he made the forfeiture.'
When a conductor thus disqualified makes a change in runs, he may requalify himself for extra passenger service provided such requalification is made within ten calendar days from the date he made change in runs.
A conductor will be considered to have made a "change in runs" when he has relinquished his right to a run and marked up on a new run, even though he does not make a trip on such new run. A conductor so marked up may thereupon requalify himself for extra passenger service provided he does so in writing to the local Railway Officer.
When a conductor qualifies or disqualifies himself for extra passenger service, he shall do so in writing to the local Railway Officer.

(c) Manning Passenger Train When Run in Sections.

In manning the various sections of a passenger train under paragraph (a) of this rule, when but one section is regularly assigned and the remainder is unassigned service not covered by Rule 8, the following will govern:

(d) Leave Distant Terminal in Order of Arrival.

When two or more conductors in extra unassigned passenger service are at distant terminal, the order of their departure in such service will be determined by the order of their arrival there. This does not apply to a conductor who is temporarily relieving a passenger conductor assigned to a regular run. Such conductor takes the turn the regular man would take.

RULE 6. (a) Monthly Mileage Basis, Passenger.

Forty­five hundred (4500) miles shall be the maximum for the monthly money guarantee. Miles run in excess of 4500 shall be paid for at the rate of 6.19 cents per mile.

Reductions in crews or increases in mileage in passenger service from assignments in effect January 1, 1919, shall not be made for the purpose of offsetting these increases in wages, but nothing in this agreement is understood to prevent adjustment of runs in short turnaround and suburban service that are paid under minimum rules, for the purpose of avoiding payment of excess mileage or overtime that would accrue under these rules, without reducing the number of crews. Such runs may be rearranged, extended, or have mileage changed by addition of new train service; separate pools or assignments may be segregated or divided; provided that crews are not taken off or reduced in number. Added mileage, up to mileage equaling the mileage rate divided into the guaranteed daily rate does not change, take from or add to the minimum day's pay and this added mileage is not to be construed as "increase in mileage" within the meaning of this article.

Passenger conductors who are required to turn or switch their trains or do any other switching or herd engines at terminals, shall be paid for actual time so consumed in addition to pay for trip at regular overtime rates.

Passenger conductors required to handle baggage or express at their terminal station, shall, if time consumed exceeds fifteen minutes, be paid for entire time so engaged as per paragraph (d). Paragraphs (d) and (e) not to apply to branch line conductors making less than 4500 miles

When passenger conductors are required to be on duty and check passengers or accept their transportation in advance of taking charge of the train, if trip is made in miles, they will be paid for all such advance service which is in excess of thirty (30) minutes before their regular or scheduled leaving time, at regular passenger rate of pay, in addition to pay for the trip.
Such additional payment for advance service is intended to compensate for special service away from his train which necessitates Conductor being on duty earlier than otherwise would be necessary. If conductor has already been called, and actual departure of train is later delayed beyond the time for which called, such advance compensation will not be continued beyond a time thirty (30) minutes before the hour for which train is called.
If trip is made in hours, all time on duty, from commencement of advance service to final tie­up, will be figured as continuous and paid for as per Rule 3, and no special advance allowance will accrue.

Passenger conductors deadheading in connection with a run will receive the same pay as if they had handled the train.
Passenger conductors deadheading to point of service but  required to handle deadhead equipment or pilot an engine while deadheading receive the rating to which such handling is entitled if it is greater than their passenger rate.

RULE 7. Passenger Freight Shipments.

When it is desired to handle freight shipments, moving on freight billing under freight tariffs, upon trains assigned or run as passenger trains, the following special rules will apply:
If such shipments are handled in cars not equipped for regular movement in passenger trains, the handling 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 as shown below for the actual mileage over which the freight service is performed. Through service as there shown shall be understood to mean the handling of shipments on that run in unbroken cal loads; local service shall be understood to mean the handling of shipments loaded or unloaded from cars enroute while that run:
		                             Through Service     Local Service
		                              Cents per Mile    Cents per Mile.
Conductors	2.29              2.84         

It is understood and agreed that this rule does not apply to silk, fish and berry specials covered by Rule 8(b), nor to milk and cream or similar commodities handled on special billings 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 10(f).
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.

RULE 8. (a) Special Passenger Trains.

Conductors handling special passenger trains, such as Fair, Convention, Excursion, Elks' Specials and all similar trains will be paid through freight rates whether run as sections of regularly scheduled trains or not. Overtime to be computed on freight rate basis. Established passenger terminals will be observed in the application of this rule. This rule will not apply to sections of a regularly scheduled passenger train handling overflow business.
A special train composed entirely of empty passenger equipment, also troop trains composed of passenger equipment only will be considered as passenger trains, and will be handled under the provisions of paragraph (a) of this rule.
A passenger train devoted to the use of a special party, not open to use by other passengers, and upon which other than regular accommodations or service is provided, is a special train within the meaning of this rule, even though run as an extra section of a regular train.
A passenger train devoted to a special party, and run ahead of the schedule of a regular passenger train, is a special train within the meaning of this rule.
(b) Commodity Specials.
Conductors handling special trains which do not carry passengers, such as silk, fish and berry specials, will be ~aid on through freight basis. Established freight terminals will be observed; except that conductors of such trains may be required to handle them between Fridley or Minneapolis Junction and St. Paul, Superior and Duluth, Hillyard and Spokane, and Interbay and Seattle, and ~ill be paid terminal time therefor on basis of 12 ½ miles per hour, computed for outgoing conductors from the time they leave the terminals until they return and for inbound conductors from time they arrive at freight terminal until they are released.
Special trains composed in part of empty passenger equipment but carrying also commodities specified in paragraph (b), also troop trains consisting of both passenger and freight equipment, will not require uniformed conductors and will be handled in accordance with paragraph (b) of this rule.

RULE 9. Coupling and Uncoupling Hose.

At main line terminals where carmen are employed, passenger conductors shall not be required to couple or uncouple air or steam hose.

OTHER SERVICES-RATES OF PAY, BASIC DAY,

TIME ALLOWANCES, GUARANTEES AND

EXTRA SERVICE

RULE 10. (a) Basic Day, Other Than Passenger.
In all road service, except passenger and mail, one hundred (100) miles or less, eight hours or less (straightaway or turnaround), shall constitute a day's work. Miles in excess of 100 will be paid for at the mileage rates provided.
The above basic day mileage for through freight and passenger service was modified by Article IV of the October 31, 1985 National Agreement (Local, work, wreck, snow plow, etc. remains at the 100 mile basic day) as follows:

ARTICLE IV - PAY RULES

Section 1 - Mileage Rates

Section 2 - Miles in Basic Day and Overtime Divisor

Effective Date
   of Change   

Through Freight Service

Through Passenger Service

Miles in Basic Day

Overtime Divisor

Miles in Basic Day*

Overtime Divisor

November 1, 1985
July 1, 1986
July 1, 1987
June 30, 1988
July 29, 1991
January 1, 1992
January 1, 1993
January 1, 1994
January 1, 1995

102
104
106
108
114
118
122
126
130

12.75
13.0
12.25
13.5
14.25
14.75
15.25
15.75
16.25

153-102
156-104
159-106
162-108
171-114
177-118
183-122
189-126
195-130

20.4
20.8
21.2
21.6
22.8
23.6
24.4
25.2
26.0

• The higher mileage numbers apply to conductors and brakemen and the lower mileage numbers apply to engineers and firemen.

When a crew is required to make a side or lap back trip between their terminals, miles made will be added to the mileage of the regular trip and paid for on continuous basis.
When a regularly assigned crew in helper service between two terminals makes a side trip off of their assigned district from an intermediate point in extra freight service, such side trip shall be paid for as a separate day account used in other service outside of assigned district.
On a turnaround assignment, extra trip from turnaround point, when outside of assigned territory, is an additional day.

Short trips from a terminal to an outlying point and return from an outlying point to a terminal and return, 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 derailment, when such conditions arise in connection with their own train, will be paid continuous time or mileage. It is understood that this rule is for the purpose of covering emergencies and that under its application, an engine may be run to the nearest fuel or water supply and return, regardless of whether that supply is within or outside the territory limitation of the regular assignment for the run; but if such emergency continues, and such additional mileage is necessary each trip for a period of more than 10 days, the additional mileage will be included under a rebulletin of the assignment, or else paid for thereafter as a new day, if run beyond the limits of the assignment.

On runs of 100 miles or less, overtime will begin at the expiration of eight hours; on runs of over 100 miles, over-time will begin when the time on duty exceeds the miles run divided by 12½. Overtime shall be paid for on the minute basis, at a rate per hour of 3/16ths of the daily rate.

		Through freight conductors	$8.48 per day
		Mixed train conductors	8.69 per day
		Way freight conductors	9.03 per day
		Work train conductors	8.70 per day
		Snow service conductors	9.12 per day
	(*)	Mesabi Range ore trains conductors	9.03 per day

	(*)	This rate is to be applied only to the conductors engaged in the transfer work between mines and assembly yards and does not affect yard crews nor hauling crews between the assembly yard and the dock.

Road conductors 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.

Mountain runs between Skykomish and Merritt, Clancy and Woodville, and Walton and Summit, and on any other grades of 1.8% and greater.
Freight conductors	$9.20 per day

Not less than tri­weekly way freight service will be maintained on the following districts:

Way freight rates will be paid to the assigned freight conductors on the Butte Division branch between Armington and Neihart; this on account of former monthly rates being higher than standard daily rates.
Way freight rates will be paid to conductors of 421's extra east, Kelly Lake or Virginia to Superior, between November 15th and April 15th of each year.
Conductors of trains loading or unloading L. C. L. freight between Leavenworth and Merritt will be paid way freight rate for trips on which it is done.
Where way freight trains are for any cause not run, the conductor of other trains that perform the work of way freight trains, shall receive the way freight rate of pay

Way freight rates will be allowed when way freight service is performed. 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.

It is further understood that the conductors of through or extra freight trains will not be required to load and unload way freight or peddle water, except when absolutely necessary, this work belonging to the trains on the various districts to which maximum allowances are made.

Inexperienced brakemen, those having had less than six months' service, will not be sent out on way freight trains when experienced brakemen are available on extra list. Extra men runaround under this rule will not be paid therefor.

RULE 11. Wrecking Trains
Conductors on wrecking trains will be paid work train rates and as per Rule 10.


RULE 12. Snow Service.
Conductors assigned to snow service wilt be allowed eight hours for each twenty-four hours' time held In readiness. Conductors in snow service shall be paid $9.12 per day, except that in mountain territory where mountain rates prevail and are higher, the mountain rate shall be paid; time to be computed as per Rules 10 and 25(c).
The above does not apply to work trains used In clearing yards of snow, handling gangs engaged in sloping snow cuts, or moving snow fences.

RULE 13. (a) Guarantees In Assigned Way Freight and Work Service.

Except as provided by Section (b), regularly assigned way freight, wreck, work and construction conductors who are ready for service the entire month and who do not lay off of their own accord will be guaranteed not less than 100 miles or eight hours, for each calendar working day, exclusive of overtime (this to include legal holidays). If, through act of Providence, it is impossible to perform regular service, guarantee does not apply.

Conductors may also be used In any other service to complete guarantee when for any reason regular assignment is discontinued, but such service shall be paid for at schedule rates unless earnings from such rates would be less per day than they would have earned in regular assignment.

Service performed on the assigned lay-over day cannot be used to complete shortage in assigned time tinder the guarantee.

Conductors on mixed train runs, which do local work and arc assigned to 6-day per week service, arc subject to 6day guarantee.

When way freight service on the districts specified in paragraph (c) of this rule is not assigned and paid for under the provisions of paragraph (a), the first chain gang conductor after midnight will be paid the way freight rate up to the maximum tri-weekly requirement. When such way freight service is assigned and paid for under pant-graph (a), payment of such assignment fulfills the requirements of paragraph (c) for the equivalent of tri-weekly service on that district, and payment of way freight rates to other than the assigned conductor is not necessary under paragraph (c).

(b) Branch Line Guarantee.
On branch runs where conductors are not required to run six days each week, conductors on such runs will receive not less than twenty-four hundred (2400) miles per calendar month. Conductors shall not be run off their respective branches to make up any deficit in the 2400 mile guarantee.


Branch line guarantee is not applicable to branch line unassigned service when such unassigned service amounts to less than three trips per week. The assignment of a conductor exclusively to branch line servIce, regardless of number of days assigned, or the operation of unassigned service on a branch line to the amount of three or snore trips per week, requires the application of the minimum branch line guarantee for such branch line service, prorated on a monthly basis between conductors performing such service in the same manner used in prorating of regular and continuously assigned branch runs.

(c) Way Freight-Districts and Service.
Not less than tri-weekly way freight service will be maintained on the following districts:
Superior to Cass Lake.
Superior to Minneapolis.
Minneapolis to Barnesville.
Cass Lake to Crookston Yard.
Crookston Yard to Barnesville.
Crookston Yard to Noyes.
Crookston Yard to Grand Forks.
Barnesville to Grand Forks (via Fargo).
Grand Forks to Devils Lake.
Minneapolis to Breckenridge.
Willmar to Sioux City.
Breckenridge to Minot via Casselton and New Rockford.
Devils Lake to Williston
Williston to Blackfoot.
Great Falls to Havre.
Great Falls to Clancy.
Great Falls to Sweetgrass Line Jct.
Great Falls to Laurel.
Blackfoot to Troy.
Troy to Wenatchee.
Hillyard to Kettle Falls.
Wenatchee to Leavenworth.
Skykomish to Delta.
Interbay to Vancouver, B. C.
Seattle to Vancouver,
Way freight rates will he paid to the assigned freight conductors on the Butte Division branch between Armington and Neihart: this on account of former monthly rates being higher than standard daily rates.

Way freight rates will be paid to conductors of 421's extra east, Kelly Lake or Virginia to Superior, between November 13th and April 15th of each year.

Conductors of trains loading or unloading L. C. L. freight between Leavenworth and Merritt will be paid way freight rate for trips on which it is done.

Where way freight trains are for any cause not orun the conductor of oilier trains that perform the work of way freight trains, shall receive the way freight rate of pay.

(d) Allow Way Freight Rate When Way Freight Service Performed.
Way freight rates will be allowed when way freight service is performed. 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 set-out or pick-up of cars handled in the train will not be considered local switching under this rule.

(e) Way Freight Work by Through Trains.
It is further understood that the conductors of through or extra freight trains will not be required to load and unload way freight or peddle water, except when absolutely necessary1 this work belonging to the trains on the various districts to which maximum allowances are made.

(f) Inexperienced, Brakeman-Way Freight.
Inexperienced brakemen, those having had less than six months' service, will not be sent out on way freight trains when experienced brakemen are available on extra list. Extra men runaround under this rule will not be paid there for.
 

RULE 14. Freight Conductors Called and Not Used.

When freight conductors are called for service they shall receive not less than eight hours' pay unless the train for which they are called is annulled before the expiration of four hours, in which case they shall receive four hours' pay and stand first out. If any work is actually performed or train is not annulled until after the expiration of four hours, they shall receive eight hours' pay and stand last out. Payments under this rule to be on pro rata basis and not computed in connection with road time.

RULE 15. (a) Beginning and Ending of Day.

In all classes of service, conductors' time will commence at the time they are required to report for duty and shall continue until the time they are relieved from duty. The management may designate the time for reporting for duty.

(b) Automatic Release.

Conductors arriving at terminals or end of runs are automatically released, except as provided for in the following sections: Under this rule it is agreed that the Company will be allowed to run conductors to first siding out of regular terminals to pick up trains set out on account of blocked yard and run through terminals with same.

(c) Turnaround Trips in Pool or Irregular Freight Service.

Conductors 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 8 consecutive hours, except as a new day, subject to the first­in, first­out rule or practice.

(d) Turnaround Assignment.

It is further agreed that conductors 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. Conductors so assigned not to be run around by each other at their terminal.
The term "assignment" as used in the foregoing to be not less than 15 days' continuous service, except work train service.

RULE 16. (a) Deadheading-Freight.

Freight conductors deadheading to equalize power or crews, or for other reasons, shall be allowed miles or hours, but not less than 100 miles or eight hours; except that when deadheading in connection with turnaround or straightaway runs, time will be figured continuously. First conductor out shall deadhead and stand first­out on arrival at distant terminal. When deadheading conductors to intermediate points, first conductor out will run the train; second conductor deadhead.

EXAMPLES COVERING PAYMENT FOR DEADHEADING

A gives up No. 5 and deadheads to take No. 1--No time allowed.
F called to deadhead to take No 5--Time allowed.
B, senior conductor, displaces F-No time allowed F or B.
D granted leave of absence account of sickness; E sent Company to relieve him; deadhead time will be allowed going and returning. No deadhead time will be allowed I). "Sickness" is understood to mean sickness of Conductor D or member of his immediate family residing at his home. Actual employe called for such relief will be entitled to deadheading both directions. If such relief employe is displaced by a senior before relief is finished, relief employe first called still receives the deadheading both directions and the employe displacing on seniority receives no deadheading either direction, regardless of his eventual release being due to return of the sick employe.

RULE 17. (a) Runaround.

Conductors not sent out in turn or who are runaround at terminals will be paid 100 miles for each runaround; this not to apply after crews are on duty and under pay.
(b)	Use First Available Crew for Wrecker.
In case of a wreck call necessitating the immediate use of the wrecker, the first available conductor may be used, in which event conductors so runaround will not be allowed compensation as per the foregoing paragraph.

RULE 18. Attending Court or Inquest.

Regularly assigned conductors 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. Conductors not holding any assignment and attending court or inquest at request of the Company, or regularly assigned conductors 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 he 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.

RULE 19. (a) Held from Service.

When conductors are held from their runs or service their pay until their return to their runs or service shall not be less than it would have been had such an interruption to their regular work not occurred.
Payments under this rule to be miles or hours, whichever is the greater, at straight time rates.

When assigned conductors 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, in order to enable them to reach their proper terminals in time to bring out their regular runs without loss of time, and without penalty to the Company.

Conductors assigned to regular runs with lay­over away from designated home terminal will be notified if required for service on lay­over day. If no notice is received, they may absent themselves until time for their regular run. If notified and not used, will be paid a minimum day.

RULE 20. (a) Delayed Account Wreck, Etc.

When conductors are delayed between terminals on account of wreck, washout or snow blockade, they shall be paid one day for the first eight hours so held in addition to the time or miles made that day and for each succeeding day, not less than one day's pay at the rate for class of service in which engaged.
(b)	Tie­Up Less Than 14 Hours' Service.
Conductors when tied up between terminals prior to the expiration of fourteen hours' service, will go automatically on duty after eight 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.
A conductor tied up between terminals on order of the dispatcher but again called in less than eight hours is on continuous time.
NOTE:--Rules 20(a) and (b) apply to passenger and to freight service.

Road conductors tied up enroute under the Federal Hours­of­service Law will be governed by the conditions of the Joint Chicago Agreement of April 1, 1908, shown herein as Appendix "A", and by this reference made part of this Agreement.

RULE 21. Held Away from Home Terminal.

Conductors in pool freight and in unassigned service held at other than home terminal will be paid continuous time for all time so held after the expiration of 16 hours I rom the time relieved from previous duty, at the regular rate per hour paid them for the last service performed. If held 16 hours after the expiration of the first 24­hour period, they will be paid continuous time for the next succeeding 8 hours or until the end of the 24­hour period, and  similarly for each 24­hour period thereafter. Should a conductor be called for duty after pay begins, time will be computed continuously, provided, that, if overtime accrues on the trip, that portion of the overtime due to starting pay at the expiration of the 16­hour period instead of at the time actually required to report for duty, shall be paid at the pro rata rate, in order that time and one­half time for overtime will not be so applied as to increase the rates paid for time growing out of the held-away­from­home­terminal rule.
Held­away­from­home­terminal time cannot be absorbed by combining it, as continuous time, with subsequent dead-heading on a passenger train.
For the purpose of applying this rule, the railroad will designate the home terminal for each crew in pool freight and in unassigned service.

EXAMPLES:

Employe has accumulated two hours held from home terminal time when called for duty, switches one hour and runs 100 miles in seven hours, tying up eight hours after called for duty. Allowance is for 10 hours or 125 miles, plus one hour switching.
Employe has accumulated two hours held from home terminal time when called for duty, switches one hour, and runs 100 miles in five hours, tying up six hours after called for duty. Allowance is for eight hours or 100 miles, plus one hour switching.
Employe has accumulated two hours held from home terminal time when called for duty, switches one hour and runs 100 miles in eight hours, tying up nine hours after called for duty. Allowance is for ten hours or 125 miles, plus one hour at time and one­half
Employe has accumulated two hours held­from­home-terminal time when called for duty, switches one hour and runs 100 miles in six hours, tying up seven hours after called for duty. Allowance is for nine hours or 1l2½ miles, plus one hour switching.

RULE 22. Coaling Engines.

When it becomes necessary for conductors 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 for each engine so coaled in addition to pay for trip.

RULE 23. Circus Trains.

Conductors handling circus or theater trains that stop to exhibit will be paid twelve hours or 150 miles for each move including loading and unloading of circus. Miles run in excess of 150; hours in excess of twelve will be paid for as per Rule 10. If less than 16 hours is used in the last move, actual time will be paid as per Rule 10 with a minimum of 100 miles. Conductors used in other service during time circus is exhibiting shall be paid extra therefor as another day according to class of service performed. Conductors handling these trains that do not exhibit between terminals shall be paid at through freight rates.

RULE 24. Pilots.

Pilots are to be competent to handle train orders and will be paid through freight conductor's rates. Conductors to be used when available.

TERMINAL SERVICES AND ALLOWANCES

RULE 25. (a) Terminal Switching Where No Yard Service Maintained.
At terminals of road runs where yard engine service is not maintained, conductors, when required to perform switching services either before or after completion of any run, will be paid for all time so engaged at pro rata rates in addition to pay for trip if trip or run is computed in miles. When the hours exceed the miles divided by 12½, payment to be in accordance with the provisions of Rules 10 and 15.
A conductor of a through freight train that changes crews at New Rockford, Glasgow, Blackfoot, Troy, Cass Lake or Devils Lake and who is required to pack or rebrass cars at these points will be paid for the actual time expended except if on overtime or terminal switching is performed.

EXAMPLES:

(a) Required to report at A at 7 A. M.; switches at A until 9 A. M.; leaves A at 9 A. M., and runs to B, 100 miles; relieved at B, 3 P. M.

Compensation: 100 miles plus 2 hours switching at former rates.
(b	Required to report at A at 7 A. M.; switches at A until 9 A. M.; leaves A at 9 A. M.; and runs to B, 100 miles; relieved at B, 4 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.

(c) Required to report at A at 7 A. M.; switches at A until 9 A. M.; leaves A at 9 A. M., and runs to B, 100 miles; relieved at B, 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 A. M.; switches at A until 9 A. M.; leaves A at 9 A. M., and runs to B, 100 miles; relieved at B, 5 P. M.

Compensation: 100 miles plus 2 hours overtime at 3/16 of the daily rate per hour. In this case the money value of the road overtime at 3/16 of the daily rate exceeds the allowance of 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.

(b) Terminal Switching Where Yard Service Is Maintained.

EXAMPLES:

"A" - Represents a train terminal having continuous yard service.
"B" - Represents a train terminal having part­time yard service; as, for example, Yard Crew assigned 8:00 A. M. to 4:00 P. M.
"C" - Represents a train terminal having no yard service.
"D" - Represents an intermediate yard having part­time yard service, as, for example, Yard Crew assigned 8:00 A. M. to 4:00 P. M.
"A" to "B" equals 125 miles. "B" to "C' equals 125 miles.

NOTE:--Reference is made to Twin City Switching Agreement effective August 4, 1931, (See Appendix C). Coast Line Switching Agreement effective May 1, 1938, (See Appendix D), Portland­Vancouver Switching Agreement effective May 1, 1938, (See Appendix E), and Spokane pick­up, set­out Agreement effective June 1, 1940, (See Appendix F), which are hereby reaffirmed.

(c) Terminal Switching, Work Train Service.

Arbitrary for terminal switching is not allowable in work train service except when such switching is not in connection with work train service.

RULE 26. Switching Cabooses.

Freight trains must not be switched at terminals with caboose attached. Conductors' 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 conductors use them for change of clothing or sleeping.

RULE 27. Carrying Supplies.

At terminal points, conductors will not be required to carry chains, knuckles, brasses, dope oil or waste between their cabooses and storehouses.

PROMOTIONS

RULE 28. (a) Promotions-Qualification For.
Conductors will be promoted on their respective seniority districts with reference to the following:

(b)	Conductors not promoted according to seniority shall be given a reason in writing

RULE 29. Promoting Brakemen and Hiring Conductors.

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 to conductor who has not had at least two years' experience as freight brakeman on a steam surface railway, and no conductor will be hired who has not had at least two years experience as conductor on a steam surface railway.

RULE 30. Retain Rights When Promoted.

Conductors promoted to official positions yardmaster or employed by the Order of Railway Conductors 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 conductors.

SENIORITY RIGHTS AND DIVISIONS

RULE 31. (a) Seniority Date.
Conductors will take rank from date of their appointment or promotion, and will have choice of runs on their respective seniority districts 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 promoted to conductors on the same day, seniority in service as brakemen will govern their relative standing as conductors. 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 shall not be changed by this rule.
(b)	Seniority Roster.
Men promoted, appointed or hired as conductors shall be notified in writing by the proper officer of the Company of their date and position on conductors' seniority roster and unless men affected file a written protest, with the er~ against this date and position on the conductors' seniority roster within sixty days from the date of notice, no protest will thereafter be heard or considered.

RULE 32. (a) Permanent Employment After 90 Days.

Conductors who have remained in the service 90 days will be considered permanently employed and shall not be dismissed on account of unsatisfactory references.
(b)	Letters of Recommendation.
Copies of letters of recommendation will be filed with personal records of conductors and original will be returned within thirty days after the conductors enter the service.

(c) Service Letter.

When requested in writing, service letters will be furnished within ten days to all conductors leaving the service of the Company.

RULE 33. (a) Seniority Districts.

Seniority districts shall be established as follows:

First District

Second District

Third District

Fourth District

Fifth District

Sixth District

Seventh District

Eighth District

Devils Lake to Williston and Branches.

Ninth District

Tenth District

Eleventh District

Cut Bank to Troy and Branches.

Twelfth District

Thirteenth District

Fourteenth District

Fifteenth District

Bend to Bieber.
It is agreed that whenever changes in the foregoing seniority districts are required by the Management, such changes shall be by agreement between the representatives of the Order of Railway Conductors and the Management.
(b)	New Lines-How Manned.
When new lines are built by the Great Northern Railway, the Local Chairman of the O. R. C. from the divisions liable to be affected by the diversion of traffic shall, in conjunction with the General Chairman, elect from which division or divisions conductors shall be chosen to man such new line.

RULE 34. (a) Rights Yard and Train Service.

Yard employes will have no rights in train service or vice versa.
(b)	Conductors temporarily assigned to yard service shall not lose their rights thereby. Temporary assignment not to exceed sixty days.

RULE 35. (a) Temporary Transfer.

In case of lack of force on one seniority district and surplus on another, conductors may be transferred temporarily and shall not lose rights on original seniority district, provided, they return within six 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 the date of temporary transfer.
(b)	Conductors will not be retained on a seniority district to which temporarily transferred if there are available conductors holding rights on such seniority districts.

VACANCIES, NEW RUNS, BULLETINS, EXERCISE

OF SENIORITY AND EXTRA LIST

REGULATIONS

RULE 36. (a) Bulletins, New Runs and Vacancies.
Vacancies and new runs, except chain gang service, shall be bulletined for a period of ten days. Such bulletins shall be posted on bulletin boards on the seniority districts of the conductors affected. Bulletins will specify the time and date of closing, whether vacancies thereon are temporary or permanent, terminals of runs bulletined, lay-over or relief point, nature of service and days upon which service is to be performed. (In case an assigned work train has no regular terminal or lay­over point, the general locality will be stated in the bulletin.) No bids may be withdrawn after specified time of closing of bulletin. The senior conductor making application in writing, in accordance with said bulletin, shall, if relief conductor is available, be assigned immediately after the closing date of the bulletin, but the senior conductor bidding on a run may take it immediately without waiting for the close of the bulletin period; unless he elects to take an open run or temporary vacancy that has extended beyond the ten­day period. In the latter event, it is understood that the run which he is awarded by bulletin is his regular run, regardless of the fact that he does not immediately make trip on it but instead accepts service on open runs. When displaced from such open run or temporary vacancy, his regular run will be the one he applied for and was awarded on the bulletin.
(b)	If no Bidders.
If there are no bidders on a bulletined position, the senior demoted conductor on that seniority district will be signed, the same as if he were the senior bidder for such position.

(c) Forfeit Rights to Run if Fails to Bid.

A conductor in service during the time, or any part thereof, in which a bulletin is posted, and failing to file application in accordance with bulletin shall forfeit his rights to such run to the conductor accepting it and to him only during the time the latter remains on such run. This forfeiture ceases when such latter conductor leaves his regular run to take temporary vacancies or open runs. A conductor assigned to a bulletin run shall not hold same unless his seniority entitles him to regular or extra	service as a conductor.

(d) Not Eligible to Bid on Own Vacancy.

A conductor who voluntarily relinquishes his right to a regular assignment will not be eligible to rebid upon the vacancy thus created by him unless there are no other bidders for such vacancy.

(e) Temporary and Permanent Vacancies and Open Runs.

Vacancies that exist due to conductors laying off for period of thirty (30) calendar days or longer will be bulletined as temporary vacancies. When it becomes known that the conductor laying off will not return to his run, or if he lays off continuously in excess of six months, the run will then be rebulletined as a permanent vacancy.
An open run in passenger service, and in other than passenger service on districts where extra list is maintained, is a temporary vacancy that exists more than ten and less than thirty days, or until closed by bulletin assignment.
An open run in other than passenger service on districts where no extra list is maintained is a temporary vacancy that exists more than one trip and continues until closed by bulletin assignment.
When a conductor applies for, and is assigned to a run, 
and for any reason fails to go out, such failure to go out creates a vacancy which in passenger service will be filled for the first ten days as provided in Rule 5; in other than passenger service will be filled for the first ten days as provided in Rule 37.
When a conductor accepts a temporary vacancy, or an open run, he is not entitled to return to his former run until he is displaced.
When a temporary vacancy is created on a regular run, a conductor accepting it after the ten­day period can be displaced at any time by any senior conductor until such time it is assigned by bulletin.

(f) Bulletin Assigned Work Trains.

Regularly assigned work trains shall be bulletined ten days, as provided in paragraph (a) of this rule. The oldest conductor applying for same will be assigned if competent and old enough to hold a regular turn.

(g) Manning Temporary Unassigned Work Train Service.

Temporary unassigned exclusive work train service, including wreck or snow plow service, for which full crew is used, put on for ten days or less will be handled by chain gang. A conductor in such service tied up at either his home terminal or away­from­home­terminal resumes his turn in chain gang service. Such temporary work train service for which less than full crew is used will be manned by the extra list, or senior demoted conductor if there is no extra list. Deviation from the foregoing may be made when mutually agreed to by the Superintendent and Conductors' local representatives.

(h) Chain Gang Service.

The constant changes in chain gang (pool and unassigned) service make it impossible to bulletin such service, and, for that reason conductors regularly assigned to chain gang service will have the same right to such service as if they received their runs by bulletin.
Conductors taking a chain gang turn, when such turn has been in service for a period of thirty days or longer, or when it is positively known that it will be in service thirty days or longer, by remaining on the turn for ten days will establish their right to the service the same as if they had received it by bulletin.
Two requirements are necessary to establish a bulletin right to a chain gang turn: First-The turn must be regularly assigned to chain gang or unassigned service, that is, it must be on for a period of thirty days or more, or definitely known that it will be on for thirty days or more. Second-A conductor must hold said turn for ten days or longer.
This illustration is to bring out the fact that a conductor cannot establish a bulletin right to any run, except chain gang service, unless he receives the run by bulletin, or exercises his seniority to displace a conductor who is holding a run under bulletin rights.

(i) Displacement in Pool, Unassigned and Other Service.

Displacement by seniority into pool or unassigned service must be exercised by displacing the youngest men to whom that run has not been forfeited by the displacing employe, 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 when they exist, even if the man displaced be not the youngest. Displacement by seniority into assigned service must be exercised in the same way; but the regular lay­over day, if such exists, might be a point of preference, as well as the lay­over point. "Regular lay­over day" refers only to a lay­over day which occurs regularly on the same day of the 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. Displacement by seniority into work train service must be exercised in the same way as above noted, except that in work train service there may be variations in the kinds of work assigned, as well as terminals, etc., and, in such cases, the kind of work might also be a matter of preference.

(j) Status if Decline Regular Runs or Extra List.

Conductors who decline regular runs, or the extra list, are not subject to a call until they report for duty. When they do report, the Division officers must assign them to the service they are entitled to, according to their seniority, and in accordance with Rule 37(Q). A conductor is either in service and subject to a call, or he is considered laying off.

(k) Rights When Cut Off Board.

Conductors who are cut off the board on account of the number of conductors on a seniority district being decreased, if they hold themselves in readiness for a call, are entitled to service, in accordance with their seniority.
A conductor may be cut off the board and a junior conductor to him may be in the service as a brakeman. The junior conductor, who is braking, is not entitled to any service as a conductor if the conductor senior to him, who has been cut off the board, holds himself in readiness for

Runs affected by a change of four hours or more in departing time, or by change in point of lay­over, or by change of 400 or more actual miles run per month, or by change from six to seven day per week assignment or vice versa, will be considered vacant and rebulletined; except that Mesabi Range transfer assignments that are changed to the extent of thirty minutes or more in starting time will be considered vacant and rebulletined.
A change in assignment converting a passenger train into a mixed or freight train, or vice versa, is proper cause for rebulletining the run. This will not apply to trains 27 and 28, because of their intermittent handling of freight on some divisions.
Should a run be taken off, the conductor assigned to such run shall return to his former run, unless a run has been vacated or created which is preference to his former run. In the event a senior conductor is on his former run, he may exercise his seniority on any run which has been bulletined while he was on the run taken off or he will be permitted to take any run occupied by a junior conductor except if he displaces into a passenger or freight pool, he will displace the junior conductor in such pool.
No deadhead time to be allowed under this rule.
NOTE:--Previously agreed Interpretations to Rule 36, as shown in Appendix "H", are hereby reaffirmed and made a part of this rule.

RULE 37. (a) Freight Conductors Run First­In, First­Out

Freight conductors not assigned to regular runs, i. e., conductors in pool (chain gang) service, will be run first­in first­out on district or division to which they are assigned.

(b) Extra List Regulations.

Extra Conductors' list shall be maintained at designated terminals only and conductors assigned to such list shall be termed extra conductors. A bulletin shall be issued designating the terminals where extra list shall be maintained, and also specifying the district or districts extra conductors are assigned to. No extra list shall be maintained at any terminal, or assigned to any district unless the extra running, for each conductor so assigned, shall be not less than 3,000 miles for a specified thirty­day period. The number of conductors assigned to extra service shall not be increased on any extra list or district, unless the mileage of each conductor on said list is not less than 3800 miles for a specified thirty­day period. Conductors shall be assigned to extra list in accordance with their seniority, but shall have the right to exercise a preference as between established extra lists on their respective seniority districts.
NOTE:--Mileage set out in this rule is only for the purpose of regulating the lists.

(c) Extra List an Assignment.

Conductors assigned to the extra list are considered regularly assigned; that is, they are regularly assigned to the extra list. (Note paragraph (g) of this rule.)

(d) Service on Extra List.

Conductors can take the extra list in accordance with their seniority, subject to the same rules and practices that apply to any regular run; that is, a conductor can take the extra list at any time provided he does not give up run he received by bulletin, or a run he acquired by displacing a conductor who had received the run by bulletin.

(e) More Than One Extra List, Sub­Divide Seniority District.

On seniority districts where more than one extra list is maintained, or where conductors are inducted into the service at more than one designated point, the Committee authorizes the sub­dividing of such seniority districts, when mutually agreed upon by the Railway Management and the Local Committee of Adjustment for the Order of Railway Conductors.

(f) Forfeit Rights.

As hereinafter provided, conductors cannot forfeit their rights to a run as a conductor, either regular or extra, and remain in the service as a brakeman unless the seniority district is sub­divided.
On Sub­division No. 1, all extra service, except as provided in Rule 5, shall be manned from the Conductors' Extra list at "A". In the event no extra list is maintained at "A", the senior available conductor at "A" shall be i called for the extra service, as it arises on Sub­division No. l
On Sub­division No. 2, all extra service, except as provided in Rule 5, shall be manned from the Conductors' extra list at "B". In the event no extra list is maintained at B", the senior available conductor at "B" shall be called for the extra service, as it arises on Sub­division No. 2.
Conductors shall not hold positions as brakemen on a sub­divided seniority district when their seniority entitles them to a regular position as a conductor on such subdivision of the seniority district. A conductor on one subdivision is entitled to exercise his seniority as a conductor on the other sub­division.
For illustration: Conductor "A" is braking on Sub-division No. 1 and displaced Conductor "B" as a conductor on Sub­division No. 2. Conductor "A" would not be entitled to return to Sub­division No. 1 as a brakeman as long as his seniority entitles him to a regular position as a conductor on Sub­division No. 2.  Service operated over the two sub­divided districts shall be manned from the sub­division where the service originates.
NOTE:--A conductor cannot forfeit his rights to extra service when he is the senior available conductor.

(g) Extra List Conductors Work First­In, First­Out.

Conductors assigned to extra list shall work first­in, first­out, and shall be marked upon extra list at the completion of each trip, unless tied up at some outside point; in that event, they shall hold run until they return to their designated terminal, except as provided in paragraph (m) of this rule, or are displaced.

(h) Induct Senior Available, Demoted Conductor When Extra List Exhausted.

Whenever the extra lists, as established in accordance with the above, shall become exhausted, the next senior available demoted conductor, if needed, shall be inducted into the service, but for one trip only.

(i) Where No Extra List Maintained.

On seniority districts where no extra list is maintained, the senior, available, demoted conductor at the source of supply at the time the call is placed, for other than passenger service, will be inducted into the service as a conductor for one trip only, after which the senior conductor making application therefor will be entitled to the vacancy for the remainder of the ten days during which such temporary vacancy otherwise would be filled from the extra list.

(j) Outside Runs.

Demoted conductors on outside runs will not be inducted  into the service as conductors until their seniority entitles them to regular service, or they can be assigned to the extra list; except that they will fill conductors' temporary vacancies on the run on which they are braking, instead of inducting a demoted conductor, junior to them, from the source of supply to fill such vacancy. In either event, the inducted conductor will hold the run one round trip only, if a senior conductor applies for it. This will not excuse the extra list conductor from filling such outside temporary vacancy, as provided in paragraph (k), if he is available. While filling such vacancy, he is subject to the terms of the assigned run.

(k) Extra List Fill Vacancies of Ten Days or Less.

Vacancies for a period of ten calendar days or less in other than passenger service shall be filled by conductors assigned to the extra lists on the district where the vacancy occurs. After ten days, the senior conductor making application for said vacancy shall be entitled to it until it is bulletined and assigned as provided in Rule 36.
Conductors who are not assigned to the extra list, but are inducted into the service when the extra list becomes exhausted are entitled to the vacancy for one trip only.

(l) Filling Temporary Vacancies in Pool or Chain Gang Service at Other Than Home Terminal.

When temporary vacancies occur in pool or chain gang service at other than the home terminal of such service, due to emergency, sickness or other cause, an extra conductor will, at once, be sent from the source of supply to fill such vacancy. Such extra conductor will, upon arrival at the away­from­home­terminal or other point of tie-up, immediately assume the vacancy for which called, or, if delay in arrival has necessitated advance of other conductors in the same pool to avoid delay to the service, he shall assume such vacancy as exists on his arrival, and shall continue thereon until return of such assignment to the home terminal or until relieved by the regular incumbent. Such service by the extra man shall not constitute a runaround to other pool conductors awaiting service at that point in their regular turn.
When a conductor is deadheaded to an outside point for pilot service, he will be used in the service for which deadheaded without regard to conductors rested and available for service at such outside point and without penalty compensation.

EXAMPLE:

Conductor deadheaded from A to B to pilot light engine. When call is made for movement of light engine from B to A, there is a rested chain gang conductor available that arrived at B ahead of conductor deadheaded to B. Call the conductor who was deadheaded to B to pilot the light engine movement.

(m) Chain Gang Conductor Returning to Service After Absence

When a conductor regularly assigned to chain gang service is absent from his turn for any reason, he will resume his regular assignment on his turn at the home terminal, except that if such turn is diverted into turnaround, work train or other service, preventing its return to the home terminal in its regular turn, the regularly assigned conductor may resume work on such turn at the point ere he finds it, provided he notifies the proper supervising officer in time for notice to the relief conductor at the time of or before he ties up on the last day of service he will render. The extra conductor thus displaced from such turn will return to the home terminal as a matter of convenience to the regularly assigned man, and without payment of deadheading to either.

(n) Senior Applicant Man New Runs and Permanent Vacancies.

New runs or permanent vacancies shall be assigned to the senior conductor making application for same, as provided in Rule 36(a), regardless of extra lists regulations.

(o) Take Extra List in Preference to Regular Run.

Conductors are privileged to waive their right to a regular run and take the extra list in preference thereto. This is not intended to mean that a conductor assigned to the extra board may waive an unbulletined temporary vacancy on a regular run.

(p) Man New Run When Waived by Extra List.

When a new run is created and the conductors assigned to the extra list prefer to remain on the extra list rather than take the newly created run, such run will be manned by the senior conductor not assigned to a regular run, or regularly assigned to the extra list; until such new run is bulletined and assigned in accordance with Rule 36.

(q) Report for Service After Laying Off.

Except as provided in paragraph (m) of this rule, conductors laying off shall report for service before the arrival of their regular run at the terminal where the extra conductor is relieved. This rule not to apply at terminals where conductors' extra list is maintained, or if a conductor exercises his seniority by electing to take a preference run.

(r) Go to Foot of List After Miss Call, Held From Service, or Lays Off.

When a conductor assigned to the extra list is held from service, or is not available for a call, or lays off, on his return to service shall be placed at the foot of the list.

(s) Run Off Seniority District.

Conductors will not be run off their own seniority district except in cases of extreme emergency, in which event they will receive not less than 100 miles for each calendar day held.
Provided such conductor is deadheaded back to his own seniority district out of his turn, conductors runround not to claim time. This rule will not prohibit running conductors off their own seniority district in interdivisional passenger service.

ABSENCE FROM SERVICE

RULE 38. Leave Absence, Maximum.
Leave of absence will not in any case exceed six months except in event of sickness or disability, or in event of military service in cases of National Defense.

RULE 39. Absence for Committee Work.

Any man serving on an O. R. C. committee shall not be discriminated against, and upon written request shall have leave of absence to serve upon such committee.

INVESTIGATIONS, DISCIPLINE AND REINSTATEMENT

RULE 40. (a) Investigation, Discipline, and Appeals.
Conductors charged with offenses involving suspension or discharge will be advised the nature of such offense, and no conductor will be discharged, suspended or given record suspension without full investigation, within five days from the date they are notified of the charges against them, by the Superintendent, or other designated officer, at which investigation all parties interested will be notified to be present and at which any conductor under investigation may be represented by the local or General Chairman of the O. R. C. and both will be present and hear all evidence submitted at investigation if they so desire. If conductor is not satisfied with decision, he will have the right to appeal to the next higher officer, continuing such appeal, if desired, until it reaches the highest designated appeal officer, whose decision shall be final. If the 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.
If transcript of investigation is made, conductor investigated or his representative will be furnished copy.
(b)	Reinstatement.
If conductor is found blameless, he shall be immediately reinstated and paid for time lost at his regular rates for each calendar day.

RULE 41. Rights When Reinstated.

Where conductors are discharged and afterwards are reinstated, they will hold their former seniority rights; that is, they will hold the same rights they would have had if they had been laying off. It is agreed that no claim for reinstatement will be submitted to any tribunal after one year has elapsed from the date of discharge.

MISCELLANEOUS

RULE 42. Minimum Mileage.
No more conductors will be employed on any division than are necessary to handle the business with safety and dispatch. Chain gang conductors will be permitted to earn an equivalent of 3,000 miles per month. This rule will not operate to prevent conductors from making more than 3,000 miles per month.

RULE 43. Handle Cables, Etc.

Conductors will not be required to handle cables, side boards, aprons or dirt dozers.

RULE 44. Eating.

Conductors will be allowed to cat as nearly as possible at the expiration of every six hours, provided they notify the train dispatcher, and if they do not absent themselves from their train over thirty minutes, they will receive continuous time.
Passenger symbol, stock and fruit trains not to be delayed.

RULE 45. (a) Calling Crews.

At main line terminals, conductors 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.

RULE 46. Time Slip Corrections.

When time claimed by conductors is not allowed, they will be promptly notified and reason given therefor.

RULE 47. No Fines.

Conductors will not be required to pay fines on account of damage to equipment or freight while in transit.

RULE 48. Time Passes.

Conductors who have been in the service one year will be furnished with time passes on the division or division over which they run.

RULE 49. Transportation-Change of Home.

When conductors choose to take runs compelling them to change their homes, transportation shall be furnished for their families and household goods.

RULE 50. Double­heading.

The fact being recognized that double­heading and helper engines are not desirable for either the Company or its I me n, it is mutually agreed that the practice shall 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 31st, 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, during any period of two months, exceed two and three­tenths 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' periods 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 51. Interpretations of Rules.

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 O. R. C.

FOR GREAT NORTHERN RAILWAY COMPANY,

C. O. JENKS,

Vice President.        

FOR ORDER OF RAILWAY CONDUCTORS,

R. E. LANDIS,

H. N. HANSEN,

SPECIAL AGREEMENTS OR UNDERSTANDINGS
MODIFYING APPLICATION OF GENERAL
RULES
APPENDIX "A"
Interpretive Agreement, Rule 20(e)
The terms of Agreement made at Chicago, effective April 1, 19~8 (quoted below), are hereby reaffirmed and made a part of this schedule. See Rule 20(e).
ARTICLE I.
Under the laws limiting the hours on duty, crews in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time; and not then until after the expiration of fourteen hours on duty under the Federal law, or within two hours of the time limit provided by state laws if state laws govern.
ARTICLE II.
If road crews are tied up in less number of hours than provided in the preceding paragraphs, 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 III.
When road crews are tied up between terminals under the law, they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty applicable to the crew; provided the long­ | est 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 IV.
A 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 V.
Road 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 VI.
Road crews tied up for rest under the law and then towed or deadheaded into terminal, with or without engine or caboose, will be paid therefor as per Article V, the same as if they had run the train to such terminal.
ARTICLE VII.
If any service is required of an engine crew, or if held responsible for the engine, during the tie up under the law, they will be paid for all such service.
ARTICLE VIII.
The foregoing articles constitute an agreement for the above named railway companies and their conductors, trainmen, engineers and firemen as to runs that are tied I l 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 risen whether there as 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 tie up 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~/2 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 "B"
INTERPRETATIONS REGARDING ADDITIONAL
ALLOWANCE FOR CONDUCTORS HANDLING
U. S. MAIL. REFERRED TO IN RULE 3(b)
(Agreement Effective May 1st, 1928)
(Rates Revised to Current Basis)
Question:
What monthly guarantees will be applied for Conductors and Assistant Conductors (Ticket Collectors) who handle U. S. Mail sufficient to require payment of differential of 34c per day?
Answer:
	Conductors 	$278.70
	Assistant Conductors (Ticket Collectors)	233.40

Question:
What average daily earning minima are established for Passenger Conductors and Assistant Conductors (Ticket Collectors) who handle U. S. Mail sufficient to require payment of differential of 34c per day?
Answer:
	Conductors 	$9.70
	Assistant Conductors (Ticket Collectors)	8.42

Question:
Is it contemplated that conductor, particularly on gas rail cars, or ticket collectors, be paid the differential for handling United States Mail?
Answer:
Yes. Where paid passenger rates and assigned to handle U. S. Mail where baggagemen are not employed.
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 Assistant Conductor (Ticket Collector) or head brakeman.
If over­flow U. S. Mail from the baggage car is handled in the combination car, would the Assistant Conductor (Ticket Collector) or Head Brakeman be entitled to the differential for handling U. S. Mail, if sufficient volume is handled?
Answer:
Yes.
APPENDIX "C"
(Referred to in Rule 25)
TWIN CITY SWITCHING AGREEMENT
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 15(b) and 25(a) and Trainmen's schedule Rules 15(b) and 25(a), 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 employes 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;

/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.      
NOTE:--Rules 15(b) and 25(a), referred to in this agreement, were Nos. 10(b) and 11 of schedule agreement in effect at time the above agreement became effective.
APPENDIX "D"
(Referred to in Rule 25)
(Coast Line Switching Agreement)
MEMORANDUM OF AGREEMENT BETWEEN GREAT NORTHERN RAILWAY COMPANY AND ITS EMPLOYES 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 employes 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:

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.         

APPENDIX "E"
(Portland­Vancouver Switching Agreement, Referred to
in Rule 25)
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 employes 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:

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.      

APPENDIX "F"
(Referred to in Rule 25, re Pick Up or Set Out Cars
Spokane)
MEMORANDUM OF AGREEMENT
Between
GREAT NORTHERN RAILWAY COMPANY
and
ORDER OF RAILWAY CONDUCTORS
The parties hereto do hereby agree as follows:
When outbound road conductors are required to pick up cars, or inbound road conductors are required to set out cars, at Spokane, they will be paid at pro rata rate for actual time consumed in making such pick­up or set-out, with a minimum of 10 minutes; such payment shall be in addition to the pay for the road trip and without deduction of time so engaged from the time of the road trip.
This agreement is in lieu of any schedule rules, agreements, or interpretations covering terminal services as to service herein provided, but without prejudice to the proper application of all such schedule rules, agreements, or interpretations to any other service.
This agreement shall become effective June 1, 1940.
Payment heretofore made to conductors as compensation for such pick­up and set­out service performed at Spokane between May 1, 1939, and June 1, l940, will be adjusted and paid on the herein mentioned basis.
This agreement shall continue in effect until thirty (30) days after written notice of desire for its cancellation or amendment shall have been given by either party hereto to the other.
FOR :
ORDER OF RAILWAY CONDUCTORS,
/s/ R. E. LANDIS,         
General Chairman.        
GREAT NORTHERN RAILWAY COMPANY,
/s/ C. O. JENKS, (JCR)    
Vice President          
Signed at St. Paul, Minn.,
this 7th day of May, 1940.
APPENDIX "G"
(Regarding Train Orders)
MEMORANDUM OF AGREEMENT
Between
GREAT NORTHERN RAILWAY COMPANY
and
ORDER OF RAILROAD TELEGRAPHERS
AMERICAN TRAIN DISPATCHERS ASSOCIATION
BROTHERHOOD OF LOCOMOTIVE ENGINEERS
BROTHERHOOD OF LOCOMOTIVE FIREMEN & ENGINEMEN
ORDER OF RAILWAY CONDUCTORS
BROTHERHOOD OF RAILROAD TRAINMEN
	---------------------------------