Cornell University Library KF3409.R25O32 1914 Official report of agreements made betwe IWilllllll 3 1924 001 968 704 Cornell University Library The original of tiiis book is in tine Cornell University Library. There are no known copyright restrictions in the United States on the use of the text. http://www.archive.org/details/cu31924001968704 OFFICIAL REPORT OF AGREEMENTS MADE BETWEEN The Officials of the Roads Named Herein AND THE B. OF L. E. COMMITTEES REPRESENTING The Engineers Employed Thereon REVISED TO JANUARY 1. 1914 Issued in accordance with an action of the Convention, " That the Grand Office fur- nish each Division with an Official Report of settlements made or contracts renewed between the different railway systems and the Brotherhood of Locomotive Engineers." GRAND OFFICE Brotherhood of Locomotive Engineers CLEVELAND. OHIO TO THE OFFICERS OF ALL DIVISIONS: You will preserve this book among the private papers of your Division for future reference. It is not to be loaned to individual members, or used outside of the Division room, except by members of G. Cs. of A.— those selected to perfect a schedule of pay. TO THE CHAIRMEN AND SECRETARIES OF ALL GENERAL COMMITTEES OF ADJUSTMENT: You will preserve this book among the private papers of your Committee for future reference. It is not to be loaned to non-mem- bers of the Committee, or used outside of the meetings of the Gen- eral Committee, or of Sub-committees of the G. C. of A. Yours fraternally. W. S. STONE. Gland Chief Engineer. M. W. CADLE. H. E. WILLS. F. A. BURGESS, ASH KENNEDY. E. CORRIGAN, L. G. GRIFFING, M. E. MONTGOMERY. Assistant Grand Chiefs. W. B. PRENTER. First Grand Engineer. C. H. SALMONS. Second Grand Engineer. LIST OF ROADS Atchison, Topeka and Santa Fe Ry, — (Coast Lines) Atchison, Topeka and Santa Fe Ry. (Proper) Southern Kansas Railway Co. of -Texas (Proper) ; Pecos and Northern Texas Railway (Proper) Pecos River Railroad (Proper) Baltimore and Ohio Chicago Terminal R. R. Canadian Northern Canadian Pacific Ry. — (Western Lines) Chicago and Alton Railroad Chicago, Burlington and Quincy R. R. Chicago and Eastern Illinois R. R. Chicago Great Western R. R. Chicago Junction Ry and Chicago River and Indiana R. R. Chicago, Milwaukee and Gary Ry. Chicago, Milwaukee and St. Paul Ry. — (Puget Sound Lines) Chicago, Milwaukee and St. Paul Ry. Chicago and Northwestern Ry. Chicago, Peoria and St. Louis Ry. Co. of Illinois. Chicago, Rock Island and Pacific Ry. Chicago, Rock Isknd and Gulf Ry. Chicago, St. Paul, Minneapolis and Omaha Ry. Chicago and Western Indiana and Belt Railway of Chicago. Colorado Midland Ry. Colorado and Southern Ry. Colorado Springs & Cripple Creek District Ry. Midland Terminal Ry. Denver, Laramie and Northwestern R. R. Denver and Rio Grande Ry. Denver and Salt Lake R. R. Duluth and Iron Range R. R. . Duluth, Missabe and Northern Ry. Duluth and Northern Minnesota Ry. Duluth, South Shore and Atlantic Ry. Mineral Range R. R. Elgin, Joliet and Eastern Ry. El Paso and Southwestern R. R. Fort Smith and Western R. R. St. Louis, El Reno and Western Ry. MARTIN P. CATHERWOOD LIBRARY LIST OF ROADS (Continued) Fort Worth and Denver City Ry. Galveston, Harrisburg and San Antonio Ry. \ Texas and New Orleans R. R.- g^^^^^ ^^^^^^^ Lines. Louisiana Western R. R. ( Morgan's Louisiana and Texas R. R. / Grand Trunk Pacific Ry.— Lines west of Fort William Great Northern Ry. Gulf, Colorado and Santa Fe Ry. Houston East and West Texas Ry. Houston and Shreveport R. R. Houston and Texas Central R. R. Illinois Central R. R. International & Great Northern R. R. Kansas City, Mexico and Orient Ry. Kansas City Southern Ry. Kansas City Terminal Ry. Louisiana and Arkansas Ry. Louisiana Railway and Navigation Co. Marshall and East Texas Ry. Midland Valley R. R. Minneapolis and St. Louis R. R. Minneapolis, St. Paul and Sault Ste Marie Ry. Minnesota and International Ry. Big Fork & International Falls Ry. Missouri, Kansas and Texas Ry. Missouri, Kansas and Texas Ry. Co. of Texas Beaumont and Great Northern R. R. Texas Central R. R. Wichita Falls Lines Missouri, Oklahoma and Gulf Ry. Missouri Pacific Ry. St. Louis, Iron Mountain & Southern Ry. New Orleans, Texas and Mexico R. R, Beaumont, Sour Lake and Western Ry. Orange and Northwestern R. R. Northern Pacific Ry. Northwestern Pacific R. R. Oregon Short Line R. R. Oregon- Washington R. R. and Navigation Co. LIST OF ROADS (Continued) Peoria and Pekin Union Ry. San Antonio and Aransas Pass Ry. San Pedro, Los Angeles and Salt Lake R. R. St. Louis, Brownsville and Mexico Ry.— (Gulf Coast Lines) St. Louis and San Francisco R. R.— (Frisco Lines) St. Louis, San Francisco and Texas Ry. Ft. Worth and Rio Grande Ry. St. Louis and Southwestern St. Louis and Southwestern Ry. of Texas Southern Pacific Company— Pacific System Spokane, Portland and Seattle Ry. Terminal Railroad Association of St Louis St. Louis Merchants Bridge Terminal Ry. Trinity and Brazos Valley Ry. Texas & Pacific Ry. Union Pacific R. R. Wabash R. R. — Lines west of Detroit Western Pacific Ry. Wichita Valley Ry. Yazoo and Mississippi Valley R. R. INDEX— RATES OF PAY PAGES (Inclusire) Passenger Service ^ — ^^ Motor Car Service 43 — 52 Mixed Train Service 53 — 58 Through Freight Service 59 — 91 Local Freight Service 92 — 119 Pusher and Helper Service 120 — 137 Work Train Service 13& — 173 Circus Train Service 174 — 180 Snow Plow Service 181 — 188 Wrecking Service 189 — 193 Mine Run Service 194—195 Incline Service — 195 Transfer Service 196—197 Switching Service 198 — ^230 Unclassified Service 231 — ^237 Attending Court 238—253 Breaking in Engine 254 — ^260 Deadheading 261 — ^278 Doubling Hills 279—290 Held for Service .291 — ^298 Hostlers .299—305 Piloting 306—309 Running Light 310—316 Two or More Classes of Service 317 — 325 Watching Engines 326 — ^331 RULES AND liEGULATIONS PAGES (iDclusive) Automatic Release at Terminal 332 — 335 Backing up 336 — 342 Beginning and Ending of Day 343 — 354 Calling 355—368 Called and Not Used 369—381 Discipline and Grievances 382 — 425 Eating on Road 426—432 Engineers Employed 433 — 439 Engineers Transferred 440 — 453 Guaranteed Mileage 454 — 456 Headlights, Grease Cups, Wedges and Supplies 457 — 469 Held Away from Home Terminal 470 — 472 Inspection of and Work on Engines 473 — 483 Intermediate Delay and Work 484 — 499 Leave of Absence 500 — 506 Physical Requirements 507 — 514 Reduction of Force 515 — 531 Rest •• 532—541 Rights to Runs and Engines 542—631 Seniority 632—653 Service Letters 654 — 658 Temporary Vacancies — How Filled 659 — 685 Terminal Delay 686—705 Terminal Switching and Work 706 — 721 Tied up on Road 722—770 Time Slips— Not Allowed 771—781 Turn-around and Short Runs 782 — 803 Miscellaneous 804 — 826 PASSENGER SERVICE ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910 Following rates are per one hundred (100) miles or less : ARTICLE XIX.— Cylinders under 18 inches in diameter $4.15 Cylinders 18 inches and over in diameter, including Atlantic and Pacific types balanced compounds (except as below) 4.40 On Pacific type engines west of Winslow only 4.65 On engines weighing 215,000 pounds or more on drivers (ex- cept Mallet) east of Winslow 4.65 On engines weighing 215,000 pounds or more on drivers (ex- , cept Mallet) west of Winslow 4.90 On Mallet engines weighing 275,000 pounds or less on drivers, east of Winslow 5.15 On Mallet engines weighing 275,000 pounds or less on drivers, west of Winslow 5.40 On Mallet engines weighing more than 275,000 pounds on drivers, east of Winslow . . , 5.40 On Mallet engines weighing more than 275,000 pounds on drivers, west of Winslow 5.65 On motor cars 3.90 Overtime paid pro rata rates after eight hours. When the schedule of any train exceeds eight hours all delays of more than fifty-nine minutes beyond the schedule shall be paid for pro rata. A delay of fifteen minutes over the hour shall be counted one and one-half hours ; a delay of thirty minutes over the hour shall be counted one and one-half hours; a delay of forty-five minutes over the hour shall be counted two hours ; and so on indefinitely. Twenty miles per hour shall be considered the running time of extra trains and all trains scheduled less than twenty miles per hour, for the purpose only of computing overtime in accordance with the preceding paragraph. In local passenger service where Engineers handle more than one scheduled train per day the sum of the schedules of such trains will be employed in computing overtime ; excepting that when the hours between the beginning of initial trip and ending of final trip each day exceed eight hours, overtime will be paid for after one hour beyond the schedule of the final trip. Under this clause where Engineers are employed for extra service between th^ time of starting on initial trip and ending of final trip each day, time consumed in making such ex- tra service will not be employed in computing overtime. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVEIi RAILROAD Effective December 1, 1912 Following rates per one hundred (100) miles or less: ARTICLE III.— Except between Pueblo and Denver: Cylinders under 18 inches in diameter $4.15 Cylinders 18 inches and over, except Santa Fe and Mallet types and Consolidations between Pueblo and Denver - 4.40 Santa Fe type, 900 and 1600 class 4.65 Mallet types, 275,000 pounds or less on drivers 5.15 Mallet types, over 275,000 pounds on drivers 5.40 Between Pueblo and Denver: Cylinders under 18 inches in diameter 4.15 Cylinders 18 inches and over, except Santa Fe and Mallet tpyes . . 4.40 Consolidation engines 4.80 Santa Fe type, 900 and 1600 class 5.05 Mallet types, 275,000 pounds or less on drivers 5.55 Mallet types over 275,000 pounds on drivers 5.80 ARTICLE III. — Overtime paid pro rata after eight hours. Engineers handling motor cars, per 100 miles or less, $3.90. When the schedule for any train exceeds eight hours, all delays, if more than fifty-nine minutes beyond the schedule time, will be paid for pro rata. It is understood that if a crew on a run, anywhere, is over nine hours making a run, they will be entitled to an hour's over- time. All overtime after nine hours will be computed in periods of fifteen minutes. On turnaround trips in passenger service where the single is less than 100 miles, and ten hours has expired between calls, two hundred miles will be allowed. This will not apply to assigned short runs where two or more round trips are made in one day. Twelve and one-half miles per hour will be the running time where continuous time is used. An irregular passenger train will include any passenger train not shown on timetable, or not run as a section of a carded train. This will include soldier trains, excursion trains, and trains consisting of business cars, etc. Pay of Engineers in irregular passenger service shall be twenty (20) miles per hour, with a minimum of eight hours, or one hundred and sixty (160) miles per day. Engineers in passenger service will be paid fifty-five (55) cents per hour for handling backups between Kansas City and Argentine. Time set to depart from Argentine shall be but one hour in advance of the schedule leaving time at Kansas City, and one hour only will be paid for — and not to exceed that — for handling backups Argentine to Kansas City. In handling backups from Kansas City to Argentine, time will be computed from actual time of arrival at Kansas City Union Depot, and will terminate with time engine is placed on in- going or designated roundhouse track at Argentine. If less than one hour, one hour will be paid. Overtime on the outgoing trip will be 2 computed in fifteen minute periods. Fifteen minutes will be paid one- quarter of an hour ; fourteen minutes will not be considered. Engineers on trains 23, 24, 25 and 26, on Lexington branch, will be allowed one hour overtime each day for turning train and doing work at Lexington Junction. But one hour to be paid for overtime during each twenty-four hours. When passenger engine crews are delayed in Dearborn Station thirty minutes or more after arrival with their trains, they will be allowed overtime for time so delayed, at overtime rates. One mile extra each wa^^ will be allov/ed for handling their engines between Dearborn Station and Eighteenth Street roundhouse. BALTIMORE & OHIO CHICAGO TERMINAL Effective December 24, 1910 ARTICLE I. — Suburban service: Cylinders under 18 inches in diameter, per day $4.15 Cylinders 18 inches or over, per day 4.40 Overtime paid pro rata rates after ten hours, from the time the last run at night is due at its terminal until the engine is turned in at roundhouse. ARTICLES I-II. — Engineers handling engines 1966 to 1971, in- clusive, will be paid on the basis of 45 cents per hour in any service and will be allowed thirty minutes before leaving and thirty minutes after arrival to examine engine. Engineers in suburban passenger service will be allowed fifteen miles per day for switching their trains at terminals. (a). — Engineers in suburban passenger service will be allowed overtime at the rate of ten miles per hour from the time that their last run at night is due at its terminal until the engine is turned in at the roundhouse, except that in the case of the Engineer who ties up at Chi- cago, who will be allowed overtime as between the schedule arriving time of his train at the terminal and its arrival, plus any time neces- sarily consumed beyond one hour in reaching the roundhouse at Roby Street. (b). — While business is not such that both suburban engine crews are required for service on Sunday and they work alternately and when the Engineer who lays over at Chicago Heights during the week, runs on Sunday, his mileage and overtime will be computed the same as on week days, based on actual miles run, plus fifteen miles arbitrary. When the Engineer who lays. over at Roby Street during the week runs on Sunday, he will be allowed the miles his engine makes on his regular scheduled runs, plus the light mileage necessary to make from Roby Street to Chicago Heights and return to Roby Street in going to and from the starting point of his train and plus fifteen miles arbitrary. Overtime in this case will be allowed as be- tween the scheduled arriving time of his last run at Chicago Heights and its actual arrival at Chicago Heights at the rate of ten miles per hour. (c). — Any service required of suburban Engineers during their layover hours, either at Chicago or Chicago Heights, will be paid for at the rate of ten miles per hour at suburban. train rates, such time to be figured as overtime and a separate slip made to cover. (d). — Suburban Engineers will not be required to perform service not directly connected with the movements of their trains during their layover hours at Chicago or Chicago Heights, except in cases of emergency. (e).— Mileage made by Engineers handling engines that are assigned to passenger service, other than as hereinbefore provided for, such as taking engine from one terminal point to another for service or repairs, will be allowed actual miles so made when other service is per- formed on the same date; if no other service is performed on that date to which the actual mileage can be added, one hundred miles will be allowed. CANADIAN NORTHERN RAILWAY Effective October 1, 1912 Rates below are per hundred miles : All engines of 16% capacity or less $4.40 All engines of 17% to 25% inclusive 4.50 All engines of 26% to 33% inclusive 4.65 All engines of 34% to 40% inclusive .' 4.90 All engines of 41% or over, except Mallets 5.15 Overtime paid pro rata after day of nine hours. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911 Alberta Division : East of Laggan and Crows Nest : Following rates are per one hundred (100) miles or per day of ten hours : Consolidation engines $4.90 Mogul, Atlantic or ten wheeler, 125% or over 4.65 Mogul, Atlantic and ten wheeler, less than 125% 4.50 All other engines, except otherwise specified 4.40 Engines (other than Mallet type) weighing 215,000 pounds and over on drivers 5.15 Mallet engines, weighing 275,000 pounds or less on drivers 5.65 Mallet engines, weighing over 275,000 pounds on drivers 5.90 Alberta Division: Between (^rows Nest and Kootenay Landing: Consolidation engines $4.90 Mogul, Atlantic and 10-wheel, 125% or over 4.65 Mogul, Atlantic and 10-wheel, less than 125% 4.55 All other engines, except otherwise specified 4.40 Engines (other than Mallet type) weighing 215,000 pounds and over on drivers 5.15 Mallet engines, weighing 275,000 pounds or less on drivers! ..... 5^65 Mallet engines, weighing over 275,000 pounds on drivers 5.90 4 Alberta Division : Field to I^aggan : Consolidation engines $5.65 Mogul, Atlantic and 10-wheel, 125% or over 5.65 Mogul, Atlantic and 10-wheel, less than 125% 5.65 All other engines, except otherwise specified 5.65 Engines (other than Mallet type) weighing 215,000 pounds and over on drivers 5.90 Mallet engines, weighing 275,000 pounds or less on drivers 6.40 Mallet engines, weighing over 275,000 pounds on drivers 6.65 Manitoba Division: Consolidation engines $4.90 Mogul, Atlantic and lO-wheel, 125% or over 4.65 Mogul, Atlantic and 10-wheel, less than 125% 4.50 All other engines, except otherwise specified 4.40 Engines (other than Mallet type) weighing 215.000 pounds and over on drivers 5.15 Mallet engines, weighing 275,000 pounds or less on drivers 5.65 Mallet engines, weighing over 275,000 pounds on drivers 5.90 Saskatchewan Division: Consolidation engines $4.90 Mogul, Atlantic and 10-wheel, 125% or over 4.65 Mogul, Atlantic and 10-wheel, less than 125% 4.50 All other engines, except otherwise specified 4.40 Engines (other than Mallet type) weighing 215,000 pounds and over on drivers 5.15 Mallet engines, weighing 275,000 pounds or less on drivers 5.65 Mallet engines, weighing over 275,000 pounds on drivers 5.90 British Columbia Division : West of Revelstoke, Arrow- head and Slocan Subdivision, and East of Columbia River on District 3 : Consolidation engines $5.00 Mogul, Atlantic and 10-wheel, 125% or over , 4.75 Mogul, Atlantic and 10-wheel, less than 125% 4.65 AU other engines, except otherwise specified 4.50 Engines (other than Mallet type) weighing 215,000 pounds and over on drivers 5.25 Mallet engines, weighing 275,000 pounds or less on drivers 5.75 Mallet engines, weighing over 275,000 pounds on drivers 6.00 Mountain Subdivision, East of Revelstoke, Nakusp and Slocan Branch, and all Subdivisions and Branches on District 3 West of the Columbia River: Consolidation engines $5.65 Mogul, Atlantic and 10-wheel, 125% or over 5.65 Mogul, Atlantic and 10-wheel, less than 125% 5.65 All other engines, except otherwise specified 5.65 Engines (other than Mallet type) weighing 215,000 pounds and over on drivers 5.90 Mallet engines, weighing 275,000 pounds or less on drivers 6.40 Mallet engines, weighing over 275,000 pounds on drivers 6.65 S Overtime paid pro rata rates after day of ten hours on all Canadian Pacific, Western Lines. CHICAGO & ALTON RAILROAD Effective July 1, 1911 Following rates are per one hundred (100) miles or less: Engines in Class D-1, D-2, D-3, D-5, D-l-A, D-l-B, D-2-A, D-2-B, D-3-B, D-3-A, D-5-A, D-Odd and D-6 $4.15 Engines in Class D-7, D-7-B, D-7-C, E-1, E-2, F-1, F-l-A, F-3, F-4, F-3-B, F-Odd, G-1, G-2, G-l-A, G-l-B, G-3-A, I-l, 1-2, 1-3, 1-4, I-S, I-S-A 4.40 Overtime paid pro rata after day of eight hours when the Schedule is exceeded more than two hours beyond the schedule time. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910 Following rates per one hundred (100) miles or less: Cylinders under 18 inches in diameter $4.15 Cylinders 18 inches and over in diameter 4.40 Class D-3, 4; L; R-4, S ; S-1, 2 ; O-l 4.60 Class T-1, 2 .5.60 RULE 3.— A passenger Engineer delayed over two hours at any lK>int during a trip will be paid for the full delay at 44 cents per hour, except when the delay is occasioned by obstruction or impairment of the track; then half time will be paid. Where runs are one hundred miles or over in length, overtime will be allowed where hostlering is required of Engineers; on runs of less than one hundred miles, where, under schedule effective No- vember 1, 1905, extra allowance is made for hostlering in addition to pay for the trip, this practice will be continued. . Engineers running pay trains, officers' specials or inspection trains will be paid at passenger rates, with a minimum of $4.40 per day, ex- cept as otherwise provided. Engineers held in or laid up for a day shall be paid at the minimum rate given above; living expenses will be borne by the Company when away from home. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911 Following rates per one hundred (100) miles or less: Engines under 18-inch cylinders $4.15 Engines with 18-inch cylinders and over 4.40 Engines weighing 215,000 pounds and over on drivers 4.65 ARTICLE II. — ^When time on duty on passenger trips of one hun- dred miles or less exceeds five hours, such excess will be considered overtime. On passenger trips exceeding 100 miles, the time on duty in hours exceeding the number of miles allowed, divided by 20, will be con- sidered overtime. 6 Overtime in passenger service will be paid for at the rate of 10 miles per hour ; paid pro rata rates. In computing overtime, actual minutes will be counted. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911 Pollowing rates per 100 miles or less: Cylinders under 18 inches in diameter $4.30 Cylinders 18 inches and over in diameter 4.40 Mogul, 10-wheel including engines 150-151, Prairie 4.50 Consolidation engines 5.10 Mallet engines, under 275,000 pounds 6.05 Mallet engines, 275,000 pounds and over 6.30 Overtime paid pro rata rates on the basis of 10 miles per hour. ARTICLE I. — Engineers on passenger engine backovers between roundhouse and terminal passenger stations at Omaha, Kansas City and Minneapolis, will be allowed 10 miles in addition to trip. Passenger Engineers will be relieved of their engines at Chicago Passenger Terminal by hostlers. Engineers required to handle engines, before or after completing trip, between Chicago Passenger Terminal or Empire Slip and Forty- Sixth Avenue roundhouse, or between St. Paul and Minneapolis, will be allowed 25 miles in addition to any other mileage made. CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES Effective December 24, 1910 Following rates per 100 miles or less : 8-wheel engines and Atlantic type $4.40 10-wheel, B-1, B-2, G-4, G-5 and F-1 4.55 10-wheel, B-3, B-4, G-6, G-7 and K-1 4.70 F-3, F-4 and L-1 4.90 Mallet engines 5.90 Overtime paid pro rata rates, computed on basis of 10 miles per hour; actual minutes counted. ARTICLE XIII. — Engineers in passenger service running over the following districts will be allowed six consecutive miles: Moncton and Keechelus 12 miles Kittitas and Beverly 12 miles Avery and Haugan 12 miles Butte Yard and Piedmont 12 miles Bruno and Summit 12 miles NOTE: It is agreed that when the grade between Bruno and Summit is reduced to 1% or less, the above will not apply between these points. 7 CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913 Following rates per 100 miles or less : 8-wheel, under 18-inch, including I-l, 1-2, J-1, J-2, J-3 and X-1. .$4.20 8-wheel, under 18-inch, H-7 4.30 8-wheel, 18-inch and over, A-1 4.40 F-1, G-2, G-3, G-4, G-5, 1-3, 1-4, 1-5 and M-1 4.55 A-2, B-1 and B-2 4.55 B-3, B-4, C-4, F-2, F-3, F-4, F-5, G-6, G-7, K-1 and M-2 4.70 C-1, C-2, C-3, C-S and L-1 4.90 L-2 ...:.... 5.15 N (Mallet) 5.90 Overtime paid pro rata rates. ARTICLE II.— Overtime to be computed after 10 hours' service, for the actual number of minutes on duty thereafter, to be paid for as per class of engine employed on, full amount of such overtime to be computed and allowed at the end of each month. If the total pro- duces a fraction of an hour amounting to more than 30 minutes, one full hour will be allowed. If 30 minutes or less, the fraction will be dropped. CHICAGO & NORTHWESTERN RAILWAY Effective December 24, 1910 Following rates are per 100 miles or less : 8-wheel, under 18-inch cylinder $4.20 8-wheel, 18-inch cylinder and over. 4.40 8-wheel, with trailer 4.40 6-wheel, connected, 18 and 19-inch cylinder 4.50 6-wheel, connected Class R and Class R-1 4.50 Pacific type. Class E-1 and Class L 4.50 Pacific type. Class E, 23-inch cylinder, superheated or saturated . . 4.65 Pacific type. Class E, 25-inch cylinder, superheated or saturated. . 4.65 Consolidation, Class Z 4.65 Narrow gauge. Black Hills District 4.95 Overtime paid pro rata, computed on a basis of 10 miles per hour. Thirty minutes or over will be called one hour. After the first hour one mile will be allowed for every six minutes worked. ARTICLE VIII. — Passenger Engineers delayed on the road by wrecks, washout or snow shall be paid for all time lost, provided it exceeds one hour. This rule also applies to Passenger Engineers de- layed in the same manner by preceding and connecting trains. CHICAGO, PEORIA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912 Following rates per one hundred ( 100) miles : Engineers in through passenger service $4.10 Branch Lines: Havana- Jacksonville Branch runs 3.75 8 Twelve hours or less to Constitute a day's work in branch pas- senger service, overtime pro rata. Any work done by this crew on main line inside of the time shown for the Grafton Branch trains on the timetable will be considered as part of the Grafton Branch work. One hundred miles or less, five (5) hours or less, shall consti- tute a day's work on all passenger trains, except in special passenger service. Overtime pro rata based on twelve (12) miles per hour. Time consumed by crews in passenger service at terminals before starting will be added to road time and overtime will be allowed pro rata, provided the total time consumed at terminal and on the road exceeds the total mileage divided by twelve (12). Any special service which may be added to the schedule, or pro- vided for at different intervals, such as business between Springfield and the State Fair Grounds, Petersburg and Chautauqua, and runs of a like nature. Engineers will be paid on a basis of $3.75 per day. Overtime pro rata after ten (10) hours, 10 hours or less to consti- tute a day's work, provided no other service is performed on that day. Engineers running extra or special passenger trains on runs of 100 miles or less shall receive regular passenger pay. Crews on Officers' Special, Pay Car or Inspection Train shall be paid at the regular passenger pay and when held and not used shall be allowed 100 miles for each day held. Passenger crews regularly assigned will not. be used in freight service except in case of emergency. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY and CHICAGO, ROCK ISLAND & GULF RAILWAY Effective February 1, 1911 Following rates are per 100 miles or less : Cylinders under 18 inches $4.15 Cylinders 18 inches and over 4.40 8-wheel, 19-inch cylinder, 20-inch cylinder with trailer 4.40 6-wheel connected, 18-inch to 19-inch cylinder, 20 to 21-inch cylinder 4.40 Consolidation 4.80 Overtime paid pro rata ; basis 10 miles per hour. Chicago Suburban Service: All classes of engines between Chicago and Oak Forest (if done within 13 consecutive hours), 100 miles or less; additional miles pro rata $5.20 Overtime, per hour, 43 1-3 cents. ARTICLE XXXII. — Engineers in passenger service backing up between Chicago, Fifty-first Street coach yard and Forty-seventh Street, will be paid double miles, but no overtime. Kansas City will be a terminal for passenger trains. CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910 Following rates are per 100 miles or less, 10 hours or less : Cylinders under 18 inches in diameter $4.20 Cylinders 18 inches, 4-4-0 4.40 Cylinders 19 to 21 inches, 4-4-0 4.40 Class G-3 4-4-2 4.40 Cylinders 'l8 to 19 inches, 0-6-0, 4-6-0, Class G-1 and G-2, 4-6-0, Class I-l, 4-6-0, Class 1-2, 4-6-2, Class H, 2-8-0 4.50 Overtime pro rata. One mile for each six minutes. COLORADO MIDLAND RAILWAY Effective November 1, 19U. Engines of 150,000 pounds or less, weight on drivers $4.22 Engines over 150,000 pounds on drivers 4.43 If Made Within Runs Between Trips Mileagre Hrs. Min. Colorado City and Leadville Single 134.3 11 15 $6.54 Colorado City or Colorado Springs and Woodland or Divide Double 53.8 6 00 4.22 Colorado City or Colorado Springs east of Woodland Double 40.0 3 00 2.11 Colorado City or Colorado Springs and Florissant Double 71.6 7 00 4.74 Colorado City and Cripple Creek Double 113.8 11 30 7.62 Colorado City or Colorado Springs and Midland Double 66.2 7 30 4.74 Colorado City and Wild Horse Single 100.1 9 10 5.73 Florissant and Divide ; Double 17.8 3 00 2.11 ' Florissant and Leadville Single 101.5 8 28 4.77 Florissant and Bath .Double 97.8 8 10 4.60 Buena Vista or Wild Horse and Bath. .Double 37.0 3 05 2.11 Wild Horse and Arkansas Junction Double 60.6 5 03 2.85 Wild Horse and Ivanhoe Double 81.6 7 36 4.80 Wild Horse, Ivanhoe and Leadville .... Single 54.5 5 12 3.71 Wild Horse, Ivanhoe, Leadville and Wild Horse Double 88.5 8 48 5.30 Leadville and Bath ; Double 105.2 8 45 4.95 Leadville, Bath and Wild Horse Single 71.1 5 55 3.35 Leadville and Wild Horse (minimum) .Double 68.2 6 00 4.22 Leadville and Wild Horse Double 68.2 5 40 3.21 Leadville and Busk Double 24.0 3 00 2.11 Leadville and Ivanhoe Double 28.0 3 45 2.63 Leadville and Sellar Double 48.0 5 17 4.38 Leadville and Thomasville Double 71.0 7 50 6.59 Leadville and Basalt Single 55.6 6 10 4.22 Leadville and Aspen Single 74.0 7 40 5.10 Leadville and Cardiff Single 75.9 7 52 5.42 Thomasville and Ivanhoe Double 43.0 4 47 3.91 10 ,, „ If Made Within Runs Between Trips Mileage Hrs. Min. Basalt and Thomasville Double 40.2 3 00 $2.11 Basalt, Ivanhoe and Thomasville Single 63.3 7 00 5.05 Basalt and Ivanhoe Double 83.2 9 13 5.97 Basalt and New Castle Double 71.6 6 00 4.22 Basalt and Grand Junction Single 112.7 8 45 5.15 Basalt and Sellar Double 63.2 7 00 4.25 Basalt and Arkansas Junction Double 103.6 11 29 8.13 Basalt and Aspen Double 36.8 3 00 2.11 Aspen and Glenwood Double 84.2 7 00 3.78 Cardiff and Ivanhoe Double 123.8 12 36 8.34 Cardiff, Ivanhoe and Basalt Single 103.5 10 55 7.16 Cardiff and South Canon Double 15.4 1 12 .84 Cardiff and New Castle Double 31.0 2 35 1.83 Cardiff and Rifle .Double 59.0 4 55 2.48 Cardiff and Grand Valley. Double 93.6 7 58 3.94 Cardiff and DeBeque Double 119.0 9 55 5.02 Cardiff and Grand Junction Single 92.4 8 10 4.60 Cardiff and Sellar Double 103.8 10 27 6.62 Cardiff and Arkansas Junction Double 144.2 14 ,52 10.50 ARTICLE II. — Overtime, 46 cents per hour, less than thirty min- utes will not be counted ; thirty minutes or over and less than one hour to be counted as one hour. Computed as follows : Regular trains after schedule of train, irregular trains after average of fastest and slowest passenger schedule trains on district over which each train moves, except in passenger helper service where freight rates of pay apply, overtime to be computed as per time shown in table of rates. Back-over service between Colorado City and Colorado Springs, when made in connection with run one, table of rates, will be paid for inde- pendent of trip rate on overtime basis, with a minimum of one hour for each back-over trip. ARTICLE III. — All intermediate mileage not elsewhere specified will be paid for at the following rates : Colorado Springs and Divide $6.33 Divide and Florissant 6.92 Florissant and Leadville 4.71 Midland Terminal 6.33 All work not covered by table will be computed at the rate of 45 cents per hour, when the amount at this rate exceeds the mileage, shown in table. Leadville and Ivanhoe $9.56 Ivanhoe and Thomasville 9.37 Thomasville, Aspen and New Castle 5.90 On all runs, five per cent additional for engines of one hundred and fifty thousand (150,000) pounds weight on driving wheels, not to apply in computing overtime. ARTICLE IV. — In event of suburban service being established between stations Colorado Springs to Divide, inclusive, when more than one double is made within twelve consecutive hours, the mileage 11 fate win apply Oti all the trips made within that time, the rate of pay to be 6.33 cents per mile with a minimum of four dollars and twelve cents ($4.12) per day; overtime at the regular overtime rate. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. Rates per 100 miles or less : Cylinders under 18 inches in diameter $4.25 Cylinders 18 inches and pver in diameter 4.40 Overtime pro rata, AlYz and 44c per hour. ARTICLE XL — Engineers running consolidated locomotives in passenger service shall be paid the class freight rates, less forty (40c) cents respectively. Freight Engineers required to fill out uncompleted portions of passenger trips shall be allowed full freight rates for trip. ARTICLE XVI. — Overtime to be allowed on basis of fifteen milfes per hour computed for each part of the run separately ; it being under- stood that on regular trains on straightaway trips more than twelve hours continuous service in one day will call for overtime, and on irregular passenger runs of small mileage overtime will be paid after nine hburs. Clear Creek District: ARTICLE LXXV. — ^AU narrow gauge passenger rates of pay on the Clear Creek District shall be, for one hundred miles or less, $4.70, mileage and overtime as per tabulated schedule. ARTICLE LXXVI. — Central City passenger run, making two doubles Central City to Forks Creek and return ; or two doubles Cen- tral City to Golden and return, shall be allowed 115 miles per day at rate of $4.70 for 100 miles or less; overtime after 11 hours, hours. Miles Hours Minutes Denver to Silver Plume, double 150 5 ea. way Denver to Silver Plume, single (trains 52-53) . . . 100 6 40 Denver to Silver Plume, double (trains 52-53) . . 200 6 40 Denver to Golden, 4 doubles 126 1 ea. way South Park Division : For one hundred valley miles $4.20 For forty- four mountain miles 4.20 Overtime 52j^c per hour. COLORADO SPRINGS & CRIPPLE CREEK DISTRICT RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. Colorado Springs to Cripple Creek and return (via Vic- tor and M. T. Ry) . : Class 135 engines, per trip $6 69 Class 170 engines, per trip \ 7 93 Overtime paid pro rata rates, after 13 hours. 12 Colorado Springs to Grassy or Cameron and return: Uass 135 engines, per trip . .7 Class 170 engines, per trip '.'.'.'.'.'.'.'.'.'.'.'..'. 602 Overtime paid pro rata rates, after 10 hours! Colorado Springs to Clyde and return : Class 135 engines, per trip .en Class 170 engines, per trip '.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.[ 495 Overtime paid pro rata rates, after 10 hours. Colorado Springs to Summit and return: Class 135 engines, per trip ^ e, Class 170 engines, per trip '.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'..'. [ '. 4 94 Overtime paid pro rata rates, after 8 hours. Cripple Creek to Divide and return : Class 135 engines, per trip 412 Class 170 engines, per trip .\. 453 utes ^ot'^^njfi^'° "T '^^^'' ^^*f ^ ^°"''^' Less "than 30 min- utes not counted, 30 mmutes or more 1 hour will be counted. fr.,v?fF^^!^^^^~^^^" ^"^"^^ ^'■^ "s«d in both passenger and ^fA ',^r'^^/""n? the same trip, mileage at the designatfd rates Sy's pay P'-o^^dmg the total mileage amounts to more than a SECTION 3— On passenger trips time to be allowed from the time engine leaves roundhouse tracks until engine returns to round- house tracks, in all service, except such passenger runs as start from and terminate at Cripple Creek; it being understood that the time of these trains will begin from the time trains depart from, and arrive at, Cripple Creek depot. SECTION 4— The basis upon which the trip rates in this schedule are figured is as follows : rtelvn^"^-""' $4.12 Class 170 engines , 4 S3 Fifty mountain miles or less, eighty intermediate miles or less, or one hundred valley miles or less, one day. Mountain miles between Colorado Springs (C. S. & C C D yard) and Summit, Cameron and Cripple Creek (via Hoosier Pass), and Cameron and Victor; intermediate miles between Summit and Cam- eron, and between Victor and Cripple Creek, on M. T. Ry. SECTION 5. — Rates of pay for Engineers in passenger service between Colorado Springs and Cripple Creek on joint M. T-C M run to be governed by the Colorado Midland schedule. ARTICLE XII. — Suburban passenger service in Cripple Creek District : Class 135 engines $4 12 Class 170 engines ..!... 4 53 Overtime paid pro rata rates after ten hours. Five hours or less, one-half day; over five hours, one day. 13 In all District passenger service the rates quoted shall include turning and switching trains when iiecessary. This applies to crews assigned to this service only. When switching crews are called upon to perform like service during their switching hours, they will be paid at switch engine rates. DENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. Following rates per one hundred ( 100) miles or less : Cylinders 18 inches and over $4.00 8-wheel, 19-inch cylinder, 20-inch cylinder with trailer 4.00 6-wheel connected 18 to 19-inch cylinder, 20 to 21-inch cylinder. 4.00 Consolidation engines • 4.30 Overtime paid pro rata ; less than thirty minutes not counted ; over thirty minutes one hour. DENVER & RIO GRANDE RAILWAY— COLORADO LINES Effective March 22, 1911. Malta, Minturn, LaVeta, Sierra, Altura, Halls, Dykes, Sun- etha, per mile 7.47c Mountain, per mile 10.07c All other territory, per mile 4.60c DENVER & RIO GRANDE RAILWAY— UTAH LINES Passenger rate, per mile 4.60c Mallet engines, per mile 6.54c DENVER & SALT LAKE RAILROAD Effective August 16, 1912. Following rates per 100 miles or less : First District, Denver and Sulphur Springs : Engines of 137,000 pounds or less on drivers $5.10 Engines over 137,000 pounds on drivers 5.70 Mallet Compound 6.50 Second District, Sulphur Springs to Steamboat Springs : Engines of 137,000 pounds or less on drivers 4.80 Engines over 137,000, pounds on drivers 5.35 Mallet Compound 6.35 ARTICLE VIII. Section 1. — The basis of computation shall be double the rates mentioned above between Mile Post 53 and 80, via Rollins Pass line, overtime after a minimum speed of ten (10) miles per hour time card mileage. In computing mileage the nearest mile post will apply. Overtime per hour on engines 137,000 pounds or less on drivers. .51 Overtime per hour on engines over 137,000 pounds on drivers. .. .57 Overtime per hour on Mallet Compound 65 Overtime paid after schedule of train. Actual minutes counted. 14 ARTICLE II.— On. extra passenger runs overtime will be based on sixteen (16) miles per hour Denver to Mile Post 80, and twenty- two (22) miles per hour Mile Post 80 to Steamboat Springs. Engineers or Firemen on round trip excursion train will be paid continuous time until reaching initial terminal on return trip This also to apply to Denver-Arrow turn. At all terminal points where Engineers and Firemen are required to switch or turn their own trains, they will be paid for actual time consumed at overtime rates, except where otherwise provided. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. Following rates per 100 miles or less, 10 hours or less : Cylinders 18 inches or under, less than 100,000 pounds $440 Cylinders 20 x 24 inches, 100,000 to 110,000 pounds 4 40 Cylinders 19 x 26 inches, 110,000 to 120,000 pounds .... 4 40 Cylinders 22 x 26 inches, 140,000 to 170,000 pounds 4 65 Cyhnders 22 x 28 inches, 170,000 pounds and over 4.65 Special passenger 5 05 Overtime pro rata basis 10 miles per hour. DULUTH, MISS ABE & NORTHERN RAILWAY Effective January 1, 1911. Following rates per 100 miles : Cylinders 18 inches and under; less than 100,000 pounds on drivers $4 40 Cylinders 19 x 26 inches, 100,000 to 121,666 pounds. . . . '. '. . .' .' ." .' .' 465 Cylinders 20 x 26 inches, 110,000 to 120,000 pounds 4.65 Cylinders 22 x 28 inches, road engines 144,000 to 200,000 pounds. 4.65 Special passenger 5 05 Overtime pro rata basis 10 miles per hour. DULUTH & NORTHERN MINNESOTA Effective October 1, 1911. ARTICLE I.— Engineers shall be paid at the rate of $3.80 per hundred miles or less, ten hours or less. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY MINERAL RANGE RAILROAD Effective December 24, 1910. Following rates per 100 miles or less : Standard engines, cylinders less than 18x24 inches : .$4.25 Standard engines, cylinders 18 x 24 inches or larger 4.40 Mogul and 10- wheel 18 x 24 inches or larger 4.40 Consolidation engines weighing 140,000 pounds or less on drivers 4.55 Consolidation engines weighing over 140,000 pounds on drivers. 4.80 IS Overtime paid pro rata rates, computed on basis of ten miles per hour, or one mile for each six minutes after ten hours when mileage does not exceed ten hours. EL PASO & SOUTHWESTERN RAILROAD Effective December 24, 1910. Following rates per one hundred (100) miles or less: Engines weighing 126,000 pounds or less on drivers .$4.40 Engines "weighing over 126,000 pounds and less than 215,000 pounds on drivers 4-^^ Engines (other than Mallet type) weighing 215,000 and over. . . 4.78 Mallet engines weighing 275,000 pounds or less on drivers 5.28 Mallet engines, weighing over 275,000 pounds on drivers 5.53 ARTICLE I. (c). — Passenger Engineers doubling on short pas- senger runs, the single of which is less than 100 miles and the double of which is over 100 miles, actual miles and overtime will be paid when time consumed in making double does not exceed 8 hours. If time consumed in making double exceeds 8 hours, two singles or 100 miles in each direction will be paid. (d). — The schedule of a passenger train will be the limit of a trip between terminals, provided the time does not average less than 20 miles per hour, and when from any cause the time consumed exceeds this limit overtime will be paid at the rate of 12>^ miles per hour class rates for all time thus consumed. (e). — The running time of extra and irregular passenger trains will be considered at rate of 20 miles per hour, and in event of the run- ning time of any train averaging less than 20 miles per hour. Engineer will be paid overtime after 20 miles per hour. (f). — It will be understood that for any service less than 100 miles overtime will not begin until five hours are exceeded. In computing overtime the first thirty (30) minutes to constitute an hour, and hour for hour thereafter. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. ARTICLE II.— Following rates per one hundred (100) miles: Engineers will receive $4.05 Over one hundred miles, pro rata. Overtime per hour, forty and one-half cents (40j/2c). Road over- time will be computed on basis of fifteen miles per hour and paid pro rata at mileage rates on basis of ten miles for each hour earned. No road overtime will be allowed until six hours and forty minutes are consumed. In passenger service one hundred miles or less will constitute a day's work. Passenger Engineers will be allowed one mile on each trip for going to and from the Fort Smith and Western main line to the Santa Fe station at Sparks. ARTICLE III. — ^When freight cars are handled on passenger trains. Engineers will receive one hour overtime, excepting when re- 16 quired .to switch out or spot cars, two hours will be allowed. .Passen- ger Engineers required to handle freight cars in switching out passen- ger equipment will be allowed one-hour overtime for such work. These allowances to be arbitrary independent of other time earned. ARTICLE IV. — Passenger Engineers required to switch their train or turn their engine or baggage car at Fort Smith, before their day's work begins, or after it is completed, will be allowed one hour overtime for such service. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. Consolidation engines, per 100 miles or less $4.65 All other engines, per 100 miles or less 4.40 Overtime paid pro rata. After one full hour in excess of schedule time one hour will be allowed ; after one hour time to be computed on minute basis. ARTICLE III. — ^The running time of extra passenger trains shall be computed at the rate of twenty miles per hour, and when trains average less than twenty miles per hour. Engineers shall be paid over- time after twenty miles per hour. It shall be understood that for any service less than 100 miles over- time will not begin until five hours will have been exceeded. ARTICLE VIII. — All short runs on passenger trains, where en- gines are tied up between terminals, and Engineer has to turn his own train, and do his own work, will be allowed one hour in excess of regular wages. This applies to all runs where there is no hostler to handle engine. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD (Sunset Central Lines) Effective September 1, 1911. Specified Trip Rates: (Average rate per mile) : Mallet engines weighing over 275,000 pounds on drivers $5.82 Mallet engines, weighing 275,000 pounds or less on drivers 5.57 Engines (other than Mallet) weighing 215,000 pounds or over on drivers 5.07 Class C, including engines weighing over 140,000 and less than 215,000 pounds on drivers : 4.82 Class B, including engines weighing over 110,000 pounds to and including 140,000 pounds on drivers . .■ 4.62 Class A, including engines weighing 110,000 pounds or less on drivers 4.42 Engines with cylinders less than 18 inches in diameter 4.17 Overtime, on Mallet engines, per hour, 60 cents; overtime, for other engines, per hour, 55 cents, computed on a basis of 20 miles per hour. When time consumed exceeds 29 minutes added to schedule time between terminals. 17 ARTICLE II.— In Sylvan Beach and Seabrook suburban, passen- ger service arbitrary rates will be paid Engineers as follows : Engines with cyliiiders under 18 inches, per day $4.15 Engines with cylinders 18 inches and over, Class A, per day 4.40 Class B, per day 4.6Q Class C, per day 4.80 SECTION 2. Eight hours or less, 100 miles or less, will consti- tute a day. Overtime after eight hours at 55 cents per hour. ARTICLE VI.— Eagle Pass Branch: Cylinders under 18 inches, per calendar, month $124.50 Cylinders 18 inches and over. Class A, per calendar month 132.00 Class B, per calendar month 138.00 Class C, per calendar month 144.00 Wharton- Palacios Branch (137.6 miles): Engines with cylinders under 18 inches, per round trip of 13 hours and 45 minutes 5.71 Engines with cylinders 18 inches and over, Class A 6.05 Engines with cylinders 18 inches and over. Class B 6.33 Engines with cylinders 18 inches and over. Class C 6.60 per round trip of 13 hours and 45 minutes. Sabine Pass Branch (160 miles) : Cylinders under 18 inches, per day of sixteen hours 6.64 Cylinders 18 inches and over, Class A, per day of 16 hours . . . 7.04 Class B, per day of sixteen hours 7.36 Class C, per day of sixteen hours, switching at Sabine 7.68 Eunice and New Iberia Branch : Cylinders under 18 inches, per calendar month 132.00 Cylinders 18 inches and over. Class A, per calendar month. . . 139.50 Class B, per calendar month 145.88 Class C, per calendar month 152.25 Switching at Eunice. Two engineers assigned. New Iberia and Midland Branch (112 miles). Engines with cylinders under 18 inches, per day of 11 hours and 12 minutes 4.65 Engines with cylinders 18 inches and over, Class A, per day of . 11 hours and 12 minutes 4.93 Class B, per day of 11 hours and 12 minutes 5.15 Class C, per day of 11 hours and 12 minutes 5.38 Switching own train at Midland. Alexandria Branch: Engines with cylinders under 18 inches, per calendar month 132.00 Engines with cylinders 18 inches and over. Class A, per calendar month 139.50 Class B, per calendar month 145.88 Class C, per calendar month 152.25 Switching own train at Alexandria and Cheney ville. Two en- gineers assigned. 18 Baton Rouge Branch (103 miles) : Engines with cylinders under 18 inches, per day of 10 hours and 18 minutes 4.53 Engines with cylinders 18 inches and over, Class A, per day of 10 hours and 18 minutes 4.79 _ Class B, per day of 10 hours and 18 minutes 5.01 ■ Class C, per day of 10 hours and 18 minutes 5.23 Switching own train at Anchorage, GRAND TRUNK PACIFIC— LINES WEST OF FORT WILLIAM Effective July 15, 1912. Following rates per 100 miles or less : Engines Nos. 50-125 $4.40 Engines Nos. 1-26 4.50 Engines Nos. 200-224, 600-629, 1100-1114 4.65 Engines Nos. 400-409, 800-869 4.90 ARTICLE II. — On all passenger trains not otherwise specified detention will be paid for the time used in making the trip in excess of the time necessary to complete the trip at an average speed of fifteen (15) miles per hour. Fractions of an hour less than thirty (30) minutes will not be counted; fractions of an hour over thirty (30) minutes will be counted one hour. GREAT NORTHERN RAILWAY Effective June 1, 1913. Rates per 100 miles or less 10 hours or less : Following rates 100 miles or less : Class- A-1, 2, 3, 4, 5; B-1 to 23 inclusive; D-1, 2, 4; E-1, 2, 3, 4, 5, 7, 9, 11, 13 $4 40 Class A-7, 8, 9, lO^D-^ 6';'E-8,'i6,' 14,' Vs/K-iVH-V.'i'i,^! ! .' 4^65 Class F-1 to 10 inclusive; F-1 S, 6S, 7S, 8S, 9S; G-1, 2, 3, 4, 5, 3S ; J-1, 2, 3 4. 90 Class O-l 5.15 Class L-2 5.65 Class L-1 ; M-1 ; M-2; N-1 5.90 Overtime pro rata. Basis of 10 miles per hour. RULE 2. — Between Leavenworth and Skyomish, Clancy and Woodville, Northport and Rossland, Grand Forks and Phoenix,. Oro- ville and Molson, Essex and Summit, the rate for all engines and motors will be ten per cent in excess of the above rates. The same thing to apply to any other grade of 1.8% or greater, but only for the actual distance covered by such grades. RULE 8. — Engineers on passenger engines at St. Paul, Sioux City, Grand- Forks, Duluth, Seattle, Spokane and Great Falls, where they handle engine to and from roundhouse, will be paid actual time or miles for such work, computing from the time they leave the desig- 19 nated roundhouse track or passenger station, or, if detained their time will commence at the expiration of fifteen minutes after the arrival of passenger train at station, or the time Engineer was due to leave desig- nated roundhcKuse track, and will end when engine arrives at station or is delivered on designated roundhouse track. RULE 26. — When it is desired to have passenger Engineers fur- nish steam for heating or lighting trains, they will be required to be on their trains not less than fifty minutes in advance of leaving time, and will be paid for all time they are there in excess of twenty minutes before leaving time. RULE 36. — In passenger service a turnaround run between two terminals will be computed as a straightaway run, provided the distance between such terminals does not exceed 85 miles or the turnaround run leaves within ten hours from the time called to leave designated track on the first trip. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. Following rates are per one hundred ( 100) miles or less : Cylinders less than 18 inches in diameter $4.15 Cylinders 18 inches or over in diameter 4.40 Overtime paid per hour, 41 J4 cents and 44 cents. Less than 30 minutes not counted, 30 minutes or more shall be counted as one hour. ARTICLE II. — On runs of more than one hundred (100) miles. Passenger Engineers, when delayed one hour or more over schedule time from one terminal to the other shall be paid overtime at passenger overtime rate for all time in excess of the schedule ; on runs one hun- dred (100) miles or less, for which one hundred (100) miles are al- lowed, Passenger Engineers when delayed two hours or more over schedule time in running from one terminal to the other shall be paid overtime at passenger overtime rate for all time in excess of schedule. On irregular passenger or special trains overtime will be paid on a speed basis of twenty miles per hour at passenger overtime rates. If on runs of one hundred (100) miles or less, two hours or less not to be counted; on runs of more than one hundred (100) miles, one hour or less not to be counted. _ Engineers in passenger service required to handle one or more freight cars in their train will be allowed through freight pay for the distance handled. Not to include cars with express matter. HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910 Cylinders under 18 inches in diameter , $4.15 Cylinders 18 inches and over in diameter [ ,, 4*40 Overtime, per hour, 55 cents. 20 _ ARTICLE v.— Overtime on all passenger and mixed trains shall begin after schedule of such trains, 30 minutes considered one hour, less than 30 minutes not counted. Overtime shall be allowed on ir- regular passenger trains on basis of 22 miles per hour. HOUSTON & TEXAS CENTRAL RAILROAD "^ Effective December 24, 1910 Following rates per 100 miles or less : Cylinders under 18 inches in diameter $4 15 Cylinders 18 inches and over in diameter ! 4!40 Overtime, per hour, 50 cents, except in Main Line service* Hous- ton to Denison and on Austin Branch, Hempstead to Austin, paid per hour, 55 cents. Computed on basis of 22 miles per houi:; less than JU minutes not counted, 30 minutes counted as one hour. . . ARTICLE II. Section B.— One hundred miles or less to consti- tute a days work in passenger service and to be paid for at $4.40 per day. This applies to all short passenger runs where mileage basis does not amount to $4.40 per day; where mileage basis amounts to over $4.40 per day the mileage basis, according to class of engine, will apply This provision, however does not apply to Lampasas, Lancaster and Marble l^alls Branches. Where freight cars are handled in conjunction with passenger train. Engineer will be paid full through freight rates for the entire tnp. ARTICLE III. Section C— Engineers in passenger service will ^^TvF^^t °^^ "°"'' ^°'' turning engine and switching train at Llano. When Engineers are required to make up or put away trains at Denison they will be paid at prescribed rate of overtime, any part of the first hour to be counted as one hour. ARTICLE IX. Section G.— When Engineers on passenger trains at main line points are required to handle engines, or engines and equip- ment from roundhouse or yards to passenger depot, they will be paid one hour at overtime rates for such service. Engineers in passenger and mixed tram service on Fdrt Worth, Waco and Austin Branches and Mexia Nelleva Cut-off to handle engine and equipment as at pres- ent with an arbitrary rate of 50 cents per day to be established in addition to existing rate of pay. This section not to apply to Waxa- hachie short run or Lampasas Branch. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913 Following rates per 100 miles or less : Cylinders less than 18 inches in diameter $4 15 Cylinders 18 inches and over in diameter 4 40 All classes 415 Overtime computed on a basis of 20 miles per hour and paid at the rate of 10 miles per hour. Thirty-one minutes to constitute one hour. 21 ARTICLE XLVIIL— Suburban Service, Chicago, (a).— Per Trip From Chicago to Sixty-seventh Street and return $1.19 From Chicago to South Chicago and return 1 .40 From Chicago to Grand Crossing and return 1 . 19 From Chicago to Kensington and return 1 .40 From Chicago to Harvey and return 1 .67 From Chicago to Homewood and return 1 .94 From Chicago to Flossmoor and return 2. 10 From Chicago to Matteson and return 2. 50 From Chicago to Blue Island and return 1 .67 From Kensington to Blue Island and return 76 From Chicago to Burnside and return 1 .40 From Chicago to West Pullman and return 1 .56 From Woodlawn to Flossmoor and return 1 . 56 From Homewood to Flossmoor and return 16 New Orleans. Ten hours or less actual service, overtime pro rata, $5.00 per day. (b). — ^A minimum day will be allowed Engineers for Sunday or holiday work, arranged on a short or one trip combination. (c). — An Engineer, if used for additional service after the com- pletion of his combination, will be allowed a minimum d^y of $4.40 for the extra work, and will not be held on duty beyond the time such additional service has been performed. (d). — If additional service is performed after beginning and be- fore completing the combination, the Engineer will be paid extra there- for at the prescribed rate for service rendered. (e). — If required to take engines to the roundhouse for the pur- pose of changing engines during their dead time period at Randolph Street, they will be paid extra in miles or hours, with a minimum of one hour. (f).— Overtime will be allowed Engineers in suburban service, Chicago, on the end of the trip which terminates at the tie-tip point at night. (g)- — If by reason of delay a regular trip cannot be made, the same will be allowed. ARTICLE XLIX. — Irregular Suburban or Passenger Service. — $4.40 per day of 10 hours or less, 100 miles or less, will be allowed for irregular suburban or passenger service performed on the Chicago terminal (including the transferring of engines between Burnside Shops and 27th Street), overtime or mileage pro rata. If road or regu- lar suburban service is performed within 10 hours the Engineer will be paid as per Article XVIII. This rule not to be construed so as to conflict with Section A, Article XI, or Section E, Article XII. ARTICLE L.— Heating of Suburban Trains.— When called to heat suburban trains, 45 minutes before leaving time, one hour will be allowed; for one hour and thirty-one minutes, two hours will be allowed, and so on, at forty-four cents per hour. 22 1 ^ ^^TICLE LI— Combinations of suburban runs will be made May 1st and November 1st of each year, and at such other times as new timetables affect the combinations. The senior Engineers will have preference of combinations, and will change runs fifteen days after the runs have been posted. INTERNATIONAL GREAT NORTHERN RAILROAD Effective April" 1, 1911 ■Rates per one hundred (100) miles or less: Cylinders Jess than 18 inches in diameter $415 Cylinders 18 inches and over in diameter 4*40 Overtime, per hour, 50 cents. On regular passenger trains all delays over schedule time of 30 mmutes shall be paid for according to class of engine, including first hour On irregular or special trains, all delays over the average .schedule of the passenger train on the district and running in the same direction. On detoured passenger trains all delays on a basis of twenty-five (25) miles per hour shall be paid for as overtime accord- ing to class of engine. Less than 30 minutes not counted; over 30 minutes counted as one hour. ARTICLE XVII.— On all passenger turn-around runs time con- sumed at turning point will be paid for at overtime rates. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912 Rates per 100 miles or less: All classes of engines except Consolidation $4.15 Consolidation engines 4 35 Overtime paid pro rata rates, computed on a basis of twenty (20) miles per hour. Thirty minutes to constitute the first hour but there- after 60 minutes will be required for each additional hour. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911 Rates per one hundred (100) miles or less: Cylinders under 18 inches in diameter $4.15 Cylinders 18 inches and over in diameter 4.4O Engines (except Mallet) weighing 215,000 pounds and over' .' .... 4^65 Mallet engines weighing 275,000 pounds or less on drivers 5.15 Mallet engines weighing over 275,000 pounds on drivers 5.40 Overtime paid pro rata and computed on a basis of twenty (20) miles per hour. Actual minutes counted. . ARTICLE I. — Passenger runs that have more mileage on the main line than on the branch line will be classed as main line runs. The time of the regular assigned branch passenger service on the Lake Charles Branch will be as follows : In lieu of continuous time Engineer on Lake Charles passenger run will be allowed 100 miles per day if only one round trip is made 23 per day of 24 hours ; if two round trips are made, 65 miles per each round trip will be allowed; if three or more round trips are made, actual mileage will be paid. ARTICLE IV. Section 8.— On Branch and Suburban runs (Beaumont and Port Arthur runs will be considered Suburban) and Independence Air Line, overtime will be computed on basis of ten miles per hour. Section 9. — When Engineers are required to take engines, with or without trains, to or from Shops or Depot at Pittsburgh, they will be allowed one hour, except when the actual time exceeds one hour, when they will be allowed actual time. ARTICLE V. Section 3. — ^When passenger Engineers are re- quired to switch, turn or put away their trains, they will be paid for the same at regular overtime rates. LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911 Following rates per trip: Between Hope and Alexandria, 197 miles $7.20 Between Jena, Winnfield and Alexandria, 105 miles 6.20 Between Jena, Winnfield, Alexandria, Winnfield and Jena, 165 miles 6.20 Between Shreveport, Winnfield and Shreveport, 198 miles 7.40 Between Hope, Packton and Winnfield and vice versa, 157 miles. 6.15 Between Hope, Minden and Hope 5.70 Between Jena, Packton, Alexandria, Packton and Jena, 148 miles. 5.10 Between Alexandria, Packton, Jena, Packton and Alexandria. . . . 5.10 Between Winnfield, Minden and' Winnfield 5.10 Between Shreveport, Minden, Shreveport, Minden and Shreve- port, 116 miles 4.35 Overtime as follows : Between Hope and Alexandria, 46 cents per hour after thirteen (13) hours. Between Jena, Winnfield, Alexandria, Winnfield and Jena, 46 cents per hour after eleven (11) hours. Crew will be relieved upon arrival at Alexandria freight depot and will resume duty 50 minutes before departure from Union depot. Between Shreveport, Winnfield, Shreveport, 46 cents per hour after eleven (11) hours. Crew will be released at Winnfield, but will resume duty 30 minutes before scheduled time of departure. On all other passenger runs, 46 cents per hour after on duty eleven (11) consecutive hours or eleven (11) hours in aggregate in any 24-hour period. The minimum rate per day or per trip in passenger service will be $3.65. Rates for any new runs which may hereafter be established will be based upon rate for runs between Hope and Alexandria. Ex- ample: New run of 175 miles established. New rate will be 175-197 of $7.20. 24 Overtime will be computed in hours and tenths. Less than three minutes not to be counted. Three minutes up to six minutes to be counted as one-tenth of an hour. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. Following rates per one hundred (100) miles: All classes $3.90 Over one hundred (100) miles, .039 cents per mile. Overtime will be paid for on the following basis : Eighteen ( 18) miles per hour, per hour, 70 cents. ARTICLE IV. — Overtime shall be paid on the minute basis, as follows: Less than five minutes not to be counted; five or more minutes to be computed at actual minutes and carried to the end of month and aggregate in hours and tenths of hours. ARTICLE VII. — Passenger Engineers shall receive 70 cents addi- tional pay for taking trains to Union Station at Shreveport, and same for delivering train at Shops from Union Station as long as required to do so by the Company. Road time to begin at the leaving time of train. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913 Following rates are per one hundred ( 100) miles or less : All classes engines $3.50 Overtime, per hour, 40 cents, computed after schedule of the train is exceeded. . ARTICLE X. — Engineers and Firemen in passenger service, re- quired to switch their trains or turn their engines before day's work begins or after completion of trip, will be allowed a minimum of 30 minutes for such service. MIDLAND VALLEY RAILROAD Effective July 1, 1913 All classes of engines, 100 miles or leps $4.40 Overtime paid pro rata rates, computed on basis of 18 miles per hour. First 31 minutes will be counted as one hour and additional overtime for each succeeding hour will be allowed. ARTICLE IV. — Engineers running engines light will be paid passenger pay for same. ARTICLE VII. — Passenger Engineers required to switch their train or turn their engine at a terminal, before their day's work be- gins or after it is completed, will be allowed one hour overtime each day for such service. 25 MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911 Cylinders under 18 inches, per 100 miles $4.25 Cylinders 18 to 20 inches in diameter, per 100 miles 4.40 Cylinders 21 inches in diameter, per 100 miles 4.50 Overtime paid pro rata. Computed on basis of 10 miles per hour. Less than 30 minutes not counted ; 30 minutes or more one hour. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective January 1, 1911. Rates per 100 miles or less : Class C, C-4, 5, 20, 21, 22, 23, 24, 25 $4.30 Class D, D-1, 20; E-20, 21 4.40 Class E, E-1 ; H, H-1, 2, 20 4.50 Class F, F-1, 2, 3, 4, 6 ; G-1 ; D-2, 3 ; J ; E-22, 23, 24, 25 4.55 Class F-7, 8, 9, 10, 11, 20, 21 4.90 Class G 5.15 Class K-20 4.40 Overtime paid pro rata. On runs of over 100 miles overtime will be computed on a speed basis of 10 miles per hour. Actual hours and minutes, allowed. One mile allowed for each six minutes. ARTICLE XXV. — On engines equipped with Congdon plows in passenger service, Engineers will receive twentyfive cents additional per one hundred miles between November 1st and April 1st. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. Rates per 100 miles or less, 10 hours or less : Engines of 100,000 pounds or more on drivers $4.50 Mogul and 10-wheel engines with less than 100,000 pounds on drivers 4.40 All other engines 4.40 Overtime paid pro rata after 10 hours. Actual minutes counted. MISSOURI, KANSAS & TEXAS RAILWAY MISSOURI, KANSAS & TEXAS RAILWAY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD COMPANY WICHITA FALLS LINES Effective February 15, 1913 Rates per 100 miles or less : Cylinders under 18 inches in diameter $4.15 Cylinders 18 inches and oyer, except Mallet or engines weigh- ing 215,000 pounds on drivers 4.40 26 Overtime paid pro rata, computed on basis of tAventy (20) miles per hour and paid pro rata at mileage rates on basis of ten (10) miles for each hour earned. On runs requiring two or more trips on same day, actual mileage will be allowed with a minimiun of 100 miles for the day and when relieved from duty at terminals between such trips, overtime will be computed for each trip separately. ARTICLE II. — Passenger Engineers required to switch their trains or turn their engine at the terminal before their day's work be- gins, or after it is completed, will be allowed one hour overtime each day for such service. All trips to which Engineers are assigned will be considered a part of their day's work in computing time under this article. ARTICLE III. — Engineers assigned to run officers' and agricul- tural specials will be paid for each day on which no other time or mileage is made and may be tied up at any point while assigned to such service. ARTICLE IV. — Engineers of the Denison. Bonham and Sherman passenger run will be paid through freight rates and overtime will be computed on basis of 10 miles per hour. ARTICLE XXVII. — Unless otherwise provided overtime will be computed on basis of actual minutes; less than fifteen minutes not to be counted. ARTICLE L. — When Engineers are required to handle engines between Union Station and M., K. & T. roundhouse at Houston prior to the time set for the departure of their trains, or when required to handle engines between M., K. & T. roundhouse at North Saint Louis and Union Station or Terminal Association roundhouse at Saint Louis, they will be allowed two hours for each round trip. MISSOURI. OKLAHOMA & GULF RAILROAD Effective July 1, 1913 Following rates are per 100 miles or less : All classes of engines $4.40 Overtime, per hour, 44 cents. Computed on a basis of ten (10^ miles per hour. First 31 minutes counted as one hour and additional overtime for each succeeding hour. ARTICLE XXVI. — Passenger Engineers required to switch their trains or turn their engines at a terminal, before the day's work be- gins or after it is completed, will be allowed one hour overtime each day for such service. 27 MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911 Rates per 100 miles: Cylinders under 18 inches in diameter $4.15 Cylinders 18 inches and over in diameter 4.40 Overtime paid pro rata, computed on a basis of 10 miles per hour. Less than 30 minutes not counted ; 30 minutes or over to be counted as one hour. ARTICLE XXIV. — Delays to passenger trains amounting to two hours or more, on any run, due to wrecks, washouts, or snow block- ades, shall be allowed at overtime rates per hour in excess of ten hours' service, or in excess of total schedule when schedule exceeds ten hours. ARTICLE XXI. — On the following excepted runs: Arkansas Midland Railroad; Brinkley, Helena & Indian Bay Railroad; Little Rock & Monroe Railroad; Farmersville & Southern Railroad; Mis- sissippi River, Hamburg & Western Railway. All classes of engines $4.15 Overtime paid pro rata after 10 hours' service. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913 Rates per 100 miles or less: Cylinders under 18 inches in diameter $4.15 Cylinders 18 inches and over in diameter 4.40 Engines (other than Mallet) weighing 215,000 pounds and over on drivers 4.65 Mallet engines weighing 275,000 pounds or less on drivers 5.15 Mallet engines weighing over 275,000 pounds on drivers 5.40 All engines, per month, (Newton-Orange and return, turn and put train away at terminals) $132.00 ARTICLE III. — Engineers in passenger service on turns between , New Orleans and either east or west of river at Anchorage, will be paid on the basis of continuous mileage, except when they do not leave either the east or west bank of river on return trip to New Orleans within ten hours after departure from New Orleans, or when relieved from duty or tied up, regardless of time so relieved or tied up. In either of the above cases they will be paid for 200 miles for round trip and overtime after 10 hours. It is agreed that all time between sched- ules of trains handled not in excess of two and one-half (2^) hours shall be deducted from hours on duty in computing overtime. All time held on duty between schedules of trains handled, in excess of two and one-half {2}i) hours, will be considered as on duty when com-, puting overtime. When continuous mileage rates apply, overtime will 28 be computed on a continuous service basis at rate of twenty miles per hour from time called to leave New Orleans until relieved at New Orleans on return trip. In computing overtime only such time as exists between schedules of trains handled shall be deducted, but in no case shall exceed two and one-half (2j4) hours. ARTICLE VI. — ^Road overtime will be computed on a basis for passenger trains at 20 miles per hour. Thirty minutes to constitute the first hour, one hour and 30 minutes the second hour, and so on, to be paid, per hour, at the rate of one-tenth (A) of a day's pay of one hundred (100) miles for class of engine used and service en- gaged in. _ Road overtime to begin when initial delayed time ceases. If no initial delayed time is made, road overtime will be computed from time Engineer is ordered to be ready for duty, and shall cease when arrival terminal overtime begins. ARTICLE VIII. — Engineers in main line passenger service, handling more than one car of revenue freight, shall be paid freight rates for distance handled. NORTHERN PACIFIC RAILWAY Effective January 1, 1913 Rates are per one hundred (100) miles, or less 10 hours or less: Mogul and 10-wheel engines with less than 100,000 pounds on drivers, and all other engines' except where otherwise specified $4.40 Engines with 100,000 pounds or over on drivers 4.55 Atlantic 4.50 Prairie and Pacific 4.65 Decapod and Mikado less than 215,000 pounds on drivers 4.90 Consolidation and Mastadon, 215,000 pounds or over on drivers. . 5.15 Mallet, Z-1 5.65 Mallet, Z- and Z-2 5.90 Overtime pro rata ; actual hours and minutes counted. RULE 30 — In passenger service a turn-round run between two terminals will be computed as a straightaway run, provided, that the distance between such terminals does not exceed eighty-five (85) miles, or the turn-around run leaves within ten hours from the time required to come on duty for the first trip. Otherwise a minimum of one hundred (100) miles will be allowed for each such run between terminals. RULE 31 — Suburban service will be considered "turn-around runs." Engineers assigned to suburban service, if required to make additional runs during the hours of their regular assignment, will be paid miles or hours, whichever is the greater, in addition to the al- lowance of the regular assignment. If an additional run is made be- fore the beginning or after the completion of a regular assignment, such run will be considered a new day and be paid accordingly. In suburban service turning engine or train at turning points will be considered work incident to trip. 29 RULE 32 — Thirty minutes overtime will be allowed to Passenger Engineers for handling trains between Union Depot and freight yards, Minneapolis. RULE 33 — Passenger Engineers will be allowed pay at over- time rates for time consumed in taking trains between St. Paul Union Depot and Mississippi Street, including turning trains on Trout Brook Wye, with a minimum allowance of 30 minutes. RULE 34 — Seattle: While present conditions exist, passenger Engineers will be allowed pay, at overtime rateSj for time consumed in handling engines between passenger station and roundhouse with a minimum allowance of 30 minutes; this in addition to all other allowances for the trip. RULE 35 — Engineers on passenger trains first subdivision. Lake Superior Division, will be allowed thirty (30) minutes each trip at Ashland for making up their trains and taking them from the N. P. Yard to the C, St. P., M. & O. Ry. depot. RULE 36 — Passenger Engineers will be allowed thirty (30) minutes for handling engines between roundhouse and passenger depot at Butte. RULE 37 — Passenger Engineers required to be on hand to heat or light trains or both, 30 minutes or more in advance of the leaving time, or after arrival of train, will be allowed actual time for this ser- vice at overtime rates ; the time on outgoing trains to be figured from the arrival at station to time train is scheduled to leave ; on incoming trains from the time of arrival until relieved from that service. When main line steam-heated and electric-lighted trains are held by timetable at any station between the limits of Engineer's run 30 minutes or more, Engineers will be allowed time, at overtime rates, for above service. Engineers on road passenger engines detained in yard one hour or more before starting will be paid for same at overtime rate; time on trip to be figured as per Rule 8, less this yard detention overtime. RULE 38 — Engineers on engines in road passenger service run- ning over the districts named below will be allowed constructive mileage as follows: Kendrick and Howell Livingston and Bozeman Whitehall and Butte Lester and Easton Helena and Blossburg Missoula and Arlee Saltese and Wallace Hunts and Pendleton Smeltz and Hillsdale Six constructive miles. 30 NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911 Cylinders under 18 inches in diameter $4.00 Cylinders 18 inches and over in diameter 4.40 Overtime paid pro rata. Less than 30 minutes not counted; 30 minutes or over counted as one hour. ARTICLE II. — Promoted Engineers for the first calendar year of road service dating from date of permanent promotion to road serv- ice will be paid ten per cent less than standard road rates in all cases. ARTICLE XIV. — In scheduled passenger service, overtime will be paid 30 minutes late of schedule, but no overtime will be allowed until 100 miles have been made, or ten hours' service rendered. On branch lines dead time at home terminals in excess of one hour will not be considered in computing overtime. In extra passenger service, overtime will be paid after twelve (12) hours, and also for any time actually on duty exceeding eight hours within such twelve. OREGON SHORT LINE RAILROAD Effective February 1, 1913 Rates per 100 miles: 8-wheel and 10-wheel engines $4.40 10-wheel and Mogul engines, and Atlantic 4.65 10-wheel and Pacific consolidation engines 4.80 Pacific 12-wheel Con. Compound Consolidation and Mikado 5.00 Engines (other than Mallet) weighing 215,000 pounds and over on drivers 5.25 Overtime pro rata; actual minutes will be counted. Computed on a basis of 10 miles per hour. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910 Rates per 100 miles or less, 10 hours or less : Pendleton and Starbuck: 8-wheel, 16 and 17x24; 18x26 $4.40 Mogul and 10-wheel, 18x24 4.55 10-wheel, 19x24 4.55 10-wheel, 20x24; 20x26 4.65 10-wheel compound, 15^x26x26; Pacific simple and compound, 22x28 and 17x28x28 4.65 Consolidation, 20x24 4.90 Consolidation, 19x30 5.00 Con., simple and compound, 21x30, 22x30 and 15^^x26x30 and Mikado, 23^x30 5.00 Mallet, 26x40x30 6.00 31 Umatilla and Huntington : 8-wheel, 16 and 17x24; 18x26 $4.40 Mogul and 10-wheel, 18x24 4.65 10-wheel, 19x24 4.65 10-wheel, 20x24; 20x26 4.65 10-wheel compound, 15j^x26x26; Pacific simple and compound, 22x28 and 17x28x28 4.80 Consolidation, 20x24 5.00 Consolidation, 19x30 5.00 Con., simple and compound, 21x30, 22x30 and 15^x26x30 and Mikado, 23^x30 5.20 Mallet, 26x40x30 6.20 All other districts : Srwheel, 16 and 17x24; 18x26 $4.40 Mogul and 10-wheel, 18x24 4.45 10-wheel, 19x24 4.55 10-wheel, 20x24; 20x26 4.65 10-wheel compound, 15>4x26x26; Pacific simple and compound, 22x28 and 17x28x28 4.65 Consolidation, 20x24 4.90 Consolidation, 19x30 5.00 Con., simple and compound, 21x30, 22x30 and lSj4x26x30 and Mikado, 23^x30 5.00 Mallet, 26x40x30 6.00 Overtime pro rata; less than 30 minutes not counted; 30 minutes or over counted as one hour. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912 Rates per 100 miles or less, five hours or less. Cylinders under 18 inches $4.15 Cylinders 18 inches and over 4.40 Overtime, per hour, 44 cents, computed on a basis of 20 miles per hour. On runs of less than 100 miles or five hours, a delay on the basis of thirty minutes over five hours will count one hour; one hour and thirty minutes, two hours, and so on. On runs of 100 miles or over, five hours or over, a delay of less than one hour on the basis will not be counted, one hour will be paid for, one hour and thirty minutes, two hours, and so on. On tum-arpund run, when time is not continuous, overtime will be counted for each part of the run separately. ARTICLE III. — On regular passenger turn-around runs of eighty-five (85) miles or over each way, but less than 100 miles (ex- cept where continuous time is paid) and where Engineer is released at turn-around point, 100 miles each way will be paid, with any over- time earned, each way computed separately. Engineers assigned to short special passenger turn-arounds, such as encampments, leagues, picnic and other similar trains, confined to 32 run within a radius of 40 miles of point of origin, will receive actual miles with a minimum of 100 miles at passenger rates, as per class of engine used, for five hours or less, and for each additional complete hour after five hours has been consumed, 20 miles additional will be allowed. Time will be computed as continuous from the beginning of initial trip to end of final trip each day. This will include all neces- sary switching pertaining to their trains. Such trips may be made through any terminal. The above will apply to trains earning pas- senger revenue only. When the run consists of two round trip passenger trains daily, the rate of pay will be as follows : Engineers, per calendar month $180.00 It is understood that the above rate will cover all necessary work in connection with their trains at Rockport and Gregory ; overtime on the basis of five hours for each round trip, 30 minutes after five hours will be counted one hour, one hour and 30 minutes two hours, and so on. When the run consists of three round trip passenger trains daily, the rate of pay will be as follows : Engineers, per calendar month $236.00 It is understood that the above rate will cover all necessary work in connection with their trains at Rockport and Gregory and all over- time on the basis. Engineers, including extra men, not working a full month will be paid pro rata at the above rates for the time worked by them. Trains 41 and 42 between San Antonio and Kerrville, scheduled to run Sundays only, will be paid continuous time. On trains 43 and 44 between San Antonio and Kerrville, one hour overtime will be allowed at San Antonio. Engineers on passenger trains delayed switching one or more hours will receive one or more hours' pay at overtime rates; if any overtime is claimed on the basis, the actual time consumed switching will be deducted to arrive at the amount of overtime earned on the trip. When picking up or setting out cars, if necessary to switch pas- senger cars other than the cars picked up or set out, Engineers will be paid a minimum of one hour in addition to any other overtime made on the trip. When such switching involves the handling of freight cars, over- time will be paid at freight rates. ARTICLE IX. — In passenger service at stations where Engineers are tied up, Engineers will be paid a minimum of one hour for switch- ing and putting away their train and also a minimum of one hour for switching or making up their train. If time either switching and making up trains and putting away train is one hour and thirty minutes, two hours will be allowed and so on, at regular overtime rates. ARTICLE X. — On passenger turnaround runs, where the time is not continuous, Engineers will be allowed a minimum of one hour for putting away train and also a minimum of one, hour for making up train. 33 SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. Following rates per one hundred ( 100) miles : West of Otis, engines Class 3500-3600 $5.40 East of Otis, engines Class 3500-3600 5.40 Los Angeles and Otis, engines Class 3400 4.65 Otis and Las Vegas, engines Class 3400 4.65 Las Vegas and Salt Lake, via both lines, engines Class 3400 4.65 Los Angeles and Otis, engines Class under 3400 4.40 Otis and Las Vegas, engines Class under 3400 4.65 Las Vegas and Salt Lake, via both lines, engines Class under 3400 4.40 San Pedro Subdivision, engines Class under 3500 '■ 4.40 San Pedro Subdivision, engines under 18-inch cylinder 4.15 San Pedro Subdivision, 18-inch cylinders and over and under 3500 Class 4.40 Los Angeles and San Bernardino, engines under 18-inch cylinder. 4.15 Los Angeles and San Bernardino, engines 18-inch cylinder and over, and under 3500 Class 4.40 Los Angeles and San Bernardino, under 3500 Class *Pasadena and Glendale Subdivisions, under 3500 Qass 5.30 ARTICLE IV. — In computing overtime or delayed time, any fraction of an hour less than 30 minutes will not be counted; 30 minutes or over, will be called an hour. The rate of overtime for men whose pay is based on mileage will be one-tenth rate per day per hour. Overtime will be allowed on runs of 100 miles or over when* train averages less than 10 miles per hour. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY Effective August 1, 1911. Rates per 100 miles or less: Cylinders under 18 inches $4.15 Cylinders 18 inches and over 4.40 Overtime, per hour, 44 cents, computed on a basis of 20 miles per hour. Less than 30 minutes not counted ; 30 minutes or over counted one hour. RULE 4. — A minimum day of $4.40 will be allowed on all short passenger runs, where mileage basis does not reach these amounts. *To be paid for Sundays whether used or not. Sunday work to be con- fined to Pasadena and Glendale Subdivisions. 34 SAINT LOUIS & SAN FRANCISCO RAILROAD (Frisco Lines) Effective December 24, 1910. Rates per 100 miles or less : Cylinders under 18 inches $4.15 Cylinders 18 inches and over 4.40 Engines (other than Mallet type) weighing 215,000 pounds and over on drivers .- 4.65 Mallet engines weighing 275,000 pounds or less on drivers 5.15 Mallet engines weighing over 275,000 pounds on drivers 5.40 Overtime one-tenth of 100 mile rate per hour, computed on a basis of 20 miles per hour in main line service. Less than 30 minutes not counted ; 30 minutes or over counted as one hour. ARTICLE III. — Six hours and forty minutes or less shall con- stitute a day in suburban service ; 10 hours or less in branch service. ARTICLE VII. — All main line passenger trains when handling one or more cars of revenue freight shall receive freight rates for distance handled. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. Following rates are per hundred ( 100) miles or less : Cylinders under 18 inches in diameter $4.15 Cylinders 18 inches and over in diameter 4.40 Overtime, 41.5 cents and ^44 cents per hour, computed on basis of 20 miles per hour in main line service. Less than 30 minutes not counted; 30 minutes or over counted as one hour. ARTICLE II. — Six hours and forty minutes or less shall con- stitute a day in suburban passenger service ; 10 hours or less in branch service. SAINT LOUIS SOUTHWESTERN. RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS Effective April 1, 1911. Rates per 100 miles or less : Cylinders under 18 inches in diameter $4.15 Cylinders 18 inches and over in diameter 4.40 Overtime, 41.5 cents and 44 cents per hour. Less than three minutes will not be counted; three minutes will be counted as one mile and an additional mile will be allowed for each succeeding six minutes. ARTICLE I. — On runs of less than one hundred (100) miles, when delayed two hours or more, and on runs of one hundred (100) miles or more, when delayed one hour or more between terminals beyond schedule time, actual time in excess of schedule will consti- tute road overtime. , On special and excursion runs of less than 130 miles either straightaway or turn-around, actual time in excess of 10 hours; and 35 run of 130 miles or more, actual time in excess of one hour per 20 les run, will constitute road overtime. If required to switch and rn trains and engines, an arbitrary 10 miles will be allowed. Through freight rate will apply between points where more than ree freight cars are handled. If required to do so. Engineers will be allowed 10 miles at over- le rate for switching and turning trains and engines as designated low: ain Number. ' Station. 14 Birds Point 1 and 3 Fair Oaks 26 Gillett 25 Altheimer 5 Camden 24 Lewisville 1 and 5 Gatesville The above allowance for switching and turning trains and en- les will be made on similar runs when established. ARTICLE XXIX. (b) . — Engineers on regular turn-around runs passenger service will be allowed actual mileage in each direction, th a minimum of 100 miles for round trip and in addition thereto y overtime earned on the trip. SOUTHERN PACIFIC RAILWAY COMPANY (Pacific System) Effective December 1, 1912. Valley Division : Rates per 100 miles or less : linders under 18 inches in diameter $4.15 linders 18 inches or over in diameter 4.40 igines weighing over 140,000 pounds on drivers 4.52 igines (other than Mallet type) weighing 215,000 pounds and over on drivers 4.77 lUet engines having 275,000 poimds or less on drivers 5.27 lUet engines having more than 275,000 pounds on drivers 5.52 Overtime paid pro rata, computed on basis of 12>^ miles per hour. Mountain Divisions : Between Bakersfield and Los An- geles ; Los Angeles and Indio ; Sacramento and Sparks ; Red Bluff and Roseburg: gines having 110,000 pounds or less on drivers $4.90 gines having over 110,000 pounds to and including 140,000 pounds on drivers 5.12 his also applies to standard gauge Consolidation and 8-wheel connected locomotives of less than 110,000 pounds on drivers) . gines having over 140,000 pounds on drivers 5.35 gines (other than Mallet type) weighing 215,000 pounds or over on drivers 5.60 illet engines having 275,000 pounds or less on drivers 6.10 diet engines having more than 275,000 pounds on drivers 6.35 36 In freight service of over 100 miles in the aggregate, trip or trips beginning on same date, and schedule basis for computing overtime is less than 12 J^ miles per hour, on locomotives having 110,000 pounds or less on drivers, 5.5 cents per mile; on locomotives having over 110,000 pounds to and including 140,000 pounds on drivers, 5.73 cents per mile. This also applies to standard gauge consolidated and eight- wheel connected locomotives of less than 110,000 pounds on drivers; on locomotives having over 140,000 pounds on drivers, 5.97 cents per mile ; on Mallet type engines having 275,000 pounds or less on drivers, 6.72 cents per mile ; on Mallet type engines having over 275,000 pounds on drivers, 6.97 cents per mile; on engines (other than Mallet type) having 215,000 pounds or over on drivers, 6.22 cents per mile. ARTICLE III. — Between the following named points mileage in excess of actual distance between such points shall be allowed. Between — Los Angeles and Mojave 100 105 Mojave and Bakersfield 68 75 Sacramento and Truckee 120 152 Roseville and Truckee 101 121 Roseville and Summit 87 104 Rocklin and Truckee 97 117 Rocklin and Summit 83 100 Colfax and Summit 51 61 Colfax and Truckee 65 78 Red Bluff and Dunsmuir 99 138 Dunsmuir and Ashland 107 138 Dunsmuir and Hornbrook 71 100 Hornbrook and Ashland 36 50 Ashland and Roseburg 143 144 Allowed mileage stated as per this Article will not be allowed on runs not covering the entire distance between points named. Allowed mileage will be given to crews running from Roseville to Truckee or Sparks or from Truckee or Sparks to Roseville, even though they are cut out at Blue Canon provided dates do not change before leaving Blue Canon. If dates change before leaving Blue Canon allowed mileage will not be paid. ARTICLE III. — Between the following named points, mileage in excess of actual distance between such points shall be allowed, viz : Actual Allowed Between — Mileage. Mileage. Los Angeles and Bakersfield 170 175 Bakersfield and Majave 68 75 Rocklin' and Truckee 97 105 Roseville and Truckee 101 109 Red Bluff and Dunsmuir 99 105 ARTICLE V. — Section 1. An Engineer making one or more irregular turn-around trips, turning between terminals and returning , to starting point, one hundred (100) miles will be allowed for first five hours or less, time and mileage to be computed from time En- gineer is ordered to leave with train on initial trip and to end upon being relieved from care of engine at completion of final trip begin- ning within these respective time limits. Whenever miles run exceed these limits, actual mileage will be allowed. Engineers making irregular - turn-around trips under the provis- ions of this section, one hundred ( 100) miles or less in the aggregate, less than five hours passenger, will stand first out. After one hun- dred (100) miles, five hours, Engineer will stand last out. Engineers making irregular turn-around trips under the provis- ions of this section, one hundred (100) miles or less in the aggregate, five hours, shall be the schedule basis for computing overtime— over- time at the rate of 12^ miles per hour. Engineers making irregular turn-around trips under the provis- ions of this section, over one hundred (100) miles in the aggregate, 20 miles per hour, shall be the schedule basis for computing overtime — overtime at the rate of 12j4 miles per hour. When an Engineer is called for other turn-around trip service beginning after the first five hours, as specified in Section 1, this Article, he shall begin a new day irrespective of dates, and the pro- visions of Section 1 shall again apply. When an Engineer is ordered for other service after making turn-around, trip service beginning within respective time limits as specified in Section 1, this Article, time and mileage of turn-around trip service to be computed independently from time Engineer is or- dered to leave with train on initial trip and to end with departure of train in other service; mileage or hours, whichever exceeds in turn- around trip service, shall be allowed at the rate of 20 miles per hour; time and mileage in other service to be computed independently from time leaving with traip, in accordance with the rules provided for class of service performed, and to be added to the time or mileage made on turn-around trip run in fixing total compensation. In case an Engineer makes less than 100 miles in the aggregate, under the provisions of preceding Sections, this Article, one hundred (100) miles will be allowed at the highest rate for service performed, and the service for which the time is claimed shall be the schedule basis for computing overtime. ARTICLE VI. — Engineers making three or more trips in branch or local passenger service between branch or local terminals, one hun- dred (100) miles will be allowed for first eight hours or less, time and mileage to be computed from time Eng:ineer is ordered to leave with train on initial trip and to end upon being relieved from care of engine at completion of final trip, after eight hours' overtime, at the rate of 123>4 miles per hour. When mileage run exceeds these limits, actual mileage shall be allowed. ARTICLE X.— In Oakland, Berkeley and Alameda Mole Subur- ban local passenger service an arbitrary rate of $5.00 per day will be paid, present working conditions to apply. Should steam service be substituted for electric service an arbitrary rate of $5.00 per day will be paid on engines with cylinders under 18 inches in diameter and $5.15 per day on engines with cylinders 18 inches and over in diameter. 38 In Oswego Suburban local passenger service an arbitrary rate of $4.75 per day will be paid on engines with cylinders under 18 inches in diameter, and $4.90 per day on engines with cylinders 18 inches and over in diameter. ARTICLE XIV. — An Engineer in passenger service making one or two trips between terminals, exceeding one hundred (100) miles in the aggregate, beginning on the same date, the schedule time be- tween such terminals shall be the limit of a trip, or the average schedule of all passenger trains running in the same direction between such terminals, shall be the limit of a trip for irregular passenger trains, and when, from any cause, the time consumed exceeds these limits, the Engineer shall be paid for all time thus consumed at the rate of 12>^ miles per hour. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911 Mallet articulated engines $5.90 Prairie and consolidation 4.90 Atlantic, 10-wheel, over 110,000 pounds on drivers and 6-wheel switch over 1 10,000 pounds on drivers 4.65 All other engines 4.40 Overtime paid pro rata. Computed on bases of 10 miles per hour. RULE II. Section (c). — Engineers on passenger engines on in- coming trains at Portland, Pasco and Spokane, where they handle the engines from passenger stations to roundhouses, will be paid actual time for such work, computed from time they leave passenger stations or if detained, their time will commence at the expiration of thirty min- utes after arriving time, and will end when engine is delivered on desig- nated roundhouse track. Section (d). — Passenger Engineers, when required to have their engines at passenger stations in advance of the usual time in order to supply heat to trains, will be allowed thirty minutes for such service in addition to pay for trip. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. Rates, per 100 miles or less : Cylinders under 18 inches in diameter $4.15 Cylinders 18 inches and under 21 inches in diameter 4.40 Cylinders 21 inches and over in diameter 4.55 Overtime 41.5 cents, 44 cents and 45 cents per hour, respectively. On passenger runs all delays of 30 minutes over schedule time (each schedule either straightaway or turn-around to be taken sep- arately) shall be paid for at regular overtime rates according to class of engine. In computing overtime of irregular passenger trains or specials, the average schedule of the passenger trains on the district, running in the same direction, shall be taken. Less than 30 minutes shall not be counted, 30 minutes or over and less than one hour shall constitute an hour. 39 TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. Following rates per one hundred (100) miles or less: Cylinders under 18 inches $4.15 Cylinders 18 inches 4.40 Cylinders 19 inches 4.40 Cylinders over 19 inches 4.40 Overtime in passenger service for engines under 18-inch cylinders, 41 J4 cents per hour; engines 18-inch cylinders and over, per hour, 44 cents. ARTICLE III. — Regular Passenger: All delays over schedule time of one hour shall be. paid for according to class of engine run, including the first hour. Irregular or Special Passenger: All delays over the average schedule of the passenger train on the district and running in the same direction. Detoured Passenger Trains : All delays on basis of tvirenty (20) miles per hour, according to class of engine run. In computing overtime, any fraction of an hour less than thirty (30) minutes will not be counted. Thirty minutes and over, and less than one hour, shall constitute a full hour. UNION PACIFIC RAILROAD Effective September 1, 1911. Rates per 100 miles : Mallet engines, weighing 394,000 pounds on drivers $6.00 Consolidation, simple and compound, weighing 181,200; 174,000; 157,000; 160,000; 171,000, and 171,878 pounds on drivers. . . 5.00 Consolidation simple weighing 141,600 pounds on drivers 4.90 Consolidation simple weighing 165,000; 187,000 pounds on driv- ers; Mikado, weighing 202,000 pounds on drivers 5.00 Consolidation simple weighing 137,600 and 152,000 pounds on drivers 4.70 10-wheel, simple and compound, weighing 142,440 pounds on driv- ers; 10-wheel simple weighing 134,000 pounds on drivers; Pacific type, weighing 140,000 pounds on drivers 4.65 10-wheel simple, weighing 113,000 and 103,400 pounds on driv- ers; 8- wheel simple, weighing 81,025 pounds on drivers; Atlantic type, weighing 110,000 pounds on drivers 4.50 10-wheel simple, weighing 79,200 pounds on drivers; 8-wheel simple, weighing 70,000 and 62,000 pounds on drivers 4.40 Mikado, weighing 210,000 pounds on drivers 5.00 Overtime pro rata, computed on basis of 10 miles per hour. Less than 30 minutes not counted ; 30 minutes or over counted as one hour. 40 WABASH RAILROAD— LINES WEST OF DETROIT Effective Maiich 1, 1911 Rates per 100 miles or less: Cylinders less than 18 inches in diameter $4.15 Cylinders 18 inches and over in diameter 4.40 Overtime paid for all time used in excess of the time necessary to complete the trip at an average speed of 20 miles per hour, com- puted for each part of the run separately, less than 30 minutes not counted; 30 minutes or over one hour. WESTERN PACIFIC RAILWAY Effective May 1, 1911. Rates per 100 miles or less : Engines weighing less than 100,000 pounds on drivers $4.15 Engines weighing 100,000 to 135,000 pounds on drivers 4.50 Engines weighing 135,000 to 175,000 pounds on drivers 4.65 Engines weighing 175,000 pounds and over on drivers 4.90 Overtime paid pro rata. Overtime will be allowed for all time used in excess of the time necessary to complete the trip at an average speed of 15 miles per hour for the actual number of minutes on duty; thereafter one mile will be allowed for each four minutes. ARTICLE XV.— Engineers handling Officers' Specials, Pay Trains or Inspection Trains will be paid passenger rates. If taken off regular runs to handle such trains and do not make as much as would have been made on regular runs, they will be allowed what regular run would have paid. WICHITA VALLEY RAILWAY Effective January 1, 1913. Following rates are per hundred (100) miles: All classes engines $4.40 Overtime paid pro rata, per hour. ARTICLE III. — When Engineers consume one full hour in ex- cess of schedule time between passenger terminals, one hour will be allowed; after one hour, time will be computed on the minute basis. The running time of extra passenger trains shall be computed at the rate of 20 miles per hour, and in the event of running time of these trains averaging less than 20 miles per hour. Engineers shall be paid overtime after 20 miles per hour. It shall be understood that for any service less than 100 miles, overtime will not begin until five hours will have been exceeded. 41 YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. Rate per 100 miles or less : Cylinders less than 18 inches in diameter $4.15 Cylinders 18 inches and over in diameter 4.40 Overtime paid at the rate of 10 miles per hour and computed on basis of 20 rniles per hour. All classes of Branch Line service $4.15 Thirty-one minutes to constitute an hour ; one hour and thirty-one minutes, two hours, and so on. MOTOR CAR SERVICE ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. Motor cars, per 100 miles $3.90 ARTICLE VI. — Whenever a sufficient number of Engineers on any seniority district have- qualified for motor car service, the En- gineers on that district will be given the right to operate same, and seniority will be interchangeable with steam. The Superintendent and Master Mechanic shall be the judges of when a sufficient number of men have qualified. 'Engineers making application for motor car service and those qualifying as 'Motormen will retain their rights in steam service, with the understanding that having accepted motor car service they will remain in such service until they can be relieved by Engineers qualified for such service. Engineers assigned to motor car service, which may be replaced by steam service, will be entitled to remain on the run. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912. ARTICLE III. — Engineers handling motor cars will be paid $3.90 per 100 miles or less. Whenever a sufficient number of Engineers on any seniority division have qualified for motor car service, the En- gineers on that division will be given the right to operate same, and seniority will be interchangeable with steam. The Superintendent or Master Mechanic to be the. judge when a sufficient number of men have qualified. Engineers making application for motor car service and those qualifying as Motormen will retain their rights in the steam service, with the understanding that having accepted motor car service they will remain in such service until they can be relieved by En- gineers qualified for such service. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RUIyE 19. — Whenever a sufficient number of Engineers on any seniority division have qualified for motor car service, the En- gineers on that division will be given the right to operate same, and seniority will be interchangeable with steam. The Superintendent or Master Mechanic to be the judge of when a sufficient number of men have qualified. Except as modified by this article, present rules and working conditions governing this service to continue. Engineers making application for motor car service ard those 43 qualifying as Motormen will retain their rights in the steam service, with the understanding that having accepted motor car service they will remain in such service until they can be relieved by Engineers qualified for such service. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. Whenever a sufficient number of Engineers on any seniority division have qualified for motor car service, the Engineers on that division will be given the right to operate same, and seniority will be interchangeable with steam. The Superintendent or Master Mechanic to be the judge of when a sufficient number of men have qualified. Engineers making application for motor car service and those qualifying as Motormen will retain their rights in steam service, with the understanding that having accepted the motor car service they will reman in such service until they can be relieved by an Engineer who has qualified for such service. $4.20 will be paid for 10 hours or less, 100 miles or less, overtime at the rate of forty-two (42) cents per hour, time to be computed from one hour before the scheduled leaving time of first trip and to end on arrival at terminal at end of final trip. When additional motor cars are put into service, or vacancies occur in motor service, Engineers may make application for same, and will be assigned to service according to seniority, ability and qualifica- tion, the qualifying features to be decided by the Superintendent and Master Mechanic. Motormen will be expected to keep their cars in condition as far as possible without extra compensation. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. Motor cars, per 100 miles $4.20 ARTICLE XXVIII.— Whenever a sufficient number of En- gineers on any seniority division have qualified for motor car service, the Engineers on the division will be given the right to operate same, and seniority will be interchangeable with steanj; the Superintendent or Master Mechanic to be judge of when a sufficient number of men have qualified. Engineers making application for motor car service and those qualifying as Motormen will retain their rights in the steam service with the understanding that having accepted motor car service they will remain in such service until they can be relieved by Engineers qualified for such service. AH provisions of the schedule for Engineers governing steam service will apply to employees in similar positions in motor car service. 44 CHICAGO, ROCK ISLAND & PACIFIC RAILWAY CHICAGO, ROCK ISLAND & GULF RAILWAY Effective February 1, 1911, Steam cars per 100 miles or less $4.15 Overtime pro rata. Engineers in motor car service other than steam power will be paid $4.00 per day, 120 miles or less ; 12 hours or less to constitute a day's work. Overtime after 12 hours at 40 cents per hour. Engineers will not be required to be on cars more than 40 minutes before leaving time. If on arrival at home terminal, Engineer is delayed or required to do work in excess of one hour, terminal overtime will apply. All mileage in excess of 120 miles made in one day will be paid for at 4 cents per mile. When motor cars are held off of their runs for repairs or other causes and motormen assigned to engines, they will be paid the rates prescribed by the schedule for such mileage. Motormen will report for duty 40 minutes in advance of leaving time to enable them to perform such duties as are necessary to have car in condition, properly equipped for the run, and at close of run will place car in such position for tie-up as may be designated by the Master Mechanic. At terminal points where roundhouse forces are employed, repairs to machinery and heavy work may be reported on slips and necessary assistance from roundhouse forces will be furnished. Where there are no roundhouse forces the motorman will be expected to keep the car in good working order. Three engineers will be required to qualify for one gaosline engine on a seniority district; two for each additional car assigned to that district. Such additional men must qualify as vacancies occur, neces- sary to keep up the supply as outlined above. An Engineer accepting motor car service will remain in that service until he can be relieved by another qualified man; the Superintendent and Master Mechanic to be judges as to the qualifications of an Engineer. ARTICLE XXII. — ^Whenever a sufficient number of Engineers on any seniority division have qualified for motor car service, the Engineers on that division will be given the right to operate same and seniority will be interchangeable with steam. The Superintendent or Master Mechanic will be the judge of when a sufficient number of men have qualified. Engineers making application for motor car service and those qualifying as Motormen will retain their rights in the steam service, with the understanding that having accepted motor car service they will remain in such service until they can be relieved by Engineers qualified for such service. Except as modified by this Article, the present rules and work- ing conditions governing motor car service will continue. 4S CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. Whenever a suiScient number of Engineers on any seniority division have qualified for motor car service, the Engineers on that division will be given the right to operate same, and seniority will be interchangeable with steam. The Superintendent or Master Mechanic to be the judge of when a sufficient number of men have qualified. Present rates of pay for Engineers in motor car service to be increased forty (40) cents per day. Except as modified by this Article present rules and working conditions governing this service to continue. Engineers making application for motor car service and those qualifying as Motormen will retain their rights in the steam service, with the understanding that having accepted motor car service they will remain in such service until they can be relieved by Engineers qualified for such service. DENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. Motor cars per 100 miles or less $4.00 Overtime pro rata. EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1910. ARTICLE 11(a). — Whenever a sufficient number of Engineers on any seniority division have qualified for motor car service, the En- gineers on that division will be given the right to operate same, and seniority will be interchangeable with steam ; Superintendent or Mas- ter Mechanic to be the judge of when a sufficient number of men have qualified; present rates of pay for Engineers in motor car service to be increased forty (40) cents per day except as modified by this Article; present rules and working conditions governing this service to continue. Engineers making application for motor car service and those qualifying as Motormen will retain their rights in steam service with the understanding that, having accepted motor car service they will remain in such service until they can be relieved by Engineers qualified for such service. GREAT NORTHERN RAILWAY Effective June 1, 1913. Motormen on gasoline motors in passenger service, per one hun- dred ( 100) miles or less $4.40 Motormen on electric motors in helper service, per one hundred (100) miles or less 490 RULE 2. — Between Leavenworth and Skykomish, Clancy, and Woodville, Northport and Rossland, Grand Forks and Phoenix, Oro- ville and Molson, Essex and Sunimit, the rate for all engines and 46 motors will be 10 per cent in excess of the above rates. The same thing to apply to any other grade of 1.8 per cent or greater, but only for the actual distance covered by such grades. Whenever a sufficient number of Engineers on any seniority division have qualified for motor car service, the Engineers on that division will be given the right to operate same, and seniority will be interchangeable with steam, the Superintendent or Master Mechanic to be the judge of when a sufficient number of men have qualified. Present rates of pay for Engineers in motor car service to be increased forty (40) cents per day. Except as modified by this Article, present rules and working conditions governing this service to continue. Engineers making application for motor car service and those qualifying as Motormen will retain their rights in steam service with the understanding that, having accepted motor car service they will remain in such service until they can be relieved by Engineers qualified for such service. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE I. Section B.— $4.15 will be paid for 10 hours or less. For more than 10 hours, overtime at the rate of 41.5 cents per hour, time to be computed from one hour before leaving time of first trip and to end on arrival at terminal of final trip. When addi- tional motor cars are put into service, or vacancies occur in motof serv- ice. Engineers may make application for same and will be assigned to service according to seniority, ability and qualification, the qualify- ing features to be decided by the Superintendent and Superintendent of Motive Power and Equipment. Engineers making application for motor car service and those qualifying as motormen will retain their rights in steam service, with the understanding that having accepted the motor car service they will remain in such service until they can be relieved by an Engineer who has qualified for such service. Motormen will be expected to keep their car in condition, as far as possible, without extra compensation. It is agreed that whenever the rates paid for motor car service are increased, or more favorable conditions are granted by railways in this territory, similar increase and conditions will be applied to this service. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE II. — Engineers making application for motor car service and those qualifying as Motormen will retain their rights in steam service, with the understanding that having accepted the motor car service they will remain in such service until they can be relieved by an Engineer who has qualified for such service. Motor car service will be paid at the rate of $4.15 per 100 miles 47 or less. One hundred miles or less, 10 hours or less, shall constitute a day's pay. Overtime will be computed on a basis of 10 miles per hour, and paid at the rate of 41 J/^ cents per hour; time to be computed from one hour before the schedule leaving time of first trip and to end on arrival at terminal at end of final trip. When additional motor cars are put into service, or vacancies occur in motor service. Engineers may make application for same, and will be assigned to service according to seniority, ability and qualifica- tions, the qualifying features to be decided by the Superintendent and Master Mechanic. Motormen will be required to keep their cars in condition, as far as possible, without extra compensation. It is the intention of the Company to take care of all Engineers who may be displaced by motor car service, provided they can qualify for it, and, in fact, to give Locomotive Engineers preference in the selection of Motormen, but motor car service is an experiment and ' may not be permanent on any of the runs now established. It may be necessary, in order to protect the interests of the Com- pany against existing or threatened competition, to change the runs at any time, and cannot put the service under any of the schedules. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. Motor car 10 hours or less $4.15 Overtime pro rata. RULE 110. — ^Whenever a sufficient number of Engineers on any seniority division have qualified for motor car service, the En- gineers on that division will be given the right to operate same and seniority will be interchangeable with steam. The Superintendent or Master Mechanic to be the judge of when a sufficient number of men have qualified. It is agreed that this rule shall not change present assignment to motor cars. Engineers making application for motor car service and those qualifying as Motormen will retain their rights in steam service with the understanding that, having accepted motor car service they will remain in such service until they can be relieved by Engineers qualified for such service. Rates of pay for Engineers in motor car service will be included in rate sheet. Except as modified by this Article, rules and working conditions in effect at the time of adoption of this schedule will continue. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. ARTICLE III. — Engineers will be eligible for positions as Motormen. Motormen in electric suburban service will be paid, per day, $4.40, length of day varying to suit service. Overtime will be paid, per hour, 44 cents, commencing 30 minutes late of tie-up trip. If held for extra service payment will be made at 48 same overtime rates. If called for service after tie-up, one-half day will be allowed for five hours or less ; over five hours, one day. Owing to difference in character of electric suburban service, other provisions of this schedule will not be applicable thereto, excepting those cover- ing seniority and discipline. OREGON SHORT LINE RAILROAD Effective February 1, 1913. When a sufficient number of Engineers on any seniority division have qualified for motor car service, the Engineers on that division will be given the right to operate same; seniority to be interchange- able with steam. The Superintendent to be the judge of when a suf- ficient number of men have qualified. Engineers making application for motor car service and those qualifying as Motormen will retain their rights in steam service with the understanding that, having accepted motor car service they will remain in such service until they can be relieved by Engineers qualified for such service. Motormen will be paid $137.15 per calendar month. For mileage in excess of 5,000 miles per month, they will receive 2.74 cents per mile. If the total of the regular and extra mileage made in the month is less than 5,000, no compensation will be allowed for the extra service. Motormen relieving assigned men will receive a daily rate to be determined by dividing the total monthly compensation of the run by the number of days necessary to be worked in the month to perform the assignment, the intention being that where the work of an assign- ment is performed by more than one man, the total compensation paid for the service will be the same as if one man had performed the en- tire service. When an assigned Motorman performs service in addition to his assignment in the place of another assigned Motorman, he will re- ceive for such service, in addition to his regular monthly allowance, the compensation that would have been paid to assigned man laying off. The schooling for purpose of qualifying shall consist of both shop and road experience not to exceed 30 days, for which an allowance of $2.50 per day of 10 hours or less will be paid. SAN PEDRO. LOS ANGELES & SALT LAKE RAILROAD Effective January. 1, 1912. Motormen, per day, 10 hours or less $4.40 ARTICLE III. — Engineers qualifying for motor car service will be given preference in that service and seniority will be interchange- able with steam. 49 SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY GULF COAST LINE Effective August 1, 1911. RULE IS. — Engineers making application for motor car service and those qualifying as Motormen will retain their rights in steam service, with the understanding that having accepted motor car service they will remain in such service until they can be relieved by an En- gineer who has qualified for such service. Engineers thus engaged will be paid $4.40 for 10 hours or less, over 10 hours at rate of 44 cents per hour, time to be computed from one hour before the schedule leaving time of first trip and to end on arrival at terminal at end of final trip. When additional motor cars are put into service, or vacancies occur in motor service. Engineers who have qualified for motor car service may make application for same, and will be assigned to service according to seniority, the qualifying features to be decided by the Superintendent and Master Mechanic. Motormen will be required to keep their cars in condition as far as possible without extra compensation. It is the intention of the Company to take care of all Engineers who may be displaced by motor car service, provided they can qualify for it, and, in fact, to give Locomotive Engineers preference in the selection of Motormen, but motor car service is an experiment and may not be permanent on any of the runs now established. It may be necessary in order to protect the interest of the Com- pany against existing or threatened competition, to change the runs at any time and cannot put the service under any of the schedules. SOUTHERN PACIFIC SYSTEM Effective December 1, 1912. ARTICLE XXIX. — Engineers making application for motor car service and those qualifying as Motormen will retain their rights in steam service, with the understanding that having accepted the motor car service they will remain in such service until they can be relieved by an Engineer who has qualified for such service. In motor car service $4.40 will be paid for 10 consecutive hours or less; for more than 10 hours overtime at the rate of 44 cents per hour, time to begin from one hour before the scheduled leaving time of first trip and to end on arrival at terminal at end of final trip. When additional motor cars are put into service, or vacancies occur in motor car service. Engineers may make application for same and will be assigned to service according to seniority, ability and quali- fication, the qualifying features to be decided by the Superintendent and Master Mechanic. X.. --..-- SO SAINT LOUIS & SAN FRANCISCO RAILROAD FRISCO LINES Effective December 24, 1910. ARTICLE I. — Engineers making application for motor car serv- ice and those qualifying as Motormen will retain their rights in steam service, with the understanding that having accepted the motor car service they will remain in such service until they can be relieved by an Engineer who has qualified for such service. $4.15 will be paid for 10 hours or less. For more than 10 hours, overtime at the rate of 41.5 cents per hour, time to be computed from one hour before the scheduled leaving time of first trip and to end on arrival at terminal at end of final trip. When additional motor cars are put into service, or vacancies occur in motor service, Engineers may make application for same, and will be assigned to service according to seniority, ability and quali- fication, the qualifying features to be decided by the Superintendent and Master Mechanic. Motormen will be expected to keep their cars in condition as far as possible without extra compensation. It is the intention of the Company to take care of all Engineers who are displaced by this motor car service, provided they can qualify for it, and, in fact, to give Locomotive Engineers preference in the selection of Motormen, but the motor car service is an experiment and may not be permanent on any of the runs as now established. It may be necessary in order to protect the interests of the Company against existing or threatened competition, to change the runs at any time, and cannot put the service under any of the schedules. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. Whenever a sufficient number of Engineers on any seniority dis- trict have qualified for motor car service, the Engineers on that dis- trict will be given the right to operate same, and seniority will be interchangeable with steam. The Superintendent or Master Mechanic to be the judge of when a sufficient number of men have qualified. Engineers making application for motor car service and those qualified as Motormen will retain their rights in steam service with the understanding that, having accepted motor car service they will remain in such service until they can be relieved by Engineers qualified for such service. UNION PACIFIC RAILROAD Effective September 1, 1911. Whenever a sufficient number of Engineers on any seniority division have qualified for motor car service, the Engineers on that division will be given the right to operate same, and seniority will be interchangeable with steam; the Superintendent or Master Mechanic to be the judge of w^hen "a sufficient number of men have qualified. Engineers making application for motor car service and those 51 qualifying as Motor Engineers will retain their rights in steam service with the understanding' that, having accepted motor car service they will remain in such service until they can be relieved by Engineers qualified for such service. When new runs are created or vacancies occur in motor car service, they shall be bulletined for 10 days. Any vacancy occurring in motor car service by reason of addi- tional service or otherwise, shall be filled from the ranks of Engineers who have qualified as Motormen for such service. Senior Motormen bidding in such vacancy or position shall be placed on such run or car. When reduction is made in motor car service from whatever cause, junior Motormen will be displaced. When preference exists in runs, Motormen will be permitted to choose runs in accordance with seni- ority, same as in steam service. Motormen now operating cars will rank with Engineer Motormen in accordance with length of service with Company as Motormen. Motormen in motor service will be confin^ to same district of rights as governs in steam service The schooling for purpose of - qualifying shall consist of both shop and road experience, not to exceed 30 days, for which an allow- ance of $2.50 per day of 10 hours or less will be paid. Engineers desiring to qualify will be permitted to do so in the order of their seniority, and a sufficient number will be permitted to qualify to enable Engineers to man the motor service. Motormen will not be required to do repair work at points where shop forces are kept; but will be required to do light repairs at out- lying points, so as to keep the motor car in condition for a success- ful trip. Engineers will be paid $132.00 per calendar month. For mile- age in excess of 5,000 miles per month. Engineers will receive 2.64 cents per mile. If the total of the assigned and extra mileage made in the month is less than 5,000 miles, no compensation will be allowed for such extra service. Engineers relieving assigned men will re- ceive a daily rate, to be determined by dividing the total monthly compensation of the run by the number of days necessary to be worked in the month to perform the assignment; the intention being that where the work of an assignment is performed by more than one man, the total compensation paid for the service will be the same as if one man had performed the entire service. When an assigned Motorman performs service in addition to his assignment in the place of another assigned Motorman, he will receive for such service, in addition to his regular monthly allowance, the compensation that would have been paid to assigned man lay- ing off. Unassigned men performing irregular motor service will be paid 4.17 cents per mile. Steam rates and conditions will apply when motor service is supplanted by steam service. 52 MIXED TRAIN SERVICE ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINE Effective December 24, 1910. ARTICLE XXX.— (d) On mixed trains freight rates shall be paid. ATCHISON, TOPEKA & SANTA FE RAILWAY— PROPER Effective December 1, 1912. ARTICLE X. — Engineers on mixed trains will be paid passenger rates when no freight cars are handled, overtime at passenger rates in accordance with rule, freight pay when freight cars are handled and overtime at freight rates in accordance with rule. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. SECTION 2. — Mixed trains, freight rates to apply. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. Mixed trains, freight rates to apply. CHICAGO, MILWAUKEE & PUGET SOUND RAILWAY TACOMA & EASTERN RAILWAY COMPANY Effective August 28, 1910 Mixed trains, freight rates to apply. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE IV. — (j) Mixed trains will be considered as freight trains and freight train rates will apply. CHICAGO & NORTH WESTERN RAILWAY Effective December 24, 1910. ARTICLE I. — Section 7. — Mixed trains are scheduled as freight trains. CHICAGO, PEORIA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. Main Line, per 100 miles or less, 10 hours or less $4.45 Overtime pro rata.^ Jacksonville Branch per 100 miles or less 3.85 Overtime pro rata after 10 hours. 53 COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XLIII. — When passenger and freight cars are hauled together for the transportation of freight and passengers it will be considered mixed train service and Engineers will receive freight pay. DENVER & SALT LAKE RAILWAY Effective August 16, 1912. Engineers in mixed train service will be paid mileage and over- time, 100 miles or less to constitute a day, at freight rates; overtime on first district (Denver to Eraser) after minimum speed of 10 miles per hour, time, card mileage; overtime on second district (Eraser to Steamboat Springs) after minimum speed of twelve miles per hour, time card mileage. EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1910. ARTICLE V. — Engineers handling mixed runs will be allowed full freight rates. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE YII. — Engineers handling mixed runs will be allowed full freight rates. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. SECTION 7. — Engineers handling mixed trains will be paid full freight rates. ^ Gonzales, Port Lavaca, Hawkinsville, Rusk, Lacassine Salt Mine and Lockport Branches : Class A engine, per calendar month $132.00 Class B engine, per calendar month 138.00 Class C engine, per calendar month 144.00 LaGrange, Sour Lake, Sabin Pass, Mamou, St. Martinsville, Cypremort, Houma and Napoleonville Branches : Class A engine, per calendar month $144.00 Class B engine, per calendar month 150.60 Class C engine, per calendar month 157.20 Victoria-Port Lavaca — Cuero-Victoria (112 miles) : Class A per day, 11 hours 10 minutes $5.40 Class B, per day, 11 hours 10 minutes 5.65 Class C per day, 11 hours 10 minutes 5.89 ' 54 Beeville and Victoria (110 miles) : Class A per day, 11 hours $5.38 Class B per day, 1 1 hours 5.63 Class C per day, 1 1 hours 5.87 Harrisburg-Clinton Branch : Class A engine, per day $5.30 Class B engine, per day. 5.55 Class C engine, per day 5.79 SECTION 27. — On all branch runs for which arbitrary rates are fixed by this article, 10 consecutive hours or less 100 miles or less in the aggregate will constitute a day ; overtime after 10 hours at 44 cents per hour. On branch runs of over 100 miles, 10 miles per hour will be the basis for determining when overtime begins. Fractions of an hour less than 30 minutes not counted, 30 minutes or over counted 1 hour. GREAT NORTHERN RAILWAY Effective June 1, 1913. Freight rates to apply to mixed train service. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE III. — Mixed runs handling passenger and through freight only to be paid through freight rate according to class of engine used and mixed runs handling way freight to be paid local rate according to class of engine used. (Not to apply to Engineers on sections of local and mixed trains which do not do regular local work.) HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. ARTICLE V. — Mixed train service pays through freight rates. Overtime 55 cents per hour, computed on a basis of 18 miles per hour. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1912. ARTICLE III. — Section A. All mixed trains to be paid for at through freight rates. ILLINOIS CENTRAL RAILROAD Ei-FECTivE March 1, 1913. Nq. 639 and 640, per 100 miles or less $4.90 No. 1 and 551 classes, per 100 miles or less A.llyi. Cylinders over 20 inches jn diameter and consolidated : Engines with cylinders 20 inches and over 4.77 J^ Other classes 4.65 Overtime computed on a basis of 15 miles per hour and paid at the rate of 10 miles per hour. SS INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE III. — Engineers on all mixed trains shall be classed as freight Engineers and receive freight pay according to class of engine run. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. Mixed train service pays through freight rate. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. ARTICLE IV. — Engineers in mixed train service will receive $4.70 per 100 miles; over 100 miles, .047 cent per mile; overtime 47 cents per hour, computed on basis of 10 miles per hour. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE II. — Engineers handling mixed runs will be allowed local freight rates. MISSOURI, KANSAS & TEXAS RAILWAY MISSOURI, KANSAS & TEXAS RAILWAY COMPANY OF TEXAS BEAUMONT & GREAT NORTHERN TEXAS CENTRAL RAILROAD WICHITA FALLS LINES Effective February 15, 1913. ARTICLE IX. — Engineers in mixed train service paid local freight rates. MISSOURI PACIFIC RAILWAY Effective February 1, 1911. Engineers in mixed train service paid local freight rates. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1911. Engineers in mixed train service paid local freight rates. NEW ORLEANS, TEXAS & MEXICO RAILROAD • BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. 26,000 Tractive class and under, per 100 miles or less $5.05 35,000 Tractive class and under, per 100 miles or less 5^30 ' Overtime pro rata computed on a basis of 10 miles per hour. 56 NORTHERN PACIFIC RAILWAY Effective January 1, 1913. Mixed train service pays freight rates. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. Mixed train service pays local freight rates. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY GULF COAST LINES Effective August 1, 1911 ARTICLE XII.— (d) All mixed trains shall be paid for at local freight rates. When freight cars are handled in conjunction with regular passenger trains, Engineers shall be paid full mixed train rates for miles made with freight cars in train and full passenger rates for miles made without freight cars in train. SAINT LOUIS & SAN FRANCISCO RAILROAD COMPANY —FRISCO LINES Effective December 24, 1910. Mixed train service on following branch lines pays on passenger basis, overtime after 10 hours. Chadwick, Hoxie south of Pocahontas, Caruthersville south of Kennett and Leachville south of Kennett. The following pay freight rates : Bentonville, Caruthersville and Deering. Following pay $4.80 per 100 miles or less: ScuUin, Aberdeen, Bloomfield, Campbell and Bonnerville. On Salem and Rich Hill branches if passenger both ways pas- senger rate. If freight or mixed both ways, freight rate. If passenger one way and freight mixed or local the other, rate to be one-half the sum of both rates. Overtime after 10 hours pro rata. SOUTHERN PACIFIC COMPANY (Pacific System) Effective December 1, 1912. ARTICLE XVIII. — Engineers handling four or more freight cars in conjunction with overland passenger service shall be paid full freight rates for entire trip. Engineers handling two or more freight cars, in conjunction with branch or local passenger service shall be paid full freight rates for entire trip. Engineers handling one or more local freight cars, picking up and setting out or transferring freight to and from car en route in con- junction with branch or local passenger service shall be paid full freight rates. 57 SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. Mixed train service pays freight rates. TEMISKAMING & NORTHERN ONTARIO RAILWAY Effective January 1, 1911. Mixed train service pays freight rates. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. ARTICLE II. — Engineers on all mixed trains shall be classed as freight Engineers and receive freight pay according to class of engine. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. Mixed train service pays local freight rate. WABASH RAILROAD COMPANY— LINES WEST OF DETROIT Effective March 1, 1911. RULE 5. — Mixed freight and passenger trains not otherwise specified 4.55 cents per mile. Overtime pro rata after 10 hours. WESTERN PACIFIC RAILWAY Effective May 1, 1911. Mixed trains will be paid for at freight rates. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE VI. — Engineers handling mixed trains will be allowed local freight rates. Short runs where two or more runs are made will be considered continuous service. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. Mogul or 10 wheel engines, 18 inches and over, per mile 4.775c Other class, per mile 4.525c One hundred miles or less to constitute a day. Overtime will be computed on a basis of 15 miles per hour and paid at the rate of 10 miles per hour. 58 THROUGH FREIGHT SERVICE ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. Between Albuquerque and Bakersfield : Rates are per hundred (100) miles or less: S-wheel engines $4.95 10-wheel engines weighing less than 100,000 pounds on drivers. . . 5.30 10-wheel engines weighing 100,000 pounds or more on drivers. . . 5.40 Prairie, Atlantic and Pacific type engines 5.60 Consolidation engines weighing less than 170,000 pounds on drivers 5.65 Consolidation engines weighing 170,000 pounds or more and less than 215,000 pounds on drivers 5.75 Consolidation type engines weighing 215,000 pounds or more on drivers 6.00 Mallet engines weighing 275,000 pounds or less on drivers. ...... 6.50 Mallet engines weighing more than 275,000 pounds on drivers. . . . 6.75 Los Angeles Division (Mountain) : 8-wheel engines $5.30 10-wheel engines weighing less than 100,000 pounds on drivers. . . 5.30 10-wheel engines weighing 100,000 pounds or more on drivers. . . 5.30 Prairie, Atlantic and Pacific engines 5.30 Consolidation engines weighing less than 170,000 pounds on drivers 5.35 Consolidation engines weighing 170,000 pounds or more and less than 215,000 pounds on drivers 5.40 Consolidation engines weighing 215,000 pounds or more on drivers 5.65 Mallet engines weighing 275,000 pounds or less on drivers 6.15 Mallet engines weighing more than 275,000 pounds on drivers 6.40 Los Angeles Division (Valley) and Valley Division : 8-wheel engines , $4.95 10-wheel engines weighing less than 100,000 pounds on drivers. . . 5.10 10-wheel engines weighing 100,000 pounds or more on drivers 5.15 Prairie, Atlantic and Pacific type engines 5.15 Consolidation engines weighing less than 170,000 pounds on drivers 5.15 Consolidation engines weighing 170,000 pounds or more and less than 215,000 pounds on drivers 5.30 Consolidation engines weighing 215,000 pounds or more on drivers • • • • 5.55 Mallet engines weighing 275,000 pounds or less on drivers 6.05 Mallet engines weighing more than 275,000 pounds on drivers 6.30 Overtime pro rata. ARTICLE XX. — Ten hours shall constitute a day's work for En- gineers in freight service, and no overtime shall be allowed until these hours are exceeded. When the schedule of any train exceeds ten hours, all delays of more than one hour beyond the schedule shall be paid 59 for pro rata. A delay of 14 minutes shall not be counted ; a delay of 15 minutes over the hour shall be counted one and one-half hours ; a delay of thirty minutes over the hour shall be counted one and one- half hours ; a delay of 45 minutes over the hour shall be counted two hours ; and so on indefinitely. Ten miles per hour shall be considered the sdiedule time of extra trains and all trains scheduled less than 10 miles per hour. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912. Rates per 100 miles or less : Chicago to Ganon City and Wellington to Waynoka : 8-wheel engines $4.95 10-wheel less than 100,000 pounds on drivers 4.95 10-wheel 100,000 pounds and over on drivers 4.95 Atlantic, Pacific, Prairie, Mogul and Consolidation less than 143,- 700 pounds on drivers 5.05 Consolidation and Balance compound Prairie, 143,700 pounds and over on drivers and less than 215,000 pounds 5.20 Mikado 5.20 215,000 pounds and over on drivers 5.45 275,000 pounds and less on drivers. Mallet 5.95 Mallet engines over 275,000 pounds on drivers 6.20 Waynoka to Pecos : 8-wheel engines $4.95 10-wheel less than 100,000 pounds on drivers 4.95 10-wheel 100,000 pounds and over on drivers 4.95 Atlantic, Pacific, Prairie, Mogul and Consolidation less than 143,- 700 pounds on drivers 5.05 Consolidation and Balance Compound Prairie, 143,700 pounds and over on drivers and less than 215,000 pounds 5.20 Mikado engines 5.40 215,000 pounds and over on drivers 5.65 Mallet, 275,000 pounds and less on drivers 6.15 Mallet, over 275,000 pounds on drivers 6.40 Clovis to Belen and South of Albuquerque: 8-wheel engines $4.95 10-wheel less than 100,000 pounds on drivers 5.20 10-wheel 100,000 pounds and over on drivers 5.20 Atlantic, Pacific, Prairie, Mogul and Consolidation less than 143- 700 pounds on drivers 5.40 Consolidation and Balance Compound -Prairie types, 143,700 pounds and over on drivers and less than 215,000 pounds 5.40 Mikado engines 5.40 215,000 pounds and over on drivers 5.65 Mallet, 275,000 pounds and less on drivers 6.15 Mallet, over 275,000 pounds on drivers 6.40 60 Pueblo and Denver: 8-wheel engines $4.95 10-wheel less than 100,000 pounds on drivers 4.95 10- wheel 100,000 pounds and over on drivers 4.95 Atlantic, Pacific, Prairie, Mogul and Consolidation less than 143- 700 pounds on drivers 5.55 Consolidation and Balance Compound Prairie, 143,700 pounds and over on drivers and less than 215,000 pounds 5.55 Mikado engines 5.55 215,000 pounds and over on drivers 5.80 Mallet, 275,000 pounds and less on drivers 6.30 Mallet, over 275,000 pounds on drivers 6.55 La Junta and Raton, Las Vegas and Albuquerque: 8-wheel engines 5.13 10-wheel less than 100,000 pounds on drivers 5.13 10-wheel 100,000 pounds and over on drivers 5.28 Atlantic, Pacific, Prairie, Mogul and Consolidation less than 143- 700 pounds on drivers 5.55 Consolidation and Balance Compound Prairie, 143,700 pounds and over on drivers and less than 215,000 pounds 5.55 Mikado engines 5.65 215,000 pounds and over on drivers 5.90 Mallet, 275,000 pounds and less on drivers 6.40 Mallet, over 275,000 pounds on drivers 6.65 Raton and Las Vegas : 8-wheel engines 4.95 10-wheel less than 100,000 pounds on drivers 4.95 10-wheel 100,000 pounds and over on drivers 5.10 Atlantic, Pacific, Prairie, Mogul and Consolidation less than 143,- 700 pounds on drivers 5.40 Consolidation and Balance Compound Prairie types, 143,700 pounds and over on drivers and less than 215,000 pounds. . . . 5.40 Mikado engines 5.55 215,000 pounds and over on drivers 5.80 Mallet, 275,000 pounds and less on drivers 6.30 Mallet, over 275,000 pounds on drivers '. 6.55 Starkville, Blossburg, Hebron and Waldo Districts : 8-wheel engines $5.05 10-wheel less than 100,000 pounds on drivers 5.05 10-wheel 100,000 pounds and over on drivers 5.05 Atlantic, Pacific, Prairie, Mogul and Consolidation less than 143- 700 pounds on drivers 5.05 Consolidation and Balance Compound Prairie, 143,700 pounds and over on drivers and less than 215,000 pounds 5.05 Mikado engines 5.05 215,000 pounds and over on drivers 5.30 Mallet, 275,000 pounds and less on drivers 5.80 Mallet, over 275,000 pounds on drivers 6.05 61 Santa Fe District: 8-wheel engines $4.95 10-wheeI less than 100,000 pounds on drivers 4.95 10-wheeI 100,000 pounds and over on drivers 4.95 Atlantic, Pacific, Prairie, Mogul and Consolidation less than 143,- 700 pounds on drivers 4.95 Consolidation and Balance Compound Prairie, 143,700 pounds and over on drivers and less than 215,000 pounds 4.95 Mikado engines 4.95 215,000 pounds and over on drivers 5.20 Mallet, 275,000 pounds and less on drivers 5.70 Mallet, over 275,000 pounds on drivers _ 5.95 Overtime paid pro rata. Computed on basis of .10 miles per hour in 15-minute periods. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. Rates per 100 miles or day of nine hours : All engines of 16% capacity or less $4.80 All engines of 17% to 25% inclusive 4.90 All engines of 26% to 33% inclusive 5.05 All engines of 34% to 40% inclusive 5.30 AH engines of 41 % or over, except Mallets 5.55 Overtime pro rata. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. Manitoba Division: Consolidation engines $5.30 Engines (other than Mallet type) weighing 215,000 pounds or over on drivers 5.55 Mallet engines weighing 275,000 pounds or less on drivers 6.05 Manitoba Division: Mallet engines weighing over 275,000 pounds on drivers 6.30 Mogul, Atlantic and 10-wheel, 125% or over 5.05 Mogul, Atlantic and 10-wheel, less than 125% 4.90 All other engines 4.80 Overtime pro rata, computed on basis of 10 miles per hour. Alberta Division : East of Laggan and Crows Nest : Engines (other than Mallet type) weighing 215,000 pounds or over on drivers 5.55 Mallet engines weighing 275,000 pounds or less on drivers 6.05 Mallet engines weighing over 275,000 pounds on drivers 6.30 Consolidation engines 530 Mogul, Atlantic and 10-wheel, 125% or over 5.05 Mogul, Atlantic and 10-wheel, less than 125% '. . 4.90 All other engines 4 gg 62 Alberta Division: Between Crows Nest and Kootenay Landing : Engines (other than Mallet type) weighing 215,000 pounds or over on drivers 5.65 Mallet engines weighing 275,000 pounds or less on drivers 6.15 Mallet engines weighing over 275,000 pounds on drivers 6.40 Consolidation engines 5.40 Mogul, Atlantic and 10-wheel, 125% or over 5.15 Mogul, Atlantic and 10-wheel, less than 125% 5.05 AH other engines 4.90 Overtime pro rata, computed on basis of 10 miles per hour. Alberta Division: Field to Laggan: Engines (other than Mallet type) weighing 215,000 pounds or over on drivers 6.30 Mallet engines weighing 275,000 pounds or less on drivers 6.80 Mallet engines weighing over 275,000 pounds on drivers 7.05 Consolidation engines 6.05 Mogul, Atlantic and 10-wheel, 125% or over 6.05 Mogul, Atlantic and 10-wheel, less than 125% 6.05 All other engines 6.05 Overtime pro rata, computed on basis of 10 miles per hour. Saskatchewan Division: Engines (other than Mallet type) weighing 215,000 pounds or over on drivers 5.55 Mallet engines weighing 275,000 pounds or less on drivers 6.05 Mallet engines weighing over 275,000 pounds on drivers 6.30 Consolidation engines 5.30 Mogul, Atlantic and 10-wheel, 125% or over 5.05 Mogul, Atlantic and 10-wheel, less than 125% 4.90 All other engines 4.80 Overtime pro rata, computed on basis of 10 miles per hour. British Columbia Division : West of Revelstoke, Arrow- head and Slocan Subdivision, and East of Columbia River on District 3 : Engines (other than Mallet tj'pe) weighing 215,000 pounds or over on drivers 5.65 Mallet engines weighing 275,000 pounds or less on drivers 6.15 Mallei engines weighing over 275,000 pounds on drivers 6.40 Consolidation engines 5.40 Mogul, Atlantic and 10-wheel, 125% or over 5.15 Mogul, Atlantic and 10-wheel, less than 125% 5.05 All other engines 4.90 Overtime pro rata, computed on basis of 10 miles per hour. British Columbia Division: Mountain Subdivision, East of Revelstoke, Nakusp and Slocan Branch, and all Sub- divisions and Branches on District 3 West of the Colum- bia River : 63 Following rates are per one hundred ( 100) miles : Engines (other than Mallet type) weighing 215,000 pounds or over on drivers 6.30 Mallet engines weighing 275,000 pounds or less on drivers 6.80 Mallet engines weighing over 275,000 pounds on drivers 7.05 Consolidation engines 6.05 Mogul, Atlantic and 10-wheel, 125% or over 6.05 Mogul, Atlantic and 10-wheel, less than 125% 6.05 All other engines 6.05 Overtime pro rata, computed on basis of 10 miles per hour. CHICAGO & ALTON RAILROAD Effective July 1, 1911. Rates per 100 miles or less, 10 hours or less: Class D-1, 20, 46, 61, 143; D-2, 207; D-3, 105, 108; D-5, 109, 111; D-l-A, 36, 45, 56, 168, 215, 217, 219; D-l-B, 172, 193, 194; D-2-A, 55, 137; D-2-B, 31, 41, 214; D-3-B, 116, 117; D-3-A, 107; D-5-A, 110; D-6, 170; D-Odd, 54, 63, 150, 151, 165, 167; F-1, 8, 27, 29, 62; F-l-A, 21, 35, 38, 104; F-Odd, 187; G-1, 223, 224, 228, 235, 236, 239, 240; G-2, 220; G-l-A, 229 to 232 inclusive; G-1 -B, 233, 234; All other classes of small engines $4.90 Class D-7, 500, 506, 507, 509, 511; D-7-B, 503; D-7-C, 501, 502, 504, 505, 508, 510; E-1, 550 to 553, inclusive ; E-2, 554 to 558 inclusive; F-4, 360 to 367, inclusive; F-3, 300, 302, 304, 305, 306, 308, 311, 314, 316; F-3-B, 301, 303, 307, 309, 310, 312, 313, 315, 317 to 349; G-3-A, 250 to 259, inclusive; I-l, 600; 1-2, 601 ; 1-3, 602, 603, 604; 1-4, 605 to 609, inclusive; 1-5, 620 to 624, inclusive; I-5-A, 625 to 634, inclusive 4.95 H-1, 400 to 409, inclusive; H-2, 450 to 459, inclusive; H-3, 410 to 429, inclusive ; H-7, 430 to 439, inclusive 5.15 L-1, 800 to 809, inclusive; L-l-A, 810 to 829, inclusive 5.30 K-1, 701, 702 6.05 Overtime paid pro rata, computed on basis of 10 miles per hour. Actual minutes counted for all delays of more than five minutes. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. Class A-1, 2, 3, 4, 5; K-6, 9; H-5; I-l $4.80 Class A-6; D-2; K-1, 2, 3, 7; H-1, 2; R-1. 5.00 Class H-3, 4; K-4, 5; P-1, 2, 3, 4; R-2, 3; D-7 5.15 Class D-3, 4; L; R-4, 5 ; S-1, 2; O-l 5.40 Class T-1, 2 6.40 Overtime paid pro rata, computed on basis of 10 miles per hour. Five minutes pays nothing; 10 to 20 minutes pay IS minutes; 25 to 35 minutes pay 30 minutes ; 40 to 50 minutes pay 45 minutes, etc. 64 CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. Rates per one hundred (100) miles or less: Under 26-ton class T $5.00 Engines 26 to 34-ton class 5.10 Engines 35 to 40-ton class 5.20 Engines over 40-ton class 5.40 Engines under 35-ton compound 5.30 Engines 35-ton and over compound 5.40 Overtime paid pro rata rates. Overtime will be paid for at the rate of 10 miles per hour for all time used in making any trip in excess of time necessary to complete trip at an average speed of 10 miles per hour. In computing overtime, actual minutes will be counted. Section 1-A. — For Engineers in through freight service on engines weighing 215,000 pounds and over on drivers, $5.65. One hundred miles or less, 10 hours or less, shall constitute one day's work, in all classes of freight service. CHICAGO, GREAT WESTERN RAILROAD Effective July 1, 1911. Following rates are per hundred ( 100) miles or less : Cylinders under 18 inches in diameter $4.60 Cylinders 18 inches or over in diameter 4.60 Mogul engines 4.80 10-wheel, including engines 150 and 151 5.05 Prairie engines 5.10 Consolidation engines 5.30 Mallet engines under 275,000 pounds 6.05 Mallet engines 275,000 pounds and over 6.30 Overtime pro rata, computed on basis of 10 miles per hour. CHICAGO, MILWAUKEE & GARY RAILWAY Effective March 1, 1913. All classes of engines, per day $4.75 Overtime, per hour 47j^ One hundred miles or less, 10 hours or less, will constitute a day in all classes of service. Miles made in excess of 100 to be paid pro rata. Overtime after 10 hours to be computed for the actual number of minutes held on duty thereafter. 65 CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY— PUGET SOUND LINES Effective December 24, 1910. Rates per 100 miles or less : 8-wheeI engines $4.60 Atlantic type engines 4.80 10-wheel B-1, B-2, G-4, G-5 5.00 10-wheel B-3, B-4, G-6, G-7 and K-1 5.20 F-3, F-4 5.30 L-1 5.40 Mallet 6.40 Overtime paid pro rata, computed on basis of 10 miles per hour. Actual minutes counted. One mile allowed for each six minutes. ARTICLE XIII. — Road Engineers in freight service running over the districts enumerated below will be allowed constructive mileage as follows : Moncton and Keechelus 12 miles Kittitas and Beverly 12 miles Avery and Haugan 12 miles Butte Yard and Piedmont 12 miles Bruno and Summit 12 miles CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. Rates per 100 miles or less: 8-wheel under 18 inches, including I-l, 1-2, J-1, J-2, J-3 and X-l.$4.60 8-wheel, under 18 ipches, H-7 4.60 8-wheel, 18 inches and over 4.60 F-1, G-2, G-3, G-4, G-5, 1-3, 1-4, 1-5 and M-1 5.00 A-1, A-2 4.80 B-1, B-2 5.00 B-3, B-4, C-4, F-2, F-3, F-4, F-5, G-6, G-7, K-1, M-2 5.20 C-1, C-2, C-3, C-5, L-1 5.30 L-2 5.55 N (Mallet) 6.30 Overtime paid pro rata, computed on basis of 10 miles per hour. Thirty minutes or less not counted; over 30 minutes counted as one hour. 66 CHICAGO & NORTHWESTERN RAILWAY Effective December 24, 1910. Rates per 100 miles or less : 8-wheel, under 18-inch cylinder $4.60 8-wheel, 18-inch cylinder and over 4.60 8-wheel with trailer 4.70 6-wheel connected, 18 and 19-inch cylinder 4.95 6-wheel connected. Class R 5.05 6-wheel connected, Class R-1 5.20 Pacific type. Class E-1 and Class L 5.20 Pacific type (Class E, 23-inch cylinder). Superheated or Saturated 5.40 Pacific type (Class E, 25-inch cylinder) Superheated or Saturated 5.40 Consolidation, Class Z 5.40 Overtime paid pro rata, computed on basis of 10 miles per hour. Less than 30 minutes not counted ; 30 minutes or over will be called an hour. After the first hour one mile will be allowed for every six min- utes worked. Black Hills District, narrow gauge $4.95 Fennimore- Woodman Line, narrow gauge 4.60 8-wheel, 18-inch cylinders or under, on Minnesota and Dakota Divisions west of Tracy 4.65 CHICAGO, PEORIA & SAINT LOUIS RAILWAY Effective November 1, 1912. Rates per 100 miles: Engines with 17 and 18-inch cylinders $4.65 Engines with 19-inch cylinders 4.80 Engines with 20-inch cylinders 4.95 Overtime paid pro rata rates after 10 hours. One hundred miles or less, 10 hours or less, to constitute a day's work. Crews on light engines, or engines with cabooses, will receive through freight pay. Thirty minutes or less will not be counted; over 30 minutes one hour to be counted, in computing overtime. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY Effective February 1, 1911. Rates are per one hundred (100) miles or less: 8-wheeI, 18-inch and under, 19-inch cylinder, 20-inch cylinder with trailer $4.80 6-wheel connected, 18-inch to 19-inch cylinder 5.00 6-wheel connected, 20 to 21-inch cylinder 5.10 Consolidation 5.20 Overtime pro rata, basis 10 miles per hour. Less than 30 minutes not counted, 30 minutes and over one hour. 67 CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. Rates per 100 miles or less : Engines Class H, 2-8-0; Class 1-2, 4-6-2; Class I-l, 4-6-0 $5.20 Engines Class G-1 and G-2, 4-6-0 5.05 Engines 18 to 19-inch cylinders, 4-6-0, 0-6-0 4.95 Class G-3, 4-4-2 4.70 All other engines 4.60 Overtime paid pro rata rates, computed after 10 hours. One mile allowed for each six minutes worked. ARTICLE II. — Engineers promoted from Firemen will be paid for the first year eighty (80) per cent of Engineers' first class pay, ac- cording to rate and classification, year to date from time of doing first running. This rule will not apply to yard and transfer service. COLORADO MIDLAND RAILWAY Effective November 1, 1911. Rates per 100 miles or less: Engines weighing 150,000 pounds or less on drivers $4.22 Engines weighing over 150,000 pounds on drivers 4.43 Overtime, per hour 51 Less than 30 minutes not counted ; 30 minutes or over counted as one hour. Overtime computed on trips not provided for in table of rates on basis of speed of 12 miles per hour, except between Leadville and Basalt, nine miles an hour. If Made Within Runs Between Trips Mileage Hrs. Min. Colorado City and Leadville Single 134.3 11 15 $7.62 Colorado City or Colorado Springs and Woodland or Divide Double 53.8 6 00 4.22 Colorado City or Colorado Springs east of Woodland Double 40.0 3 00 2.11 Colorado City or Colorado Springs and Florissant Double Colorado City and Cripple Creek Double Colorado City or Colorado Springs and Midland Double Colorado City and Wild Horse Single Florissant and Divide Double Florissant and Leadville Single Florissant and Bath Double Buena Vista or Wild Horse and Bath. .Double Wild Horse and Arkansas Junction. . . .Double Wild Horse and Ivanhoe Double Wild Horse, Ivanhoe and Leadville. .. .Single Wild Horse, Ivanhoe, Leadville and Wild Horse Double Leadville and Bath Double Leadville, Bath and Wild Horse Single 68 71.6 7 00 4.74 113.8 11 30 7.62 66.2 7 30 4.74 100.1 9 10 6.08 17.8 3 00 2.11 101.5 8 28 5.47 97.8 8 10 5.27 37.0 3 05 2.11 60.6 5 03 3.27 81.0 7 36 5.21 54.5 5 12 3.91 88.5 8 48 5.74 105.2 8 45 5.68 71.1 5 55 3.83 « ri , iCMade Within RunsBefweeii Trips Mileage Hrs. Min. Leadville and Wild Horse (minimum) .Double 68.2 6 00 4.22 Leadville and Wild Horse Double 68.2 5 40 3.66 Leadville and Busk Double 24.0 3 00 2.11 Leadville and Ivanhoe Double 28.0 3 45 2.63 Leadville and Sellar Double 48.0 5 17 4.38 Leadville and Thomasville Double 71.0 7 SO 6.59 Leadville and Basalt Single 55.6 6 10 4.22 Leadville and Aspen Single 74.0 7 40 5.10 Leadville and Cardiff Single 75.9 7 52 5.42 Thomasville and Ivanhoe Double 43.0 4 47 4.02 Basalt and Thomasville Double 40.2 3 00 2.11 Basalt, Ivanhoe and Thomasville Single 63.3 7 00 5.05 Basalt and Ivanhoe Double 83.2 9 13 6.13 Basalt and New Castle Double 71.6 6 00 4.22 Basalt and Grand Junction Single 112.7 8 45 5.61 Basalt and Sellar Double 63.2 7 00 4.25 Basalt and Arkansas Junction Double 103.6 11 29 8.13 Basalt and Aspen. Double 36.8 3 00 2.11 Aspen and Glenwood Double 84.2 7 00 4.13 Cardiff and Ivanhoe Double 123.8 12 36 8.50 Cardiff, Ivanhoe and Basalt Single 103.5 10 55 7.30 Cardiff and South Canon Double 15.4 1 12 .84 Cardiff and New Castle Double 31.0 2 35 1.83 Cardiff and Rifle Double 59.0 4 55 2.93 Cardiff and Grand Valley Double 93.6 7 58 4.65 Cardiff and DeBeque Double 119.0 9 55 5.90 Cardiff and Grand Junction Single 92.4 8 10 5.06 Cardiff and Sellar Double 103.8 10 27 6.62 Cardiff and Arkansas Junction Double 144.2 14 52 10.50 ARTICLE III. — All intermediate mileage not elsewhere specified will be paid for at the following rates: Colorado Springs and Divide $6.33 Divide and Florissant 6.92 Florissant and Leadville 5.40 Midland Terminal 6.33 All work not covered by table will be computed at the rate of .45 per hour, when the amount at this rate exceeds the mileage shown in table. Leadville and Ivanhoe 9.56 Ivanhoe and Thomasville 9.37 Thomasville, Aspen and New Castle 5.90 On all runs, five per cent additional for engines of one hundred and fifty thousand (150,000) pounds weight on driving wheels, not to apply in computing overtime. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. Rates per one hundred (100) miles: 8-wheel, 10-wheel and Mogul engines, having cylinders 18 inches 69 and under in diameter, and engines numbered 309 to 319 inclusive $4.80 Class 320 to 331, and 400 to 429, inclusive 5.20 Class 451 to 455, and 700 to 708, inclusive, consolidated 5.30 Class 520 to 531, and 600 to 649, inclusive", consolidated 5.55 Overtime pro rata, basis 10 miles per hour. Actual minutes counted. Clear Creek District : ARTICLE LXIX.— All classes engines 100 miles, 10 hours or less $5 .20 ARTICLE LXX.— Short runs from Forks Creek or Big Hill to Black Hawk and return in connection with continuous runs to Idaho Springs, Georgetown, Silver Plume, Central City, or other runs, to be paid for on basis of actual time engaged in addition to other time or mileage made on said runs. It is understood that such time is not to be counted twice in computing overtime. ARTICLE LXXI.— All short runs, from Denver to Golden and return, or vice versa, shall be allowed one day's pay in road service as per class of locomotive used; ten hours or less to constitute a day's work, overtime pro rata. This to include switching at Golden and inter- mediate points. Regular assigned Engineer shall be used where Den- ver to Golden run is worked Sunday. ARTICLE LXXIV.— Irregular trips on Clear Creek District, in all classes of service except work train, to be paid on a basis of one hundred miles for eighty-five miles. Mileage and overtime as per tabulated schedule. Overtime Miles Begins Alter Denver to Silver Plume and return 150 13 hours Denver to Georgetown and return 130 11 hours Denver to Idaho Springs and return 120 11 hours Denver to Central City and return 120 11 hours Denver to Black Hawk and return 120 11 hours Golden to Idaho Springs and return 100 10 hours Golden to Black Hawk and return 100 10 hours Golden to Central City and return 100 10 hours Golden to Silver Plume and return 100 10 hours Golden to Denver, to Silver Plume, return to Golden 150 13 hours Golden to Denver, to Georgetown, return to Golden 130 11 hours Golden to Denver, to Idaho Springs, return to Golden 120 11 hours Golden to Denver, to Black Hawk and return to Golden 120 11 hours Golden to Denver, to Central City and return to Golden 120 11 hours Denver to Golden, freight double, including switching at Golden 100 10 hours 70 South Park Division: Effective November 1, 1911. Valley miles, 85 $4.20 Mountain miles, 44 4.20 Overtime, per hour 52i/^ Trinidad District. Effective November 1, 1911. Class 500 and 600 series, per mile 6.07c Class 350, 450 and 700 series, per mile S.80c Class 400 to 429 series and 320 to 331 series, per mile S.69c Overtime pro rata. COLORADO SPRINGS & CRIPPLE CREEK DISTRICT RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. Colorado Springs to Cripple Creek and return: (via Victor and M. T. Ry.) Class 135 engines, per trip $7.95 Class 170 engines, per trip 8.90 Overtime paid pro rata rates, after 13 hours. Colorado Springs to Grassy or Cameron and return: Class 135 engines, per trip 6.32 Class 170 engines, per trip 6.91 Overtime paid pro rata rates after 10 hours. Colorado Springs to Clyde and return: Class 135 engines, per trip 5.06 Class 170 engines, per trip 5.51 Overtime paid pro rata rates after 9 hours. Colorado Springs to Summit and return: Class 135 engines, per trip 4.53 Class 170 engines, per trip 4.94 Overtime paid pro rata rates after 8 hours. Cripple Creek to Divide and return : Class 135 engines, per trip 5.06 Class 170 engines, per trip 5.51 Overtime paid pro rata rates after 9 hours. Section 2. — When engines are used in both passenger and freight service during the same trip, mileage at the designated rates will be allowed ; providing the total mileage amounts to more than a day's pay. Section 4. — The basis upon which the trip rates in this schedule are figured is as follows: Class 135 engines $4.53 Class 170 engines 4.94 Fifty mountain miles or less, 66 and two-thirds intermediate miles or less, or 100 valley miles or less, to constitute one day. Mountain miles between Colorado Springs (C. S. & C. C. D. yard) 71 and Summit, Cameron and Cripple Creek (via Hoosiei- Pass), and Cameron and Victor ; intermediate miles between Summit and Cameron, and between Victor and Cripple Creek on M. T. Ry. DENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. Rates per one hundred (100) miles or less: Cylinders 18 inches and over $4.40 8-wheel, 19-inch cylinder; 8-wheel, 20-inch cylinder with trailer. 4.40 6-wheel connected 18 to 19-inch cylinder and 20 to 21-inch cylin- der 4.50 Consolidation engines 4.60 Overtime paid pro rata, computed on basis of 10 miles per hour. Less than 30 minutes not counted. ARTICLE XVI. — Engine crews taking switch engines over the road will be paid road rates as per Article I. DENVER & RIO GRANDE SYSTEM Effective March 22, 1911. Colorado Lines: Following rates per mile: From Salida to Malta 7.S0c Malta to Minturn ; LaVeta to Sierra ; Altura to Halls ; Dykes to Sunetha 7.65c Mountain District 10.25c All other territory, narrow gauge 5.50c Standard gauge : Small engine 5.50c Standard gauge : Large engine 5.84c Overtime, per hour, computed after time card of schedule. . .51c Utah Lines: Set out engine 4.84c Small engine 5.31c Large engine S.54c Mallet engine 6.54c Overtime, per hour, computed after time card of schedule. . .51c DENVER & SALT LAKE RAILWAY Effective August 16, 1912. Rates per 100 miles or less : First District: Engines weighing 137,000 pounds or less on drivers $5.10 Engines weighing over 137,000 pounds on drivers 5.70 Mallet compound engines 6.50 Second District: Engines weighing 137,000 pounds or less on drivers 4.80 Engines weighing over 137,000 pounds on drivers 5.35 Mallet compound engines 6.35 72 ARTICLE VIII. Section 1. — The basis of computation shall be double the rates mentioned above between Mile Post S3 and 80, via Rollins Pass line; overtime after a minimum speed of ten miles per hour time card mileage. In computing mileage the nearest mile post will apply. Overtime on engines weighing 137,000 pounds or less 51 Overtime on engines weighing over 137,000 pounds 57 Overtime on Mallet compound engines 65 Actual minutes counted. Overtime on First District (Denver to Fraser) after minimum speed of 10 miles per hour, time card mileage; overtime on Second District (Fraser to Steamboat Springs) after minimum speed of 12 miles per hour, time card mileage. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. Ore runs: Rates per one hundred (100) miles or less: Cylinders 18 inches or under, less than 100,000 pounds $4.80 Cylinders 20 x 24 inches, 100,000 to 110,000 pounds 5.05 Cylinders 19 x 26 inches, 110,000 to 120,000 pounds 5.05 Cylinders 22 x 26 inches, 140,000 to 170,000 pounds 5.30 Cylinders 22 x 28 inches, 170,000 pounds and over 5.30 Overtime. ARTICLE II. — On ore runs through from Two Harbors to Ely, or from Ely to Two Harbors, there will be allowed all delay time at Tower Junction, if thirty (30) minutes or over; if such delay time is less than thirty (30) minutes, no time will be allowed. On all round trip ore runs from Two Harbors to points north of Biwabik, for all delay time at Biwabik northbound of twenty (20) minutes or over, thirty (30) minutes will be allowed. If such delay time is less than twenty (20) minutes, no time will be allowed. On all round trip ore runs from Two Harbors to points north of Biwabik, which bring into Biwabik southbound more than their regu- lar trains south of Biwabik, and are delayed southbound at Biwabik twenty (20) minutes or more, thirty (30) minutes' delay time will be allowed at that point ; if such delay time is less than twenty (20) min- utes, no time will be allowed. This rule will apply to any material change in train, such as switching out two cars or more. DULUTH, MISSABE & NORTHERN RAILWAY Effective January 1, 1911. Ore runs: Rates are per one hundred (100) miles or less: Cylinders 18 inches and under, less than 100,000 pounds on drivers $4.80 Cylinders 19 x 26 inches, 100,000 to 121,000 5.05 Cylinders 20 x 26 inches, 110,000 to 120,000 5.05 Cylinders 22 x 28 inches road engines, 144,000 to 200,000 5.30 Mallet engines, 405,000 pounds on drivers 6.30 Overtime. 73 ARTICLE IV.— An arbitrary delay of thirty (30) minutes will be allowed on all ore trains that fill out at Wolf and twenty (20) min- utes for ore trains that fill out at Iron Junction. DULUTH & NORTHERN MINNESOTA RAILWAY Effective October 1, 1911. Engineers shall be paid at the rate of $3.80 per one hundred ( 100) miles or less, 10 hours or less. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY MINERAL RANGE RAILROAD Effective December 24, 1910. Rates per 100 miles or less: Standard engines, cylinders less than 18x24 inches $4.65 Standard engines, cylinders 18 x 24 inches or larger 4.65 Mogul and 10-wheel, 18 x 24 inches or larger 4.80 Consolidation engines weighing 140,000 pounds or less on drivers 4.95 Consolidation engines weighing 140,000 pounds or more on drivers 5.30 Overtime paid pro rata rates, computed on basis of 10 miles per hour, or one mile for each six minutes after 10 hours when mileages do not exceed 10 hours. ELGIN, JOLIET & EASTERN RAILWAY Effective December 24, 1910. Consolidated engines, per day $5.30 8 and 10-wheel engines, per day 5.00 Overtime paid pro rata rates after 10 hours and 31 minutes; 31 minutes and less than one hour constitute one hour. EL PASO & SOUTHWESTERN RAILROAD Effective December 24, 1910. Rates per 100 miles: Decapod engines $5.60 Engines (other than Mallet type) weighing 215,000 pounds and over on drivers 5.85 Mallet engines weighing 275,000 pounds or less on drivers 6.35 Mallet engines weighing over 275,000 pounds on drivers 6.60 All other engines 5.33 Overtime paid pro rata, computed on basis of 12i^ miles per hour. Less than 30 minutes not counted; 30 minutes or over counted one hour. On branch runs between Bisbee and Osborn, Engineers will be paid as follows: Twenty-eight day month $211.20 Twenty-nine day month 211.60 Thirty day month 212.00 Thirty-one day month 212.40 74 Twelve hours or less to constitute a day's work, overtime after 12 hours at the rate of 55 cents per hour. On branch runs between Tombstone and Fairbank, Engineers will be paid as follows : Twenty-eight day month $211.20 Twenty-nine day month 211.60 Thirty day month 212.00 Thirty-one day month 212.40 Fourteen hours or less to constitute a day's work, overtime after 14 hours at the rate of 55 cents per hour. Engineers employed on the A. and S. M. will be paid $5.68 per day ; 66 miles or less to constitute a day, over 66 miles at same ratio ; overtime to be paid at 40 cents per hour after ten hours. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. Rates per one hundred (100) miles: All classes of engines $4.40 El Reno Line Service: All classes of engines 4.00 Overtime paid pro rata rates, computed on basis of 10 miles per hour. First 30 minutes counted as one hour, and additional overtime for each succeeding hour will be allowed. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. Rates per 100 miles or less : 8-wheel engines $4.95 10-wheel and mogul engines, cylinders 19- inch and under 5.05 10-wheel, 20 x 26-inch cylinders 5.15 10-wheel and consolidation, 20 x 28-inch cylinders and Pacific type 5.30 Consolidation engines, 22 x 28-inch cylinders 5.45- Overtime pro rata, computed on minute basis. Less than 15 min- utes not counted. ARTICLE IX. — It will be understood that on runs of less than 100 miles road overtime will not begin until ten hours willhave been exceeded ; this overtime to be computed separate from intermediate and terminal delays. 75 GALVESTON, HARRISBURO Be SAN ANTONIO TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. (Schedule shows all trip rates. Average rates per 100 miles) : Mallet engines over 275,000 pounds on drivers $6.35 Mallet engines, 275,000 pounds or less on drivers 6.10 Engines weighing 215,000 pounds or over on drivers 5.60 Engines weighing over 140,000 pounds and less than 215,000 pounds on drivers 5.35 Engines weighing 110,000 pounds to 140,000 pounds on drivers, Atlantic type. Consolidation and 8-wheel engines less than 110,000 pounds on drivers 5.13 Other engines less than 110,000 pounds on drivers 4.90 Overtime paid pro rata rates. Basis 12^4 miles per hour. Run of less than 100 miles no overtime until after eight hours. Less than 30 minutes not counted ; 30 minutes or over counted one hour. Eagle Pass Branch: Class A, per month of 26 or 27 days $140.80 Class B, per month of 26 or 27 days 147.32 Class C, per month of 26 or 27 days 153.84 Switching at Spoflford. Wharton-Palacios Branch : (137.6 miles). Class A, per round trip of 13 hours and 45 minutes 6.00 Class B, per round trip of 13 hours and 45 minutes 6.27 Class C, per round trip of 13 hours and 45 minutes 6.55 Switching at Wharton and Palacios. Sabine Pass Branch: ■ Class A, per calendar month 144.00 Class B, per calendar month 150.60 Class C, per calendar month 157.20 Switching at Sabine. -i Eunicfe and New Iberia Branch: Class A, per calendar month 144.00 Class B, per calendar month 150.60 Class C, per calendar month 157.20 Switching at Eunice. Two Engineers assigned. New Iberia and Midland Branch: (112 miles). Class A, per day of 11 hours and 12 minutes 5.40 Class B, t)er day of 11 hours and 12 minutes 5*65 Class C, per day of 1 1 hours and 12 minutes 5*89 Switching at Midland. i 76 Alexandria Branch: Qass A, per calendar month $144.00 Class B, per calendar month 150.60 Class C, per calendar month 157;.20 Switching at Cheneyville ; pay for switching at Alexandria. Two Engineers assigned. Houma and Napoleonville Branch: Class A, per calendar month 144.00 Class B, per calendar month 150.60 Class C; per calendar month 157.20 Switching at Houma, Schriever, Napoleonville and Glenwood. On all branch runs for which arbitrary rates are fixed by this Article 10 consecutive hours or less, 100 miles or less in the aggregate, will constitute a day; overtime after 10 hours at 44 cents per hour. On branch runs of over 100 miles, 10 miles per hour will be the basis for determining when overtime begins. Fractions of an hour less than 30 minutes not to be counted. Fractions of an hour of 30 minutes or over to be counted one hour. ARTICLE IV. Section 7. — Sections of passenger trains with freight crew and caboose, extras with freight crew and caboose, double heading freight trains sections of freight trains of all classes, passenger specials with freight crew and caboose, and in all cases when engines are run over a division, or any part thereof, and are required to handle two or more freight cars over any portion of the trip, Engineers will be paid full freight rates. ARTICLE XXI. Section 1. — ^When Engineers entitled to re^lar main line or pooled runs are run over branch lines or part thereof, used on switch engines or in engine messenger service, they shall be paid road rates. Section 2.-. — Extra Engineers making irregular trips over branches shall be paid main line rates. GRAND TRUNK PACIFIC Effective July 15, 1912. Engines Nos. 50-125 $4.80 Engines Nos. 1-26 4.90 Engines Nos. 200-224, 600-629, 1100-1114 5.05 Engines Nos. 400-409, 800-869 5.30 ARTICLE II. — On all through freight trains, not otherwise specified, detention will be paid for the time used in making the trip in excess of the time necessary to complete the trip at an average speed of eleven (11) miles per hour. Fractions of an hour less than 30 minutes will not be counted ; fractions of an hour over thirty (30) minutes will be counted one hour. n GREAT NORTHERN RAILWAY . Effective June 1, 1913. Rates per hundred miles or less: Class A-1 to 6 inclusive; B-1 to 23 inclusive; D-1, 2, 3, 4, 5, 7, 9, 11, 12, 13 $4-80 Class A-7, 8, 9, 10 ; D-5 ; E-6, 8, 10, 14, 15 ; K-1 ; H-1 5.05 F-1 to 10 inclusive; F-IS, 6S, 7S, 8S, 9S; G-1, 2, 3, 4, 5; G-3S; J-1, 2, 3; H-2, 3, 4 5.30 Class O-l 5.55 Class L-2 6.05 Class L-1; M-1 ; M-2; N-1 6.30 . Overtime pro rata, computed on basis of 10 miles per hour. RULE 2. — Between Leavenworth and Skykomish, Clancy and Wobdville, Northport and Rossland, Grand Forks and Phoenix, Oro- ville and Molson, Essex and Summit, the rate for all engines and motors will be 10% in excess of the above rates. The same thing to apply to any other grade of 1.8% or greater, but only for the actual distance covered by such grade. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. Rates per 100 miles or less : Engines weighing 100,000 pounds or less on drivers $4.95 Engines weighing 100,000 pounds and less than 120,000 pounds on drivers 5.05 Engines weighing 120,000 pounds and less than 215,000 pounds on drivers 5.25 Engines (other than Mallet type) weighing 215,000 pounds and over on drivers 5.50 Mallet engines weighing 275,000 pounds or less on drivers 6.00 Mallet engines weighing over 275,000 pounds on drivers 6.25 Overtime paid pro rata rates. Basis 10 miles per hour. Less than 30 minutes not counted ; 30 minutes or over counted as one hour. HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. All classes of engines, per 100 miles $4.90 Overtime per hour, 55 cents. Computed on basis of 12j^ miles per hour. Less than 30 minutes not counted; 30 minutes or over counted as one hour. 78 HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. All engines, unless otherwise specified, per 100 miles $4.90 Cylinders Cylinders Under Over Specified Runs Miles 18 Inches 18 Inches Houston and Hearne 120.7 $5.73 $6.02 Hearne and Ennis 110.2 5.58 5.86 Ennis and Denison 106.9 5.26 5.51 Hempstead and Austin 114.6 5.71 5.99 Austin and Llano ( including loup) 1 12 . 5 . 32 5 . 58 Houston and Hempstead (round trip) . . 102.6 .... .... Hearne and Hempstead (round trip) .... 138.8 6.59 6.92 Hearne and Hockley (round trip) 169.4 8.05 8.45 Ennis and Bremond (round trip) 176.4 8.93 9.39 Ennis, Corsicana and Dallas (round trip) 109.4 5.44 5.71 Ennis and Fort Worth (round trip) ... . 111.2 5.58 5.86 Bremond and Waco (round trip) 86.8 4.90 5.25 Hempstead and Ledbetter (turn) 93.6 4.90 5.15 Hempstead and Giddings (turn).. 111.0 5.53 5.81 Burnet and Lampasas (round trip) 94.0 5.05 5.30 Overtime, per hour, 50 cents, except in main line service Houston to Denison and on Austin Branch, Hempstead to Austin, which will be, per hour, 55 cents, computed on basis of 12j^ miles per hour. Less than 30 minutes not counted; 30 minutes or over counted as one hour. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. Rates per 100 miles: Main Line: Class No. 639 and 640 $5.40 Classes No. 1 and 551 5.05 Engines over 20-inch diameter and consolidation engine with 20- inch or over 5.15 Other classes 4.90 Branch Line : Class No. 639 and 640 5.15 Qasses No. 1 and 551 4.80 Consolidation engines 20-inch or over 4.90 Other classes 4.65 Overtime paid pro rata. Computed on basis of 10 miles per hour. Thirty-one minutes to constitute one hour; one hour and 31 minutes, two hours, and so on. 79 INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. Rates per 100 miles or less: 8-:wheel engines $4.95 10-wheel engines, 19-inch cylinder and under 5.05 . 10-wheel engines, over 19-inch cylinder 5.20 Overtime paid pro rata, computed on basis of 10 miles per hour. Less than 30 minutes not counted; 30 minutes or over counted as one hour. ARTICLE XXI. — ^When through freight Engineers, having reg- ular runs or engines in through service, are placed in work train, pusher or switch engine service, and not relieved in three days, they shall receive standard freight pay according to class of engine run for all time continued in such service after three days. The intent of this Article being that the Engineer entitled to such service will be assigned to them as soon as practicable. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. Rates per 100 miles or less: Engines with cylinders 19 inches and under $4.70 Engines with cylinders 20 inches 4.85 Consolidation engines 4.95 Overtime paid pro rata rates, computed after 10 hours, actual minuteis counted. When two or m.ore engines are used on one trip the highest rate of pay as per class of engine will be paid for the entire trip. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. Rates per 100 miles or less: All 8-wheel engines $4.80 All 10-wheel and consolidated engines under 21-inch cylinders. . . 5.05 All compound and consolidated engines 21-inch cyHnders and over, less than 215,000 pounds on drivers 5.40 Engines (other than Mallet) weighing 215,000 pounds and over on drivers 565 Mallet engines weighing 275,000 pounds or less on drivers 6.15 Mallet engines weighing over 275,000 pounds on drivers 6.40 Overtime paid pro rata, computed on basis of 10 miles per hour. Actual minutes counted. Single delays of less than five minutes not counted. Fractional parts of hours will be reduced to hours at the end of the month. 80 LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. Cylinders less than 20 inches, per hour $0.51 Cylinders 20 inches and over, per hour 54 Minimum, 10 hours per day. Overtime will be computed in hours and tenths. Less than three minutes not to be counted. Three minutes up to six minutes to be counted as one-tenth of an hour. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. Rates per one hundred (100) miles: All classes of engines $4.55 Overtime will be paid, per hour, 46 cents, computed on basis of 10 miles per hour. ARTICLE IV. — Overtime shall be paid on the minute basis, as follows: Less than five minutes not to be counted; five or more minutes to be computed at actual minutes and carried to the end of the month and aggregated in hours and tenths of hours. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913 All classes of engines, per 100 miles or less $4.25 Overtime paid pro rata, and computed on basis of 10 miles per hour. MIDLAND VALLEY RAIL^iOAD Effective July 1, 1913. All classes of engines, per 100 miles or less $5.17 Overtime paid pro rata rates, computed after 10 hours. First 31 minutes will be counted as one hour and additional overtime for each succeeding hour will be allowed. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. Rates per hundred miles or less : Second Class. First Class. Cylinders 18 inches and under $3.80 $4.55 19 and 20-inch cylinders 4.10 4.90 Cylinders 21 inches 4.30 5.15 Overtime paid pro rata, computed on basis of 10 miles per hour. Less than 30 minutes not counted; 30 minutes or over counted as one hour. ARTICLE II. — Engineers will be rated as second class until they have run an engine for a period of one year, 81 MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective April 1, 1910. Rates per 100 miles or less : First Year: Class C, C-4, C-5, C-20, C-21, C-22, C-23, C-24, C-25 $3.75 Class D, D-1, D-20, E-20, E-21 3.90 Class E, E-1, H, H-1, H-2, H-20 4.05 Class F, F-1, F-2, F-3, F-4, F-6, G-1, D-2, D-3, J, E-22, E-23, E-24, E-25 4.05 Class F-7, F-8, F-9, F-10, F-11, F-20, F-21 4.25 Class G 4.45 Class K-20 3.75 Full Rate: Class C, C-4, C-5, C-20, C-21, C-22, C-23, C-24, C-25 $4.70 Class D, D-1, D-20, E-20, E-21 4.90 Class E, E-1, H, H-1, H-2, H-20 5.05 Class F, F-1, F-2, F-3, F-4, F-6, G-1, D-2, D-3, J, E-22, E-23, E-24, E-25 5.05 Class F-7, F-8, F-9, F-10, F-11, F-20. F-21 5.30 Class G ; 5.55 Class K-20 4.70 Overtime paid pro rata rates after 10 hours. On runs of over 100 miles, on a speed basis of 10 miles per hour. Actual hours and minutes allowed. Engineers promoted will be paid for the first year 80 per cent of Engineer's First Class pay, according to rate and classification. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. Rates per 100 miles or less : On engines of 100,000 pounds or more on drivers $4.90 On Mogul and 10-wheel engines less than 100,000 pounds on drivers 4.80 On all other engines 4.70 Overtime paid pro rata, and computed on basis of 10 miles per hour. Actual hours and minutes counted. 82 MISSOURI, KANSAS & TEXAS RAILWAY MISSOURI, KANSAS & TEXAS RAILWAY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD COMPANY WICHITA FALLS LINES Effective February 15, 1913. Rates per 100 miles or less : Engines under 21% class $4.95 Engines 21 % to 25% class inclusive 5.05 Engines 26% to 41% class inclusive 5.20 Engines over 41% class and below 215,000 pounds on drivers 5.40 Overtime paid pro rata computed on a basis of 10 miles per hour. ARTICLE XXVII. — Unless otherwise provided overtime will be computed on basis of actual minutes; less than fifteen minutes not counted. MISSOURI, OKLAHOMA & GULF RAILROAD Effective July 1, 1913. All classes of engines, per 100 miles or less, except mallet $5.20 Mallet engines ; 6.15 Overtime paid pro rata rates, computed on basis of 10 miles per hour. The first 31 minutes counted as one hour, and additional over- time for each succeeding hour will be allowed. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. Rates per 100 miles or less: 8-wheel engines $4.95 10-wheel and Mogul engines, 19-inch cylinders and under 5.05 10-wheel, Mogul and Consolidation engines with cylinders over 19 inches and under 22 inches 5.20 Consolidation engines with cylinders 22 inches by 30 inches 5.30 12-wheel engines with cylinders 21x32 inches 5.40 Overtime paid pro rata, computed on basis of 10 miles per hour. Thirty minutes or over counted as one hour. For Arkansas Midland Railroad ; Brinkley, Helena & Indian Bay Railroad; Little Rock & Monroe Railway, Farmerville & Southern Railroad; Mississippi River, Hamburg & Western Railway $4.95 ARTICLE IX. — An allowance of one hour at through freight rates will be made to Engineers of through freight trains loading or unloading L. C. L. freight. When more than one hour is used in doing such work, local freight rates will be paid for the trip. 83 NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913 Rates per 100 miles or less : 26,000 Tractive class and under $5.05 35,000 Tractive class and under 5.10 40,000 Tractive class and under 5.20 Over 40,000 Tractive class 5.40 Engines (other than Mallet) weighing 215,000 pounds and over on drivers 5.65 Mallet engines weighing 275,000 pounds or less on drivers 6.15 Mallet engines weighing over 275,000 pounds on drivers 6.40 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Over 30 minutes counted as one hour ; one hour and 30 minutes two hours, and so on. Engineers in freight service will be allowed two miles for handling engines between Milby Avenue roundhouse and South Yard at Hous- ton. Engineers in freight service will be allowed two miles for putting away train in boat yard at North Baton Rouge. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. Rates per 100 miles or less: Mallet engines, Class Z and Z-2 $6.30 Mallet engines. Class Z-1 6.05 Consolidation and Mastodon engines weighing 215,000 pounds or over on drivers 5.55 Decapod and Mikado engines weighing less than 215,000 pounds on drivers 5.30 Prairie and Pacific engines 5.15 Atlantic engines 4.90 All other engines with 100,000 pounds or over on drivers 5.05 Mogul and 10-wheel engines with less than 100,000 pounds on drivers 4.90 All other engines ^ 4.80 Overtime paid pro rata, computed on basis of 10 miles per hour. Actual hours and minutes counted. RULE 39.— Engineers handling trains of empty passenger equip- ment will be paid through freight rates. RULE 48. — Constructive mileage allowed over following dis- tricts : Kendrick and Howell, 6 constructive miles. Livingston and Bozeman, Whitehall and Butte, Lester and Easton, Helena and Blossburg, Missoula and Arlee, Saltese and Wallace, 12 constructive miles. Hunts and Pendleton, Smeltz and Hillsdale, 8 constructive miles. 84 NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. Rates per 100 miles or less : Cylinders under 18 inches in diameter $4.70 Cylinders 18 inches and over in diameter, and having less than 140,000 pounds on drivers 4.90 Overtime paid pro rata, computed on basis of 10 miles per hour. Less than 30 minutes not counted ; 30 minutes or over counted as one hour. ARTICLE II. — Promoted Engineers for the first calendar year of road service dating from date of permanent promotion to road service will be paid ten per cent less than standard road rates in all cases. OREGON SHORT LINE RAILROAD Effective February 1, 1913 Rates per 100 miles : 8-wheel and 10-wheel engines $4.80 10-wheel and Mogul 5.05 10-wheel, Class 800 to 809 and 810 to 821 5.20 Atlantic engines 5.05 Pacific Consolidated 5.00 Pacific,; 12-wheel, Consolidated compound, Consolidated and Mikado 5.40 Engines (other than Mallet type) weighing 215,000 pounds and over on drivers 5.65 Overtime pro rata, computed on basis of 10 miles per hour. Less than 30 minutes not counted, 30 minutes or over one hour. ARTICLE V. — Short runs not provided for in schedule: All runs of 50 miles or less, single trip, one-half day ; overtime after five hours; one day if only single trip and not called on duty again until after 10 hours from starting time of these runs. In the latter case overtime will not begin until after 10 hours from starting time of run ; doubled, one day ; overtime after 10 hours, etc. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. Rates per 100 miles or less : 8-wheel engines, 16 and 17x24, and 18x26 $4.80 Mogul and 10-wheel, 18x24 4.95 10-wheel, 19x24 4.95 10-wheel, 20x24 and 20x26 5.05 10-wheel compound, 15>^x26x26 and Pacific, simple and com- pound, 22x28 and 17x28x28 5.05 Consolidation, 20x24 5.30 Consolidation, 19x30 5.40 Consolidation, simple and compound, 21x30, 22x30 and 15j^x 26x30 and Mikado, 23^x30 5.40 Mallet, 26x40x30 6.40 85 Umatilla and Huntington: 8- wheel engines, 16 and 17x24, and 18x26 $4.80 Mogul and 10-wheel 18x24 S.05 10-wheel, 19x24 5.05 10-wheel, 20x24 and 20x26 5.05 10-wheel compound, 15j4x26x26 and Pacific, simple and com- pound, 22x28 and 17x28x28 5.20 Consolidation, 20x24 5.40 Consolidation, 19x30 5.40 Consolidation, simple and compound, 21x30, 22x30 and 15^x .26x30 and Mikado, 23^x30 5.60 Mallet, 26x40x30 6.60 All other districts: 8- wheel engines, 16 and 17x24, and 18x26 $4.80 Mogul and 10-wheel, 18x24 4.85 10-wheel, 19x24 4.95 10-wheel, 20x24 and 20x26 5.05 10-wheel compound, 15j4x26x26 and Pacific, simple and com- pound, 22x28 and 17x28x28 5.05 Consolidation, 20x24 5.30 Consolidation, 19x30 5.40 Consolidation, simple and compound, 21x30, 22x30 and 15j4x 26x30 and Mikado, 23^x30 5.40 Mallet, 26x40x30 6.40 Overtime paid pro rata. Less than 30 minutes not counted; 30 minutes or over counted one hour. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912 All classes of engines, per 100 miles or less $4.90 Overtime, per hour, 50 cents, computed on basis of 12^ miles per hour. ARTICLE v.— On runs of less than 100 miles a delay of 30 minutes over eight hours will constitute one hour, one hour and 30 minutes, two hours and so on. On runs of 100 miles or over, eight hours or oyer, a delay of less than one hour on the basis will not be counted, one hour will be paid for, one hour and 30 minutes two hours, and so on. ARTICLE XIII. (4) . — When through or irregular freight trains are assigned to handle passeng:ers on the whole or any portion of their trip Engineers will receive mixed train rates for the actual distance passengers are handled with a minimum of 100 miles, and all miles in excess of this at through freight rates. This will not apply to pas- sengers carried in connection with show outfits, emigrant outfits or similar movements. (5). — Engineers used in continuous passenger service, with a caboose, when no freight cars are handled, will be paid at through freight or passenger rate, whichever will produce the greatest pay for trip. If any freight service is performed on any part of trip a minimum day in each class of service performed will be paid. 86 SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. Rates per one hundred (100) miles: East of Otis, 3500-3600 class $5.40 Los Angeles and Otis, under 3500 class 5.20 East of Otis. 3400 class 5.20 Fairfield Subdivision, under 3500 class 5.05 San Pedro Subdivision, under 3500 class 5.20 * Pasadena and Glendale Subdivisions, under 3500 class 5.30 ARTICLE IV. — In computing overtime or delayed time, any fraction of an hour less than 30 minutes will not be counted ; 30 minutes or over will be called an hour. The rate of overtime for men whose pay is based on mileage will be one-tenth rate per day per hour. Overtime will be allowed on runs of 100 miles or over when train averages less than 10 miles per hour. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY GULF COAST LINE Effective August 1, 1911. Rates per 100 rniles or less : Engines 23,000 pounds tractive class and under $4.90 Engines 24,000 to 34,000 pounds tractive class 5.10 Engines 34,000 to 40,000 pounds tractive class 5.20 Engines over 40,000 pounds tractive class 5.40 Overtime 50, 51, 52 and 54 cents per hour, respectively. Over- time computed on basis of 12)4 miles per hour. Less than 30 minutes not counted, and 30 minutes or over counted as one hour. SAINT LOUIS & SAN FRANCISCO RAILROAD FRISCO LINES Effective December 24, 1910. Rates per 100 miles or less: Tractive class under 26,000 pounds $5.00 Tractive class 26,000 to 34,000 pounds 5.10 (Inc. engines 2700-2723 and 742-774 when simple). Tractive class 35,000 to 40,000 pounds 5.20 Engines 742-774 (Compound) 5.30 Tractive class over 40,000 pounds 5.40 Engines (other than Mallet type) weighing 215,000 pounds and over on drivers 5.65 Mallet engines weighing 275,000 pounds or less on drivers 6.15 Mallet engines weighing over 275,000 pounds on drivers 6.40 Overtime paid pro rata, computed on basis of 10 miles per hour. Less than 30 minutes ttot counted ; over 30 minutes counted as one hour. *To be paid for Sundays whether used or not. Sunday work to be con- fined to Pasadena and Glendale Subdivisions. 87 SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. Rates per 100 miles or less : Tractive class under 26,000 pounds $5.00 Tractive class 26,000 to 34,000 pounds 5.10 (Inc. engines 2700-2723 and 742-774 when simple). Overtime paid pro rata, computed on basis of 10 miles per hour. Less than 30 minutes not counted ; over 30 minutes counted as one hour, SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS Effective April 1, 1911. Rates per 100 miles or less : Engines under 19 inches in diameter $4.95 Engines 19 and 20 inches in diameter 5.20 Engines 21 inches in diameter 5.30 Engines 22 inches in diameter 5.40 Overtime paid pro rata, computed on basis of 10 miles per hour. Less than three minutes will not be counted; three minutes will be counted as one mile and an additional mile will be allowed for each suc- ceeding six minutes. SOUTHERN PACIFIC RAILWAY COMPANY (Pacific System) Effective December 1, 1912. Valley Division: Engines weighing less than 75,000 pounds on drivers $4.80 Engines weighing 75,000 pounds to and including 110,000 pounds on drivers 4.90 Engines weighing over 110,000 pounds to and including 140,000 pounds on drivers 5.12 (This also applies to standard gauge Consolidation and 8-wheel connected locomotives of less than 110,000 pounds on drivers.) Engines weighing over 140,000 pounds on drivers 5.35 Engines (other than Mallet type) weighing 215,000 pounds and over on drivers 5.60 Mallet engines weighing 275,000 pounds or less on drivers 6.10 Mallet engines weighing more than 275,000 pounds on drivers 6.35 Mountain Divisions: Engines weighing 110,000 pounds or less on drivers .$5.10 Engines weighing over 110,000 pounds to and including 140,000 pounds on drivers S.33 (This also applies to standard gauge Consolidation and 8-wheel connected locomotives of less than 110,000 pounds on drivers.) Engines weighing over 140,000 pounds on drivers 5.57 Engines (other than Mallet type) weighing 215,000 pounds and over on drivers •. 5.82 Mallet engines weighing 275,000 pounds or less on drivers 6.32 Mallet engines weighing more than 275,000 pounds on drivers. . . 6.57 ARTICLE XIV. — An Engineer in freight service making one or two trips between terminals, exceeding 100 miles in the aggregate, beginning on same date, the schedule time of which exceeds 10 miles per hour on Mountain districts, or exceeds 12^ miles per hour on Valley districts, the schedule time between such terminals shall be the limit of a trip or the average schedule of all freight trains running in the same direction between such terminals, shall be the limit of a trip for irregular freight trains ; or, if the schedule time of any freight train, or the average schedule of all freight trains, average less than 10 miles per hour on Mountain districts or less than 12J^ miles per hour on Valley districts, the rate of 10 and 12j^ miles per hour re- spectively shall be the limit of a trip; and when, from any cause, the time consumed exceeds these limits, the Engineer shall be paid at the rate of 12^ miles per hour for all time thus consumed. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. Rates per 100 miles or less : Mallet Articulated ; $6.30 Prairie and Consolidation engines 5.30 Atlantic, 10- wheel, over 110,000 pounds on drivers and 6-wheel switch over 110,000 pounds on drivers 5.05 All other engines 4.80 Overtime paid pro rata, computed on' basis of 10 miles per hour. TEXAS & PACIFIC RAILWAY Effective March 1, 1913 Rates per 100 miles or less : 8-wheel engines $4.95 10-wheel and Mogul engines 19-inch cylinders or under 5.05 10-wheel and Mogul engines over 19-inch cylinders 5.20 Consolidation engines 22-inch cylinders and over 5.40- Overtime paid pro rata, computed on basis of 10 miles per hour. Less than 30 minutes not counted; 30 minutes or over counted as one hour. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. Rates per one hundred (100) miles or less: Engines 18-inch cylinder $4.95 Engines 19-inch cylinder 5.05 Engines over 19-inch cylinder 5.20 Overtime paid pro rata rates, computed on basis of 10 miles per hour. 89 ARTICLE III. — In computing overtime, any fraction of an hour less than 30 minutes will not be counted. Thirty minutes and over, and less than one hour, shall constitute a full hour. UNION PACIFIC RAILROAD Effective September 1, 1911. Rates per 100 miles or less : Switch engines $4.55 10-wheel simple, 79,200 pounds, 8-wheel simple, 62,000 and 70,000 pounds on drivers 4.75 Atlantic, 8-wheel simple, 81,025 pounds on drivers, 10-wheel simple, 103,400 and 113,000 pounds on drivers 4.90 Pacific, 10-wheel simple, 134,000 pounds on drivers; 10-wheel simple and compound, 142,440 pounds on drivers 5.05 Consolidation simple, 137,600 and 152,000 pounds on drivers. . . . 5.10 Consolidation simple, 141,600 pounds on drivers 5.30 Consolidation simple, 165,000 and 187,000 pounds on drivers. Mikado, 202,000 and 210,000 pounds on drivers ; ConsoUda- tion simple and compound, 157,000, 160,000, 171,000, 171,- 878, 174,000 and 181,200 pounds on drivers 5.40 Mallet compound, 394,000 pounds on drivers 6.40 Overtime paid pro rata, computed on basis of 10 miles per hour. Less than 30 minutes not counted; 30 minutes and over counted as one hour. WABASH RAILROAD Effective March 1, 1911. Lines West of Detroit: Rates per 100 miles or less: Small engines $4.90 Engines in 600, 700, 800 and 900 series (except Class D-30 en- gines) and engines 266 and 267 5.05 Engines in 2,000, 2,100 and 2,300 series 5.30 RULE 26. — On all freight runs, overtime will be paid for all time used in making the trip iii excess of the time necessary to com- plete the trip or mileage allowance at rate of 10 miles per hour. Frac- tions of an hour less than 30 minutes not counted and fractions of an hour over 30 minutes counted a full hour. WESTERN PACIFIC RAILWAY Effective May 1, 19ll. Rates per 100 miles or less. Engines weighing less than 100,000 pounds on drivers $4.90 Engines weighing 100,000 to 135,000 pounds on drivers 5.00 Engines weighing 135,000 to 175,000 pounds on drivers 5.15 Engines weighing 175,000 pounds and over on drivers 5.40 Overtime paid pro rata, computed at an average speed of 10 miles per hour, for the actual number of minutes on duty. One mile allowed for each six minutes. 90 On runs between Wendover and Elko over temporary line on Silver Zone Pass five constructive miles will be added to actual mileage made in computing time and overtime of freight Enginemen until the permanent line on 1 per cent grade is completed. WICHITA VALLEY RAILWAY Effective January 1, 1913. Rates per 100 miles or less: 8- wheel engines $4.95 Mogul engines 5.05 Consolidation engines 5.15 Overtime paid pro rata, computed on the minute basis; less t-han 15 minutes not to be counted. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. Rates per 100 miles or less: Main Line: Mogul or 10-wheel engines 18 inches and over $5.15 Other classes 4.90 Branch Line: Mogul and 10-wheel engines 18 inches and over 4.90 Other classes 4.65 Overtime pro rata, computed on basis of 10 miles per hour. Thirty-one minutes to constitute one hour. One hour and 31 minutes two hours and so on. 91 LOCAL FREIGHT SERVICE ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. Following rates are per 100 miles or less : Los Angeles Division (Valley) and Valley Division : 8-wheel engines $5.20 10-wheel engines weighing less than 100,000 pounds on drivers. . . 5.35 10-wheel engines weighing 100,000 pounds or more on drivers. . . 5.40 Prairie, Atlantic and Pacific engines 5.40 Consolidation engines weighing less than 170,000 pounds on drivers 5.40 Consolidation engines weighing 170,000 pounds or more and less than 215,000 pounds on drivers 5.55 Consolidation engines weighing 215,000 pounds or more on drivers 5.80 Mallet engines, weighing 275,000 pounds or less on drivers 6.30 Mallet engines, weighing more than 275,000 pounds on drivers . . . 6.55 Los Angeles Division (Mountain) : 8-wheel engines $5.55 10-wheel engines weighing less than 100,000 pounds on drivers. . 5.55 10-wheel engines weighing 100,000 pounds or more on drivers. . . 5.55 Prairie, Atlantic and Pacific engines 5.55 Consolidation engines weighing less than 170,000 pounds on drivers 5.60 Consolidation engines weighing 170,000 pounds or more and less than 215,000 pounds on drivers 5.65 Consolidation engines weighing 215,000 pounds or more on drivers 5.90 Mallet engines, weighing 275,000 pounds or less on drivers 6.40 Mallet engines, weighing more than 275,000 pounds on drivers . . . 6.65 Between Albuquerque and Bakersfield: 8-wheel engines $5.20 10-wheel engines weighing less than 100,000 pounds on drivers. . . 5.55 10-wheel engines weighing 100,000 pounds or more on drivers 5.65 Prairie, Atlantic and Pacific engines 5.85 Consolidation engines weighing less than 170,000 pounds on drivers 5.90 Consolidation engines weighing 170,000 pounds or more and less than 215,000 pounds on drivers 6.00 Consolidation engines weighing 215,000 pounds or more on drivers 6.25 Mallet engines, weighing 275,000 pounds or less on drivers 6.75 Mallet engines, weighing more than 275,000 pounds on drivers. . 7.00 Overtime paid pro rata rates after delay of more than one hour beyond 10. Less than 15 minutes not counted; 15 minutes and less than 45 minutes, one-half hour; 45 minutes over the hour shall be counted two hours ; and so on. 92 ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912. Rates per 100 miles or less: Chicago to Canon City and Wellington to Waynoka: Engines weighing 215,000 pounds and over on drivers $5.70 Mikado, Consolidation, Prairie, 143,700 pounds and over on drivers and less than 215,000 pounds ,. 5.45 Atlantic, Pacific, Prairie, Mogul and Consolidation less than 143,- 700 pounds on drivers 5.30 Other engines except Mallet 5.20 Waynoka to Pecos : Engines weighing 215,000 pounds and over on drivers $5.90 Mikado 5.65 Consolidation, balanced compound, Prairie, 143,700 pounds and over on drivers and less than 215,000 pounds 5.45 Atlantic, Pacific, Prairie, Mogul and Consolidation less than 143,- 700 pounds on drivers 5.30 Other engines except Mallet 5.20 Qovis to Belen and south to Albuquerque : Engines weighing 215,000 pounds and over on drivers $5.90 Mikado, Consolidation and balanced compound, Prairie type, 143,700 pounds and over on drivers and less than 215,000 pounds, Atlantic, Pacific, Prairie, Mogul and Consolidation less than 143,700 pounds on drivers 5.65 10-wheel engines '. 5.45 8-wheel engines 5.29 Pueblo and Denver: Engines weighing 215,000 pounds and over on drivers $6.05 All other engines except Mallet and 8 and 10-wheel engines 5.80 8 and 10-wheel engines 5.20 La Junta and Raton, Las Vegas and Albuquerque : Engines weighing 215,000 pounds and over on drivers $6.15 Mikado 5.90 All other engines except Mallet and 8 and 10-wheel 5.80 10-wheel weighing 100,000 pounds and over on drivers 5.53 10-wheel less than 100,000 pounds on drivers and 8-wheel 5.38 Raton and Las Vegas: Engines 215,000 pounds and over on drivers $6.05 Mikado 5.80 All other engines except Mallet and 8 and 10-wheel engines 5.65 10-wheel engines weighing 100,000 pounds and over on drivers. . . 5.35 10-wheel less than 100,000 pounds on drivers and 8-wheel engines . 5.20 Starkville, Blossburg, Hebron and Waldo District: Engines weighing 215,000 pounds and over on drivers $5.55 All other engines except Mallet 5.30 93 Santa Fe District: Engines weighing 215,000 pounds and over on drivers $5.45 All other engines except Mallet 5.20 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Overtime computed in periods of 15 minutes. Engineers hauling local or way freight trains shall be paid twenty- five (25) cents per 100 miles in addition to rate applying to same class of engine on through run. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. Rates per 100 miles or less : All classes of engines of 16% capacity or less $5.05 All classes of engines of 17% to 25% inclusive 5.15 All classes of engines of 26% to 33% inclusive 5.30 All classes of engines of 34% to 40% inclusive 5.55 All classes of engines of 41 % or over, except Mallets 5.80 Overtime paid pro rata, computed on basis of 10 miles per hour. A way freight rate will be paid at the rate of twenty-five (25) cents for Engineers in addition to through freight rate. Engineers on trains which load or unload way freight en route will be paid for overtime at way freight rate for time so occupied but not in excess of way freight rates for full trip, such time to be deducted in com- puting overtime. Way freight rates will be paid for the full trip if any of the following is done: Load or unload way freight or Company's material at three or more points. Load or unload way freight or Company's material at two points and switch at three points: Switch at four or more points: CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. Manitoba Division: Alberta Division : East of Laggan and Crows. Nest : Saskatchewan Division: Mallet engines, weighing over 275,000 pounds on drivers $6.70 Mallet engines, weighing 275,000 pounds or less on drivers 6.45 Engines (other than Mallet) weighing 215,000 pounds and over on drivers 5.95 Consolidation less than 215,000 pounds on drivers 5.70 Mogul, Atlantic 10- wheel engines, 125% or over 5.45 Mogul, Atlantic 10- wheel engines, less than 125% 5.30 All other engines 5.20 British Columbia Division : West of Revelstoke, Arrow- head Branch and East of Columbia River on District 3 : Alberta Division: Between Crows Nest and Kootenay Landing : 94 Mallet engines, weighing over 275,000 pounds on drivers $6.80 Mallet engines, vireighing 275,000 pounds or less on drivers 6.55 Engines (other than Mallet) weighing 215,000 pounds and over on drivers 6.05 Consolidation less than 215,000 pounds on drivers 5.80 Mogul, Atlantic, 10-wheel, 125% or over 5.55 Mogul, Atlantic, 10-wheel, less than 125% 5.45 All other engines 5.30 Alberta Division: Field to Laggan: British Columbia Division : Mountain Subdivisions, east of Revelstoke, Nakusp and Slocan Branch, and all Sub- divisions and Branches west of Columbia River on Dis- trict 3 : All engines except Mallet $6.45 Overtime pro rata rates, computed on basis of 10 miles per hour. On regularly assigned way-freight runs forty (40) cents per 100 miles, or per 10 hour day allowed in addition to through freight rates. CHICAGO & ALTON RAILROAD Effective July 1, 1911. All classes per 100 miles or less $5.30 Overtime pro rata. Basis of 10 miles per hour. Actual time made will be paid for at overtime rates upon a minute basis, fractional parts of hours will be reduced to hours at the end of the month. Single delays of five minutes will not be counted. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. Rates per 100 miles or less : Class A-1, 2, 3, 4, 5; K-6, 9; H.5; I-l $5.10 Class A-6; D-2; K-1, 2, 3, 7; H-1, 2; R-1 5.30 Class H-3, 4; K-4, 5 ; P-1, 2, 3, 4; R-2, 3 ; D-7 5.45 Class D-3, 4; L; R-4, 5; S-1, 2; 0-1 5.70 Class T-1, 2 6.70 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Five minutes not counted, 10 to 20 minutes pay 15 minutes; 25 to 35 minutes pay 30 minutes, etc. On regularly assigned way freight runs thirty (30) cents per 100 miles allowed in addition to through freight rates. RULE 12. — When way freights are annulled and through freights are required to do way freight work, such as unloading freight at stations and doing station switching other than picking up and setting out cars, they will be paid way freight rates for the whole or that portion of the trip for which the way freight train has been annulled. If for any reason other than annulment of a way freight train, way freight work is done by a through freight train, the actual time used in doing such way freight work shall be paid for at hourly rates. 95 CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. Rates per one hundred ( 100) miles or less : 29-ton class and under $5.35 Under 35-ton compound ^-^^ 31-ton class and over 5.55 35-ton and over compound 5.75 ARTICLE II. — In local freight service, overtime will be paid for at the rate of 10 miles per hour for all time used in making any trip in excess of time necessary to complete trip at an average speed of 10 miles per hour. In computing overtime, actual minutes will be counted. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. Rates per 100 miles or less: Cylinders under 18 inches in diameter $4.90 Cylinders 18 inches and over in diameter 4.90 Mogul engines 5.10 10-wheel including engines 150-151 5.35 Prairie engines 5.40 Consolidation engines 5.60 Mallet engines weighing less than 275,000 pounds 6.35 Mallet engines weighing 275,000 pounds and over 6.60 Overtime paid pro rata, computed on basis of 10 miles per hour. Actual minutes counted, one mile for each six minutes. ARTICLE VII. — All trains loading or unloading way freight or doing station switching, or run for switching purposes, shall be classed as way freight or switch trains, and Engineers shall receive way freight compensation for entire trip. This shall not be construed to apply to through freight trains setting out or picking up carloads, or handling small lots of local freight in cases of emergency. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY— PUGET SOUND LINES Effective December 24, 1910. Rates per 100 miles or less : 8-wheel engines $4.85 Atlantic type engines 5.05 10-wheel Class B-1, 2; G-4, 5 5.25 10-wheel Class B-3, 4; G-6, 7, and K-1 5.45 Class F-3, 4 5.55 Class L-1 5.65 Mallet 6.65 Overtime pro rata rates, computed on basis of 10 miles per hour. Thirty minutes not counted; over 30 minutes and less than one hour and 30 minutes, one hour allowed. If more than one hour and 30 minutes and less than two hours 30 minutes, two hours allowed, and so on. % CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. Rates per 100 miles or less : 8-wheeI, under 18 inches, including I-l, 2 ; J-1, 2, 3 ; X-1 $4.85 8-wheel, 18 inches and over , 4.85 Class F-1 ; G-2, 3, 4, 5 ; 1-3, 4, 5 ; M-1 5.25 Class A-1 and A-2 5.05 Class B-1 and B-2 5 25 Class B-3, 4; C-4; F-2, 3, 4; G-6, 7; K-1 ; M-2 5.45 Class C-1, 2, 3; L-1 ; C-5 : 5.55 Class L-2 5 80 Class N (Mallet) 6.55 Overtime pro rata rates, computed on basis of 10 miles per hour. Thirty minutes or less not counted; over 30 minutes counted as one hour. CHICAGO & NORTHWESTERN RAILWAY Effective December 24, 1910. Rates per 100 miles or less : Consolidation Class Z; Pacific Class E 23-inch and 25-inch cylinders, superheated or saturated $5.70 Pacific Class E-1 and Class L; 6- wheel connected, Class R-1. . . . 5.50 6-wheel connected. Class R 5.35 6-wheel connected, 18 and 19-inch cylinder 5.25 8-wheel with trailer 5.00 Other 8-wheel engines 4.90 Overtime pro rata rates computed on basis of 10 miles per hour. Less than 30 minutes not counted ; 30 minutes or over one hour ; there- after one mile allowed for every six minutes. Minnesota and Dakota Divisions west of Tracy: When running 8-wheel engines with 18-inch cylinders or under, allowed $4.65. Engineers promoted will be paid for the first year 80 per cent of Engineers' first class pay, according to rate and classification. Does not apply to yard service. ARTICLE XI. — Engineers on way freight trains will receive compensation for extra mileage made outside of their regular runs. CHICAGO, PEORIA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. All classes, per day $4.80 Ten hours or less to constitute a day's work. Overtime pro rata. Crews in local freight service will not have their pay reduced on account of their runs being annulled on Fourth of July and Christmas. When local crews are required to do switching before leaving they will be allowed overtime in excess of 15 minutes preparatory time. 97 CHICAGO, ROCK ISLAND & PACIFIC RAILWAY Effective February 1, 1911. Rates per 100 miles or less : Consolidation engines $5.45 6-wheel connected, 20 to 21-inch cylinders 5.35 6-wheel connected, 18 to 19-inch cylinders ,. 5.25 Other engines 5.05 Overtime computed pro rata, on a basis oi 10 miles per hour. Thirty minutes counted one hour ; one hour and 30 minutes two hours, and so on. CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. Rates per 100 miles or less: Class H, 2-8-0; 1-2, 4-6-2; I-l, 4-6-0. $5.50 Class G-1-2; 4-6-0 5.35 Cylinders 18 to 19 inches, 4-6-0 and 0-6-0 5.25 Class G-3, 4-4-2 5.00 All other engines ■ • 4.90 Overtime paid pro rata rates, computed on basis of ten miles per hour; one mile each six minutes. ARTICLE II. — Engineers promoted from Firemen will be paid for first year 80 per cent of Engineer's first class pay according to rate and classification. COLORADO MIDLAND RAILWAY Effective November 1, 1911. Rates per 100 miles unless otherwise specified: Engines weighing over 150,000 pounds on drivers $4.43 Engines weighing 150,000 pounds or less on drivers 4.22 Overtime paid, per hour, 51 cents, computed on basis of 12 miles per hour, except between Leadville and Basalt, nine miles per hour. Less than 30 minutes not counted ; 30 minutes or over, one hour. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. Rates per 100 miles unless otherwise specified: Consolidated compound No. 520 to 531 ; 600 to 649 inclusive. . . .$5.80 Consolidated No. 451 to 455 and 700 to 708 inclusive 5.55 Engines No. 320 to 331 and 400 to 429 inclusive 5.45 All 8-wheel, 10-wheel and Mogul cylinders 18 inches and under. . 5.05 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Actual minutes counted. A differential of 25 cents per day, over rates paid in through freight service, allowed to local freight. ARTICLE XIII. — A regularly assigned train loading and un- loading merchandise at way stations and in connection therewith does 98 t^' switching and such other work as may be assigned will be considered a local or way freight train. This does not include mixed train ser- vice. The following freight trains as at present run will be considered such as to carry the differential of 25 cents per day as covered by. Section 1 this Article: Way freight trains between Denver and Greeley. One round trip Denver to Golden and return. Nos. 49 and 46 between Golden and Silver Plume. Nos. 45 and 42 between Golden and Central City. Nos. 27 and 28 between Trinidad and Walsenburg. No. 20 on New Mexico District when they handle local mer- chandise. One train in each direction tri-weekly between Cheyenne and Hart- ville Junction and one round trip tri-weekly between Hartville Junc- tion and Orin Junction. (No other Engineers to claim differential rate of pay for local service). Where helper engines are used only one Engineer will be paid the differential rate, and that will be the ain Engineer. Engineers assigned to regular local or way freight runs on Fort Collins and Trinidad Districts will not have their pay reduced on ac- count of their trains being annulled on national holidays. DENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. Rates per 100 miles or less : Cylinders 18 inches and over $4.50 8-wheel engines, 19-inch cylinders and 20-inch cylinder with trailer 4.50 6-wheel connected, 18 to 19-inch cylinders and 20 to 21-inch cylinders 4.50 Consolidation engines 4.60 Overtime paid pro rata, computed on basis of 10 miles per hour. Less than 30 minutes not counted; 30 minutes or over counted as one hour. DENVER & RIO GRANDE RAILWAY Effective March 22, 1911. Colorado Lines: 80 and 81 miles between Denver and Pueblo, per mile (small engine) 5.75c One crew on turn-arounds between Denver, Louviers or Palmer Lake. 83 and 84 miles between Pueblo and Salida, per mile (small en- gine) 5.75c 93 and 94 miles between Minturn and Glenwood, per mile (large engine 6.09c 95 and 96 miles between Glenwood and Grand Junction, per mile (large engine) 6.09c 91 and 92 between Salida and Minturn, 7.75 cents and 7.90 cents per mile, on the 61 and 60-mile districts respectively. 99 Utah Lines: 93 and 94 miles between Helper and Thistle, per mile (small en- gine) ■ 5.S6c 91 and 92 miles between Thistle and Salt Lake, per mile (large engine) 5.79c 591 and 592 between Thistle and Richfield, per mile (large en- gine) 5.79c Overtime on the above runs will be 51 cents per hour in Colorado and pro rata in Utah. When any of the above runs earn only the day's pay, an addi- tional 25 cents shall be added to said day's pay. In figuring earnings under the new rates agreed upon, the rule shall be that an Engineer making the minimum number of miles shall receive a day's pay unless, the actual miles run multiplied by the rate for that territory exceeds the day's pay, in which case he will re ceive the number of miles actually run multiplied by the mileage rate. DENVER & SALT LAKE RAILROAD Effective August 16, 1912. Rates per 100 miles or less: First District: Engines of 137,000 pounds or less on drivers $5.10 Engines weighing over 137,000 pounds on drivers 5.70 Mallet articulated compound engines 6.50 Second District: Engines weighing 137,000 pounds or less on drivers $4.80 Engines weighing over 137,000 pounds on drivers 5.35 Mallet articulated compound engines 6.35 Overtime on engines 137,000 pounds or less, per hour 51c Overtime on engines over 137,000 pounds, per hour 57c Overtime on Mallet engines, per hour 65c Overtime on First District computed on basis of 10 miles per hour. Overtime on Second District computed on basis of 12 miles per hour ; time card mileage in both districts. ARTICLE VIII. — On Mountain Districts the basis of computa- tion shall be double the rates mentioned above ; overtime after a mini- mum speed of ten (10) miles per hour, time card mileage. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. Rates per 100 miles: Cylinders 18 inches or under, less than 100,000 pounds . . $5 05 Cylinders 20x24 inches, 100,000 to 110,000 pounds 5 30 Cylinders 19x26 inches, 110,000 to 120,000 pounds " " 530 Cylinders 22x26 inches, 140,000 to 170,000 pounds '.[ 5.55 Cylinders 22x28 inches, 170,000 pounds and over .,.. 5^55 Overtime pro rata basis of 10 miles per hour. 100 DULUTH, MISSABE & NORTHERN RAILWAY Effective January 1, 1911. Rates per 100 miles or less : Cylinders 18 inches and under, weighing less than 100,000 pounds on drivers $5.05 Cylinders 19x26 inches, 100,000 to 121,000 pounds 5.30 Cylinders 20x26 inches, 110,000 to 120,000 pounds 5.30 Road engine, cylinders 22x28 inches, 144,000 to 200,000 pounds. . 5.55 Overtime pro rata basis of 10 miles per hour. One mile allowed for every six minutes. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY MINERAL RANGE RAILROAD Effective December 24, 1910. Rates per 100 miles or less : Standard engines, cylinders less than 18x24 $4.90 Standard engines, cylinders 18x24 or larger 4.90 Mogul and 10-wheel, 18x24 or larger. , 5.05 Consolidation weighing 140,000 pounds or less on drivers 5.20 Consolidation weighing 140,000 pounds or more on drivers 5.55 Overtime paid pro rata rates, computed on basis of 10 miles per hour, or one mile for each six minutes after 10 hours when mileages do not exceed 10 hours. ELGIN, JOLIET & EASTERN RAILWAY Effective December 24, 1910. Consolidated engines, per day $5.55 8 and 10-wheel engines, per day 5.25 Ten hours or less, 100 miles or less will constitute a day in local freight service. Overtime paid pro rata after 10 hours and 31 minutes; 31 minutes and less than one hour constitute one hour. EL PASO & SOUTHWESTERN RAILWAY Effective December 24, 1910. Mallet engines weighing over 275,000 pounds on drivers $6.33 Mallet engines weighing 275,000 pounds or less on drivers 6.08 Engines (other than Mallet type) weighing 215,000 pounds or over on drivers 5.58 Decapod engines 5.60 Other engines 5.33 Overtime paid pro rata rates, computed on basis of 12j^ miles per hour. Less than 30 minutes not counted ; 30 minutes or over, one hour. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. All Glasses per 100 miles $5.00 Over 100 miles pro rata. Overtime, per hour, 50 cents. 101 ARTICLE XXXII. — Engineers in regular assigned way freight and work train service will be relieved from Sunday work, except in case of accident, emergency, or rush of business. When tied away from home terminal Engineers will be permitted to return and spend Sunday, providing they can do so without delay to their runs. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. Rates per 100 miles or less: Consolidation engines, 22x28-inch cylinders $5.95 10-wheel, Pacific, Consolidation, 20x28-inch cylinders 5.80 10-wheel, 20x26-inch cylinders 5.65 10-wheel and Mogul 19-inch cylinders and under 5.55 8-wheel engines 5.45 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Computed on minute basis; less than 15 minutes not counted. Local Freight Engineers shall receive 50 cents in addition per 100 miles in addition to through freight rates. ARTICLE I. Section 4. — In case intermediate terminals are established for local freight trains between the regular division termi- nals, switching at these points by local freights will be computed in bulk with regular road service, beginning with the time crew starts to switching before going out, or when switching is done after arrival at these points. Section 5. — Regularly assigned Dalhart turn-around crew will be considered same as local service. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central, Lines) Effective September 1, 1911. Specified Trip Rates : Average rate per mile : Mallet engines weighing over 275,000 pounds on drivers $6.35 Mallet engines, weighing 275,000 pounds or less on drivers 6.15 Engines (other than Mallet type) weighing 215,000 pounds and over on drivers 5.60 Class C, engines over 140,000 pounds on drivers and less than, 215,000 pounds 5.35 Class B, engines weighing 110,000 pounds to 140,000 pounds, Atlantic type. Consolidation and 8-wheel engines, less than 110,000 pounds on drivers 5.13 Class A, other engines less than 110,000 pounds on drivers 4.90 Overtime paid pro rata rates, computed on basis of 12j^ miles per hour. Runs of less than 100 miles, no overtime until after eight hours. Less than 30 minutes not counted ; 30 minutes or over counted one hour. 102 GRAND TRUNK PACIFIC RAILWAY Effective July 15, 1912. Following rates per mile: Engines Nos. 50-125 5.05c Engines Nos. 1-26 5.15c Engines Nos. 200-224, 600-629, 1100-1114 5.30c Engines Nos. 400-409, 800-869 5.5Sc Article II. — On all way freight trains, not otherwise specified, detention will be paid for the time used in making the trip in excess of the time necessary to complete the trip at an average speed of eleven (11) miles per hour. Detention will be computed from the time crew is called to go to work until it is registered in at arriving terminal. Fractions of an hour less than thirty (30) minutes will not be counted; fractions of an hour over thirty (30) minutes will be counted one hour. GREAT NORTHERN RAILWAY Effective June 1, 1913 Rates per 100 miles or less: Class A-1 to 6 inclusive; B-1 to 23 inclusive; D-1, 2, 4; E-1, 2, 3, 4, 5, 7, 9, 11, 12, 13 $5.20 Class A-7, 8, 9, 10; D-5 ; E-6, 8, 10, 14, 15 ; H-1 ; K-1 5.45 Class F-1 to 10 inclusive; F-IS, 6S, 7S, 8S, 9S; G-1, 2, 3, 4, 5, G-3S; J-1, 2, 3; H-2, 3, 4 5.70 Class O-l 5.95 Class L-2 6.45 Class L-1; M-1 ; M-2; N-1 6.70 Overtime paid pro rata rates, computed on basis of 10 miles per hour. On regularly way freight runs forty (40) cents per 100 miles will be allowed in addition to the regular through freight rates. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. Rates per 100 miles or less : Mallet engines, weighing over 257,000 pounds on drivers $6.75 Mallet engines, weighing 275,000 pounds or less on drivers 6.50 Engines (other than Mallet type) weighing 215,000 pounds and over on drivers 6.00 Engines weighing 120,000 pounds and less than 215,000 pounds on drivers 5.75 Engines weighing 100,000 pounds and less than 120,000 pounds on drivers - 5.55 Engines weighing 100,000 pounds or less on drivers 5.45 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Less than 30 minutes not counted ; 30 minutes or more counted as one hour. On ail local freight runs an allowance of one-half cent per mile additional to regular through freight rates. 103 HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. All classes of engines, per 100 miles $4.90 Overtime, per hour, 55 cents, computed on basis of 12^ miles per hour. Less than 30 miniites not counted ; 30 minutes counted one hour. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. Rates per 100 miles or less unless otherwise specified: All classes of engines $4.90 (Specified runs, average mileage rate) Cylinders 18 inches and over 4.94 Cylinders under 18 inches 4.69 Overtime, per hour, 50 cents, except main line, Houston to Deni- son, and on Austin Branch, Hempstead to Austin, per hour, 55 cents. Computed on basis of 12j^ miles per hour. Less than 30 minutes not counted ; 30 minutes or over counted one hour. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. Rates per 100 miles or less: Deck engines : Main Line : All classes $5.15 Deckless engines: Engines Nos. 639 and 640 5.65 Engines Nos. 1 and 551 classes 5.30 Over 20-inch diameter and Consolidation engine with 20-inch or over 5.40 Other classes 5.30 Branch Line : Deck engines : All classes 4.90 Deckless engines: Engines Nos 639 and 640 5.40 Engines Nos. 1 and 551 classes 5.05 Consolidation engines 20-inch or over '. 5.15 Other classes 5.05 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Thirty-one minutes constitute one hour. One hour and 31 minutes two hours and so on. 104 INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. Rates per 100 miles or less : Cylinders 19 inches and under $5.30 Cylinders over 19 inches in diameter 5.55 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Less than 30 minutes not counted ; 30 minutes or over counted as one hour. ARTICLE 5. (c). — When Engineers on local runs have layover away from home on Sunday they will be permitted to return and spend Sunday at home, provided it does not interfere with the service. Trans- portation will be granted for such trip but no time allowed for so dead- heading. Section (d). — If ordered to remain at terminal on layover day, will be paid for service performed at established rate for such service, and if not used will be allowed 100 miles at through freight rates. ARTICLE VII. (a). — Engineers on branch lines will receive local rates of pay according to class of engine run, ten hours or less, 100 miles or less, actual time to constitute a day's work. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. Rates per 100 miles or less : Engines with cylinders 19 inches and under (8- wheel) $4.90 Engines with cylinders 20 inches 5.10 Consolidation engines 5.20 Overtime paid pro rata rates, computed on basis of 10 miles per hour, actual minutes counted. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. Rates per 100 miles or less: Mallet engines, weighing over 275,000 pounds on drivers $6.65 Mallet engines, weighing 275,000 pounds or less on drivers 6.40 Engines (other than Mallet type) weighing 215,000 pounds and over on drivers • 5.90 All 21-inch cylinders and over and less than 215,000 pounds on drivers 5.65 All engines 20-inch cylinders and less 5.30 Overtime paid pro rata fates, computed on basis of 10 miles per hour. Actual minutes allowed. Single delays of less than five minutes not counted. ARTICLE V. — When crews of through or irregular freight trains are required over any portion of their runs, to unload or load company material or revenue freight (exclusive of water or live stock) or to weigh or switch at intermediate stations or turn-around points cars which are not taken on or set out of their train, local pay per mile will be allowed for the entire trip. lOS ARTICLE V. Section 4. — Engineers of regularly assigned local freight and dodger crews will be paid for days on which their trains are discontinued or they are not used (except on legal holidays, or in case of accident, washouts, or track otherwise obstructed). When such Engineers are taken ofJE their regular runs and used in any other service, they will be paid at regular rate for the class of service per- formed. Section S. — When local, dodger or work train Engineers ar- rive at their terminal or tie-up points on Saturday and have not been advised by the Chief Dispatcher by message prior to going off duty to hold themselves subject to call for Sunday work, they will be per- mitted to be absent until their run out Monday and be furnished transportation home if away from home terminal. Local and dodger crews will not be used on Sunday on through freight service when practicable to avoid it. LOUISIANA & ARKANSAS RAILWAY Effective January. 1, 1911. Engineers will be paid, per hour, 56.5 cents, with a minimum of 10 hours per day. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. All classes, per one hundred ( 100) miles $4.75 Over one hundred ( 100) miles, per mile 0475c Overtime, per hour, 47 cents, computed on basis of 10 miles per hour. ARTICLE V. — Engineers on Winnfield Branch local will re- ceive $125.00 per month for calendar working days, 11 hours or less will constitute a day's work. It being understood this work covers all work at Winnfield and Aloha, as well as intermediate stations. ARTICLE XXXI. — ^At terminals where no switch engines are used the locals will do the switching ; in such case the Engineer's time commences at time he reports for work at initial point and continues until final tie-up at terminal regardless of whether it be round trip or straight trip service. All in excess of ten miles per hour will be paid in overtime. ARTICLE IV. — Overtime shall be paid on the minute basis, as follows: Less than five minutes not to be counted; five or more minutes to be computed at actual minutes and carried to the end of month and aggregated in hours and tenths of hours. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. All classes of engines, per 100 miles $4.50 Overtime paid pro rata rates, computed on basis of 10 miles per hour. 106 MIDLAND VALLEY RAILROAD Effective July 1, 1913. Rates per 100 miles or less: All classes of engines $5.39 Overtime paid pro rata rates; first 31 minutes counted as one hour and additional overtime for each succeeding hour will be allowed. ARTICLE VIII. — Engineers of way freight and mixed trains required to do switching at their terminal station will be allowed overtime for such service, 31 minutes to constitute the first hour, and additional overtime for each succeeding hour. Foregoing not to ap- ply to mixed trains on Hartford branch, nor to the Glenpool run. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. Rates per 100 miles or less: First Class: Cylinders 18 inches and under $4.80 Cylinders 19 and 20 inches 5.15, Cylinders 21 inches 5.40 Second Class : Cylinders 18 inches and under $4.05 Cylinders 19 and 20 inches 4.35 Cylinders 21 inches 4.55 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Less than 30 minutes not counted; 30 minutes or over counted as one hour. ARTICLE II. — Engineers will be rated as second class until they have run an engine for a period of one year. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective January 1, 1911. Rates per 100 miles or less : First Year: Class G $4.65 Qass F-7, 8, 9, 10, 11, 20, 21 4.45 Qass F, F-1, 2, 3, 4, 6 ; G-1 ; D-2, 3 ; J ; E-22, 23, 24, 25 4.30 Class E; E-1 ; H; H-1, 2, 20 4.25 Class D; D-1, 20; E-20, 21 4.10 Qass K-20 4.00 Qass C; C-4, 5, 20, 21, 22, 23, 24, 25 3.95 107 Full Rate : Class G $5.80 Class F-7, 8, 9, 10, 11, 20, 21 5.55 Class F, F-1, 2, 3, 4, 6 ; G-1 ; D-2, 3 ; J ; E-22, 23, 24, 25 5.40 Class E; E-1; H; H-1, 2, 20 5.30 Class D ; D-1, 20; E-20, 21 5.15 Class K-20 5.00 Class C; C-4, 5, 20, 21, 22, 23, 24, 25 ; 4.95 Overtime paid pro rata rates, computed after 10 hours. On runs of over 100 miles, on a speed basis of ten miles per hour. Actual hours and minutes allowed. One mile for each six minutes. Engineers promoted will be paid for the first year 80 per cent of Erlgineer's First Class pay, according to rate and classification. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. Rates per 100 miles or less : Engines of 100,000 pounds or more on drivers $5.24 Mogul and 10-wheel engines with less than 100,000 pounds on drivers 5.13 All other engines 5.02 Overtime paid pro rata rates after 10 hours. Actual hours and minutes counted. Engineers in way freight service will be allowed 7 per cent in- crease over through freight rates. MISSOURI, KANSAS & TEXAS RAILWAY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD COMPANY WICHITA FALLS LINES Effective February 15, 1913. Rates per 100 miles or less: Engines under 26% class $5.30 Engines 26% to 30% class, inclusive 5.45 Engines 31% to 41% class, inclusive 5.55 Engines over 41% class and below 215,000 pounds on drivers. . . . 5.75 Overtime paid pro rata rates, computed on basis of 10 miles per hour. On runs less than 100 miles for which 100 miles are allowed road overtime will be paid after 10 hours. ARTICLE X. — Engineers on way freight trains required to do switching at their terminal stations will be allowed overtime for such service on basis of actual minutes; less than 15 minutes not to be counted. The above not to apply to runs covered by special provisions. ARTICLE XI. — Engineers of way freight and mixed trains on Joplin Division will make an additional trip in continuous service from Joplin to Galena and return in connection with the through trip when necessary. ARTICLE XII. — Engineers required to do switching, loading or unloading stock or material or turn their engines at their terminal sta- 108 tions before the time set for departure of their trains will be allowed overtime for such service on basis of actual minutes ; less than fifteen minutes not to be counted. ARTICLE XIII.— Engineers on the McAlester-Wilburton, Guth- rie Falls, Atoka Colgate, Denison-Sherman and Whitesboro-Gainesville way freight and mixed train runs will make extra trips in continuous service when necessary, providing such trips are started within 10 hours of the time the day's work began. When the extra trip delays the departure of the last regular rim beyond 10 hours of the time the day's work began, the last regular run shall be deemed an extra trip. Road overtime will be allowed on these runs with the exception of the Denison-Sherman and McAlester-Wilburton runs, where terminal over- time will be allowed when earned on the initial and final trips as here- tofore. ARTICLE XIV. — Engineers in way freight service will be re- lieved from Sunday work as far as possible and when away from home will be permitted to return and spend Sunday when it is known they will not be needed for other services. Master Mechanics or Foreman will furnish passes when requested. ARTICLE XXI. — Engineers on the Columbia, Eldorado Springs, Belton and Cleburne Branch runs will be paid local freight rates. Overtime will be allowed after 10 hours. Road overtime only will be allowed on these runs, which will be computed from time crews begin work until the day's work is finished, including the turning of engine, where Engineer is required to perform that service. Night trips to Belton Branch will be paid for as overtime. MISSOURI, OKLAHOMA & GULF RAILROAD Effective July 1, 1913. Rates per 100 miles or less : All engines, except Mallet $5.55 Mallet engines 6.50 Overtime paid pro rata rates, computed on basis of 10 miles per hour. The first 30 minutes to be counted as one hour and additional overtime for each succeeding hour will be allowed. \^ ARTICLE XIX. — No deductions should be made for days regu- lar local or mixed train Engineers are idle through no fault of theirs, and except in cases of wrecks, washouts or otherwise obstructed, and if for any reason the local is annulled and the Engineer is used in through freight service in order to have them at the end of the run to come out on their run, they should be paid local rates for the Through Freight run that date, but if for any reason the local En- gineer should not go out on the regular run and a through freight Engineer is used for local run and is paid the local rates, the local En- gineer to run to the other end of the district later in the day in order to come out on their regular run should be paid through freight rates, as the company has already paid for local freight service o nthat date. It is understood that Engineers assigned to local freight runs will be allowed to make working days in the month subject to the above pro- visions. 109 ARTICLE LXII. — When Engineers on local runs have layover away from home . on Sunday, they will be permitted to return and spend Sunday at home providing it does not interfere with the service. Transportation will be granted for such trip, but no time allowed for so deadheading. If ordered to remain at terminal on layover day, will be paid for service performed at established rate for such service and if not used will be allowed 100 miles at through freight rates. It is understood that Engineers who are permitted to return to spend Sunday at home will be required to protect the local run to which he is assigned and that the company is under no obligation to furnish facilities for this deadheading aside from furnishing passes. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. Rates per 100 miles, unless otherwise specified: 12-wheel with cylinders 21x32 inches $5.65 Consolidation with cylinders, 19j^x28 inches, series 400 and 500 and 22x30 inches; 10-wheel 19j4x28 inches; series 2,300 and 2,400, and 20x24 inches ; series 2,500 5.55 10-wheel, Mogul and Consolidation with cylinders over 19 inches and under 22 inches, except as described above 5.45 10-wheel and Mogul, 19-inch cylinders and under and all 8- wheel engines : 5.30 Arkansas Midland Railroad: Brinkley, Helena & Indian Bay Railroad : Little Rock & Monroe Railway : Farmerville & Southern Railroad: Mississippi River, Hamburg & Western Railway 5.30 All other engines 5.30 Overtime paid pro rata rates after 10 hours service, including all work performed under the schedule. Less than 30 minutes not counted; 30 minutes and over counted as one hour. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. Rates per 100 miles or less : 26,000 Tractive class and under $5.30 35,000 Tractive class and under 5.35 40,000 Tractive class and under 5.55 Over 40,000 Tractive class '. S,6S Engines (other than Mallet type) weighing 215,000 pounds and over on drivers 5.90 Mallet engines weighing 275,000 pounds or less on drivers 6.40 Mallet engines over 275,000 pounds on drivers 6.65 Overtime paid pro rata rates, basis 10 miles per hour ; 30 minutes to constitute the first hour ; one hour and thirty minutes the second hour and so forth 110 NORTHERN PACIFIC RAILWAY Effective January 1, 1913. Rates per 100 miles or less: Mallet engines Z and Z-2 $6.93 Mallet engines Z-1 6.65 Consolidation and Mastodon engines weighing 215,000 pounds or over on drivers 6.10 Decapod and Mikado engines less than 215,000 pounds on drivers 5.83 Prairie and Pacific engines 5.66 All other engines with 100,000 pounds or over on drivers 5.55 Atlantic, Mogul and 10-wheel engines with less than 100,000 pounds on drivers 5.39 All other engines 5.28 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Actual hours and minutes counted. RULE 54. — Engineers on local freight trains will be paid 10 per cent increase over regular freight rates. This rule does not apply to Engineers of through freight crews setting out or picking up cars at stations or the loading or unloading of freight at not more than two points en route. Engineers of log trains (except straightaway log runs handled in through freight service), coal trains to and from mines, and switch runs will be paid at local freight rate. RULE 55. — On any local freight run on which the increased com- pensation of 10 per cent is allowed by the company. Engineer perform- ing such service will be entitled to the increased compensation, whether regularly assigned to the run or not. OREGON SHORT LINE RAILROAD Effective February 1, 1913. Rates per 100 miles: Consolidation simple, 178,000, 184,000 and 187,000 pounds on drivers $5.65 Consolidation compound and 12-wheel simple, Consolidation simple, 154,000 pounds on drivers, Pacific simple, 10-wheel simple, 142,900 and 159,000 pounds on drivers 5.45 Atlantic simple; Mogul; compound; 10-wheel simple, 103,400, 132,000 and 140,000 pounds on drivers; switch, 135,600, 140,000 and 150,000 pounds on drivers 5.30 10-wheel simple, 64,800 and 89,900 pounds on drivers, 8-wheel simple 5.05 Switch engines 100,800 and 129,700 pounds on drivers 4.80 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Less thjin 30 minutes not counted ; 30 minutes or over counted as one hour. ARTICLE V. — Short runs not provided for in schedule. All runs of 50 miles or less, single trip, one-half day; overtime after 5 hours ; one day if only single trip and not called on duty again 111 until after 10 hours from starting time of these runs. In the latter case overtime will not begin until after 10 hours from starting time of run ; doubled, one day ; overtime after 10 hours. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. Rates per 100 miles or less : UmatiUa and Huntington: Mallet engines $6.85 Mikado, Consolidated, simple and compound, 21 x 30 inches, 22 X 30 inches, 15j^ x 26 x 30 inches 5.85 Consolidation, 19 x 30 inches, 20 x 24 inches 5.65 Pacific, simple and compound, 22 x 28 inches, 17 x 28 x 28 inches, 10-wheel compound, 15j^ x 26 x 26 inches 5.45 All other engines except 8-wheel 5.30 8-wheel engines 5.05 Pendleton and Starbuck: Mallet engines $6.65 Mikado, Consolidated, simple and compound, 21 x 30 inches, 22x30 inches, 15^x26x30 inches. Consolidation 19x30 inches 5.65 Consolidation 20 x 24 inches 5.55 Pacific, simple and compound, 22 x 28 inches, 17 x 28 x 28 inches, 10-wheel compound, 15j4 x 26x26 inches, 10-wheel, 20x24 inches and 20 x 26 inches 5.30 iO-wheel, 19x24 inches; 10-wheel and Mogul, 18x24 inches. .. 5.20 8-wheel engines 5.05 All other Districts : Mallet engines $6.65 Mikado, Consolidated, simple and compound, 21 x 30 inches, 22x30 inches, 15j4x 26x30 inches, Consolidation 19x30 inches .' 5.65 Consolidatibn 20 x 24 inches 5.55 Pacific, simple and compound, 22 x 28 inches, 17 x 28 x 28 inches, 10-wheel compound, 15j4x 26x26 inches, 10-wheel, 20x24 inches and 20 x 26 inches 5.30 10-wheel, 19 x 24 inches 5.20 10-wheel and Mogul, 18 x 24 inches 5.10 8-wheel engines 5.05 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Less than 30 minutes not counted ; 30 minutes or over counted as one hour. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. Rates per 100 miles or less : All classes of engines $5.55 Overtime paid pro rata, computed on basis of 10 miles per hour. 112 ARTICLE IV.— On runs of less than 100 miles, a delay of 30 minutes over 10 hours will constitute 1 hour, 1 hour and 30 minutes 2 hours, and so on. On runs of 100 miles or over, 10 hours or over, a delay of less than 1 hour on the basis will not be counted, 1 hour will be paid for, 1 hour and 30 minutes two hours, and so on. It is agreed that on all regular local freight or mixed turn-around runs, or doubles between terminals, where the double covers not more than one hundred and fifty miles, shall be considered as continuous runs, and will be paid continuous time at the rate covering the class of service performed, it being agreed and understood that when the run is scheduled thirteen and one-half hours or more than thirteen and one-half hours are consumed in making the trip, not less than two mini- mum days will be paid, using any extras made on the trip to make up the minimum days. Engineers in local or mixed service will be relieved from work on their lay-over days as far as possible, and when away from home they will be permitted to return home when not needed. When desiring to return home they will first ask the Foreman, and if no Foreman, the Chief Dispatcher, who will grant permission, provided it is not expected that their services will be needed. When Engineers in local or mixed service are used in turn-around runs in freight service on their lay-over day, they will be paid a mini- mum of two hundred miles at through freight rates, actual mileage if in excess of this, with time at turn-around point and terminal points as per this agreement. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. Rates per 100 miles: West of Otis and east of Otis : Classes 3500 and 3600 $5.65 East of Otis : Class 3400 5.45 Los Angeles and Otis : Los Angeles and San Bernardino and San Pedro Subdivision : Engines under 3500 class 5-45 Fairfield Subdivision: Engines under 3500 class 5.30 Las Vegas and Salt Lake (both lines) : Engines under 3400 class 5.30 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Less than 30 minutes not counted ; 30 minutes or over counted as 1 hour. ARTICLE V. — For short runs not provided for in schedule of runs. 113 All runs of 50 miles or less, single trip, one-half day; overtime after 5 hours ; 1 day, if only single trip and not called on duty again until after starting time of these runs. In the latter case, overtime will not begin until after 10 hours from starting time of run ; doubled, 1 day, overtime after 10 hours. Short runs over 50 miles and less than 75 miles, single trip, 1 day; overtime after 10 hours; doubled, actual mileage ; overtime after 10 miles per hour, etc. SAINT LOUIS, BROWNSVILLE & MEXICO RAILROAD GULF COAST LINE Effective August 1, 1911. Engines 34,000 tractive class and under, per 100 miles or less. . . .$5.50 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Less than 30 minutes not counted ; 30 minutes and over and less than 1 hour counted as 1 hour. SAINT LOUIS & SAN FRANCISCO RAILROAD— FRISCO LINES Effective December 24, 1910. Rates pei; 100 miles or less : Mallet engines, weighing over 275,000 pounds on drivers $6.65 Mallet engines, weighing 275,000 pounds or less on drivers 6.40 Engines over 40,000 pounds, tractive class 5.65 Engines 30,000 to 40,000 pounds, tractive class 5.55 Engines 26,000 to 29,000 pounds, tractive class 5.35 Engines 25,000 pounds, tractive class and under 5.30 Overtime paid pro rata rates, computed on basis of 10 miles per hour._ Thirty minutes and. less than 1 hour counted 1 hour; less than 30 minutes not counted. ARTICLE VIII.— When local freight trains are annulled and through freight trains do local work, local rate of pay shall apply to such service. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. Rates per 100 miles or less : Engines 25,000 pounds, tractive class and under $5.30 Engines 26,000 to 29,000 pounds, tractive class 5.35 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Less than 30 minutes not counted ; 30 minutes and over counted as 1 hour. ARTICLE VII. — When local freight trains are annulled and through freight trains do local work, local rate of pay shall apply to such service. 114 SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS LEASED, OPERATED AND INDEPENDENT LINES Effective April 1, 1911. Rates per 100 miles or less : Engines 22-inch cylinders .$5.65 Engines 20 and 21-inch cylinders 5.55 Engines 19-inch cylinders 5.45 Engines under 19-inch cylinders 5.30 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Less than 3 minutes not counted; 3 minutes, counted 1 mile, and an additional mile will be alloAved for each succeeding 6 minutes. SOUTHERN PACIFIC COMPANY (Pacific System) Effective December 1, 1912. Rates per 100 miles or less : Mountain Divisions: Between Bakersfield and Los An- geles : Los Angeles and Indio : Sacramento and Sparks : Red Bluff and Roseburg : Mallet engines, weighing over 275,000 pounds on drivers $6.57 Mallet engines, weighing 275,000 pounds or less on drivers 6.32 Engines (other than Mallet type) weighing 215,000 pounds or over on drivers , 5.82 Engines weighing over 140,000 pounds on drivers and less than 215,000 pounds 5.57 Engines weighing over 110,000 to and including 140,000 pounds on drivers; also standard gauge Consolidation and 8-wheel connected engines of less than 1 10,000 pounds on drivers . . . 5.33 Engines weighing 110,000 pounds or less on drivers 5.10 Valley Divisions: On all points of System except be- tween points above noted: Mallet engines, weighing more than 275,000 pounds on drivers. .$6.35 Mallet engines, weighing 275,000 pounds or less on drivers 6.10 Engines (other than Mallet type) weighing 215,000 pounds and over on drivers 5.60 Engines weighing oVer 140,000 pounds on drivers and less than 215,000 pounds 5.35 Engines weighing over 110,000 to and including 140,000 pounds on drivers; also standard gauge Consolidation and 8-wheel connected engines of less than 110,000 pounds on drivers. . . . 5.12 Engines weighing 75,000 pounds to and including 110,000 pounds on drivers 4.90 Engines weighing less than 75,000 pounds on drivers 4.80 Overtime paid pro rata rates, computed on a basis of 12J^ miles per hour. When making one or two trips between terminals exceeding 100 miles in the aggregate, schedule time exceeding 10 miles per hour on lis Mountain Districts or 12j^ miles per hour on Valley Districts. On runs aggregating 100 miles or less, after 8 hours. When making 3 or more trips between branch or local terminals, 100 miles allowed for first 8 hours. On Mountain Divisions constructive mileage allowed on various runs. On runs of over 100 miles on the aggregate, when schedule basis for computing overtime is less than 12J^ miles per hour, an additional 25 cents per 100 miles allowed over these rates. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. Rates per 100 miles : Mallet articulated engines $6.55 Prairie and Consolidation engines 5.55 Atlantic, 10-wheel over 110,000 pounds on drivers and 6-wheel switch over 110,000 pounds on drivers 5.30 All other engines 5.05 Overtime paid pro rata rates, computed on basis of 10 miles per hour. On way-freight runs, twenty-five (25) cents per 100 miles, or per 10 hour day, will be allowed in addition to the regular rates in through freight service. This allowance on way-freights shall not in any case apply to more than one train in each direction daily on any district. This allowance being made on account of the work being unusually heavy, will not be paid during such periods of the year when the work is light. TEXAS & PACIFIC RAILWAY Effective March 1,.1913. Rates per 100 miles or less : All classes of engines under 20 x 26-inch cylinders $5.30 20 X 26-inch cylinder engines or over except Consolidation en- gines 5.55 Consolidation engines 22-inch cylinders or over 5.75 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Less than 30 minutes not counted; 30 minutes or over counted as 1 hour. Regular engines and Engineers to be assigned to local freight runs. When Engineers on local freights have layover away from home terminal on Sunday, when it does not interfere with the service or for other good and sufficient reasons. Engineers shall be permitted to re- turn and spend Sunday at home, and passes will be furnished ; but no time will be allowed for such deadheading. At points where temporary terminals have been established for local freight trains Engineers will be paid as at regular time card terminals. This to apply to any temporary terminal hereafter estab- lished. 116 TRINITY AND BRAZOS VALLEY RAILWAY Effective December 24, 1910. Rates per 100 miles or less : Cylinders 18 inches $5.30 Cylinders 19 inches 5.30 Cylinders over 19 inches , 5.55 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Less than 30 minutes not counted ; 30 minutes or over counted as 1 hour. UNION PACIFIC RAILROAD Effective September 1, 1911. Rates per 100 miles or less: Mallet compound 394,000 pounds on drivers $6.65 Consolidation simple 165,000 pounds and 187,000 pounds on drivers; Consolidation, simple and compound, 157,000, 160,- 000, 171,000, 171,878, 174,000, 181,200 pounds on drivers; Mikado, 202,000 and 210,000 pounds on drivers 5.65 Consolidation simple 141,600 5.55 Consolidation simple 137,600 and 152,000 pounds on drivers 5.35 10-wheel simple; 134,000; 10-wheel, simple and compound, 142,- 440; Pacific 140,000 pounds on drivers 5.30 8-wheel simple 81,025; 10-wheel simple 103,400 and 113,000 pounds on drivers; Atlantic, 110,000 pounds on drivers 5.15 8-wheel simple 62,000 and 70,000 pounds on drivers; 10-wheel simple 79,200 pounds on drivers 5.00 Switch engines 4.80 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Less than 30 minutes not counted ; 30 minutes and over counted as 1 hour. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. Following rates per trip : Ferguson, Luther and Ewing avenue and return $4.85 Luther to St. Charles and return 5.55 Luther and Montgomery 5.55 Montgomery and Moberly 5.55 Moberly to Brunswick and return 5.55 Brunswick and Kansas City 5.55 Brunswick and Stanberry 5.55 Stanberry and Council Bluflfs 6.10 Moberly and Moulton 5.45 Moulton and Ottumwa (including switching at Mii.ylton) 5.70 Moulton and Des Moines 5.45 Landers and Forrest . ; 5.55 117 Landers to Manhattan and return .' 5.55 Forrest to Streator and return (including switching) 5.05 Forrest and Bement (including switching at Bement) 5.55 Bement to Altamont and return 6.10 Decatur and Tilton 5.55 Springfield to Decatur and return 5.55 Springfield and Bluffs 5.55 Bluffs and Hannibal 5.55 Keokuk and Bluffs 5.55 Decatur and Litchfield (including switching at Litchfield) 5.55 Litchfield and East St. Louis 5.55 Toledo to Montpelier and return (passenger and freight) 5.55 Toledo and Ft. Wayne, via 5th District 5.55 b t. Wayne to Montpelier and return 5.55 Peru and Ft. Wayne 5.55 Peru and Lafayette 5.55 Tilton to Lafayette and return (passenger and freight) 5.55 Delray and Montpelier 5.55 Montpelier and North Liberty 5.55 North Liberty and Landers 5.55 Landers and Gary 5.55 On local freight runs of less than 100 miles, overtime will be allowed after 10 hours. WESTERN PACIFIC RAILWAY Effective May 1, 1911. Rates per 100 miles or less : Engines less than 100,000 pounds on drivers $5.15 Engines weighing 100,000 to 135,000 pounds on drivers 5.25 Engines weighing 135,000 to 175,000 pounds on drivers 5.40 Engines weighing 175,000 pounds and over on drivers 5.65 Overtime paid pro rata' rates, computed on basis of 10 miles per hour. Actual number of minutes counted; 1 mile allowed for each 6 minutes. For local freight service, twenty-five (25) cents per day over rates paid in same class of engines in through freight service. WICHITA VALLEY RAILWAY Effective January 1, 1913. Rates per 100 miles or less : 8-wheel engines $5.45 Mogul engines 5.55 Consolidation engines 5.65 Overtime paid pro rata rates and will commence after 10 hours. Counted on the minute basis; less than 15 minutes not counted. Local freight engines shall receive fifty (50) cents in addition per 100 miles more than through freight rates for the several classes of engines in freight service. 118 YA200 & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. Deck engine : Main line : Mogul or 10-wheel engines 18 inches and over $5.40 Other classes 5.15 Branch line: Mogul or 10-wheel engines 18 inches and over 5.15 Other classes 4.90 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Thirty-one minutes to constitute an hour, 1 hour and 31 min- utes 2 hours and so on. ARTICLE IV. — Local freight rates will not apply to branch line freight service, unless there are two or more freight trains scheduled in each direction, in which event one shall be scheduled as a local freight train and be paid accordingly. 119 PUSHER AND HELPER SERVICE ^ATCHISON, TOPEKA & SANTA FE RAILWAY- COAST LINES Effective December 24, 1910. Rates per day of ten (10) hours: Between Victorville and San Bernardino : Mallet engines weighing more than 275,000 pounds on drivers . . . $6.00 Mallet engines weighing 275,000 pounds or less on drivers 5.75 Engines (other than Mallet) weighing 215,000 pounds or more on drivers 5.25 All engines (other than Mallet) weighing less than 215,000 pounds on drivers 5.00 Between Albuquerque and Bakersfield: Mallet engines weighing more than 275,000 pounds on drivers . . . 6.05 Mallet engines weighing 275,000 pounds or less on drivers 5.80 Engines (other than Mallet) weighing 215,000 pounds or more on drivers 5.30 Engines (other than Mallet) weighing less than 215,000 pounds on drivers 5.05 Overtime paid pro rata rates, computed after 10 hours. ARTICLE XVII. — In computing overtime a delay of 14 minutes shall not be counted; a delay of 15 minutes after the 10 hours shall be counted one-half hour ; a delay of 30 minutes after the 10 hours shall be counted one-half day ; a delay of 45 minutes after the 10 hours shall be counted one hour; a delay of one hour after the 10 hours shall be counted one hour; and so on indefinitely. Engineers assigned to this class of service shall receive one day's pay if not called for duty, and such allowance shall be made in addition to any overtime earned. If an Engineer has been in actual service less than 10 hours and for any reason declines to render further service, only actual hours on duty will be allowed. For all mileage in excess of 100 miles made within the first 10 hours. Engineers will be paid in cents per mile the rates expressed in the preceding paragraph in dollars and cents, according to class of engine, in addition to the regular day's pay. Overtime in excess of 10 hours to be paid for by the hour ; no mileage made after 10 hours to be allowed. When helper engines are used for road service and helper service in the same day, road rates according to class of engine employed will be paid for the entire day; time to commence at time designated in Caller's book. 120 ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912. East of La Junta, Wellington to Pecos : Mallet engines weighing more than 275,000 pounds on drivers. . .$5.40 Mallet engines weighing 275,000 pounds or less on drivers 5.15 Engines (other than Mallet) weighing 215,000 pounds and over on drivers 4.65 Atlantic, Pacific, Prairie, Mogul and Consolidation 4.40 10-wheel, 100,000 pounds or over on drivers 4.30 Engines weighing less than 100,000 pounds on drivers 4.15 Colorado Springs and Palmer Lake : Mallet engines weighing more than 275,000 pounds on drivers. . .$6.15 Mallet engines weighing 275,000 pounds or less on drivers 5.90 Engines (other than Mallet) weighing 215,000 pounds and over on •drivers 5.40 Atlantic, Pacific, Prairie, Mogul and Consolidation 5.15 10-wheel, 100,000 pounds or over on drivers 5.15 Engines weighing less than 100,000 pounds on drivers 5.15 Trinidad and Baton : Lamy and Glorieta : Mallet engines weighing more than 275,000 pounds on drivers .... 6.25 Mallet engines weighing 275,000 pounds or less on drivers 6.00 Engines (other than Mallet) weighing 215,000 pounds and over on drivers 5.50 Mikado engines 5.25 Atlantic, Pacific, Prairie, Mogul and Consolidation 5.15 10-wheel, 100,000 pounds or over on drivers 5.15 Engines weighing less than 100,000 pounds on drivers 5.15 Grama and Nutt, Belen and Mountainair : Mallet engines weighing more than 275,000 pounds on drivers. . . 6.15 Mallet engines weighing 275,000 pounds or less on drivers 5.90 Engines (other than Mallet) weighing 215,000 pounds and over on drivers 5.40 Atlantic, Pacific, Prairie, Mogul and Consolidation and other en- gines 5.15 Overtime paid pro rata rates after 10 hours. Computed in periods of 15 minutes. For all mileage in excess of one hundred (100) miles made within the first 10 hours. Engineers will be paid at pro rata rates per mile applying to class of engine used and location. No mileage made after 10 hours to be allowed. ARTICLE V. — Time of Engineers in helper service commences at time set to depart, as designated in Caller's book, and will continue for 10 hours and thereafter until returned to home terminal. When helper engines are used for road service and helper service 121 on the same day, freight rates will be paid for time employed in road service and helper rates for time employed in helper service. Engineers regularly assigned to helper service not making full time for the month will be allowed a full month's pay at the established rate per day, provided they respond to each call for service during the month. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. Rate per day of 10 hours : Alberta Division: Field to Laggan : British Columbia Division: Mountain Subdivision, East of Revelstoke, Nakusp and Slocan Branch, and all Subdi- visions and Branches West of Columbia River on Dis- trict 3 : All engines, except Mallet $5.15 Overtime paid pro rata rates, computed after 10 hours. The above rate is for regularly assigned pushers. When Mallet type engines are used, through freight rates are paid. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 22.— Per month $117.00 Plus differential on Mallet engines. Overtime, per hour, 44 cents. Plus differential on Mallet engines. Engineers on road engines used in pusher service will be paid at the rate of forty-eight (48) cents per hour. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. Rates per one hundred (100) miles or less, ten (10) hours or less: Class A-1, 2, 3, 4, 5; K-6, 9; H-5; I-l $4.40 Class A-6; D-2; K-1, 2, 3, 7; H-1, 2; R-1 4.60 Class H-3, 4; K-4, 5 ; P-1, 2, 3, 4; R-2, 3 ; D-7 4.75 Class D-3, 4; L; R-4, 5 ; S-1, 2 ; O-l 5 00 Class T-1-2 6.00 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Five minutes counted as nothing. Ten to 20 minutes pay 15 minutes, 25 to 35 minutes pay 30 minutes, etc. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. Per ten ( 10) hours or less : All classes of engines $4.40 122 CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. Rates per 100 miles or less : Mallet engines weighing 275,000 pounds and over on drivers $6.30 Mallet engines weighing less than 275,000 pounds on drivers 6.05 Consolidation engines 5.30 Prairie engines 5.10 10-wheel, including engines 150 and 151 5.05 Mogul engines 4.80 Standard engines, cylinders under or over 18 inches 4.60 Overtime paid pro rata, computed on basis of 10 miles per hour. CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES Effective December 24, 1910. Rates per 100 miles or less, 10 hours or less: Mallet engines $6.40 Class L-1 . 5 40 Class F-3, F-4 5.30 10-wheel, B-3, 4; G-6, 7 and K-1 5.20 iO-wheel, B-1, 2; G-4, 5 5.00 Atlantic type engines 4.80 8-wheel engines 4.60 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Actual minutes counted. One mile for each six minutes. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. Rates per 100 miles or less : Class N (Mallet) $6.30 Class L-2 5.55 Class C-1, 2, 3, 5 and L-1 5.30 Class B-3, 4; C-4; F-2, 3, 4, 5; G-6, 7; K-1 and N-2 5.20 Class B-1 and B-2 5.00 Class A-1 and A-2 4.80 Class F-1 ; G-2, 3, 4, 5 ; 1-3, 4, 5 and M-1 5.00 Other engines 4.60 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Thirty minutes or less not to count; over 30 minutes counted as one hour. ARTICLE VII. — In helper and pusher service no time will be deducted unless Engineers are released five hours or more. 123 CHICAGO & NORTHWESTERN RAILROAD Effective December 24, 1910. Rates per 100 miles or less, 10 hours or less : Consolidation, Class Z; Pacific, Class E; cylinder 23 inches and 25 inches, saturated or superheated $5.40 Pacific, Class E-1 and Class L; 6-wheel connected. Class R-1 5.20 6-wheel connected. Class R 5.05 6-wheel connected, 18 and 19-inch cylinders 4.95 8-wheel with trailers 4.70 8-wheel, 18-inch cylinders and over 4.60 8-wheel, under 18-inch cylinders 4.60 Minnesota and Dakota Divisions, west of Tracy : Engineers running 8-wheel engines with cylinders under 18 inches.$4.65 Narrow Gauge — Black Hills District 4.95 Fennimore- Woodman Line 4.60 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Less than 30 minutes not counted; 30 minutes counted as one hour; thereafter one mile for each six minutes. CHICAGO, PEORIA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. Engineers on hill engines or pushers shall receive, per day. . .$4.50 Overtime pro rata after 12 hours, 12 hours or less to constitute a day's work. It is understood that if the hill engine at Petersburg hill be brought to Springfield for necessary repairs, or washout, or is used in handling relief outfit, unloading company material, or is sent twenty-five miles or less from Petersburg to assist a disabled engine, it will be consid- ered as hill service and no extra compensation will be allowed; when over twenty-five miles class rates will apply. It is also understood that the same conditions will govern the work of hill engines which may be on Dow hill. All Engineers and Firemen will have the care of their engines when they are double crewed and do not get the benefit of round- house service, it being understood that wiping machinery is not included in the care of engine. CHICAGO, ROCK ISLAND & PACIFIC RAILROAD Effective February 1, 1911. Rates per 100 miles or less, 10 hours or less : Consolidation engines $4.80 6-wheel connected 20 to 21-inch cylinder 4.70 6-wheel connected 18 to 19-inch cylinder 4.60 Other engines 4.40 Overtime paid pro rata rates, computed on basis of 10 miles per hour. 124 CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. Unless otherwise specified: Class H, 2-8-0; Class 1-2, 4-6-2 $4.40 Class G-1-2, 4-6-0; 18 to 19-inch cylinders, 0-6-0, 4-6-0 4.40 All other engines 4.10 Overtime paid pro rata rates, computed on basis of 10 hours per day. Hudson Helper: Class H, 2-8-0; Qass 1-2, 4-6-2; Class I-l, 4-6-0; Class G-1-2; 4-6-0 ; 18 to 19-inch cylinders, 0-6-0, 4-6-0 5.20 All other engines 4.80 Overtime paid pro rata rates, after 12 hours per day. Spooner, Knapp and Itasca Helper: Class H, 2-8-0; Class 1-2, 4-6-2; Class I-l, 4-6-0; Class G-1-2; 4-6-0; 18 to 19-inch cylinders, 0-6-0, 4-6-0 4.70 All other engines 4.40 Overtime paid pro rata rates, computed on basis of 10 hours per day. One mile allowed for each six minutes worked. COLORADO & SOUTHERN RAILROAD Effective February 1, 1911. Engineers assigned to helper service shall be classed and paid on same basis as road freight service. ARTICLE III. — Standard gauge work train and helper service, 10 hours or less, 100 miles or less, will constitute a day ; overtime pro rata. In no case shall less than 2,600 miles be allowed for a full month. COLORADO SPRINGS AND CRIPPLE CREEK DISTRICT RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. Colorado Springs to Summit and return: If two or more trips in helper service are made in 16 hours or less, Class 135 engines $3.91 Class 170 engines 4.22 Rate will apply. DENVER & RIO GRANDE SYSTEM Class engines rates will apply, twelve (12) hours a day's work; overtime after twelve (12) hours pro rata. Assigned helper crews to be paid seven days per week. When mileage exceeds one hundred (100) miles, mileage will be allowed. Extra helping engines to be paid actual mileage made at class rate of engine. Double mileage al- lowed between Tucker and Soldier Summit, which arbitrary mileage will not be computed on through mileage in figuring overtime. 12S X>ENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. Rates per 100 miles or less, 10 hours or less: Cylinders 18 inches and over $4.20 8-wheel 19-inch cylinder ; 20-inch cylinder with trailer 4.20 6-wheeI connected, 18 to 19-inch cylinder, 20 to 21-inch cylinder. . 4.30 Consolidation engines 4.40 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Less than 30 minutes not counted ; 30 minutes or over counted as one hour. ARTICLE XXV. — In helper service, if no roundhouse force is employed where such engines lay over Sunday, full time will be al- lowed unless relieved. Engineers will not be required to perform the duties of Conductors. DENVER & SALT LAKE RAILROAD Effective August 16, 1912. ARTICLE IV. — Engineers in helper service will be paid mileage and overtime, one hundred (100) miles or less to constitute a day, and when tied up at other than regular district terminals will be al- lowed one day's pay at engine class rate, for each 24 hours so held. Thirty (30) minutes will be allowed in addition to time called to leave for getting coal and water, said thirty (30) minutes to be com- puted in road time. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. Rates per 100 miles or less, 10 hours or less : Embarrass Pusher: Engines weighing 170,000 pounds and over, 22x28-inch cylinder, engines weighing 140,000 to 170,000 pounds, 22x26-inch cylinder $5.30 Engines weighing 110,000 to 120,000 pounds, 19x26-inch cylinder, engines weighing 100,000 to 110,000 pounds, 20x24-inch cylinder 5.05 Other Pusher : Engines weighing 170,000 pounds and over, 22x28-inch cylinder, engines weighing 140,000 to 170,000 pounds, 22x26-inch cylinder ; $4.65 Engines weighing 110,000 to 120,000 pounds, 19x26-inch cylinder, engines weighing 100,000 to 110,000 pounds, 20x24-inch cylinder 4 40 Overtime pro rata after 10 hours. ARTICLE I. Section 1. — When overlapping time is made by pusher crews, except by fault of such crews, such time shall be paid at pusher schedule rates. 126 Section 2. — Pusher crews will not be required to do other work than that of actually pushing trains. In cases of emergency, however, they are expected to do any necessary work to expedite the movement of trains. . Section 3. — ^When for any reason the Company desires to sus- / pend, temporarily, the pusher service at any point, or points, such pusher crews may be ordered to Two Harbors and their pay shall cease as pusher crews from their arrival at Two Harbors until their departure to take up same or other service. If such crews are laid up at their pushing headquarters, the time during which they are laid up shall be paid at schedule pusher rates, except Sundays. ^ Section 4. — When pusher fengines are taken to any point from their pushing station, to be washed out, or for repairs, crews handling such engines shall be paid on basis of 100 miles, or 10 hours, and shall in no case receive less than one day or 10 hours' pay at pusher schedule rates, except it is the continuation of a pusher day, when actual miles run or hours worked, to the washout or repair point will be allowed. EL PASO & SOUTHWESTERN RAILWAY Effective December 24, 1910. Mallets weighing over 275,000 pounds on drivers $6.40 Mallets weighing 275,000 pounds or less on drivers 6.15 Engines (other than Mallet) weighing 215,000 pounds and over on drivers 5.65 Engines weighing less than 215,000 pounds on drivers 5.40 Overtime paid road rates, after day of 12 hours. First 30 minutes counted as one hour, and hour for hour thereafter. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. Class A, including engines weighing 110,000 pounds or less on drivers $5.30 Class B, including engines weighing over 110,000 pounds to and including 140,000 pounds on drivers 5.55 Class C, including engines weighing over 140,000 pounds and less than 215,000 pounds on drivers 5.79 Overtime paid, per hour, 55 cents, computed on basis of 10 hours per day. When runs exceed one hundred (100) miles, actual miles allowed. 127 ARTICLE V. — Engineers exclusively assigned to Liberty Helper Service will be paid as follows: Rates per one hundred (100) miles or less : Class A $5,30 Class B 5.55 Class C 5.79 One hundred miles or less, 10 hours or less, to constitute a day. Overtime after 10 hours at 55 cents per hour. When actual miles run exceed one hundred (100), actual miles will be allowed. ARTICLE V. Section 2. — Engineers exclusively assigned to Liberty Helper Service, if called upon to perform other service outside of helper limits, will be paid for such service actual miles or hours whichever exceeds at the rate of 12j4 miles per hour. Time consumed in other service outside of helper limits to be deducted from time con- sumed in helper service to avoid duplicate payment. Section 3.-^Engineers exclusively assigned to Liberty Helper Service shall be allowed 100 miles for each date on which no service is begun. GREAT NORTHERN RAILROAD Effective June 1, 1913. Rates per 100 miles or less: Class A-1 to 6 inclusive; B-1 to 23 inclusive; E-1, 2, 3, 4, 5, 7, 9, 11, 12, 13 $4.40 Class A-7, 8, 9, 10 ; D-5, 6 ; E-8, 10, 14, 15 ; H-1 ; K-1 4.65 Class F-1 to 10 inclusive; F-IS, 6S, 7S, 8S, 9S; G-1, 2, 3, 4, 5; 3S; J-1, 2, 3; H-2, 3, 4 4.90 Class O-l 515 Class L-2 5.65 Class L-1; M-1; M-2; N-1 5.90 Electric Motors 4.90 Overtime paid pro rata rates, computed on basis of 10 miles per hour. RULE 37. — Engineers in helper service under this schedule are those handling engines which help passenger and freight trains on heavy grades where such helper service is regularly employed. Engines double-heading or helping trains in emergencies will not be considered helpers. Where Engineers run first in first out on trains where helper engines are regularly employed, taking either train engine or helper as their turn comes around they will be paid road rates. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE XVII. — Engineers on all engines regularly assigned to helper service between designated points, one of which will be designated as home terminal for such service, shall be paid freight rates according to class of engines ; all over 10 hours or 100 miles shall be paid at proportionate rate. Time of Engineers in helper ser- vice commences at time set to depart, as designated in Caller's book, 128 and will continue 10 hours and thereafter until returned to home ter- minal, it being understood that Engineers are entitled to all time made in accordance with this Article, and in case they are not in service sufficient time to make 10 hours on any date allowance will be given them on such date to make their pay 10 hours. If an Engineer shall have been in actual service less than 10 hours and for any reason of his own does not render further service, only actual hours on duty will be allowed. Engineers running beyond the regularly designated points shall be paid as per Articles II and III, but while in road service and earning road pay, helper wages herein will not apply. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. Rates per 100 miles or less, 10 hours or less: Main Line: No. 639 and 640 engines $5.00 Over 20-inch diameter and Consolidation of 20 inches or over. . . . 4.75 No. 1 and 551 classes 4.65 Other classes 4.50 Branch Line: No. 639 and 640 engines $4.75 Consolidation engines 20 inches and over 4.50 No. 1 and 551 classes 4.40 Mogul or 10-wheel engines 4.35 8-wheel and other classes 4.25 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Thirty-one minutes constitute one hour; one hour and 31 minutes constitute two hours, and so on. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. All classes of engines, per day $4.40 Overtime paid pro rata rates after 10 hours. Less than 30 minutes not counted ; 30 minutes or over counted as one hour. KANSAS CITY SOUTHERN RAILROAD Effective September 1, 1911. Rates per 100 miles or less : Mallet engines weighing over 275,000 pounds on drivers $5.40 Mallet engines weighing 275,000 pounds or less on drivers 5.15 Engines (other than Mallet) weighing 215,000 pounds and over on drivers 4.65 All other engines 4.40 Overtime paid pro rata rates after 10 hours. Actual minutes al- lowed. Single delays of less than five minutes not counted. 129 ARTICLE I. — Helper Engineers making over 100 miles per day will be paid pro rata for all mileage in excess of 100 miles. Single crew Helper Engineers will commence work at the regularly established time for each locality. Double crew Helper Engineer's day will begin at 7:00 a. m. and 7 :00 p. m. Helper Engineers may be called to go to work as much as one hour before their regular starting time. In through or local freight service, Engineers, if cut out and used on helper temporarily, will be paid helper rate for the first two days and through freight rate for the class of engines used on helper there- afte'r. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective April 1, 1910. ARTICLE Vl.^On all transfer and helping engines required to exceed fifteen (15) miles on main line. Engineers will be paid road rates for entire day. This does not apply to engines in switch service which may be called upon to help trains or make transfers. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK AND INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. RULE 16. — ^When an engine is assigned to pusher service, men will be paid on basis of pushing while under such assignment. When an engine running over a district is stopped en route for temporary pusher service, men will be paid for all miles made, including pushing, but in no case less than one hundred ( 100) miles for 10 hours' service. All mileage in excess of 100 miles per day of 12 hours in pusher service shall be paid for at mileage rate. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. Unless otherwise specified: All engines, per day of 10 hours or less $4.40 Overtime per day of 10 hours or less paid pro rata rates after 10 hours' service. Over one hundred (100) miles paid for as follows: 12- wheel engines with cylinders 21x32 inches $5.40 Consolidation with cylinders 22x30 inches 5.30 10-wheel Mogul and Consolidation with cylinders over 19 inches and under 22 inches 5.20 10-wheel and Mogul 1 9-inch cylinders and under 5.05 All 8-wheel engines 4.95 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Less than 30 minutes not counted ; 30 minutes or over counted as one hour. 130 NORTHERN PACIFIC RAILWAY Effective January 1, 1913. Rates per 100 miles or less, 10 hours or less : Mallet engines Z and Z-2 $6.30 Mallet engines Z-1 6.05 Consolidation and Mkstodon, 215,000 pounds or over on drivers. . 5.55 Decapod and Mikado, less than 215,000 pounds on drivers 5.30 Prairie and Pacific 5.15 Atlantic type engines ' 4.90 All other engines with 100,000 pounds or over on drivers 5.05 Mogul and 10-wheel engines with less than 100,000 pounds on drivers 4.90 All other engines 4.80 Overtime paid pro rata rates, computed on basis of 10 miles per hour: Per trip Mountain Service: Mallet engines Z and Z-2 $3.15 Mallet engines Z-1 ' 3.025 Consolidation and Mastodon, 215,000 pounds or over on drivers. 2.775 Decapod and Mikado, less than 215,000 pounds on drivers 2.65 Prairie and Pacific 2.575 Atlantic type engines 2.45 All other engines with 100,000 pounds or over on drivers 2.525 Mogul and 10-wheel engines with less than 100,000 pounds on drivers 2.45 All other engines 2.40 Pro rata rates for overtime after five hours any single trip. Ac- tual hours and minutes counted. RULE 60. (a). — Pusher districts will be regularly established on divisions, the limits of which will be specified on timetable. (b). — Not starting Engineers assigned to pusher service in turn will be considered a run-around. Being run-around while on duty or engines on Bozeman Mountain being returned to their assignment out of turn after being brought to Livingston for repairs, will not be con- sidered a run-around. (c). — When Engineers assigned to pusher service are used to perform other than pusher service during their time on duty in such assignment, they will be allowed miles or hours, whichever is the greater, at the rate applying to such other service, in addition to the minimum day for pusher service. If used in other than pusher ser- vice outside of their time on duty as pusher, they will be paid a mini- mum day for such service. RULE 61. — The territory between Garrison and Blossburg will be known as a pusher district and operated by regularly assigned crews. RULE 62. — Engineers on engine used as doubleheaders will be paid according to classification of engines, except when engine used to doublehead is one regularly assigned to such service, which will be classed as pusher service. 131 ' NOTE : An engineer called for temporary pusher service will not be considered as "regularly assigned to such service," but as a double- header and paid accordingly. (b). — ^An increase in number of Engineers assigned to pusher or helper service for seven days or less will be considered temporary as applied to this rule. RULE 65. — Mountain service includes engines assigned to runs or work between the following points: Helena and Blossburg, Mis- soula and Arlee, Easton and Lester, Whitehall and Butte, Saltese and Wallace. RULE 66. — Engineers in mountain helper service will be paid on trip basis; rate for which will be one-half of daily road through freight rate for class of engine used, with overtime for any time in excess of five hours on any single trip. Each train helped will be con- sidered a trip. When Engineers assigned to mountain helper service are used to perform other than mountain helper service, or to help trains outside of mountain helper district, in addition to but in connection with a trip in such service, they will be allowed miles or hours, whichever is the greater, in addition to allowance for their helper day, at overtime rate. If used in other than mountain helper service, or service in con- nection with trip as mountain helper, they will be paid a minimum day for, and at rate applying to, such service. RULE 67. — When one trip is made in any one calendar day, En- gineers will receive one day's pay if no other trip is required that day. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. Cylinders under 18 inches in diameter $4.70 Cylinders 18 inches and over in diameter and having less than 140,000 pounds on drivers 4.90 Overtime paid pro rata rates, computed on basis of 10 miles per hour. ARTICLE VI. — Engineers Regularly assigned to helper service will be paid freight rates. OREGON SHORT LINE RAILROAD Effective February 1, 1913. Rates per 100 miles or less: Consolidation, simple 178,000, 184,000, 187,000 pounds on drivers; Consolidation, compound and 12- wheel simple, and Mikado $5.00 Consolidation, simple 154,000 pounds on drivers. Pacific simple, 10-wheel simple, 142,900 and 159,000 pounds on drivers 4.80 Atlantic, simple; Mogul, compound; 10-wheel simple, 103,400, 132,000 and 140,000 pounds on drivers; switch 135,600, 140,000 and 150,000 pounds on drivers 4.65 Switch, 100,800, 129,700 pounds on drivers 4.55 8 and 10-wheel simple, 64,800 and 89,900 pounds on drivers 4.40 ,132 Overtime paid pro rata rates after lO hours. Less than 30 minutes not to count; 30 minutes or over counted as one hour. Ten hours or less, 100 miles or less, to constitute a day. Time to be computed from time called to leave until arrival at ter- minal as shown on roundhouse register, and if called on duty again before expiration of ten hours, overtime will apply after the first ten hours, or one hundred miles. If called on duty after the expiration of ten hours from starting time of initial trip, short run rule will apply. (See Freight Service.) Assigned helper Engineers will be allowed a minimum of one hun- dred miles for each calendar day. If over 100 miles are made, actual mileage will be allowed. On double crewed helpers, assigned Engineers, one hundred miles for each calendar day ; time to be computed from regular starting time (this to be set by Superintendent) until arrival at terminal as shown by the roundhouse register. No overtime on double crewed helpers after twelve hours, unless opposite regular crew is on duty at the same time. If over one hundred miles are made, actual mileage will be allowed. When road engines are cut off to help other trains the following allowance will be made : Kemmerer to Tunnel 10 miles Fossil to Tunnel 20 miles Medbury to Reverse 20 miles King, Hill to Ticeska .25 miles for each train helped, in addition to regular trip. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. Kamela and Pleasant Valley: Per month. Mallet engines $187.00 Per month, all other engines, daily rate pro rata 157.00 Overtime paid pro rata rates after 10 hours. Less than 30 minutes not counted; 30 minutes or over counted as one hour. Engines will be double crewed and crews change each 12 hours as near as practicable, but should the Engineer on duty not arrive at the helper station until after the shift hour, the Engineer to relieve him may not be called until the man duty is due to arrive, and his time will not commence until the time called for. Telocaset : When single-crewed per day, 10 hours or less, 100 miles or less. .$5.00 Overtime pro rata. ' When double-crewed, same rate as Kamela and Pleasant Valley double-crewed. All helper and doubleheader service not provided for as above will be paid for at freight, work or passenger rates according to class of service. 133 SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Efffxtive January 1, 1912. ARTICLE V. — Helper crews will Jae paid according to class of engine and district, as per this article. Engineers regularly assigned to helper service will be granted a minimum allowance of one hundred (100) miles per calendar day, in case they are not used. SAINT LOUIS & SAN FRANCISCO RAILROAD— FRISCO LINES Effective December 24, 1910. All engines (except Mallet) $4.40 Overtime paid pro rata rates after 10 hours. Thirty minutes and less than one hour counted one hour ; less than 30 minutes not counted. Engines (other than Mallet type) weighing 215,000 pounds and over on drivers $4.65 Engines weighing 275,000 pounds or less on drivers 5.15 Engines weighing over 275,000 pounds on drivers 5.40 SOUTHERN PACIFIC COMPANY (Pacific System) Effective December 1,'1912. Mountain Divisions: Between Bakersfield and Los Angeles; Los Angeles and Indio ; Sacramento and Sparks ; Red Bluff and Roseburg : Mallet engines weighing over 275,000 pounds on drivers $6.57 Mallet engines weighing 275,000 pounds or less on drivers 6.32 Engines (other than Mallet) weighing 215,000 pounds and over on drivers 5.82 Engines weighing over 140,000 pounds on drivers (except as above) 5.57 Engines weighing over 110,000 pounds to and including 140,000 pounds on drivers; also standard gauge Consolidation and 8-wheel connected engines of less than 110,000 pounds on drivers 5.33 Engines weighing 110,000 pounds or less on drivers 5.10 Valley Divisions : On all points of system except between points above noted: Mallet engines weighing over 275,000 pounds on drivers $6.35 Mallet engines weighing 275,000 potmds or less on drivers 6.10 Engines (other than Mallet) weighing 215,000 pounds and over on drivers 5.60 Engines weighing over 140,000 pounds on drivers (except as above) 5.35 Engines weighing over 110,000 pounds to and including 140,000 pounds on drivers; also standard gauge Consolidation and 8-wheel connected engines weighing less than 110,000 pounds on drivers 5.12 Engines weighing 75,000 pounds to and including 110,000 pounds on drivers 4.90 One hundred miles allowed for first 10 hours. After 10 hours, overtime at rate of 12>^ miles per hour for actual time consumed. 134 A^ ARTICLE VII. — Engineers exclusively assigned to helper ser- vice shall be paid freight rates per mile ; 100 miles will be allowed for the first 10 hours or less, time and mileage to be computed from time Engineer is ordered to leave with train on initial trip and to end upon being relieved from care of engine at completion of final trip begin- ning within first 10 hours, after 10 hours' overtime at the rate of 12j4 miles per hour for actual time consumed. Whenever miles run exceed these limits, actual mileage will be allowed.. Engineers exclusively assigned to helper service will not be re- quired to perform other service, excepting where Engineers entitled to such service are not available; and when used in other service, be- ginning within the limit as specified above, time and mileage of helper service to be computed independently from time Engineer is ordered to leave with train on initial trip and to end with departure of train in other service ; mileage or hours, whichever exceeds in helper service, shall be allowed at the rate of 10 miles per hour; time and mileage in other service to be computed independently from time leaving with train in accordance v/ith the rules provided for the class of service per- formed, and to be added to the time or mileage in helper service in fixing the total compensation for said date. If less than 100 miles is made in the aggregate, under provisions of this Section, 100 miles will be allowed at full freight rates. When an Engineer exclusively assigned to helper service is used to perform any other service, excepting helper service beginning be- fore or after first 10 hours, as specified above, he shall begin a new day irrespective of dates, . time or mileage for prior and subsequent service to be computed independently in accordance with the rules pro- vided for class of service performed, 100 miles will be allowed for such additional service, excepting where mileage or hours are greater, irrespective of helper service. Engineiers exclusively assigned to helper service shall be allowed 100 miles for each date on which no service is begun, excepting where Engineer as for rest, the hours extending to 12 o'clock midnight, the call time to be included. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. Mallet articulated , .$5.90 Prairie and Consolidation engines 4.90 Atlantic, 10- wheel, over 110,000 pounds on drivers, and 6- wheel switch over 1 10,000 pounds on drivers 4.65 All other engines 4.40 Overtime paid pro rata rates, computed on basis of 10 miles per hour. RULE 1. Section (d) — Engineers in helper service under this schedule are those handling engines which help passenger and freight trains on heavy grades where such helper service is regularly employed. Engines doubleheading or helping trains in emergencies will not be considered helpers. Where engines run first in first out on trains where 135 helper engines are regularly employed taking either train engine or helper as their turn comes around, they will be paid road' rates. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. All engines $4.40 Overtime paid pro rata rates after 10 hours. Less than 30 minutes not counted; 30 minutes and less than one hour counted a full hour. ARTICLE XIV. — When Engineers having regular runs or en- gines in through freight service are placed in work train, pusher or switch engine service, and not relieved in three days, they shall re- ceive standard freight pay, according to class of engine run fdr all time continued in such service after three days. UNION PACIFIC RAILROAD Effective September 1, 1911. Mallet compound 394,000 pounds on drivers $6.00 Consolidation, simple, 165,000 and 187,000 pounds on drivers; Consolidation, simple and compound, 157,000, 160,000, 171,000, 171,878, 174,000, and 181,200 pounds on drivers; Mikado 202,000 and 210,000 pounds on drivers 5.00 Consolidation, simple, 141,600 pounds on drivers 4.90 Consolidation, simple, 137,600 and 152,000 pounds on drivers. . . 4.70 10-wheel, simple, 134,000 pounds on drivers ; 10-wheel, simple and compound, 142,440 pounds on drivers; Pacific 140,000 pounds on drivers 4.65 Switch engines 87,700 to 150,000 pounds on drivers 4.55 8-wheel, simple, 81,025 pounds on drivers; 10-wheel, simple, 103,400 and 113,000 pounds on drivers; Atlantic 110,000 pounds on drivers 4.50 8-wheel, simple, 62,000 and 70,000 pounds on drivers ; 10-wheel, simple, 79,200 pounds on drivers 4.35 Overtime paid pro rata rates after 10 hours. Less than 30 minutes not counted ; 30 minutes counted as one hour. When more than one hundred miles are made actual mileage will be allowed. In no case will less than 2,600 miles be allowed for a full month. ARTICLE VII. — ^Road Engineers will not be required to do help- ing service, except in emergency, in which case Engineers will be paid for 100 miles or less, 10 hours or less, per day. Engineers used in place of assigned helpers will take pay of assigned men. Assigned helper shift begins with time called to leave on first help of shift and ends on arrival in yard instead of ash pit. Time to be taken from train register. When called to leave reasonable length of time before expiration of ten hour shift, but do not get out until after the shift is up, are allowed one shift and overtime, instead of two shifts. Assigned helpers are on road basis (mileage and overtime) when 100 miles or more are made. Terminal time will not be paid assigned 136 helpers. Helpers at Cheyenne handling or heading trains Buford to Cheyenne are allowed 23 miles in additioh to regular allowance. This is also to cover switching and making up trains at Buford and is added to the total mileage allowance before computing overtime. Freight rate instead of helper rate applies to the 23 mile allowance. Temporary passenger helper receives passenger engine rates, and temporary freight helper receives freight engine rates. Engineers used in temporary helping service for less than three consecutive days on engines not assigned to helper service will receive road pay. WABASH RAILROAD— LINES WEST OF DETROIT Effective May 1, 1911. All engines $4.15 Overtime paid pro rata rates, computed after 10 hours. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE IV. — Engine crews exclusively assigned to helper service shall be allowed one hundred (100) miles at freight rates for the first consecutive 10 hours or less, overtime to be computed after 10 hours' service; for the actual number of minutes on duty there- after one mile will be allowed for each six minutes. When hours ex- ceed the miles, hours will be paid ; when miles exceed the hours, miles will be paid. Engine crews exclusively assigned to helper service will be al- lowed minimum of 100 miles for each calendar day. When engine crews are used not regularly assigned to helper service, all such helper or doubleheader service will be paid for at freight, work or passenger rates, according to class of service. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912 Rates per 100 miles or less : All classes of engines $4.50 Branch Line: Mogul or 10-wheel engines 18 inches and over 4.35 Other classes 4.25 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Thirty-one minutes to constitute one hour. One hour and 31 minutes two hours, and so on. Miles made in excess of 100 paid pro rata. 137 WORK TRAIN SERVICE ATCHISON, TOPEKA & SANTA FE RAILWAY- COAST LINES Effective December 24, 1910. Engines (except Mallet) weighing less than 215,000 pounds on drivers $4.90 Engines (except Mallet) weighing 215,000 pounds or more on drivers 5.15 Mallet engines weighing 275,000 pounds or less on drivers 5.65 Mallet engines weighing more than 275,000 pounds on drivers. . . . 5.90 Overtime paid pro rata rates after 10 hours. First 29 minutes not counted; 30 minutes to 1 hour and 29 minutes, one hour allowed. ARTICLE XVTJI. — Engineers assigned to this class of work shall receive one day's pay if not called for duty when regularly as- signed to work trains that are out six days or more. Where mileage or road rates, according to class of engine employed, applied to mileage actually made or a shorter run doubled, exceeds the per diem rate, the mileage rates shall govern. When a road crew is called upon to place its train on a siding and go outside of yard limits to load or unload material, or perform other work train service, work train rates will be paid for the time So employed ; such time to be deducted from the time between terminals in reckoning overtime; provided, how- ever, work train rates will not be paid if time of trip does not exceed 10 hours or miles 100. When commercial trains stop between terminals to load or unload material they will be considered in regular road ser- vice and work train rates will not apply. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912. Chicago and Denver ; Wellington and Pecos : Engines weighing less than 215,000 pounds on drivers $4.55 Decapod and Santa Fe types (900 and 1600 class) 4.80 Mallet engines weighing 275,000 pounds or less on drivers 5.30 Mallet engines weighing over 275,000 pounds on drivers 5.55 New Mexico Division: Engines weighing less than 215,000 pounds on drivers $4.80 Decapod and Santa Fe types (900 and 1600 class) 5.05 Mallet engines weighing 275,000 pounds or less on drivers 5.55 Mallet engines weighing over 275,000 pounds on drivers 5.80 Rio Grande Division ; Clovis and Belen : Engines weighing less than 215,000 pounds on drivers $4.65 Decapod and Santa Fe. types (900 and 1600 class) 4.90 Mallet engines weighing 275,000 pounds or less on drivers 5.40 Mallet engines weighing over 275,000 pounds on drivers 5.65 138 Overtime paid pro rata rates, computed on basis of lO miles per hour, in periods of 15 minutes. ARTICLE VI. — ^When an engine is ordered for a worlc train for a few daj's, the first crew out in chain gang service will take the engine. If an engine is ordered that was not in the chain gang, the first Engineer on the extra board will take the engine. If an engine is ordered for a work train for the season, say 30 or 90 days, an En- gineer shall be assigned to the engine according to seniority. Ten hours or less to constitute a day's work. When mileage made is 100 in ten hours, pay shall be pro rata rate per mile, according to the location and class of engine. Engineers assigned to work train service will be paid for working days not used. This will not prevent using them in chain gang or other service, providing they are used in their turn, it being understood that they will not be run around other chain gang crews for other service. Chain gang Engineers handling trains of ballast from one terminal to another, or from one point to another, where the crew neither loads or unloads it, shall be paid freight rates. BALTIMORE & OHIO CHICAGO TERMINAL RAILROAD Effective December 24, 1910. All engines $3.90 Overtime paid pro rata rates, computed after 10 hours. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. Rates per 100 miles or day of nine hours : Engines of 16% capacity or less $4.40 Engines of 17% to 25% inclusive 4.50 Engines of 26% to 33% inclusive 4.65 Engines of 34% to 40% inclusive 4.90 Engines of 41% or over, except Mallets 5.15 Overtime paid pro rata rates. ARTICLE VI. — Engineers taken off their trains between terminals for work train service, and afterwards continuing their original trip, will be paid at work train rates for the time engine was taken off train until trip is continued, such time to be deducted when computing over- time. ARTICLE XIV. — Engineers' time on work trains will count from the time work train is ordered, nine hours or less to constitute one day, overtime pro rata, but will be allowed 30 minutes for getting en- gine ready. Engineers on work train service when laid up away from terminal points will be paid one day for each day so held. When work trains are required to run to and from work, mileage at freight rates will be allowed. Time so occupied not to be included in time paid for at work train rates. Engineers going on work trains will be notified 24 hours previously, so they can make the necessary preparations. Suitable sleeping quarters will be furnished Engineers, including mat- 139 tresses, blankets and pillows. Engineers will be allowed time for meals at a reasonable hour, and will be given transportation and allowed to go home Sundays when such leave will not interfere with work service. Work trains will be manned by the youngest Engineer on assigned engine, but the oldest man on freight may have same by applying, if he considers it preference. Engineers will be paid at least one hour per day when tied up away from terminals for repairs to engine. Where miles exceed the hours, miles will be paid. Work train En- gineers will be allowed 45 minutes after arrival on shop track when tied up at terminals. ^ CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. Alberta Division : Field to Laggan : British Columbia Division: Mountain Subdivision, east of Revelstoke, Nakusp and Slocan Branch, and all Sub- divisions and Branches west of the Columbia River in District 3: All engines $5.15 Alberta Division: Between Crow's Nest and Kootenay Landing : British Columbia Division : West of Revelstoke, Arrow- head Branch and east of the Columbia River on Dis- trict 3 : Consolidation engines $5.00 Mogul, Atlantic, 10-wheel, 125% or over 4.75 Mogul, Atlantic, 10-wheel, less than 125% 4.65 Other engines 4.50 Alberta Division: East of Laggan and Crow's Nest: Saskatchewan Division: Manitoba Division: Consolidation engines $4.90 Mogul, Atlantic, 10-wheel, 125% or over 4.65 Mogul, Atlantic, 10-wheel, less than 125% 4.50 Other engines 4.40 Overtime paid pro rata rates, computed on basis of 10 miles per hour. ARTICLE IX. — The time of work trains will count from time engine is ordered for, 10 hours or less to be one day. Engineers on work trains, when laid up at any other than regular roundhouses with regular shopmen, will be allowed one hour after laid up by Conduc- tor to cover necessary repairs and get engine ready. '' ^Engineers on work train service will be paid 100 miles for each day l^ield for service. Men to be notified on Saturday if required for the following day. When work trains run 40 miles or more to work or from work, mileage at through freight rates will be allowed. Time so occupied \ 140 not to be included in time paid for at work train rates. When mile- age in work train service exceeds 10 miles an hour, mileage will be paid. Engineers in work train service will be given opportunity for meals at reasonable hours. Work trains will be manned by junior Engineers unless senior Engineers apply. Engineers will be given transportation and allowed to go home for Sunday when such leave will not interfere with work trains. Suitable sleeping accommodation, including blankets and mattresses, will be provided for Engineers on work trains. l"^"^ ARTICLE X. — Engineers held between terminals for work train service will be paid work train rates for time occupied in such service. ARTICLE IX. — ^When an Engineer loses his engine through rest required, if engine is detained over three days the assigned Engineer will be sent to work point and paid for same. ^ CHICAGO & ALTON RAILROAD Effective July 1, 1911. Class D-l-B, 172, 193, 194; D-1, 20, 46, 61, 143; D-l-A, 36, 45, 56, 168, 215, 217, 219; D-2, 207; D-2-A, 55, 137; D-2-B, 31, 41, 214; D-3, 105, 108; D-3-A, 107; D-3-B, 116, 117; D-5, 109, 111; D-5-A, 110; D-6, 170; D-Odd, 54, 63, 150, 151, 165, 167; F-1, 8, 27, 29, 62; F-l-A, 21, 35, 38, 104; F-Odd, 187; G-1, 223, 224, 228, 235, 236, 239, 240; G-l-A, 229 to 232 inclusive; G-l-B, 233, 234; G-2, 220; all other classes of small engines $4.50 Class D-7, 500, 506, 507, 509, 511; D-7-B, 503; D-7-C, 501, 502, 504, 505, 508, 510; E-1, 550 to 553 inclusive; E-2, 554 to 558 inclusive; F-3, 300, 302, 304, 305, 306, 308, 311, 314, 316; F-4, 360 to 367 inclusive; F-3-B, 301, 303, 307, 309, 310, 312, 313, 315, 317 to 349; G-3-A, 250 to 259 inclusive; I-l, 600; 1-2, 601; 1-3, 602, 603, 604; 1-4, 605 to 609 in- clusive ; 1-5, 620 to 624 inclusive ; I-5-A, 625 to 634 inclusive . 4.55 H-1, 400 to 409 inclusive; H-2, 450 to 459 inclusive; H-3, 410 ' to 429 inclusive ; H-7, 430 to 439 inclusive 4.65 L-1, 800 to 809 inclusive; L-l-A, 810 to 829 inclusive 4.80 Overtime paid pro rata rates, computed after 10 hours. ^""^ RULE 21. — Engineers in work or wrecking service will be paid actual mileage to and from the point at which their services are re- quired and additional by the hour at the established work rate based on the class of engine while at that point. RULE 20. — Engineers in ballast train service will be paid regular freight mileage based on class of engine. \^y^ RULE 38. — When work trains are laid up for a day or longer. Engineers will be permitted to go home, if they are not wanted for service, provided they return to their engines in time to go to work when trains are ordered. If held with their engines, they will be paid full time. 141 CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. Rates per 100 miles or less, 10 hours or less ;, , Class T-1, 2 (Mallet) '?.. $6.00 Class 0-1 (Mikado) ; S-1, 2 ; R-4, S ; L ; D-3, 4. . , , . v 5.00 Class H-3, 4; K-4, 5 ; P-1, 2, 3, 4; R-2, 3 ; D-7. . . .r: 4.75 Class A-6; D-2; K-1, 2, 3, 7; H-1, 2; R-1 4.60 Class A-1, 2, 3, 4, 5; K-6, 9; H-5; I-l 4.40 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Five minutes nothing; 10 to 20 minutes pays 15 minutes; 25 to 35 minutes pays 30 minutes, etc. RULE 15. — Engineers assigned to work trains for more than one day will be considered regular Work Train Engineers. In case the actual mileage made in any one day exceeds 100, mileage at the above rates will apply. Runs before or after regular working hours will be computed on a mileage basis. -^ CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. All classes of engines, per one hundred ( 100) miles or less $4.40 Overtime, per hour, 44 cents. ARTICLE II. — Work train crews shall be paid at through freight rates for parts of trips on which revenue freight is handled. Crews handling trains of roadway material straightaway shall be paid at through freight rates. When different kinds of work are performed by a work train crew in one day, such day shall be pro rated. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. Mallet engines weighing 275,000 pounds and over on drivers. . . .$6.30 Mallet engines weighing less than 275,000 pounds on drivers 6.05 Consolidation engines 5.30 Prairie engines 5.10 10-wheel engines, including engines 150-151 5.05 Mogul engines 4.80 Standard engines, cylinders under or over 18 inches 4.60 Overtime paid pro rata rates, computed on basis of 10 miles per hjjur. ^ ARTICLE V. — When Engineers are called for work train ser- vice, extending for more than five days, they will be so advised. En- gineers will be paid for temporary work train service of five working days, or less, mileage to and from the work and 10 miles per hour for time actually worked. / Engineers assigned to work train service for more than five days will be paid 100 miles for each day held for such service and not used. 142 Whenever Engineers are required to do wrecking, work train or construction work en route, provided such service exceeds 30 minutes, they will be paid extra for the time engaged in such extraordinary service with a minimum of one hour. Such time allowed Engineers will be deducted if trip runs into overtime. Sundays and legal holidays will not be counted. If Engineers are not advised that they will be needed, they will be permitted to go home on Sundays and legal holidays, provided they can return before the time to begin work on the following day. If held by orders they will be paid. l^ CHICAGO, MILWAUKEE & GARY RAILWAY Effective March 1, 1913. All classes of engines, per day of 10 hours $4.50 Overtime paid pro rata rates, computed after 10 hours. Actual number of minutes after 10 hours counted. CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES Effective December 24, 1910. 8-wheel engines $4.60 Atlantic type engines 4.80 10-wheel B-1, 2 ; G-4, 5 5.00 10-wheel B-3, 4; G-6, 7 and K-1 5.20 Class F-3, 4 5.30 Class L-1 5.40 Mallet engines 6.40 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Actual minutes counted. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. 8-wheel, under 18 inches, including I-l, 2; J-1, 2, 3 and X-1. . . .$4.60 8-wheel, under 18 inches, H-7; 8-wheel, 18 inches and over 4.60 Class F-1 ; G-2, 3, 4, 5 ; 1-3, 4, 5 and M-1 5.00 Class A-1, 2 4.80 Class B-1, 2 ; 5.00 Class B-3, 4; C-4; F-2, 3, 4, 5 ; G-6, 7; K-1 and M-2 5.20 Class C-1, 2, 3, 5 and L-1 5.30 Class L-2 5.55 Class N (Mallet) 6.30 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Thirty minutes or less not counted; over 30 minutes counted as one hour. ARTICLE III. — Engineers regularly assigned to work trains away from home shall be allowed at least 100 miles for each calendar day, whether service is performed or not, legal holidays and Sundays excepted. Engineers in work train service laying at home terminals 143 will be allowed 100 miles where no service is performed, unless they are notified one hour or more prior to the time of going to work. Average daily mileage will not be considered in figuring the 100 miles per day; that is, on days Engineers are idle, they will be allowed 100 jniles regardless of the mileage made on the days they actually worked. Engineers in work train service who are required to haul revenue paying trains, regardless of the number of cars handled, will be paid miles or hours, whichever is the greater, for the revenue service, and miles or hours, whichever is the greater, for the work train service. When Engineers are laid up at night or the regular layover in work train service is away from home or the Division point, and they are sent to the Division terminal or roundhouse at the completion of a day's work or for a Sunday layover in order to have work done on the engine, the miles or hours, whichever is the greater, between ter- minal and layover point will be allowed in addition to the regular workday, provided the movement is not made within the ten hour period. ^ CHICAGO & NORTHWESTERN RAILWAY Effective December 24, 1910. Rates per 100 miles or less, 10 hours or less : Consolidation, Class Z; Pacific, Class E, cylinders 23 and 25 inches, saturated or superheated $5.40 Pacific, Class E-1 and Class L; 6-wheel connected Class R-1 5.20 6-wheel connected, Class R 5.05 6-wheel connected, 18 and 19-inch cylinder. 4.95 8-wheel with trailer 4.70 8-wheel 18-inch cylinder and over 4.60 8-wheel under 18-inch cylinder 4.60 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Less than 30 minutes not counted; 30 minutes counted one hour ; thereafter, one mile for each six minutes. ARTICLE I. — In work or wrecking service. Engineers will be paid for the actual mileage going to and coming from the working points, as well as pay for the actual work -performed at the wreck or working point. ■^ In work train service, where any movement from the working point exceeds 15 miles in one direction, such mileage will be allowed in addition to the mileage going to and from the working point. In movements, however, involving less than 15 miles, it is to be consid- ered as work train service, and computed upon hourly basis. In gravel service Engineers will be paid either miles or hours, whichever is the greater, but not both. CHICAGO, PEORIA & SAINT LOUIS RAILWAY Effective November 1, 1912. Rates per one hundred (100) miles: All classes of engines $4.20 Overtime pro rata after 12 hours, 12 hours or less 100 miles oV less, to constitute a day's work. 144 Gravel or ballast trains making more than 100 miles will be con- sidered through freight trains and crews paid accordingly as per class r^ of engines in service. No deduction will be made from the pay of work train crews by reason of their not working when ready for duty and not assigned to other duties or relieved at terminal. A steam shovel stationed at any particular point shall be consid- ered as the terminal for all work trains operating in connection with the steam shovel. At stations where there is no Night Watchman, Engineer or Fireman shall receive $2.40 per night or day, as the case may be, for taking care of the engine. The Fireman will do the watching when practicable, but at no time shall they both be on duty in this service at the same time. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY CHICAGO, ROCK ISLAND & GULF RAILWAY Effective February 1, 1911. Rates per 100 miles or less, 10 hours or less : Consolidation engines $4.80 6-wheel connected, 20 to 21-inch cylinders 4.70 6- wheel connected, 18 to 19-inch cylinders 4.60 Other engines 4.40 Overtime paid pro rata rates, computed on basis of 10 miles per hour. ARTICLE IX. — In work and helper service, 10 hours or less will constitute a day, overtime to be paid for at 10 miles per hour. If miles exceed 100, pay shall be computed on the mileage basis of 10 miles per hour. Engineers in work train service for less than seven consecutive days will be considered in temporary work train service; this does not apply, however, to Engineers relieving others in regular work train service. Engineers in temporary work train service running twenty-five (25) miles or more to or from the point they begin or leave off work, will receive mileage to and from such point, as in road ser- vice, and work train rates from the time they arrive until they depart. If no regular roundhouse force is employed where such engines lay over Sunday, full time will be allowed unless relieved. RULE 2. Page 21. — Engineers assigned to work train or helper service shall be provided with a day's work for each working day until released from that service ; exception from this practice to be made only by mutual agreement between the Engineer and the Superintendent. 145 CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. Rates per 100 miles or less, 10 hours or less : Class H, 2-8-0; 1-2, 4-6-2; I-l, 4-6-0 $5.20 Class G-1-2, 4-6-0 5.05 18 to 19-inch cylinders 4-6-0 and 0-6-0 4.95 Class G-3, 4-4-2 4.70 All other engines 4.60 Overtime paid pro rata rates, computed on a basis of 10 miles per hour ; . one mile for each six minutes : ARTICLE II. — In work or wrecking service. Engineers will be paid for the actual mileage going to and coming from the working points, as well as pay for the actual work performed at the wreck or working point. In work train service, where any movement from the working point exceeds fifteen (15) miles in one direction, such mileage will be allowed in addition to the mileage going to and from the working point. In movements, however, involving less than 15 miles, it is to be considered as work train service, and computed upon hourly basis. In gravel service, Engineers will be paid either miles or hours, whichever is the greater, but not both. CHICAGO & WESTERN INDIANA RAILROAD Effective February 1, 1911. All classes, per day of 10 -hours $4.15 Overtime paid pro rata rates after 10 hours. Less than 30 minutes not counted ; 30 minutes or over counted as one hour. COLORADO MIDLAND RAILWAY Effective November 1, 1911. All classes, per day of 10 hours $4.60 Overtime paid pro rata rates, after 10 hours. Less than 30 minutes not counted; 30 minutes or over counted as one hour. ARTICLE V. — Working hours 7 a. m. to 6 p. m. ; one hour for lunch. If 30 minutes or more of the noon hour is worked, pay for same will be allowed. On work trains handling disintegrated granite and empty cars to be loaded with same, to be sold for commercial purposes. Engineers $5.15 for 12 hours; overtime at the regular rate. For six hours' ser- vice one-half the above rate will be paid ; all over six hours to be con- sidered one day. This rate of pay iiicludes all classes of engines. When runs are made exceeding eighty-five (85) miles in twelve hours, mileage will be allowed. Engineers on work trains laying over Sunday away from home terminal stations will be allowed full pay, whether working or not, but will be required to make necessary light repairs on engines. In case a work train is assigned for 10 days or more, the youngest En- gineer in chain gang service will be assigned. If he is not available, the change will be made at the first opportunity, at no extra cost to the Company. 146 COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. Rates per 100 miles or less, 10 hours or less : Unless otherwise specified: ConsoHdated compound, No. 520 to 531; 600 to 649 inclusive. . .$5.15 Consolidated No. 451 to 455 and 700 to 708 inclusive 4.90 Engines No. 320 to 331 and 400 to 429 inclusive 4.80 All 8- wheel, 10- wheel and Mogul, cylinders 18 inches and under. . 4.40 South Park Division: All engines 4.40 Overtime paid pro rata rates, computed on basis of 10 miles per hour; actual minutes. ARTICLE XIX. — In temporary work or wrecking service. En- gineers will be allowed actual mileage going to and coming from the working point, as well as pay for actual time consumed at wreck or working point. Engineers on work trains while laying over Sunday away from terminal station will be allowed full pay for Sunday, whether working or not, but will be expected to do light repairs on their locomotives. In case revenue cars are handled in conjunction with work train service, the Engineer will be paid the full freight rates for the entire trip, except for handling revenue cars in wrecking service. This to apply to turn-around trips as well. When Engineers in work train service run over the entire district, they shall be paid full freight rates. Engineers ordered into work train service will be run to a station where a place to sleep at night can be had, if practicable, except where the Company furnishes the accommodation. A work train ordered into service for a period of three days or more will be considered a regular work train. COLORADO SPRINGS AND CRIPPLE CREEK DISTRICT RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. All classes of engines, per day $4.80 Overtime paid pro rata rates, after 10 hours. ARTICLE II. — Work trains leaving Colorado Springs and run west of Summit will be allowed mileage going to and from the work- ing limits, and actual time while at working limits, at work train over- time rate. Work trains leaving Cripple Creek and run east of Sum- mit will be allowed mileage going to and from the working limits, and actual time while at working limits, at work train overtime rate. When work trains are run from Cripple Creek to Divide, or vice versa, mileage will be allowed, and actual time at working limits, at work train overtime rate. Engineers laying over Sunday away from their home terminal will be allowed full pay whether working or not, but will be required to make light running repairs on engines. 147 DENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. Cylinders 18 inches and over ; 8-wheel 19-inch cylinder and 20-inch cylinder with trailer $4.20 6-wheel connected 18 to 19-inch cylinder ; 20 to 21-inch cylinder. . 4.30 Consolidation engines 4.40 Overtime paid pro rata rates after 10 hours. Less than 30 minutes not counted ; 30 minutes or more counted as one hour. ARTICLE VII. — In work train service, where engine crews are required to run 25 miles or over to where work train is to work, en- gine crews will be allowed miles to and from work and hours on work train. DENVER & RIO GRANDE SYSTEM Effective March 22, 1911. Colorado Lines: In passenger service $4.60 In freight service 4.75 Utah Lines: Small engine $4.76 Large engine 5.44 Overtime paid pro rata rates after 10 hours. DENVER & SALT LAKE RAILROAD Effective August 16, 1912. Mallet engines, per month $165.00 Overtime, per hour, 65 cents. All other engines, per month $140.00 Overtime, per hour, computed after 10-hour day, 55 cents. When mileage exceeds hours, mileage will apply. If required to work Sundays will be paid for each Sunday pro rata of monthly rate. ARTICLE Vl. — ^When Freight Engineers are used for temporary work or wrecking service they shall be paid freight rates. After work train has been on seven days or more it will be considered regular work train, and regular work train rates to apply, and Freight Engineers put back into freight service if they so desire. Engineers in work train or construction service will not be tied up at points where eating and sleeping accommodations other than the caboose cannot be obtained. When necessary to tie up at points other than established terminals, sleeping accommodations will be provided for engine crews for their exclusive use; accommodations for eating will be supplied by the company. When work trains are used to handle revenue freight, freight rates will apply for the territory over which freight is handled. When Engineers in work train or construction work are released from service they will be paid work train pay until furnished other work or returned to their home terminal. Engineers in work train service will be allowed one hour for meals between 11 o'clock a. m. and 1 o'clock p. m. If such time is not allowed engine crew will take 30 minutes and receive one hour overtime in addition to regular 10-hour day. 148 DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. Rates per 100 miles or less, 10 hours or less. Engines weighing 170,000 pounds and over on drivers, 22x28 inches; engines weighing 140,000 to 170,000 pounds on drivers, 22x26 inches $5.30 Engines weighing 110,000 to 120,000 pounds on drivers, 19x26 inches; engines weighing 100,000 to 110,000 pounds on drivers, 20x24 inches 5.05 Engines weighing less than 100,000 pounds on drivers, 18 inches or under 4.80 Overtime pro rata after 10 hours. DULUTH, MISSABE & NORTHERN RAILWAY Effective January 1, 1911. Rates per 100 miles or less, 10 hours or less. Cylinders 18 inches and under, less than 100,000 pounds on drivers $4.80 Cylinders 19x26 inches, weighing 100,000 to 121,000; cylinders 20x26 inches, weighing 110,000 to 120,000 5.05 Road engines 22x28 inches, weighing 144,000 to 200,000 5.30 Overtime pro rata after 10 hours. DULUTH & NORTHERN MINNESOTA RAILWAY Effective October 1, 1911. ARTICLE I. — On all trains switching in the woods, gravel trains and steel gang trains, rates to be on an hourly basis as follows : Engineers, 45 cents per hour, or $4.50 per day of 10 hours or less. All time over ten ( 10) hours to be paid for as overtime — actual minutes to be counted. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY MINERAL RANGE RAILROAD Effective December 24, 1910. Rates per 100 miles or less, 10 hours or less : Standard engines less 18x24 and 18x24 or larger $4.65 Mogul and 10-wheel 18x24 or larger 4.80 Consolidation engines weighing 140,000 pounds or less 4.95 Consolidation engines weighing 140,000 pounds or more 5.30 Work trains making runs before or after working hours shall receive mileage made. Overtime paid pro rata after 10 hours. ELGIN, JOLIET & EASTERN RAILWAY Effective December 24, 1910. Rates per day: Consolidated engines $4.70 8 and 10-wheel engines 4.53 149 Ten hours or less, 100 miles or less, will constitute a day in through freight, local freight and work train service. Overtime pro rata after 10 hours and 31 minutes; 31 minutes and less than one hour constitute one hour. ARTICLE IV5'2. — Work train crews handling other than work train or Company material will be allowed through freight rates for entire trip. EL PASO & SOUTHWESTERN RAILROAD Effective December 24, 1910. Per month of 26 days $160,40 Overtime paid pro rata rates after 12 hours. Less than 30 min- utes not counted; 30 minutes or more counted as one hour. If called upon to work Sundays, Engineers will be paid for each Sunday pro rata in addition to regular monthly pay, overtime after 12 hours at same ratio. Thirty minutes for noon hour will be given be- tween the hours of 11 and 1, and if not given, Engineers will be given one hour overtime. On engines weighing 215,000 pounds or more on drivers or Mallet type engines, the same differentials will obtain as in freight and pas- senger service. ARTICLE XV: — Engineers will be allowed actual mileage to and from work at regular freight rates when mileage is made before or after working hours. Six a. m. to 6 p. m. will be considered working hours. When a work train is run over the entire division Engineers will be paid full freight rates. In all cases where revenue cars are handled in connection with work trains the Engineer will be paid full freight rates. Engineers ordered into work train service will be run to a station where a place to eat and sleep at night can be had, except where the Company furnishes accommodation. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. All classes, per hundred (100) miles or less $4.50 One hundred miles or less, 10 hours or less constitute a day's work and all over 10 hours to be paid at overtime rates, per hour 45 cents. ARTICLE IX. — Work Train Engineers will be allowed one hour for dinner between the hours of 1 1 :30 a. m. and 1 :30 p. m. This one hour not to be included in the 10 hours' service. ARTICLE XII. — Engineers in through freight and work train service required to load or unload stock or to do station switching, such as spotting of cars and such work as perfornled by local freights, will be paid local pay for trip. 150 FdJ^T WORTH & DENVER CITY RAILWAY Efffxtive December 24, 1910. 300 Class engines $4.65 All other engines 4.40 Overtime paid pro rata rates, computed after 10 hours, basis 10 miles per hour. ARTICLE XIII. — Engineers regularly assigned to work train service will be paid full time 100 miles per day for 26 working days; 10 hours or less to constitute a day's work ; 30 minutes out for meals, and if called upon to work on Sundays will be paid for each Sunday pro rated in addition to regular pay. Overtime at same ratio. Thirty minutes for noon hour will be given between the hours of 11 a. m. and 2 p. m., and if not given, Engineers will be given one hour overtime. Engineers will be allowed actual mileage to and from work at regular freight rates when mileage is made before or after working hours. Seven a. m. to 6 p. m. shall be considered regular working hours. Five hours or less will constitute half a day's work on work trains, except when no other work is done within 12 hours, when a full day will be allowed. Trains making over 100 miles per day will be paid regular road pay for class of engine in service. In all cases where revenue cars are handled in connection with work train and when work train is run over the entire division. Engi- neers will be paid full freight rates for class of engine in the service. /^ Engineers ordered to work train service will be run to a station where a place to eat and sleep at night can be had, except where the Company furnishes accommodations. ARTICLE XIII. — ^When a work train is run over the entire divi- sion, Engineers will be paid full freight rates for class of engine in the service. No train shall be created as a work train for the purpose of taking advantage or violation of any article or any section of any article in this Agreement. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. Class A, including engines 110,060 pounds or less on drivers. . . . .$4.40 Class B, including engines over 110,000 pounds to and including engines 140,000 pounds on drivers 4.60 Class C, including engines over 140,000 pounds and less than 215,000 pounds on drivers 4.80 Overtime, per hour, 44 cents, computed on basis of 10 miles per hour. 151 ARTICLE VIII. — Runs of 25 miles or over, before or after work- ing hours, will be computed on the mileage basis at full freight rates. Working hours 6 a. m. to 6 p. m. When engineers who have regular or pooled runs are called upon for work train service, they will be paid standard freight pay of the division for any period of time less than 30 days. When a work train is run over the entire division, or when two or more revenue cars are handled in connection with work train. Engi- neer will be paid full freight rates. Engineers in work train service will be run to a station where a place to sleep at night can be had, except where the Company furnishes accommodations. On long haul gravel or other long haul material trains, 110 miles or over in the aggregate. Engineers will be paid full freight rates. GRAND TRUNK PACIFIC RAILWAY Effective July 15, 1912. Rates per hour : Engines Nos. 50-125 $0.44 Engines Nos. 1-26 .' . .45 Engines Nos. 200-224, 600-629, 1100-1114 46j^ Engines Nos. 400-409, 800-869 49 ARTICLE IX. — Engineers on work trains will be allowed pay for making repairs to engines before or after hours at pits or oilier work train points where there is no locomotive staff. Such work is to be reported on a separate ticket. Engineers in work train service, if not required on Sunday, will be furnished passes and allowed to go home when such leave will not interfere with the service. Work crews running trips fifty (50) miles or more, mileage so run will be paid for at through freight rates ; time so occupied not to be included in time paid for at work train rates. Work train crews will be given opportunity for meals at reason- able hours and provided with reasonable sleeping accommodation. En- gineers in road service will advise dispatchers by wire to enable of an opportunity being given for meals at reasonable hours. GREAT NORTHERN RAILROAD Effective June 1, 1913. Rates per 100 miles or less, 10 hours or less : Class L-1 ; M-1, 2, N $5.90 Class L-2 5.65 Class O-l 5.15 Class H-2, 4; F-1, 2, 3, 5, 6, 7, 8, 9, 10; G-1, 2, 3, 4, 5; J-1, 2, 3. . 4.90 Class A-7, 8, 9, 10 ; D-5 ; E-6, 8, 10, 14, 15 ; H-1 ; K-1 4.65 All other engines 4.40 Overtime paid pro rata rates, computed on basis of 10 miles per hour. RULE 9. — Engineers on work trains while assigned to such ser- vice they are guaranteed a minimum of 10 hours pay for each calendar 152 day, except where the laws of any state, nation or country prohibit Sunday work, no service being performed, no time will be allowed. When Engineers are assigned to work train service, for the first six days or less so assigned, if required to move their train before commencing or after completing a day's work, they will be paid actual niileage at freight rates for such movement. If assigned to such ser- vice beyond the above period, they will be paid on a basis of actual miles or hours, whichever exceeds, for such work. If inspection of engine is done by Engineer, 15 minutes more will be allowed. Engineers assigned to work service will not be thrown into pool for over Sunday or any other time simply for the purpose of avoiding the guarantee under work train rules. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911 All engines $4.40 Overtime paid pro rata rates, coinputed after 10 hours. Less than 30 minutes not counted ; 30 minutes or more counted as one hour. Engineers assigned to this class of work shall receive one day's pay for each day when not called for duty including Sunday. This rate applies to regularly assigned work trains when they are on for seven consecutive days or more. For less than seven consecutive days or in case revenue freight is handled or empties to be loaded with revenue freight, through freight rates apply. ARTICLE III. — When from any cause Engineers relieve En- gineers engaged in regular work train service, they shall receive regular work train pay while in that service, regardless of the length of time so engaged. Engineers of all work trains, when required to do so, will run through terminals without regard to crews of other districts. No work or ballast train will be allowed turn-around rates. The Company shall furnish Watchmen to care for engines in regular work train service in all cases and for engines in irregular work train service at the very first opportunity. Engineers in irreg- ular work train service will arrange to care for the engines until ar- rival of the Watchmen. In case engine Watchmen are not provided for watching engines at other than terminal points, the Engineer shall arrange for either his Fireman or himself to watch the engine. In case the Engineer performs the service, he shall be paid thirty-four (34) cents per hour for the time so engaged. HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. All engines, per day, 10 hours or less $4.40 Overtime paid pro rata rates after 10 hours. ARTICLE IV. — Runs of 25 miles or over before or after work- ing hours will be computed on mileage basis at freight rates. Work- ing hours for regular work trains from 7 a. m. to 6 p. m. 153 If required to work noon hour, 30 minutes or more shall be paid one hour at the rate of forty-four (44) cents per hour. When revenue cars are handled in connection with work trains, full freight rates will be allowed, except in handling revenue cars to and from wrecks. When a work train is ordered, extra Engineer first out will be called and paid work train rate. If not available, regular Engineer first out will be called and will be paid freight rate. Where a regular Engineer first out takes work train, he will be relieved within seven days, provided an extra Engineer is available, if not available, he will continue in service at work train rate after seven days. In case regplar Engineer wants to keep work train regularly, he can do so at Work train rates. It is understood that if, for any reason. Engineer on work train is taken off and put in road service, he will be paid for the work train service at work train rate, and will be paid road rates for all road mileage, according to the class of service ; provided, that the pay shall not be less than a full freight day if in freight service, or a passenger day if in passenger service. Engineers assigned to work train service will be paid full time, including Sundays, when held away from terminal. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. All engines, per 100 miles or less, 10 hours or less $4.40 Overtime paid pro rata rates after 10 hours. ARTICLE V. — Engineers assigned to work train service will be paid full time, including Sunday, when held from terminal. If re- quired to work noon hour, 30 minutes or more, he shall be paid one hour at rate of forty- four (44) cents per hour. Runs of 25 miles or over before or after working hours to be computed on mileage basis at freight rates. Working hours for regular work trains from 7 a. m. to 6 p. m. In all cases where revenue cars are handled in connec- tion with work trains, full freight rates will be allowed, except in handling revenue cars to and from wrecks. It is understood that if for any reason the Engineer on work train is taken off and put in road service, he will be paid for the work train service at work train rate, and will be paid road rates for all road mileage, according to the class of service; provided, that the pay shall not be less than a full freight day if in freight service, or a passenger day if in passenger service. When a work train is ordered, extra Engineer first out will be called and paid work train rate. If not available, regular Engineer first out will be called and will be paid freight rate. Where a regular Engineer first out takes work train, he will be relieved within seven days, provided an extra Engineer is available; if not available, he will continue in service at work train rate after seven days. In case regular Engineer wants to keep work train reg- ularly, he can do so at work train rates. 1S4 ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. Rates per 100 miles or less: Main Line: Engines No. 639 and 640 $5.00 Engines No. 1 and 551 4.65 Over 20-inch diameter and Consolidation engines with 20-inch or over 4.75 Other classes 4.50 Branch Line: Engines No. 639 and 640 $4.75 Engines No. 1 and 551 4.40 Consolidation engines 20-inch or over 4.50 Mogul or 10-wheel 4.35 8-wheel engines 4.25 Overtime paid pro rata rates, basis of 10 miles per hour. Thirty- one minutes to constitute an hour; 1 hour and 31 minutes, 2 hovirs and so on. ARTICLE XVI. (c). — ^Work train rates will apply to Engineers on work trains on terminals. ARTICLE XX. (a). — When mileage of a work train exceeds 100 miles per trip, mileage rates will apply. (b) .^Engineers handling trains of ballast or other Company material and not unloading it en route will be paid freight rates. (c). — If material is unloaded from a train consisting partly of ballast or other material and partly of freight, freight rates will apply and be paid as per Section B, Article XVIII. (See Intermediate Delay.) INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. All engines $4.40 Overtime paid pro rata rates, computed after 10 hours. Less than 30 minutes not counted; 30 minutes or over and less than one hour shall constitute a full hour. ARTICLE VI. — When construction or work trains are run 100 miles or over or from terminal to terminal, they shall be classed as freight trains and receive freight pay according to class of engine run. ARTICLE XX. — Engineers in construction or work train service away from terminals when required to wash out boilers or do other necessary repairs shall designate such work in claim for time and be allowed one day's pay for same. Example No. 1 : Engine 1 in work train service, tied up at Jewett over Sunday "men riot working" or any other week day. En- gineer working on engine will be allowed one day's pay for same. Example No. 2 : Engine 1 ties up at Jewett Monday p. m. hav- ing been in work train service during the day. Engineer works on his engine after working hours, will receive time at overtime rates. ISS KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. All classes of engines, per day $4.20 Overtime paid pro rata rates, computed after 10 hours. ARTICLE IV. — Engineers assigned to work train service will be paid full time, including Sundays when held away from terminals. Engineers in work train service running twenty-five (25) miles or more to or from points where they begin or leave ofi work will re- ceive mileage to and from such points at through freight rates, and work train rate for time consumed in work train service. When work train mileage exceeds 100 miles per day, through freight rates will be allowed. When two or more revenue cars are handled in connection with work train. Engineers will be paid full freight rates. Engineers in work train service will be run to stations where a place to sleep can be had, except where the Company furnishes ac- commodations. After day's work is completed when necessary to coal up engines on main line, where Engineers remain in charge, they will be paid overtime at regular rates. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. Rates per 100 miles or less: Mallet engines weighing over 275,000 pounds on drivers $5.40 Mallet engines weighing 275,000 pounds or less on drivers 5.15 Engines (except Mallet) weighing 215,000 pounds and over on drivers 4.65 All engines (except those weighing 215,000 pounds and over on drivers and Mallet) 4.40 Work trains engaged in handling and distributing material loaded by steam shoVel: All Compound and Consolidation engines, 21-inch cylinders and over, less than 215,000 pounds on drivers $4.65 Engines (except Mallet) weighing 215,000 pounds and over on drivers 4.90 Mallet engines weighing 275,000 pounds or less on drivers 5.40 Mallet engines weighing over 275,000 pounds on drivers 5.65 Overtime paid pro rata rates after 10 hours. Actual minutes al- lowed. Single delays of less than five minutes not counted. Section 4. — ^Work trains making over 100 actual miles per day or handling loaded or empty cars, made up and moved as a tonnage train over entire district, will be paid through freight rates. Section 10. — When work trains are run as regular or extra trains to or from working limits, they will be paid as work trains, except when revenue freight is handled, when they will be paid through freight rates for that day. 156 KANSAS CITY TERMINAL RAILWAY _ Effective February 7, 1911. All engines '. $4.25 Overtime paid pro rata rates after 10 hours. Actual minutes counted. ARTICLE IV. — Work trains or construction work: Engineers employed on work or construction trains will be paid as though they were in the switching service, including overtime worked. LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. Engineers in work train service will be paid, per day $4.90 Twelve (12) hours or less to constitute a day's work; overtime at the rate of 47 cents per hour. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. All classes of engines, per day $4.15 Eleven (11) hours or less to constitute a day's work. Overtime after 11 hours, per hour, 41 cents. Overtime shall be paid on the minute basis as follows : Less than five minutes not to be counted; five or more minutes to be computed at actual minutes and carried to the end of month and aggregated in hours and tenths of hours. ARTICLE IX. — ^Work trains handling revenue freight or cars used for revenue freight service will be classed as through freight. ARTICLE XV. — Work train Engineers when tied up away from terminal, or boarding outfits such as steam shovel or gravel pits, for any cause other than their own, will be paid one day's pay for each day so tied up. ARTICLE XXVI. — ^When work train Engineer is required to handle lidgerwood in connection with his regular service he will be allowed fifty cents a day additional for such service. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. All engines, 10 hours or less $4.00 Overtime paid pro rata rates after 10 hours. ARTICLE XII. — Engineers regularly assigned to work train service will be paid full time for the calendar working days of the month, 10 consecutive hours or less to constitute a day's work. If called upon to work Sundays, will be paid for each Sunday pro rated, in addition to regular pay, overtime at same ratio. Thirty minutes for meal will be given between the hours of 11 a. m. and 1 p. m., and if not given. Engineers will be allowed one hour overtime. ■ When work or construction train? are run 100 miles or over they will be classed as freight trains, and receive freight pay accord- ing to class of engine. Work or construction trains handling revenue freight shall receive freight pay according to class of engine. 157 MIDLAND VALLEY RAILROAD Effective July 1, 1913. All classes of engines, per day of 10 hours $4.40 Overtime paid pro rata rates, computed after 10 hours. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. Rates per 100 miles or less: First Class: 18-inch cylinder and under $4.15 19 and 20-inch cylinder 4.50 21-inch cylinder 4.80 Second Class: 18-inch cylinder and under 3.40 19 and 20-inch cylinder 3.70 21-inch cylinder 3.94 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Less than 30 minutes not counted ; 30 minutes or more counted as one hour. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE Effective January 1, 1911. Rates per 100 miles or less : First Year: Chicago Division: Class G $4.05 Class F-7, 8, 9, 10, 11, 20, 21 3.85 Class E, E-1; H, H-1, 2, 20; F, F-1, 2, 3, 4, 6; G-1; D-2, 3; J; E-22, 23, 24, 25 3.65 Class D. D-1, 20; E-20, 21 3.50 Class K-20 3.35 Other engines 3.35 Full: Class G $5.15 Class F-7, 8, 9, 10, 11, 20, 21 4.90 Class E, E-1; H, H-1, 2, 20; F, F-1, 2, 3, 4, 6; G-1 ; D-2, 3; J; E-22, 23, 24, 25 4.65 Class D, D-1, 20; E-20, 21 4.50 Class K-20 4.30 Other engines 4.30 Overtime paid pro rata rates after 10 hours; actual minutes counted. One mile allowed for each six minutes in service. ARTICLE XII. — Engineers when assigned to work train service will be paid one day's pay for each working day in the month when not working, and will be considered absent from Saturday night until the usual starting hour Monday morning, provided permission is re- ceived from Train Dispatcher. If advised they will work, and do not do so, they will be paid not less than 100 miles. Engineers will be allowed to go home for Sundays if the train service will permit it and it will not interfere with the work service. 158 MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. Rates per 100 miles or less : Engines weighing 100,000 pounds or more on drivers $4.50 Mogul and 10-w^heel engines with less than 100,000 pounds on drivers 4.40 All other engines 4.40 Overtime pro rata rates after 10 hours. RULE IS. — Engineers in work service will not be allowed time for Sundays if they do not work on that day. When work train outfits are transferred from one location to a new point, at night, between the hours of 7 p. m. and 6 a. m.. Engineers will be paid on mileage basis. RULE 15. — Engineers in work, spotting or pusher service, will not be allowed time for Sundays if they do not work on that day. When work train outfits are transferred from one location to a new point, at night, between the hours of 7 p. m. and 6 a. m.. Engineers will be paid on mileage basis. MISSOURI, KANSAS & TEXAS RAILWAY MISSOURI, KANSAS & TEXAS RAILWAY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD COMPANY WICHITA FALLS LINES Effective February 15, 1913. Rates per 100 miles or less, 10 hours or less unless otherwise • specified : All engines $4.40 When mileage amounts to more than hours at work train rates, paid as follows: Engines under 21% class $4.55 Engines 21% to 25% class inclusive 4.65 Engines 26% to 41% class inclusive 4.80 Engines over 41% class and under 215,000 pounds on drivers. . . 5.00 Overtime paid pro rata rates after 10 hours, or 100 miles, com- puted on basis of actual minutes, less than fifteen minutes not counted. ARTICLE XV. — Work trains running to or from their working limits will be paid as work trains, regardless of the train number under which they may be run ; except when revenue freight is hauled in such trains, they will be paid on through freight basis for such distance as revenue freight is hauled. Empty cars hauled for the purpose of loading revenue freight will be considered as revenue freight. Terminal overtime will not be allowed in work train service. Straightaway movements from one through freight terminal to another will not be considered work train service. 159 MISSOURI, OKLAHOMA & GULF RAILROAD Effective July 1, 1913. Engines other than Mallet, per one hundred (100) miles or less. .$4.40 Overtime, per hour, 44 cents, after 10 hours. ARTICLE XVII. — Engineers in work train service making over one hundred ( 100) miles per day will be paid at through freight rates. Engineers in regular road service, or extra men representing such regular men, when used in work train service, will be paid the freight rates specified in Article I. When Engineers in work train service are tied up away from a terminal a minimum day will be allowed for each 24 hours so held, unless other service is performed. Work train crews will, as far as practicable, be tied up where they will have eating and sleeping accommodations. Terminal over- time will not be allowed under this article. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. Unless otherwise specified: All engines, per day of 10 hours or less $4.40 When making more than 100 miles per day, paid following rates, to include all work service performed: 8-wheel engines $4.95 10-wheel and Mogul engines, 19-inch cylinder and under 5.05 10-wheel, Mogul and Consolidation engines with cylinders over 19 inches and under 22 inches 5.20 Consolidation engines with cylinders 22 inches by 30 inches 5.30. 12-wheel engines with cylinders 21 inches by 32 inches 5.40 Overtime paid pro rata rates after 10 hours service, computed on basis of 10 miles per hour. Arkansas Midland Railroad: Brinkley, Helena and Indian Bay Railroad : Little Rock and Monroe Railway: Farmerville & Southern Railroad; Mississippi River, Hamburg & Western Railway: All engines $4.40 Overtime paid pro rata rates after 10 hours service, including all work performed under the schedule. Less than 30 minutes not counted ; 30 minutes and over counted as one hour. ARTICLE V. — Engineers taking light engines or work train equipment exclusively, to and from work, will be allowed mileage; hours will be allowed instead of miles, if less than 10 miles per hour is made ; hours while working, mileage and hours to be combined and computed as work train service. Engineers in regular road service, or extra men representing such regular men, when used in work train service, will be paid the through freight rates. 160 Work trains making a mileage of more than one hundred (100) miles per day will be paid tlie following rates, to include all work ser- vice performed. This not to interfere with established hostling ar- rangements at terminals. Overtime on basis of 10 miles per hour. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. Mallet engines, weighing over 275,000 pounds on drivers $5.65 Mallet engines, weighing 275,000 pounds or less on drivers 5.40 All engines (except Mallet) with cylinders 21 inches and over. . . 4.65 All engines with cylinders 20 inches and less 4.40 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Thirty minutes to constitute the first hour; 1 hour and 30 minutes the second hour, etc. ARTICLE IX. — ^Work trains hauling revenue freight shall be paid through freight rates for the distance revenue freight is hauled, and work train rates for balance of trip or day pro rata. Engineers iti work train service will be allowed sufficient time to eat dinner between the hours of 10 o'clock noon and 1 :30 p. m. If not allowed to eat between these hours, they shall be paid one hour overtime in addition to a full day's pay and be allowed 30 minutes, under pay, for meal hour. Under no circumstances will they be denied the right to eat later than 2 p. m. Unless the Company furnishes sleeping accommodations. Engineers will be run to points where such accommodations can be had. Where Engineers in work train service are tied up away from home terminal, a minimum day will be allowed for each 24 hours so held unless other service is performed. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. Rates per 100 miles or less, 10 hours or less : Mallet Z and Z-2 $5.90 Mallet Z-1 5.65 Consolidation and Mastodon weighing 215,000 pounds or over on drivers 5.15 Decapod and Mikado less than 215,000 pounds on drivers 4.90 Prairie and Pacific engines 4.75 Atlantic engines 4.50 Other engines with 100,000 pounds or over on drivers 4.65 Mogul and 10-wheel engines with less than 100,000 pounds on drivers 4.50 All other engines 4.40 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Actual hours and minutes counted. RULE 70. — Engineers will be allowed mileage at engine road rates for running to and from wrecks, and work train rates for actual time employed at wrecks. 161 In work service, the allowance will be on a continuous time or mileage basis, without regard to arrival and departure from terminals during the time in such service. Engineers in work service will not be allowed time for Sunday if they do not work on that day. Engineers regularly assigned to work train service requiring them to be away from home over Sunday, will, unless otherwise advised, be permitted to go home for that day, providing they can return before time for beginning work Monday morning. If advised to remain with engine over Sunday and are not worked, they will be paid one day at work train rates. When work trains are moved at night between the hours of 7 p. m. and 6 a. m., Engineers will be paid on mileage basis. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. All engines $4.25 Overtime paid pro rata rates after day of 10 hours. ARTICLE IV. Section 2. — ^Runs of 25 miles or over, to or from working limits, before 6 a. m. or after 6 p. m., will be paid for on mileage basis at freight rates. Section 3. — On long haul gravel or material trains, 125 miles or over per day. Engineers shall be paid full freight rates. Section 4. — Engineers in wrecking service will be allowed actual mileage at full freight rates going to or from wrecking or working point, and paid at the' rate of 42j4 cents per hour for all time consumed on duty at wreck, but in no case less than one day's pay to be allowed at work train rates. Section 5. — Engineers in work train service will be run to station where eating and sleeping accommodation can be obtained, unless such facilities are furnished by the Railroad Company. Section 6. — Engineers, while assigned to work train service, will be guaranteed minimum day's pay, as per above rate, for each calendar working day. OREGON SHORT LINE RAILROAD Effective February 1, 1913. Rates per 100 miles or less : Consolidation simple, 178,000, 184,000 and 187,000 pounds on drivers; Consolidation compound and 12-wheel simple $5.00 Consolidation simple, 154,000 pounds on drivers, Pacific simple, 10-wheel simple, 142,900 and 159,000 pounds on drivers 4.80 Atlantic simple, Mogul compound, 10-wheel simple, 103,400, 132,- 000 and 140,000 pounds on drivers ; Switch, 135,600, 140,000, 150,000 pounds on drivers 4.65 Switch, 100,800 and 129,700 pounds on drivers 4^55 10-wheel simple, 64,800 and 89,900 pounds on drivers 4.40 8-wheel simple, 66,950 and 77,950 pounds on drivers 4.40 Overtime paid pro rata rates after 10 hours. Less than 30 minutes not counted ; 30 minutes or over counted one hour. 162 Section A. — Engineers on regular work trains will be allowed full time, including Sunday. Runs before or after regular working hours will be computed on mileage basis. Work hours for Engineers, unless otherwise determined by the Superintendent, will be from 7 a. m. to 12 noon and from 1 p. m. to 6 p. m. If necessary to work during noon hour (12 noon to 1 p. m.) extra compensation will be allowed on overtime basis. In excess of three days will be considered regular work train service. When actual mileage made in any one day exceeds 100, mileage will be allowed. Through freight rates will apply for temporary work train service of three days or less. In temporary work or wrecking service. Engineers will be al- lowed actual mileage going to and coming from the working points, as well as pay for the actual work performed at the wreck or working point. When such mileage is less than 50, and hours less than 5, 50 miles will be allowed and stand first out. When more than 50 and less than 100, 100 miles will be allowed and stand last out. Through freight crews doing roadway work will be allowed 10 miles an hour while at work, in addition to schedule district mileage. If overtime is made under the above conditions, the time consumed in doing the roadway work will be deducted. Local freights will not be allowed any extra compensation for such work. For handling engine on pile driver Engineer will be allowed $30.00 per month in addition to road pay, fractions of a month in proportion. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. Rates per 100 miles or less, 10 hours or less : Umatilla and Huntington: Mallet engines $6.20 Mikado, Consolidation, simple and compound, 21x30, 22x30 and 15^x26x30 inches S.20 Consolidation, 20x24 and 19x30 inches ._ 5.00 Pacific simple and compound, 22x28 and 17x28x28 inches, 10- wheel compound, 15^^x26x26 inches 4.80 8-wheel 4.40 All other engines 4.65 Pendleton and Starbuck: Mallet engines $6.00 Mikado, Consolidation, simple and compound, 21x30, 22x30 and 15j^x26x30 inches ; Consolidation 19x30 inches 5.00 Consolidation 20x24 inches 4.90 Pacific simple and compound, 22x28 and 17x28x28 inches, 10- wheel compound, 15j4x26x26 inches; 10-wheel, 20x24 inches and 20x26 inches 4.65 10-wheel, 19x24 inches and Mogul, 10-wheel 18x24 inches 4.55 8-wheel engines 4.40 163 All other districts: Mallet engines $6.00 Mikado, Consolidation, simple and compound, 21x30, 22x30 and lSj^x26x30 inches ; Consolidation 19x30 inches 5.00 Consolidation 20x24 inches 4.90 Pacific simple and compound, 22x28 and 17x28x28 inches; 10- wheel compound, 15^x26x26 inches ; 10-wheel 20x24 inches and 20x26 inches 4.65 10-wheel 19x24 inches 4.55 10-wheel 18x24 inches and Mogul 4.45 8-wheel engines 4.40 Overtinie paid pro rata rates, computed on basis of 10 miles per hour. Less than 30 minutes not counted ; 30 minutes counted as one hour. PEORIA & PEKIN UNION RAILWAY Effective January 7, 1911. Engineers in work train service, per hour $0.40 ARTICLE II. — Ten hours shall constitute a day's w^rk. Five hours or less shall constitute one-half day's work. Over 5 hours and less than 10 hours shall constitute one whole day's work. One-half hour's pay shall be allowed for labor performed during meal hours. If kept out after regular hours, overtime shall be paid at regular rates for actual time worked. Time slips will show actual minute work ceased. Time will be computed to nearest five-minute period. If marked up or called for work and not used, five hours' pay shall be allowed for same. In case an Engineer stops work of his own accord on account of sickness or such other conditions as may arise, he shall be paid for actual time worked. The Engineer relieving him shall be allowed actual time only. ARTICLE III. — Working time shall commence at 7 o'clock a. m. for the day and 7 o'clock p. m. for the night, or as near these hours as practicable. The sixth hour shall be known as the meal hour, and in no case shall crews be required to work longer than seven hours without being given an opportunity to eat, except in case of wreck. If required to work over 5 hours and 30 minutes, 30 minutes shall be granted for meals and payment for full hour allowed. Crews will not be expected to work overtime unless necessary to protect the Com- pany's interests. It is understood that Engineers shall report for duty 30 minutes before leaving time and use every effort to get out on time. SAN ANTONIO & ARANSAS PASS RAILROAD ■ Effective August 17, 1912. All engines $4.90 Overtime, per hour, 50 cents, computed on basis of 10 miles per hour. Thirty minutes counted as one hour ; 1 hour and 30 minutes counted two hours, and so on. ARTICLE VI. — When miles run before commencing work, added to the miles run after the completion of the work, is less than 100 164 miles, time will be computed from time called to leave to time wneri tied up or released, with a minimum of one hundred (100) miles or 10 hours. No terminal time to be allowed. When the miles run before commencing work, added to the miles run after the completion of the work, is one hundred (100) miles or over, all miles run will be paid for, and in addition all hours actually engaged working; overtime on the miles run to be computed on the basis of 10 miles per hour. No terminal time will be allowed putting away or making up trains, unless the time putting away trains or making up trains is 30 minutes or over. Engineers on ballast trains will be paid actual mileage to and from points where ballast is loaded and unloaded with a minimum of one hundred (100) miles for a day's work of 10 hours or less, over- time on basis of 10 miles per hour. When mileage exceeds 100 miles, delays of one hour loading or unloading will be paid for, 1 hour and 30 minutes two hours, and so on. Wheii the wrecker clears up a wreck, they will handle into their terminal any cars pertaining to the wrecked train, whether revenue or otherwise, and will be considered in work train service. Should the wrecking train, or any other work train, handle revenue cars, either loads or empties, except as specified above, or non-revenue cars not pertaining to the work train service, they will be allowed in ad- dition to time earned in work train service, actual miles with a mini- mum of one hundred ( 100) miles at through freight rates, from point where work was performed to terminal. When handling solid trains of material, and not unloading or distributing same, such trains will be classed as in through or irregular freight service, and paid accordingly. Engineers assigned to work train will be paid a minimum day's pay for all days the work train is not used or in service, except Sundays. When practicable. Engineers in work train service will be run to a station where a place to sleep at night can be had, except where the Company furnishes accommodations. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. ARTICLE VII. — Engineers on work trains will have full time, except when laid up at district terminals, 10 hours or less, 100 miles or less, to constitute a day's work, and one-tenth rate per day lor each hour over 10 hours, except that runs before or after regular working hours will be computed on mileage basis. In case of freight train being held on the road to perform less than 10 hours' work train ser- vice, overtime rule will apply. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY GULF COAST LINE Effective August 1, 1911. All classes of engines per 100 miles or less $4.90 Overtime paid pro rata rates computed on basis of 10 miles per hour. Where more than 100 miles are run, actual mileage at through freight rates will apply. 165 RULE 17. — Engineers in other than regular work train service actually employed working at wrecks, pulling drift or unloading Com- pany material to exceed 59 minutes will be allowed one hour. A delay of 1 hour and 29 minutes will constitute two hours and so on. Delays over 29 minutes can be added together.. SAINT LOUIS & SAN FRANCISCO RAILROAD— FRISCO LINES Effective December 24, 1910. All classes of engines, except Mallet $4.40 Overtime paid pro rata rates computed after 10 hours. Thirty minutes or less not counted; over 30 minutes counted one hour. Ad- ditional overtime for each succeeding hour. Work train mileage in excess of 100 miles per day will be paid four-tenths (4-10) cent per mile less than through freight rate. ARTICLE X. — Work trains hauling revenue freight shall be paid through freight rates for the distance revenue freight is hauled and work train rates for balance of trip or day pro rata. Where engine crew in work train service is tied up away from a terminal, a minimum day will be allowed for each 24 hours so held unless other service performed. ARTICLE X.— When through or local freight trains are stopped between terminals to perform work train service, they shall be paid their respective freight rates for entire trip and not pro rated. When a through freight train starts out on a run and is tied up on account of a washout, and works one day or more as a work train, and one djay during that time is not called for service but is called for work train service the next day after, Engineer is entitled to the day that he is not called for service in work trains. But if the same crew is worked one day as a work train, and is tied up one or more days after that, waiting for the line to be opened, and then resumes the run as a through freight train, he is entitled to nothing except the one or more days he actually worked in work train service. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. All classes of engines $4.40 Overtime paid pro rata rates computed after 10 hours. Thirty minutes or less not counted ; over 30 minutes counted one hour. Ad- ditional overtime for each succeeding hour. ARTICLE I. Section 2. — Work train mileage in excess of 100 miles per day will be paid four-tenths (4-10) cent per mile less than through freight rate. ARTICLE IX. — Work trains hauling revenue freight shall be paid through freight rates for the distance revenue freight is hauled and work train rates for balance of trip or day pro rata. Where engine crew in work train service is tied up away from 166 a terminal, a minimum day will be allowed for each 24 hours so held unless other service performed. Section 3. — ^When through or local freight trains are stopped between terminals to perform work train service, they shall be paid their respective freight rates for entire trip and not pro rated. Where a through freight train starts out on a run and is tied up on account of a washout, and works one day or more as a work train, and one day during that time is not called for service but is called for work train service the next day after. Engineer is entitled to the day that he is not called for service in work trains. But if the same crew is worked one day as a work train, and is tied up one or more days after that, waiting for the line to be opened, and then resumes the run as a through freight train, he is entitled to nothing except the one or more days he actually worked in work train service. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS LEASED, OPERATED AND INDEPENDENT LINES Effective April 1, 1911. All engines per day, 10 hours or less $4.40 Overtime paid pro rata rates computed after 10 hours. Thirty minutes or less not counted; over 30 minutes counted one hour, and additional overtime for each succeeding hour. Engineers making 100 miles or more per day will be paid at through freight rate, including road overtime. One hour will be allowed for dinner between 1 1 :30 a. m. and 1 :30 p. m. when practicable and the work will permit. If released later than 12 :30 p. m., 30 minutes will be allowed for dinner and compensa- tion for full hour. SOUTHERN PACIFIC COMPANY (Pacific System) Effective December 1, 1912. Rates per 100 miles or less: Mallet engines weighing over 275,000 pounds on drivers $5.80 Mallet engines weighing 275,000 pounds or less on drivers 5.55 Engines (other than Mallet) weighing 215,000 pounds and over on drivers 5.05 Engines weighing over 140,000 pounds on drivers (except as above , ., 4.80 Engines weighing over 110,000 pounds to and including 140,000 pounds on drivers; also standard gauge Consolidation and 8-wheel connected engines of less than 110,000 pounds on drivers 4.60 Engines weighing 110,000 pounds or less on drivers 4.40 Overtime paid pro rata rates computed on basis of 10 miles per hour. Whenever mileage exceeds the hours after the first 10, actual mileage will be allowed. 167 ARTICLE VIII. — Whenever Work Train Engineer makes 25 miles or over, before or after working hours, such mileage shall be com- puted at full freight rates. Working hours, 6 a. m. to 6 p. m., or 6 p. m. to 6 a. m. shifts. Time and mileage (25 miles or over) before or after working hours to be computed separately and paid for at full freight rates. Whenever an Engineer makes less than 10 consecutive hours in work train service between 6 and 6 o'clock, as specified in this section, consecutive hours so consumed will be allowed at rate of 10 miles per hour and computed cumulatively with mileage made before or after working hours ; when less than 100 miles is made in the aggre- gate under provisions of this section, 100 miles will be allowed at work train rates. In case one or more revenue cars are handled in connection with work train service, Engineer will be paid full freight rates for the distance revenue cars are hauled. When less than 100 miles in the aggregate is made, under the provisions of this section, 100 miles will be allowed at full freight rates. When Engineers who are assigned to regular runs or pooled service are used in work train service they shall be paid full freight rates, excepting when such Engineers take work train in accordance with seniority preference. On long haul work trains, 125 miles or over on Valley districts, and 100 miles or over on Mountain districts, in the aggregate, or work train is run over entire through freight district. Engineer shall be paid full freight rates. Engineers in wrecking service will be allowed actual mileage at full freight rates, going to or from working or wrecking points, and pay at work train rates for all time consumed on duty at the wreck, iDut in no case less than one day's pay to be allowed, at work train rates. Engineers held for work train service shall be allowed 100 miles at $4.40 rate for each day on which no service is begun. Sundays ex- cepted when at division or subdivision terminals, or at bulletined tie- up points. In all cases, where freight rates are mentioned, initial and ter- minal delays, overtime and mileage rates of a freight train shall apply. Engineers in work train service will be run to a station where a place to eat and sleep at off shifts can be had, excepting where the Company furnishes accommodations. ARTICLE VIII. Section 2. — ^When an Engineer* is ordered for other service after performing work train service, beginning within first 10 hours, time and mileage in work train service to be computed in- dependently from time Engineer is ordered to be ready for service and to end with departure of train in other service. Hours in work train service shall be allowed at 10 miles per hour. Time and mileage in other service will be computed independently from time leaving with train, in accordance with the rules provided for the class of ser- vice performed, and to be added to time or mileage in work train service in fixing total compensation for said date. If less than one hundred (100) miles is made in the aggregate, under the provisions 168 of this section, one hundred ( 100) miles will be allowed at full freight rates. When Work Train Engineer is called to perform any other service beginning on same date before or after first 10 hours, time and mileage for prior or subsequent service to be computed independently in ac- cordance with the rules provided for the class of service performed, and to be added to time or mileage in work train service in fixing total compensation for said date, the same as when performed in con- junction with work train service as specified in Section 2, this Article. One hundred miles will be allowed for work train service unless ex- ceeded by mileage or hours. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. Rates per 100 miles or less: Mallet articulated $5.90 Prairie and Consolidation 4.90 Atlantic, 10-wheel, over 110,000 pounds on drivers; 6-wheel switch over 110,000 pounds on drivers 4.65 All other engines 4.40 Overtime paid pro rata rates computed on basis of 10 miles per hour. RULE 15. — Engineers on work trains will be paid as above, ex- cept that while assigned to such service they are guaranteed the equivalent of 10 hours' pay for each working day, time to be computed in miles or hours, whichever exceeds, but not on a combination of the two, from the time the crew goes on duty until tied up. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. All classes of engines $4.40 Overtime paid, per hour, after 10 hours, 44 cents. . Thirty minutes or less not counted; over 30 rriinutes counted as one hour. When work trains are run 100 miles or over they shall be classed as freight trains and receive freight pay according to class of engine. Engineers shall be called one hour before leaving time; no terminal time allowed; time to commence one hour after being called. A work train returning light to starting point regardless of under what orders they run is still a work train and the class of service is changed only when the work train is put into freight or passenger service. Work trains will operate through terminals when the ser- vice requires it. An Engineer held for work train service will be paid one day's pay for each weekday held when no work is done and transportation will be furnished and Engineer permitted to go to his home terminal on Sunday if he so desires. When Engineers having regular runs or engines in through freight service are placed in work train service and not relieved within three days, they shall receive standard freight pay according to class of engine for all time continued in such service, after the first three 169 days, the intent being that the Engineer entitled to such run be as- signed to this service as soon as practicable. Work trains will be run to places where eating and sleeping ac- commodations can be obtained, and Engineers will not be required to care for engines during the night except in cases of emergency. ARTICLE XXI. — When Engineers on local or work trains have lay over away from home on Sunday they will be permitted to return and spend Sunday at home, provided it does not interfere with the service. Transportation will be granted for such trips, but no time allowed for so deadheading. TRINITY AND BRAZOS VALLEY RAILWAY Effective December 24, 1910. All classes of engines, per 100 miles or less $4.40 Overtime paid pro rata rates after 10 hours. Less than 30 minutes not counted; 30 minutes and less than one hour, a full hour allowed. ARTICLE XVII. — When work trains are run 100 miles or over, or from terminal to terminal, they shall be classed as freight trains and receive freight pay, according to class of engine run. ARTICLE XIII. — Engineers in construction or work train service away from terminals, when required to wash out boilers or do other necessary repairs, shall designate such work in claim for time and be allowed one day's pay for same. Example No. 1 : Engine No. 1 in work train service tied up at Newby over Sunday, "men not working" or any other weekday. En- gineers working on engine will be allowed one day's pay for same; Example No. 2 : Engine No. 1 ties up at Newby, Monday p. m., having been in v(rork train- service during the day. Engineer works on his engine after working hours will receive time at overtime rates. UNION PACIFIC RAILROAD Effective September 1, 1911. Mallet compound, 394,000 pounds on Wrivers $6.00 Consolidation simple, 165,000 and 187,000 pounds on drivers; Consolidation simple and compoun|d, 157,000, 160,000, 171,- 000, 171,878, 174,000 and 181,200 jbounds on drivers ; Mika- dos, 202,000 and 210,000 pounds oft drivers 5.00 Consolidation simple, 141,600 pounds on drivers 4.90 Consohdation simple, 137,600 and 152,000 pounds on drivers 4.70 10-wheel simple, 134,000 pounds on drivers ; 10-wheel simple and compound, 142,440 pounds on drivers; Pacific, 140,000 pounds on drivers 4.65 Switch, 87,700 to 150,000 pounds on drivers 4.S5 8-wheel simple, 81,025 pounds on drivers; 10-wheel simple, 103,- 400 and 113,000 pounds on drivers; Atlantic, 110,000 pounds on drivers 4.50 8-wheel simple, 62,000 and 70,000 pounds on drivers; 10-wheel simple, 79,200 pounds on drivers 4.35 Overtime paid pro rata rates after 10 hours. Less than 30 min- utes not counted ; 30 minutes counted one hour. 170 ARTICLE VI. — Runs before or after regular working hours will be computed on mileage basis. Engineers' regular \vork train mileage carries engine rate for work service. Five consecutive days in work service makes it an assigned work train ; hours must be fixed for such train and period. Engineers work- ing less than five days on assigned work train will receive assigned work train rates. Ten consecutive hours in work service is a day, regardless, of meals. For handling engines on piledriver, Engineer will be allowed $30.00 per month in addition to road pay; fractions of a month in proportion. Work train and piledriver service pay actual mileage when one hundred (100) miles or more are made in a day. Engineer handling Lidgerwood unloader receives 50 cents per day in addition to other pay. In temporary work or wrecking service, Engineers will be al- lowed actual mileage going to and coming from the working points, as well as pay for the actual work performed at the wreck or working point. Temporary work train service carries freight engine rate. Actual miles to and from work, and 10 miles per hour while at work will be paid. "Working time" begins at time of arrival at, and ends at time of leaving working point. Terminal time not allowed in temporary work service where constructive mileage is paid. Temporary work train service between Cheyenne and Laramie pays constructive mile- age instead of actual mileage to and from work (in cases where trains go from one terminal to the other and work at one or more inter- mediate points en route) as well as actual hours worked. Engineers en route over a district performing temporary work "between" two or more points instead of "at" one or more points while en route, are allowed 10 miles per hour for such work, instead of the mileage between such points, except when such mileage ex- ceeds 10 miles per hour, in which case mileage instead of hours is allowed. Roadway work on locals does not pay extra for the work, but on through trains, light engines, with or without cabooses, 10 miles per hour will be allowed while at work, in addition to scheduled dis- trict mileage. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. All engines, per 100 miles or less $4.40 Overtime paid pro rata rate computed after 10 hours. RULE 7. — Engineers will receive through freight mileage to and from the nearest work limits station and hours at work train rates for the time worked with a minimum of one work train day. An Engineer in work train service for one day only will not be considered a work train Engineer and will be paid through freight rates, except in the case of an Engineer on the extra list taking the place of a regularly assigned work train Engineer. Engineers when held over at other than home division points will be paid the established work train rates. 171 Through freight Engineers making a continuous trip over a freight district, doing construction wori< en route, will be paid estab- lished through freight rates. Work train service of a longer duration than one week will be bulletined and assigned to the oldest Engineer applying for same. Engineers not assigned to work, trains in accordance with the above rule will be released when regular assignment is made and allowed to resume their regular service. RULE 8. — Engineers on gravel and ballast trains will be paid through freight rates to and from points of unloading train, with a minimum of one hundred (100) miles, and overtime rates for time engaged in unloading, with a minimum of one hour. WESTERN PACIFIC RAILROAD Effective May 1, 1911. Engines weighing less than 135,000 pounds on drivers $4.40 Engines weighing from 135,000 to 175,000 pounds on drivers. . . 4.65 Engines weighing 175,000 pounds and over on drivers 4.90 Overtime paid pro rata rates, computed after 10 hours. When miles exceed the hours, miles will be paid; when hours exceed the miles, hours will be paid. Actual minutes counted; one mile to be allowed for each six minutes. When a work train crew makes a run before beginning a day's work or after a day's work is over, they will be paid actual mileage for such a run at above rates. If used to pick up or haul other than Company freight or work train cars, will be paid for the actual mile- age at through freight rates. WICHITA VALLEY RAILROAD Effective January 1, 1913. All classes of engines, per day of 10 hours $4.40 Overtime paid pro rata rates after 10 hours. ARTICLE XI. — Engineers regularly assigned to work train ser- vice will be paid full time, 100 miles per day for 26 working days, 10 hour or less to constitute a day's work, 30 minutes out for meals, and if called upon to work Sundays, will be paid for each Sunday pro rata in addition to regular pay overtime at same ratio. Thirty minutes for noon hour will be allowed between the hours of 11 a. m. and 2 p. m. and if not given. Engineers will be allowed one hour overtime. Enginjeers will be allowed actual mileage to and from work at regular freight rates. When mileage is made before or after working hours, 7 a. m. to 6 p. m. shall be considered regular working hours. Five hours or less will constitute half a day's work on work train, except when no other work is done within twelve hours, when full day will be allowed. Trains making over 100 miles per day will be paid regular road pay for class of engine in service. In all cases where revenue cars are handled in connection with work traihs, the Engineer shall receive full freight rates. 172 \ Engineers ordered to work train service will be run to a station where a place to eat and sleep at night can be had, except where the Company furnishes accommodations. ARTICLE XII. — Engineers in work train service when away from terminal points will be paid 100 miles for each day held for service. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. Main Line: All classes of engines, per 100 miles or less $4.50 Branch Line: Mogul or 10-wheel engines 18 inches and over $4.35 Other classes 4.25 Overtime paid pro rata rates, computed on basis of 10 miles per hour. Thirty-one minutes to constitute an hour ; 1 hour and 31 minutes two hours, and so on. ARTICLE XX. — When the mileage of a work train exceeds 100 miles per trip, mileage rates will apply. ARTICLE XXVI. — Engineers in work train service will be re- leased over Sundays, but if held subject to a call a day's pay will be allowed. Work train Engineers tied up away from their home terminal on any of the six working days of the week will be allowed 10 hours for each calendar day so held. ARTICLE XX. — When the mileage of a work train exceeds one hundred (100) miles per trip, mileage rates will apply. When a train of ballast or other Company material is handled on a district, and the ballast or material is not unloaded on said dis- trict, freight rates will apply. If material is unloaded from a train, consisting partly of ballast or other material, and partly of freight, freight rates will apply, and be paid as per second paragraph of Article XVIII. Switching rates will apply to work train service performed ex- clusively in terminal or yard limits by yard crews. 173 J . CIRCUS TRAIN SERVICE ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912. ARTICLE IV. — Engineers handlihg circus trains that stop to exhibit will be paid 16 hours or 160 miles for each move, including loading and unloading of circus. If less than 16 hours are used in last move, actual time will be paid with a minimum of 100 miles, pro- viding circus is not unloaded on arrival. Engineers used in other service during time circus is exhibiting shall be paid extra therefor, according to class of service performed. For handling circuses that do not exhibit between terminals crews shall be paid freight rates. Engineers tied up at intermediate points with circus trains for 24 con- secutive hours and not used will be paid 100 miles. ^,. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY ^"^ CHICAGO, ROCK ISLAND & GULF RAILWAY Effective February 1, 1911. ARTICLE XIV. — Engineers handling circus trains that stop to exhibit will be paid sixteen (16). hours, or one hundred and sixty (160) miles, for each move, including loading and unloading of cir- cus.- If less than 16 hours is used in the last move, actual time will be paid, with a minimum of one hundred (100) miles. Engineers used in other service during time circus is exhibiting will be paid extra therefor according to the class of service performed, unless the service performed is the switching made necessary by the presence of the circus train. Engineers handling circus trains that do not exhibit between terminals will be paid through freight rates. -^" CHICAGO, PEORIA & SAINT LOUIS RAILWAY COM- *^ PANY OF ILLINOIS Effective November 1, 1912. Crews on circus or carnival trains shall receive 150 miles at through freight rates for each stand. No overtime will be allowed. It is understood that by the word "stand" is meant place of exhibition. t/' ''^ FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE II. SECTION 1.— Engineers hauling circus trains will be allowed ISO miles for each move and will not be required to do any other work that does not pertain to these trains while assigned to such runs. SECTION 2. — When Engineers handling circus trains are held over Sunday at any point, they will be paid for Sunday or time counted as one move. If necessary to utilize their service for other work on 174 J^ Sunday they will be paid the same rates as provided for above, pro- viding mileage does not exceed 150 miles, and in this case they will be paid the extra mileage in addition. SECTION 3. — Engineers released from circus trains between division terminals, they will be allowed actual mileage to division terminals, or paid the regular rate in whatever service placed. This does not apply to straight move or any full freight division. GALVESTON. HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. ARTICLE XVIII. — Engineers handling circus trains will be al- lowed two hundred (200) miles for each move made, and no overtime allowed. This does not apply when movements are made over regular divisions where trip rates apply. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 24. — Engineers handling circus or theatrical trains that stop to exhibit will be paid 15 hours or one hundred and fifty (150) miles for each move, including loading and unloading of circus. If less than 16 hours is used in the last move, actual time will be paid with a minimum of one hundred (100) miles. Engineers used in other service during the time circus is exhibiting shall be paid extra therefor, according to the class of service performed. Engineers hand- ling these trains that do not exhibit between terminals will be paid through freight rates. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911 ARTICLE V. — For circus trains, show trains or inspection trips, regular freight rates shall be paid according to class of engines used, it being understood that each run between points designated shall con- stitute one hundred (100) miles, unless more miles are made. It is the understanding that one hundred ( 100) miles shall be the minimum paid per calendar day while so engaged. In addition to this, overtime shall be allowed for time consumed in switching or when used in load- ing or unloading at beginning or ending point of each run. HOUSTON, EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. ARTICLE VII. — All circus train moves will be paid two hun- dred (200) miles at through freight rate a move and no overtime, but it is understood when a move is made over a full freight division with- 17S out stop for performance, that division rate will apply. In going to and from circus, these Companies reserve the right to handle any- freight cars, and in such cases Engineers will be paid actual mileage at thtough freight rates. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. ARTICLE VIII.— All circus moves will be paid 200 miles at through freight rates a move and no overtime, but it is understood that when a move is over a full freight division and without stop for performance, division rates will apply. In going to and from circus, the Company reserves the right to handle any freight cars, and in such cases Engineers will be paid actual mileage at through freight rates. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE X. — Engineers handling circus trains will be allowed one hundred and fifty (ISO) miles for each move and will not be re- quired to do any work that does not pertain to these trains while as- signed to them. This section does not apply where continuous run is made from terminal to terminal or where circus train is composed of less than twelve (12) cars. When Engineers handling circus trains are held over Sunday at any point they shall be allowed one hundred and fifty (150) miles unless used in other service. In such cases they shall be allowed one hundred and fifty (150) miles unless the mileage made in other service exceeds one hundred and fifty (150) miles, then actual mileage will govern. When an engine assigned to a circus train is moved from a term- inal to an intermediate point and the distance is less than one hundred (100) miles, one hundred (100) miles will be allowed. If over one hundred (100) miles, actual mileage will be allowed. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE XVII. — Engineers handling circus trains that stop to exhibit will be paid 16 hours or one hundred and sixty (160) miles for each move, including loading and unloading of circus. If less than 16 hours are consumed in the last move, actual time will be paid, with a minimum of one hundred (100) miles. If Engineers are used in other service during the time that circus is exhibiting, they shall be paid extra therefor, according to class of service performed, except the service performed is switching made necessary by the presence of the circus train. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. ARTICLE XVI. — Engineers handling circus trains will be al- lowed one hundred and fifty (150) miles at through freight rates for 176 each move ; no overtime will be allowed. When movements are made over the entire division through freight rates will be paid for the trip. Engineers held in the above service on Sunday, when no movements are made, one hundred and fifty (ISO) miles will be allowed. MISSOURI, KANSAS & TEXAS RAILWAY MISSOURI, KANSAS & TEXAS RAILWAY COMPANY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD COMPANY WICHITA FALLS LINES Effective February IS, 1913. ARTICLE XVII. — Engineers assigned to circus trains will be paid through freight rates according to class of engine, and the time will be computed on basi^ of time and one-half and allowed as miles or hours, whichever amounts to the most, from the time ordered to begin work until tied up at an intermediate point, or relieved at a terminal, it being understood that Engineers assigned to this service may be tied up at any point. Such tie-up will end the run and another day begin when again placed on duty. A minimum of one hundred and fifty (ISO) miles will be allowed for all days while assigned to this service. No overtime will be allowed except on basis provided above. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911, ARTICLE XVI. — Engineers on circus trains shall be paid freight rates, and overtime rates per hour for all time on duty when laying over at points where there are no switch engines, less eight hours' rest in 24. Under this Article the number of hours' service required in mak- ing a run is not to be considered. If an Engineer makes overtime with a circus train, the overtime begins upon arrival at destination, pro- vided the Engineer is held on duty. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE XI. — Engineers handling circus trains will be paid local freight rates for class of engine. It is agreed that four hours is sufficient time for switching, and that all time held on duty in excess of four hours at point where circus shows shall be paid for at regular terminal delayed rates. Engineers shall not be called into other service while handling circus trains. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 90. — Engineers handling circus trains that stop to exhibit will be paid 16 hours or one hundred and sixty (160) miles, at through 177 freight rate, for each move, including loading and unloading of circus. If less than 16 hours is used in the last move, actual time will be paid, with a minimum of 100 miles. Engineers used in other service during the time circus is exhibiting shall be paid extra therefor, according to the class of service performed, unless the service performed is switching made necessary by the presence of the circus train. When these trains do not stop to exhibit, they will be considered a through freight train. (B). — Theatrical trains stopping to exhibit will be allowed same time as above at passenger rates. When they do not stop to exhibit they will be considered as through passenger trains. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE XIII. — Engineers assigned to circus trains which they load or unload will be allowed one hundred and fifty (ISO) miles for each move at through freight rates. This compensation will in- clude all necessary work pertaining to circus trains. When a circus train is handled from one point to another, but not loaded or unloaded, through freight rates will apply. For all calendar days during which no time or mileage is earned, one hundred and fifty (150) miles will be allowed at regular through freight rates. Engineers may be tied up when not needed. Article XII, Held Sixteen Hours or Over, will not apply to En- gineers on circus trains where they receive one hundred and fifty (150) miles per day, as per above. SAINT LOUIS & SAN FRANCISCO RAILROAD FRISCO LINES Effective December 24, 1910. ARTICLE IX. — Engineers handling circus trains will be allowed local freight rate of pay according to class of engine used. It is agreed that four hours is sufficient for switching, and that time held on duty in excess of th?s at point where circus shows will be paid for at terminal delay rates. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE VIII. — Engineers handling circus trains will be al- lowed local freight rate of pay according to class of engine used. It is agreed that four hours is sufficient for switching, and that time held on duty in excess of this at point where circus shows will be paid for at terminal delay rates. SOUTHERN PACIFIC COMPANY (Pacific System) Effective December 1, 1912. ARTICLE XIII. Section 4. — On circus train movements, points where train stops to show shall be considered terminals, in addition to 178 regular established Division terminals, and 100 miles shall be paid for each movement between such terminals. If time of movement exceeds eight hours, time will be allowed at rate of 12>4 miles per hour; if more than 100 miles is run, actual miles or hours, whichever is greater, shall be allowed. Where circus train moves over entire through freight district without stopping to give a performance, freight rates will be paid. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. Engineers handling circus trains will be allowed one hundred and fifty (150) miles for each move, and will not be required to do any other work that does not pertain to these trains while assigned to such runs. This will not apply when circuses are handled in through trains. When Engineers handling circus trains are held over Sunday at any point they will be paid for Sunday or time counted as one move. If necessary to utilize their services for other work on Sunday, they will be paid the same rate as provided for above, provided mileage does not exceed one hundred and fifty (150) miles, and in such case they will be paid for the extra mileage in addition. When Engineers are released from circus trains between division terminals, they will be allowed' actual mileage to the division terminal or paid the regular rate in whatever service placed. When an engine assigned to a circus train is moved from a terminal to an intermediate point where the distance is less than one hundred (100) miles. Engineer will be allowed one hundred (100) miles, and if over one hundred (100) miles, mileage. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE IV. — Engineers handling circus trains will be allowed one hundred and fifty (150) miles for each move, and will not be re- quired to do any work that does not pertain to these trains while as- signed to them. This section does not apply where continuous run is made from terminal to terminal. When Engineers handling circus trains are held over Sunday at any point, they shall be allowed one hundred and fifty (150) miles, unless used in other service. In such case they shall be allowed one hundred and fifty (ISO) miles, unless the mileage made in other serv- ice exceeds one hundred and fifty (ISO) miles, then actual mileage will govern. When an Engineer assigned to a circus train is moved from a terniinal to an intermediate point and the distance is less than one hundred (100) miles, one hundred (100) miles will be allowed. If over one hundred (100) miles, actual mileage will be allowed. UNION PACIFIC RAILROAD Effective September 1, 1911. Circus trains pay one hundred and sixty (160) miles per 24-hour day, commencing at time first called, where service requires interme- 179 diate stops (stands) on district or branches, but will not pay any overtime or terminal time when on one hundred and sixty (160) mile basis. When circus train is handled like ordinary freight train over district or branches, making no intermediate stops (stands) allowance will be covered by schedule. Circus trains tied up between terminals for several days by wash- out or other obstruction, pay one hundred ( 100) miles per 24 hours. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 12. — Engineers on circus trains will be allowed one hun- dred (100) miles for six hours or less service, and one hundred and fifty (150) miles for over six hours, at through freight rates. Over- time will be paid for at through freight rates after 15 hours' contin- uous service. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE II. — Engineers handUng circus trains will be allowed one hundred and fifty (150) miles for each move, and will not be re- quired to do any other work that does not pertain to these trains while assigned to such trains. When Engineers handling circus trains are held over Sunday at any point they will be paid for Sunday or time counted as one move. If necessary to utilize their services for other work on Sunday, they will be paid the same rate as provided for above, provided mileage does not exceed one hundred and fifty (150) miles, and in this case they will be paid the extra mileage in addition. When Engineers are released from circus trains between division terminals, they will be allowed actual mileage to division points, or paid the regular rate in whatever service placed. This does not apply to straight move over any full freight division. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. ARTICLE XVII. — Circus train service will be paid at freight rates, for time consumed in making the run, one hundred ( 100) miles or less, one hundred (100) miles will be allowed. Miles made in excess of one hundred (100) paid pro rata, and overtime rates for switching train, and watching rates for taking care of engine at lay- over points. 180 SNOW PLOW SERVICE ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912. ARTICLE IV. — Engineers in snow plow service shall receive the same rate of pay as in through freight service for class of engine used; 10 hours or less to constitute a day's work, overtime pro rata. This applies only to Engineers on locomotives regularly equipped with plows, or pushing wedge rotary or Jull plows while assigned to snow plow service. Engineers in snow plow service shall not be paid con- tinuous time when tied up at intermediate points for rest or other causes. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. Rates per one hundred ( 100) miles ; or per day of nine (9) hours : All types of engines of 16% capacity or less $4.80 All types of engines of 17% to 25% inclusive 4.90 All types of engines of 26% to 33% inclusive 5.05 AH types of engines of 34% to 40% inclusive 5.30 All types of engines of 41% or over, except Mallets 5.55 ARTICLE V. — Engineers assigned to snow plow service will receive one day's pay for the first nine hours of each 24 hours so held. If held less than nine hours they will be paid pro rata per hour. Tenders of all engines handling snow plows to be covered with tar- paulin, and all engines to be equipped with slide curtains on backboard. Engineers pushing snow plows will not be required to haul trains except necessary coal for supply of engines and cabooses, or boarding cars for men in charge of plow. Engineers running rotary snow plows will be paid a minimum day, per hour $0.50 CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. Rates per one hundred (100) miles or per day of ten (10) hours: Manitoba Division: Alberta Division east of Laggan and Crow's Nest : Saskatchewan Division : Mallet engines weighing over 275,000 pounds on drivers $6.30 Mallet engines weighing 275,000 pounds or less on drivers 6.05 Engines weighing 215,000 pounds or over on drivers 5.55 Consolidation engines weighing less than 215,000 pounds on drivers 5.30 Mogul, Atlantic, 10-wheel, 125% or over 5.05 Mogul, Atlantic, 10-wheel, less than 125% 4.90 All other engines 4.80 181 Alberta Division : Field to Laggan : British Columbia Division: Mountain Subdivisions, east of I.evelstoke, Nakusp and Slocan Branch, and all Subdivisions and Branches west of Columbia River on District 3 : All engines, except Mallet $6.05 British Columbia Division: West of Revelstoke: Ar- rowhead Branch, and east of Columbia River on Dis- trict 3: Alberta Division: Between Crow's Nest and Kootenay Landing: Mallet engines weighing over 275,000 pounds on drivers $6.40 Mallet engines weighing 275,000 pounds on drivers 6.15 Engines weighing 215,000 pounds on drivers 5.65 Consolidation engines less than 215,000 pounds on drivers 5.40 Mogul, Atlantic, 10-wheel, 125% or over 5.15 Mogul, Atlantic, 10-wheel, less than 125% 5.05 All other engines 4.90 Overtime pro rata.' ARTICLE VII. — Engineers in snow plow and flanger trains will be allowed mileage with a minimum of one mile for each sidetrack plowed out. Engineers on snow plow trains will be responsible for their handling of train orders, other movements being controlled by snow plow foreman. Engineers pushing wing snow plows will not have a train at- tached other than water car van, official car or cars necessary for the trip. Engineers in snow plow service will be paid highest rate for class of engine. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 29. — If one or more engines are coupled with snow plow engines for bucking snow, the Engineer on each engine will be paid one and one-half hourly rate, with a minimum of through freight rates for the distance run. In case Engineers are called to buck snow and held under orders, they will receive pay at hourly rates while so held. CHICAGO, MILWAUKEE & PUGET SOUND RAILWAY TACOMA EASTERN RAILROAD Effective December 24, 1910. Engineers in snow plow service will be paid through freight rates according to class oilengine used. ARTICLE XIV. — Engineers who are held to operate or handle rotary snow plows or engines with snow plows attached will be paid full time. In cases where Engineers are working in the snow they shall be paid continuous time until relieved at terminals. When Engineers aire away from home over one day at a time, owing to a snow blockade, washout or slide, their engines properly 182 housed, one-half time will be allowed men remaining subject to call. Time to begin after one day has expired. When Engineers are assigned to engines with snow plows at- tached that Engineers cannot see over, they will not be required to pull trains. Engineers operating rotary snow plows will be allowed the same rate as on Class K-1 engines per day of ten hours, overtime pro rata. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE VI. — When Engineers are held for snow plow ser- vice, they will be paid full time, viz : One hundred miles for each 24 hours. When Engineers are assigned to engines with snow plows attached that they cannot see over, they shall not be required to pull trains. In cases where Engineers are working in the snow and trying to open the road, they will be paid hour for hour unless they are laid up at regular division terminals. In cases where engines are caught in a snow storm on the road, and the engines are kept alive. Engineers will be paid hour for hour until the completion of the trip. If the destination is changed after the road is opened a new trip will commence. When engines are allowed to die on the road through no fatilt of the Engineer, straight time will be allowed, viz: One hundred miles for each 24 hours. When Engineers are away from home, owing to snow blockades or washouts, their engines being properly housed and the men re- main subject to call, full time will be allowed, namely: One hun- dred miles for the first 48 hours and 100 miles for each additional 24 hours, to be computed from the time released at the terminal they are held. CHICAGO & NORTH. WESTERN RAILWAY Effective December 24, 1910. ARTICLE I.— Engineers in snow plow service shall be paid freight rates according to classification. Ten hours or less consti- tutes a day; overtime pro rata. In snow plow service it will be understood that in yards such as Ashland and where switch engines have to wait for this work to be done, the work will be done by the Switch Engineer at switch engine rates. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY CHICAGO, ROCK ISLAND & GULF RAILWAY Effective February 1, 1911. ARTICLE XI. — When Engineers are held in for snow plow ser- vice, they will be allowed regular rates, according to classification, for each 24 hours or less they are so held subject to orders.. Engineers on rotary snow plows will be paid $5 per 100 miles or less, 10 hours or less; overtime pro rata. 183 CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. Rates per 100 miles or less, 10 hours or less : Class H, 2-8-0; 1-2, 4-6-2; I-l, 4-6-0 $5.20 Class G-1 and G-2, 4-6-0 . . .' 5.05 Engines 18 to 19-inch qdinders, 0-6-0 ; 4-6-0 4.95 Class G-3, 4-4-2 4.70 All other engities 4.60 Engineers running rotary snow plow will be paid per day of ten hours or less 5.20 Overtime paid pro rata; 30 minutes preparatory time allowed. ARTICLE XIX. — To avoid throwing regularly assigned Freight or Passenger Engineers off their runs it is agreed that when engines equipped with snow plows are sent out, so far as practicable, assigned Engineers, who are rurming first in, first out, or Engineers from extra list shall be taken, provided they had sufficient rest and are familiar with the division on which snow plow is to go out, but this shall not excuse any Engineer from taking snow plow engine if offi- cially designated to do so. If extra list Engineer be sent with plow, and before his return held on duty in charge of it at other points, he shall receive same detention time allowance as would be given regular Engineers under like conditions. If Engineer assigned to snow plow engine has not had sufficient time to make thorough examination of engine and tools thereon, he shall not be censured for failure to give satisfaction when such failure is attributable to lack of necessary tools and good working condition of engine, intention being that Master Mechanic or Foreman in charge of engine house where extra plows are stored shall see that same are equipped with suitable tools and engine and plow in proper condition for service. CHICAGO & WESTERN INDIANA RAILWAY Effective February 1, 1911, Engineers in snow plow service will receive $4.15 for 10 hours or less and 41^4 cents per hour for all time over 10 hours. COLORADO MIDLAND RAILWAY Effective November 1, 1911. Engineers called to run rotary snow plow, one day, twelve (12) hours or less, five dollars and fifteen cents ($5.15). When regularly assigned they will be expected to work in shop when not in snow plow service. Overtime forty-one (41) cents per hour. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911, ARTICLE LXI. Section 1. — Engineers in snow plow service will be allowed through freight rates for class of locomotives used. Section 2- — In case Engineers are called for snow plow service and are held under orders, they will receive hourly rates for class of locomotive for time so held. 184 DENVER & SALT LAKE RAILROAD Effective August 16, 1912. Engines over 137,000 pounds on drivers, per month $175.00 Mallet Articulated Compound engines, per month 200.00 Overtime paid after 10 hours. For engines over 137,000 pounds on drivers, per hour $0.58 Overtime for Mallet engines, per hour 65 Ten hours or less actual service in any calendar day to be paid for as 10 hours or one day, and crew or men in this service not to be relieved for a period of less than four hours; when men have been released 10 or more hours, a new day will begin when again entering service ; men held for or in snow plow service will be paid one day for each calendar day service is not begun, whether used or not. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY MINERAL RANGE RAILROAD Effective December 24, 1910. Consolidation engines weighing 140,000 pounds or more on drivers $5.55 Consolidation engines weighing 140,000 pounds or less on drivers 5.20 Mogul and 10-wheel, 18x24 or larger 5.05 Standard engines, 18x24 or larger and less than 18x24 inches. . . . 4.90 ARTICLE XI. — Engines used in snow plow service will be equipped with snow house, top curtains and side curtains in good condition. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE XXII. Section 1.- — Engineers in snow plow service will be allowed through freight rates for class of engines used. Section 2. — In case Engineers are called to buck snow and are held under orders, they will receive hourly rates for class of engine in service, for all time so held. GRAND TRUNK PACIFIC Effective July 15, 1912. ARTICLE VII. — Engineers on snow plow trains will be al- lowed mileage, with a minimum of one mile for each sidetrack plowed out. A competent man shall be placed in plow whose duty it shall be to read signals and transmit them to Engineer when such signals are not visible to engine crew. This not to be construed as intending to relieve Engineer of responsibility in running of engine. ARTICLE VIII. — For operating rotary snow plows Engineers will be paid $5.30 per 100 miles or fifty-eight (58) cents per hour. GREAT NORTHERN RAILWAY Effective June 1, 1913. Engineers running rotary snow plows will receive $5.30 per day of 10 hours or less. Locomotive Engineers to have preference. 185 RULE 10. — Engineers assigned to snow plow service will be paid at freight rates for each calendar day held in readiness for use. While on duty in such service, they will be paid for time or mileage made at freight rates. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. Jull snow plow, per hour $0.64 ARTICLE XVI. — Freight rates will apply to snow plow service other than with the rotary. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE V. — Rotary snow plow Engineers will be paid per day of 10 hours or less, $4.90. When held and not in active service will receive one day's pay for each 24 hours at rates named. Engineers assigned to snow plow service will be paid schedule rates for class of engine held for, for each calendar day held out of regular service in readiness for use. While on duty in such service they will be paid for time or mileage made at schedule rate of pay. A Flagman will be furnished when snow plow engine is in active service during a severe storm, when a competent Flagman is available. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective January 1, 1911. ARTICLE VII. — When Engineers are in snow plow service they will be paid full time when engines are working in snow; the Engineers will be paid per hour. Should engine die, time will be paid one day for each 24 hours. The Enginemen shall remain with the engine to keep it in good condition. ARTICLE XIV. — When Engineers are away from home more than one day at a time by reason of snow blockades, their engine being housed, half time, 50 miles, will be given them for every 24 hours, time to begin after one day. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. Mallet engines, Z and Z-2 $6,465 Mallet engines, Z-1 6.215 Consolidation and Mastodon engines weighing 215,000 pounds or over on drivers 5.64 Decapod and Mikado engines weighing less than 215,000 pounds on drivers 5.39 Prairie and Pacific 5.225 Atantic, Mogul and 10-wheel engines with less than 100,000 pounds on drivers 4.95 186 All other engines with 100,000 pounds or over on drivers 5.115 All other engines 4.84 Rotary plow per day 10 hours 5.39 RULE 74. — When plows are run over road not in service, En- gineers will be paid at through freight rates, but if used en route to widen cuts or flange sidings. Engineers will be paid for such service at snow plow rates in addition for time so consumed. Engineers of engines used for flanging will be paid at through freight rate, except when flanging is done in connection with other service, when the rate applying to such other service will be paid. RULE 75. — Engineers used as Engineers of rotary plows will be considered in snow plow service and paid as above. OREGON SHORT LINE RAILROAD Effective February 1, 1913. On rotary plow Engineers will receive, per day of 12 hours $5.00 On wedge plow engine, 100 miles 4.65 Overtime on rotary plow paid pro rata after 12 hours; overtime on wedge plow engine after 10 hours. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. Freight rates as per class of engine, overtime after 10 hours. Rotary snow plow, actual and detailed service, $5.60 per day of 10 hours or less. When detailed for locomotive snow plow service, $4.80 per day of 24 hours regardless of class of engine. ARTICLE XXIV. — When an engine is laid up for snow service an Engineer shall have care of the engine in order to keep it in proper readiness for snow service. Engines with snow plow attached which Engineers can not see over will not be required to pull a train. Engi- neers will not be required to use flanges with snow plow, except in cases of emergency. SOUTHERN PACIFIC SYSTEM Effective December 1, 1912. ARTICLE IX. — Engineers used in rotary snow plow service shall be paid $5.10 for each 10 hours or less on duty; after 10 hours overtime pro rata. Engineers on engines pushing rotary or wedge plows or in flanging service shall be paid freight rates as per class of engine and district, 10 consecutive hours or less, 100 miles or less to constitute a day, overtime pro rata. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. RULE 6. Section (a). — Engineers assigned to snow plow ser- vice will be paid at freight rates for each calendar day held in readi- 187 iiess for use. While on duty in such service they will be paid for time or mileage made at freight rates. Section (b). — Engineers running rotary snow plows will receive $4.90 per day of 10 hours or less, locomotive Engineers to have pref- erence. Section (c). — Engineers running large snow plows that they cannot see over from Engineer's seat will not be required to pull trains, except in case of emergency. UNION PACIFIC RAILROAD Effective September 1, 1911. ARTICLE VI.— Engineers will receive, per day $5.40 Overtime at one-tenth rate. When held at any point one day will be allowed for each 24 hours so held. Rotary snow excavator pays Engineers, per day of 12 hours, $5.40. Overtime at one-tenth rate. 188 WRECKING SERVICE CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 21. — Engineers in work and wrecking service will be paid actual mileage to and from the point at which their services are re- quired and additional by the hour at the established work rate based on the class of engine while at that point. One hundred miles or less to constitute a day's work, overtime on regular overtime basis after ten hours. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 28. — In wrecking service, an Engineer will be paid the actual mileage going to and from the wreck, and by the hour while engaged at the wreck. If called in his turn and used less than ten hours, or runs less thati one hundred miles, he will be allowed one hundred miles, except he is again ordered for and immediately performs further service, when the total hours of service or total miles, whichever figures the most, will be allowed. CHICAGO & NORTHWESTERN RAILWAY Effective December 24, 1910. Engineers in wrecking service shall be paid freight rates accord- ing to classification. ARTICLE I. Section 5. — In work or wrecking service. Engi- neers will be paid for actual mileage going to and coming from the working point, as well as pay for actual work performed at the wreck or working point. CHICAGO, PEORIA & SAINT LOUIS RAILWAY COM- PANY OF ILLINOIS Effective November 1, 1912. Crews on relief outfit trains shall receive actual mileage at through freight rates to and from point used and overtime rates while engaged in work at said point. CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. Engineers in wrecking service shall be paid freight rates accord- ing to classification of engine. ARTICLE II. Section 3. — In work and wrecking service En- gineers will be paid for the actual mileage going to and coming from 189 the working points as well as pay for the actual work performed at the wreck or working point. CHICAGO & WESTERN INDIANA RAILROAD and BELT RAILWAY COMPANY OF CHICAGO Effective February 1, 1911. ARTICLE IV. — Engineers in wrecking service and used ex- clusively in that work shall receive four dollars and forty cents ($4.40) for ten hours or less and forty-four cents per hour for all time over ten hours. When used only a portion of the day in this service, and the balance of the day in other service, the higher rate for service per- formed during the day to apply on the service for the entire day. COLORADO MIDLAND RAILWAY Effective November 1, 1911. ARTICLE V. (B) . — Wrecking trains, meaning trains ordered to .work at clearing or picking up wrecks, will be paid on basis of regular freight rates. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XIX. Section 1. — In temporary work or wrecking service. Engineers will be allowed actual mileage going to and coming from the working point, as well as pay for actual time consumed at wreck or working point. DENVER & SALT LAKE RAILWAY Effective August 16, 1912. ARTICLE VI. Section 2. — When freight Engineers or Firemen are used for temporary work or wrecking service they shall be paid freight rates. DULUTH, MISSABE & NORTHERN Effective January 1, 1911. ARTICLE VII. — Engineers and Firemen who are required to take engines to terminals to do switching or work at wrecks shall be allowed mileage in going to and from such points in addition to hours of service performed at such points. Work train rates to apply. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY Effective December 24, 1910. ARTICLE V. — Wrecking trains, irrespective of mileage, will be paid for work done at working points. 190 GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGANS LOUISIANA & TEXAS RAILROAD & STEAM- SHIP COMPANY IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. ARTICLE XV. — Engineers in wrecking service will be allowed actual mileage at freight rate of the division going to and from working or wrecking points and pay at 55 cents per hour for all time on duty at the wreck, but in no case will a total of less than one day's pay at the freight rate of the division be allowed where road mileage and hours working at the wreck are counted together on the same date. GREAT NORTHERN RAILWAY Effective June 1, 1913. Engineers on wrecking trains will be allowed actual mileage at freight rates between terminals and place of accident, and actual time (work train rate) consumed in wrecking, but not less than 1(X) miles for any such call. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE XVIII. (C). — Engineers used for wrecking service will be allowed actual mileage at through freight rates to and from place of wreck and will be paid by the hour at work train rates for time at wreck ; 100 miles or 10 hours to be the minimum paid for all service performed. KANSAS CITY, MEXICO & ORIENT RAILWAY KANSAS CITY, MEXICO & ORIENT RAILWAY COMPANY OF TEXAS Effective July 1, 1912. ARTICLE XI. — Engineers in wrecking service will be allowed the actual mileage going to and returning from wrecking points, and will be paid for all time on duty at wrecks at freight rates, but in no case will a total of less than road rates for 100 miles be allowed when road mileage and hours worked at wrecks are combined on the same date. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective April 1, 1910. ARTICLE XXI. — In work and wrecking service Engineers will be paid for actual mileage going to and from the work or wrecking point, as well as paid for actual work performed at work or wrecking point. 191 MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. RULE 11. — Enginemen will be allowed mileage at engine road rates for running to and from wrecks, and work train rates for actual time employed at wrecks. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE XII. — Engineers called for wrecking service, to report "at once," time shall begin when Engineer reports for duty. They will be allowed actual mileage to and from points of wreck at through freight rates of pay for class of engine, and will be paid for all time working at wreck at rate of one-tenth (1-10) of a day's pay of 100 miles for every hour on duty at wreck, thirty minutes to constitute the first hour, one hours and thirty minutes the second hour and so on, but in no case will less than 100 miles, class of engine used, be allowed. If relieved from. duty for rest, such time shall be deducted in com- puting hours on duty. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 70. (A). — Engineers will be allowed mileage at engine road rates for running to and from wrecks, and work train rate for actual time employed at wrecks. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. ARTICLE IV. Section 4. — Enginemen in wrecking service will be allowed actual mileage at full freight rates going to or from v/recking or working point, and paid at the rate of 42j4 cents per hour for all time consumed on duty at wreck, but in no case less than one day's pay to be allowed at work train rates. OREGON SHORT LINE RAILROAD Effective February 1, 1913. In temporary work or wrecking service, Engineers will be allowed actual mileage going to and coming from the working points, as well as pay for actual work performed at wreck or working point. When such mileage is less than fifty and hours less than five, fifty miles will be allowed and stand first out. When more than fifty and less than one hundred, one hundred miles will be allowed and stand last out. Through freight rates will apply. 192 OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE VIII. — Wrecking trains and emergency trains will be paid for at freight rates according to class of engine. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. Work train rates to apply (see work train service). SOUTHERN PACIFIC COMPANY (Pacific System) Effective December 1, 1912. ARTICLE VIII. Section 8. — Engineers in wrecking service will be allowed actual mileage at full freight rates going to or from working or wrecking points, and pay at work train rates for all time consumed on duty at the wreck, but in no case less than one day's pay to be allowed, at work train rates. UNION PACIFIC RAILROAD. Effective September 1, 1911. ARTICLE VI. Section 4. — In temporary work or wrecking service. Engineers will be allowed actual mileage going to and coming from the working point, as well as pay for the actual work performed at the wreck or working point. Freight engine rates to apply. Actual miles to and from work and 10 miles per hour while at work. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 9. (A). — Engineers on wreck trains will be paid through freight rates to and from wreck, with a minimum of 100 miles and at overtime rates for the time working at wrecks, with a minimum of five hours. (B). — Engineers on engines on road sent to assist at wreck will be paid actual mileage at through freight rates going to and from wreck, and by the hour at overtime rates, with minimum of one hour while at wreck; the time consumed in such service to be deducted from time of original trip in computing overtime for such trip. WESTERN PACIFIC RAILWAY Effective May 1, 1911. Wrecking trains will be paid for at freight rates. 193 MINE RUN SERVICE CHICAGO & EASTERN ILLINOIS RAILROAD Effective January 1, 1912. All classes, per 10 hours or less $5.30 Overtime, .53 cents per hour. COLORADO & SOUTHERN Effective February 1, 1911. ARTICLE X. — Southern Division coal mine runs, $5.80 per day of ten hours or less ; overtime pro rata. ARTICLE XXVlII. — Engineers in freight service on Trinidad & New Mexico Districts required to interrupt a through or turn- around trip to do work on coal mine branches shall be allowed actual time for such service at overtime rate per class of locomotive used. It is understood that such time is not to be counted twice in com- puting overtime for trips. DENVER & SALT LAKE RAILWAY Effective August 16, 1912. ARTICLE XVII. — When an Engineer or Fireman is required to watch his engine, he shall receive class rate of engine for so doing for ten hours or less, overtime pro rata, excepting when this service is performed in connection with other work of trip or day, when he shall be paid class rate for actual time watching engine. DENVER & RIO GRANDE RAILROAD Effective March 22, 1911. Colorado Lines coal runs. Rouse, Walsen, Loma & El Moro, Riley Canon Branch, per day. .$5.40 Overtime, per hour 54c MIDLAND VALLEY RAILROAD Effective August 1, 1910. Hartford & Greenwood Branches, per day, 10 hours or less $5.39 Overtime, 53.9 cents per hour. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. Other than Mallet, per ten hours or less $5.55 Mallet, per ten hours or less 6.50 Overtime pro rata. 194 SAINT LOUIS & SAN FRANCISCO RAILROAD— FRISCO LINES Effective December 24, 1910. All classes except Mallet, 100 miles or less (regular assigned) . .$5-30 Under 26,000 lbs. tractive class, 100 miles or less (B'ham Dist.) . . 5.55 Over 26,000 lbs. tractive class, 100 miles or less (B'ham Dist.) . . 5.80 Under 29,000 lbs. tractive class, 100 miles or less (unassigned) . . 5.20 Over 31,000 lbs. tractive class, 100 miles or less (See Sec. 2) 5.40 SECTION 2. — Extra or through freight trains required to do mine work will be paid 54 cents per hour for such work pro rata. INCLINE SERVICE ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. Henderson & Majors, McClain & Evansville, per day of 10 hours, $4.10 LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. ARTICLE I.— Per day, 10 hours or less $3.60 ARTICLE XXIII. — Engineers assigned to incline service will be paid for all calendar days for such assignment, regardless of high or low water, or any manner of boat detention or traffic suspension. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. Baton Rouge and Helena, per day of 10 hours $4.10 195 TRANSFER SERVICE BALTIMORE & OHIO CHICAGO TERMINAL RAILROAD COMPANY Effective December 24, 1910. Per day of 10 hours $4.50 Overtime pro rata after 10 hours. ARTICLE XIV. — In application of what is designated as transfer pay that rate will be paid Engineers only when handling trains from East Chicago or Whiting to McCook or to any point north of B. & O. Jet. or from McCook to Whiting or East Chicago. From any point north of B. & O. Jet. to Barr Yard or Chicago Heights or Faithorn. From Faithorn, Chicago Heights or Barr Yard to any point north of B. & O. Jet.; from Barr Yard to. Chicago Heights or from Chicago Heights to Barr Yard ; from East Chicago to Barr Yard or from Ban- Yard to East Chicago; from Barr Yard to McCook or from McCook to Barr Yard. All other movements will be considered switching ser- vice or work train service as case may be. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. Between St. Paul and Minneapolis. Mallet 275,000 pounds and over $6.30 Mallet under 275,000 pounds 6.05 All other engines 4.50 Mixed transfer service between Council Bluffs and South Omaha and Chicago Horn run. Mallet 275,000 pounds and over $6.30 Mallet under 275,000 pounds 6.05 All other engines 4.00 Overtime pro rata after 10 hours. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. Same rates as switching service. CHICAGO, MILWAUKEE & PUGET SOUND RAILWAY Effective August 28, 1910. ARTICLE IV. — Engineers on transfer trains shall be paid through freight rates according to class of engine used. CHICAGO, SAINT PAUL. MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. Itasca Transfer: Standard and Class G-3 engines $4.20 All other engines 4.50 196 St. Paul, Minneapolis and Minn. Transfer: Standard and Class G-3 engines $4.50 All other engines 4.90 Overtime pro rata after 10 hours. One mile allowed for each six minutes. CHICAGO & WESTERN INDIANA RAILROAD and BELT RAILWAY COMPANY OF CHICAGO Effective February 1, 1911. All engines per day 10 hours or less $4.50 Overtime pro rata computed on minute basis. ELGIN, JOLIET & EASTERN RAILWAY Effective December 24, 1910. Per day of 10 hours or less $4.50 Overtime pro rata after 10 hours. Actual minutes counted. Transfer pay will be allowed as follows: On consolidated en- gines in transfer service between South Chicago and Gary. On all eight-wheel connected switch engines. On Class A and B when used in transfer or switching service. On Rockdale run. GREAT NORTHERN RAILWAY Effective June 1, 1913. Road rates for class of engine allowed for specified transfer runs. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. Between Air Line Junction and Sugar Creek : Per day of 10 hours or less $4.50 Overtime pro rata on minute basis. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective April 1, 1910. On transfer engines required to exceed IS miles on main line. Road rates to apply. SOUTHERN PACIFIC COMPANY Effective December 1, 1912. Port Costa and Benicia per day $4.50 Overtime 45 cents per hour. Switching hours of service to apply. NORTHERN PACIFIC RAILWAY Transfer engines pay freight rates. RULE 78. — Engineers in transfer service will not be allowed time for Sunday if they do not work on that day. 197 SWITCHING SERVICE ATCHISON, TOPEKA & SANTA FE— COAST IJNES Effective December 24, 1910. First class yards, per day $4.25 All other yards, per day 4.00 Overtime paid pro rata rates after 10 hours, computed in 15 minute periods; Less than 15 minutes not counted; 15 minutes and less than 45 minutes, counted one-half hour. ARTICLE XV. — One hour exclusive of the above will be al- lowed at convenient season for eating; the sixth hour shall be con- sidered the meal hour; if worked 15 minutes into the sixth hour, pay for one-half hour will be allowed; if worked over 30 minutes into the sixth hour, pay for one hour will be allowed ; if worked 15 minutes into the seventh hour, pay for one hour will be allowed; if worked 30 minutes into the seventh hour, pay for two hours will be allowed. Switch Engineers run out of yard limits shall receive road pay, reckoned at 10 miles per hour on the basis of rates for Consolidation engines weighing less than 170,000 pounds on drivers for all time outside of yard limits and Switch Engineers' pay for all time actually worked in yard, except that no road pay will be allowed Switch En- gineers for work performed between National City and San Diego, or between Bakersfield and Kern Junction. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912. First class yards, per day $4.25 All other yards, per day 4.00 Strong City and Bazar switch, per day 4.50 Ten consecutive hours or less to be considered a day's work. Overtime paid pro rata rates after 10 hours, computed in 15 minute periods. ARTICLE VIII. — Except where special arrangements are made to cover, when switch engines are run outside of yard limits. En- gineers will be paid road rates for the time so employed, but not in addition to switching day. Engineers in switching service will, if practicable, be given the sixth hour for lunch. If worked 15 minutes of the sixth hour, pay for one-half hour will be allowed. If worked over 30 minutes, pay for one hour will be allowed. If worked the whole or part of the sixth hour, they shall be al- lowed one hour's time in which to eat their lunch as soon as possible thereafter, but not later than the seventh hour. ARTICLE VIII. — When Road Engineers called upon to run switch engines are thereby deprived of making a trip on the road they 198 shall be paid road rates for the first day and switch pay thereafter. If not deprived of making a trip on the road, switch pay shall be allowed. When necessary to call a Road Engineer for switching serv- ice, the first man on extra board shall be called. BALTIMORE & OHIO CHICAGO TERMINAL RAILROAD Effective December 24, 1910. All yards, per day $4.25 Overtime paid pro rata rates after 10 hours. Engineers handling engines 1966 to 1971, inclusive, will be paid on the basis of forty-five (45) cents per hour. ARTICLE XXII. — Engineers will not be allowed an hour beyond the actual time worked on account of having worked the dinner period, but in all service (except passenger service) Engineers will be al- lowed 20 minutes to eat after the expiration of six hours' service, ex- cept in cases of emergency. ARTICLE XXIII. — Engineers in yard service will not be re- quired to handle wrecking outfit after their regular day or night's work is completed, except in cases of emergency, i. e., where such wrecking can be deferred until engine crew has been changed, the matter will be so handled. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. All classes of engines and all yards, per day of nine hours or less. $4.25 Overtime paid pro rata rates. ARTICLE XV. — Engineers on switch engines will be allowed one hour for meals between 11 :30 and 13 :30 and between 23 :30 and 1 :30. If Engineers on switch engines are allowed off for meals later than 12:30 or 24:30, they will be allowed 45 minutes for meals and will be paid for one hour, and if required to work overtime or double shift, crews will be allowed reasonable time for supper or breakfast. Such time not to be included when computing overtime. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. All classes of engines and all yards, per day of 10 hours or less. .$4.25 Overtime paid pro rata rates after 10 hours. ARTICLE XXV. — Yard Engineers will, when possible, be al- lowed one hour for meals between 11.45 K and 14 K and between 23.45 K and 2 K without pay and will not be compelled to remain off duty more than one hour at meal hour. If Yard Engineers are al- lowed off for meals later than 13.15 K or 1.15 K they will be allowed 45 minutes for meal and will be paid one hour. Engineers on switch engines when required to work overtime or double shift will be allowed reasonable time for supper or breakfast. Engineers on switch engines will not be required to work more than seven hours without being allowed time for meals. 199 ARTICLE XXXIV. — Switch engines doing road work outside of regular terminals will be paid actual mileage or time for such road work, such mileage or time being deducted from switching time. Yard Engineers will not have to sign the inward or outward appearance book at any other place than the one designated in the roundhouse or the Locomotive Foreman's office, nor will they be expected to change off at any other place than the shop track. CHICAGO & ALTON RAILROAD Effective July 1, 1911. All classes at Kansas City, East St. Louis and Chicago, per day of 10 hours or less $4.25 All other yards, per day of 10 hours or less 4.00 Overtime paid pro rata rates, actual minutes to be counted. No pay will be allowed for less than five minutes. RULE 31. — Yard Engineers will be allowed one hour for meals between the hours of 11 :30 and 1 :30 o'clock noon and midnight. If required to work later than 12 :30 they will be paid for the hour and allowed 30 minutes in which to eat. Yard Engineers will not be re- quired to work longer than six hours continuously without being al- lowed time to eat, except when prevented by wreck or handling stock or perishable freight. RULE 32. — When switch engines are used in road service, that is, in place of, or to doublehead, a road engine, and haul a train, the Engineers will be paid road rates ; such road time to be deducted from yard time. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. First class yards, per day of 10 hours or less $4.25 All other yards, per day of 10 hours or less 4.00 Overtime paid pro rata rates after 10 hours, computed to the nearest quarter hour. RULE 18. — Engineers will be given one hour for meals between the hours of 11:30 and 1, noon and midnight. If required to work later than 12 they will be paid for the hour and allowed 30 minutes within which to eat. Engineers will not be required to work longer than seven hours continuously without being allowed time to eat, except where prevented by wreck or snow blockade. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. Rates, per 10 hours or less : All engines, first class yards $4.25 All engines, second class yards 4.00 Overtime paid pro rata rates. ARTICLE XIV. — Yards where two or more engines work at the same time are first class ; others, second class. 200 Switch Engineers shall be allowed one hour for dinner after being on duty five hours, or five hours and 30 minutes. If held on duty after five hours and 30 minutes, they shall be allowed 30 minutes for dinner and be paid for full hour. When Road Engineers are required to run switch engines they shall receive road pay. This does not apply to extra men. The last extra man on the extra board each day whose rest is up to be called for this service, and shall retain his position on the extra board at the expiration of that day. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. First class yardsj per day of 10 hours or less $4.25 All other yards, per day of 10 hours or less 4.00 Mallet engines, first class yards $6.05 and 6.30 Mallet engines, all other yards 6.05 and 6.30 Overtime paid pro rata rates, computed after 10 hours. ARTICLE XII. — Engineers on regular switch, transfer and yard engines will be allowed a full hour for meals between the hours of 11:30 and 1 noonday and midnight periods. Engineers on irregular switch, transfer and yard engines will be allowed the sixth hour for meals. If Engineers are required to work, during the hour assigned to meals, they will be allowed 30 minutes for lunch and will be paid for the meal hour in addition to their regular time. CHICAGO JUNCTION RAILWAY Effective May 26, 1913. All classes of engines, per day of 10 hours or less $4.25 Overtime paid pro rata rates, computed after 10 hours. Actual minutes counted. ARTICLE III. — Engineers will not be required to work longer than six hours without being allowed 30 minutes for lunch, under pay. CHICAGO, MILWAUKEE & GARY RAILWAY Effective March 1, 1913. All classes of engines, per day of 10 hours or less $4.00 Overtime paid pro rata rates, computed after 10 hours for actual number of minutes on duty thereafter. Engineers in yard service will be allowed one hour for meals beginning between the hours of 11:30 and 12:30 o'clock day and night. If on duty any part of the meal hour, they will be allowed 30 minutes for meals and paid one extra hour. They will not be held on duty to exceed six hours without being allowed 30 minutes for meals. 201 CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES EFFECTrvE December 24, 1910. All classes of engines, per day of 10 hours or less $4.25 Mallet engines, per day of 10 hours or less 5.25 Overtime paid pro rata rates, computed after 10 hours. Actual minutes counted. ARTICLE V. — One hour shall be allowed Switch Engineers for meals between the hours of 11:30 and 1 day or night. If held on duty until 1 o'clock they shall be allowed 30 minutes for lunch and be paid one extra hour. When road engines are used temporarily in switching service, through freight rates will apply. When time is overlapped on all double-crewed pusher or switch- ing engines and Engineer is not relieved at the specified time, he will be paid until relieved and the Relief Engineer will be paid from the regular time he should have gone on duty. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. First Class Yards: Class N (Mallet), per day of 10 hours or less $5.50 Class L-2 4.85 Class B-1, 2, 3, 4; Class C-4; F-2, 3, 4, 5; G-6, 7; K-1; M-2; C-1, 2, 3, 5, and L-1 4.50 Other engines 4.25 Second Class Yards: Class N (Mallet), per day of 10 hours or less $5.50 Class L-2 4 85 Class B-1, 2, 3, 4; Class C-4;' F-'i's,' 4,'5 '; 0-6," 7;' K-l ;' M-i'; C-1, 2, 3, 5, and L-1 4.50 Other engines 4.00 Overtime paid pro rata rates after 10 hours. Actual minutes counted. ARTICLE II. — Engineers will be given an opportunity to go to their meals between the hours of 1 1 :30 and 1 o'clock, noon or night, if the work will permit. If the work requires that they remain in service after 12 o'clock, they may take 30 minutes for lunch and be paid one hour overtime. If they desire to take one hour, no overtime will be allowed. Engineers in switching, service will not be required to work longer than six hours without being allowed 30 minutes for lunch. Yard Engineers required to perform road service will be paid miles or hours, whichever is the greater, at road rates, and the actual time only in road service will be deducted from the day in yard ser- vice. Yard Engineers will be allowed work train rates for construc- tion and maintenance work, or picking up old rail in connection with construction. This is not to apply to distributing coal, picking up scrap, handling snow or otherwise cleaning up the yard. 202 ARTICLE II. — In switching service for any period of 11 hours, Engineers called and not wanted will be paid one-quarter of a day. If held on duty to exceed two and one-half hours, or they actually commence work, one full day will be allowed. Engineers will receive one-half day for doing necessary work on engines on Sundays when engines are not in service and the work has been performed. When switching engines lay up over Sunday, En- gineers will not be required to work on some other engine, thereby preventing them from doing the necessary work on the engine to which they are regularly assigned. Overtime to be computed after 10 hours' service, for the actual number of minutes on duty thereafter, to be paid for as per class of engine employed on, full amount of such overtime to be computed and allowed at the end of each month. If the total produces a frac- tion of an hour amounting to more than 30 minutes, one full hour will be allowed. If 30 minutes or less, the fraction will be dropped. Time for Engineers in yard service will commence at the time designated for the day's work to begin, or the time engine is required to leave engine track, and will end when engine is placed on designated track, or crew relieved. In all first class yards, where the Company's business will permit, the working hours will be from 7 a. m. to 6 p. m. for the day service and from 7 p. m. to 6 a. m. for the night service. ARTICLE XIX. — Special time allowance switching service Chi- cago Terminal for Chicago only. Section A. — Engineers in switching service released for the meal hour will, so far as possible, go to the designated roundhouse track. Where this can not be done track will be assigned where the engine is to be placed and if other than the designated track is to be used, the Engineer to be the judge as to the safety of leaving the engine for the meal hour. If safety demands that he remain with the engine, he shall receive pay for the hour. Section B. — Regularly assigned Engineers required to work 16 hours will resume work when their rest period is up under the Federal law, and then be permitted to work 10 hours or paid therefor. Section C. — Engineers attending court or inquests under instruc- tions from Company will be allowed the same compensation they would have earned had they remained on their regular assignment, plus actual expenses. Section D. — The pay of Engineers shall continue until they reach the point at which they start work. Section E. — Engineers shall be allowed one hour for meals be- tween the hours of 11 :30 A. M. and 1 P. M., and between the hours of 11:30 P. M. and 1 A. M., but if required to work the meal hour or any part thereof they will be paid for the hour in addition to the minimum day and be allowed 30 minutes under pay for meal. Section F. — Engineers will not be required to work longer than six hours without being allowed 30 minutes for lunch. Section G. — No new work shall be assigned after the expiration of 10 hours. 203 CHICAGO & NORTH WESTERN RAILWAY Effective December 24, 1910. First class yards, per day of 10 hours or less $4.25 All other yards, per day of 10 hours or less 4.00 Overtime paid pro rata rates after 10 hours. One mile for every six minutes allowed. ARTICLE XIX. — Engineers in yard service, day or night, will be allowed one hour between 11:30 and 1, noon or night, for meals. If required to work later than 12 :1S, or 6:15, noon or night, 30 minutes will be allowed for lunch, with compensation for the full, hour. Switch Engineers at outlying points or terminals, where no ex- tra men are employed, will receive pay at the rate of 10 hours per day for all time so held. ARTICLE I. 6. — One year in yard service will entitle an En- gineer to full pay if he be called to' road service, provided he be found competent as per the conditions contained in Article VII. (See Rights to Runs.) CHICAGO, PEORIA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. At East St. Louis Switch Engineers shall receive, per day $4.25 Other yards, Engineers shall receive, per day 3.75 An hour for meals may be allowed after four and a half hours or five hours on duty. If held on duty after five hours yard men shall be allowed 30 minutes in which to eat and be paid for an hour. Yard men will not be required to work longer than six hours without 30 minutes for lunch except in case of emergency. Should it be necessary to send a yard engine to a point on the main line not to exceed eight miles from the terminal for the pur- pose of relieving a terminal, handling relief outfit, to unload Company material or to do the special mine work, or the helping of a train, this will be considered as part of the yard work, and employees will be paid in accordance with the service in which they are regularly engaged. It is understood that the Engineer on switch engines at Pekin shall place his engine in the roundhouse and take it out again as part of his regular day's work. His time to commence at the time he leaves roundhouse until engine is returned to roundhouse. When necessary to reduce the force the men whose houses are equipped with telephones and who reside within a mile radius of the yard ofiice or roundhouse shall be notified by the Company not less than two hours previous to the time they are expected to report for work; if not notified and report for work they will be allowed one hour's pay. Any engine used in switching service, regardless of class, will be considered a switch engine. Yard crews will not be required to work more than 12 hours out of 24 hours without rest except in case of emergency. 204 Road Engineers when used in switching service with their engines will be paid according to the class of engine the same as if on duty on the road. Engines not equipped with footboards or headlights on front of engine and rear of tank will not be allowed to work more than two days in yard service. Ten hours or less shall constitute a day. Over- time pro rata after 10 hours. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY Effective February 1, 1911. First class yards, per day of 10 hours or less $4.25 All other yards^ per day of 10 hours or less 4.00 Overtime paid pro rata rates, computed after 10 hours. ARTICLE XIII. — In switching service 10 hours or less will constitute a- day with one full hour for dinner between the hours of 11 and 1, noon or night, and on split tricks between 5 :30 and 7:30 a. m. or p. m. If required to work the dinner hour, the Engineer will be paid for it and allowed 30 minutes for lunch. Where yard engines are not cared for during the dinner hour, Engineers may leave their engines in a safe location and go to their meals, but when the condition of the engine requires the care of the Engineer or Fireman, only one will remain and receive pay for the dinner hour. CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. First class yards : H, 2-8-0 Eng., per day of 10 hours or less $4.50 Other engines, per day of 10 hours or less 4.25 Second class yards : H, 2-8-0 Eng., per day of 10 hours or less. . . 4.25 Other engines, per day of 10 hours or less 4.00 Overtime paid pro rata rates, computed after 10 hours. Actual minutes counted. ARTICLE XX. — Engineers in yard service will be allowed to go to meals between 11 :30 and 12:30, noon or night. If required to work later than 12 :30, 45 minutes will be allowed for eating but com- pensation will be given for a full hour, 45 minutes of which has been used for meal. CHICAGO & WESTERN INDIANA RAILROAD and BELT RAILWAY OF CHICAGO Effective February 1, 1911. All classes of yards, per day of 10 hours or less $4.25 Overtime paid pro rata rates after 10 hours, computed on minute basis. Less than 30 minutes not counted ; at the end of the month 30 minutes or over counted as one hour. ARTICLE XIII.— Engineers will be allowed 20 minutes for meals between 11:30 and 1, noon or night. 205 COLORADO MIDLAND RAILWAY Effective November 1, 1911. Leadville, Colorado, yards, per day of 10 hours or less $4.50 Other yards, per day of 10 hours or less 4.25 Overtime paid pro rata rates, computed after 10 hours. Less than 30 minutes not counted ; 30 minutes or over counted as one hour. ARTICLE VIII. — When Engineers of switch engines are called upon for service outside of yard limits, not exceeding four miles from station, time to be computed as regular yard service; when used a distance of more than four miles, road pay to govern, time to be de- ducted from yard service. ARTICLE XIII.— Working hours to be from 7 a. m. to 6 p. m. and from 6 p. m. to 7 a. m., except where engine is assigned to other hours, when the sixth hour will be considered the meal hour. If 30 minutes of this hour is consumed, one hour overtime shall be allowed, 30 minutes to be allowed for meals. COLORADO & SOUTHERN RAILROAD Effective February 1, 1911. Leadville yards, per day of 10 hours or less .$4.50 Other yards, per day of 10 hours or less 4.25 Overtime paid pro rata rates, computed after 10 hours. Fifteen minutes or less not counted; over 15 minutes, actual time for all time. ARTICLE VI. — Six-wheel connected switch locomotives, with- out pony trucks, moving over the road light. Engineers will be paid at the rate of $4.40 per 100 miles. Switch locomotives as above de- scribed when used in through freight service, either singly or in connection with another locomotive, hauling freight train, Engineers will be paid the same class rates as through freight locomotives with cylinders of the same diameter. ARTICLE LVI. — Engineers assigned to yard service doing work outside of yard limits shall receive road pay for the actual time in that service, to be deducted from their yard pay. YARD SERVICE. RULES. ARTICLE I.— The senior night Engineer shall be first entitled to day run. Extra Engineer working in place of regular Engineer laying off shall remain in place of regular Engineer until regular Engineer reports for duty, except that in case of regular Engineer laying off for 30 days or more, the senior night man shall be entitled to the day locomotive. ARTICLE II. — Engineers in Denver yard are entitled to all Denver yard work train service, except work trains in Denver yard that work partly beyond yard limits. A Denver yard work train will be considered regular if ordered for more than five days. ARTICLE IV. — Engineers in yard service shall be considered in when they arrive on roundhouse track as shown by roundhouse regis- ter. Engineers changing shifts in yard shall not be required to go to roundhouse to register. 206 ARTICLE V. — Switch Engineers will be allowed the sixth hour of their day, or as near as practicable, for the meal hour. ARTICLE VI. When Yard Engineers are required to work 30 minutes of the meal hour they shall be allowed one hour in addition to all other time. ARTICLE VII. — Engineers shall not be expected to run double shift or remain on duty to exceed 16 hours except in absolute emergencies. ARTICLE VIII. — Engineers who are marked off the board after arrival shall be notified by Caller, otherwise they shall receive one day's pay for reporting for duty. Engineers called and not used shall receive pay for one-half day and stand first out. COLORADO SPRINGS & CRIPPLE CREEK DISTRICT RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. Colorado Springs, Colorado Springs Reduction Mills and be- tween Colorado Springs and the Reduction Mills, per day of ten hours, class 135 and 170 engines $4.94 Cripple Creek District, per day of 10 hours, class 135 and 170 engines 4.94 Overtime paid pro rata rates. Five hours or less, one-half day; over five hours, one day. ARTICLE III. — Crews in switching service will not be used outside of their defined working limits, except in case of wreck or other emergency ; except that switch crews in the Cripple Creek Dis- trict may be used to handle and dump rock as far east as Love without extra compensation, in which case road crews lying in at the terminal will not receive "run-around" pay. Crews in switching service in the Cripple Creek District and Colorado Springs will be allowed one hour for meal between the hours of 12 and 1 :30 o'clock. Should the necessity of the service require the crews to be held on duty later than 12:30, they will be paid for the meal^ hour and allowed time for lunch as soon as possible. Forty minutes will be considered sufficient time to eat. Crews working split tricks will be allowed a meal hour and paid under same conditions in the middle of their day's work. When it is evident that regular day switch crews cannot finish their work by 8 o'clock p. m., they will be allowed 40 minutes on Company time in which to eat supper as soon after 6 p. m. as possible. DENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. All classes of yards, per day of 10 hours .- $4.00 Overtime paid pro rata rates after 10 hours. ARTICLE XV^. — ^Ten hours or less shall constitute a day with one full hour for dinner between the hours of 11 and 1. If required 207 to work the dinner hour, engine crew will be paid for it, and allowed 30 minutes for lunch. DENVER & RIO GRANDE RAILROAD Effective March 22, 1911. Colorado Lines: Leadville yards (Hill engines), per day $5.00 Florence-Canon City yards, per day 4.75 Other yards 4.25 Utah Lines : Copper Belt (Shay engine), per day 5.10 Scofield-Clear Creek, per day 5.10 Scofield- Winter Quarters, per day 5.10 Bingham yards (other than Shay engine), per day 5.00 Sunnyside switch engine, per day 4.50 Other engines 4.25 Overtime pro rata. DENVER & SALT LAKE RAILROAD Effective August 16, 1912. Mallet engines, per day $5.25 All other classes, per day 4.25 Overtime paid pro rata rates, computed after 10 hours. ARTICLE VII. — So far as practicable, the sixth hour will be the recognized meal hour. Engineers working 30 minutes of that hour at the Company's instance will be allowed 30 minutes for meal and be paid one hour in addition to the 10 hours; and when called upon to work overtime will be allowed- 30 minutes for meal after one full hour overtime has been made, said 30 minutes not to be deducted from overtime or other service. ARTICLE VII. — So far as practicable. Engineers in switching service will begin work at 7 o'clock a. m. and 7 o'clock p. m., and be relieved at 6 o'clock a. m. and 6 o'clock p. m. Switch Engineers after continuous service of fifteen (15) hours or more, will have the right to claim ten (10) hours' rest if they so desire. Engineers in switching service will not be required to handle engines just out of shops, i. e., break in engines. Engineers on assigned Oak Hills engine working in territory between Phippsburg and Steamboat Springs, will be paid $175 per calendar month, 12 consecutive hours or less to constitute a day; if required to go out of these limits, road rates at 12 miles per hour will be paid. If miles- run exceed 12 miles per hour, actual mileage will be allowed, and time covered by such mileage to be deducted from regular service. 208 DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. All classes of yards, per day of 10 hours or less $4.25 ARTICLE VII. — ^Whenever Yard Engineers work beyond the limit of llj^ hours between 6 o'clock and 6:30 o'clock a. m. or p. m., they shall be paid the full half hour for any fraction of the half hour worked. And when they are required to work beyond 12 hours they shall be paid straight overtime up to one and one-half hours beyond such 12 hours; if their continuous working hours exceed one and one-half hours, they shall receive five hours for such overtime up to the limit of five hours beyond such 12 hours. Whenevei; Yard En- gineers stop work at the end of their 12 hours and go home and are called at their homes or are notified before leaving the yard that they will be required to come back from their homes, they will in such cases be paid five hours for any overtime that they put in at the yard, up to five hours, and if they work to exceed five hours shall receive 10 hours' pay. Switch Engineers to receive pay for noon hour and midnight hour, and they are expected to do such work during such hours as will best accommodate the Company's business; but if they work be- tween 12 and 1 o'clock they shall have such time as is necessary to eat their meals while still on duty. ARTICLE VII. — Switch Engineers assigned to duty in any yard except Two Harbors and Endion shall be paid at the schedule rate of 100 miles per day each working day while not working and held for duty; time slips to be approved by Locomotive Foreman at point where such crews are held; it being understood that whenever the engine to which they are assigned does not work, and there is no regular Engine Watchman employed at that point, they shall take care of their engine without the help of a Watchman, and without any other compensation. Except at Tower Junction, when Switch Engineers, in emergency, are used in road service part of the day, and yard service part of the day, they will be paid road rate for the time put in in road service, and switching rate for the time put in in switching service. Steaming ore will be classed as yard service and will be paid for at yard engine schedule rates. DULUTH, MISSABE & NORTHERN RAILWAY Effective January 1, 1911. All classes, per day $4.25 Overtime paid pro rata rates, computed after 10 hours; actual minutes counted. ARTICLE II. — Crews in hill, transfer, switching service and at Northern Terminals will be allowed to go to meals as near meal hours as practicable and will not consume over fifty (SO) minutes at meals and in no case shall they be required to work more than seven hours without meals, except in cases of washouts and wrecks. 209 DULUTH, SOUTH SHORE & ATLANTIC RAILWAY MINERAL RANGE RAILROAD Effective December 24, 1910. All classes, per day $4.00 ARTICLE II. — ^Ten hours or less shall constitute a day's work. Overtime after first 20 minutes at the same rate. Yard crews will be allowed one hour for meals. Noon hour to be between 12 and 1 o'clock p. m., and lunch hour to be between 12 and 1 o'clock a. m., as near as practicable, to be decided by the Yard- master. Twenty-six days will be paid all Engineers held in switch service when time is such that it cannot be made. ELGIN, JOLIET & EASTERN RAILWAY Effective December 24, 1910. Switch Engineers at South Chicago, Gary, Joliet, Bridgeport, and North Works, per day of 10 hours or less $4.25 Day is from 7 a. m. or p. m. to 6 a. m. or p. m. Switch Engineers at Coal City and Waukegan (second class yards), per day of 10 hours or less $4.00 Day is from 7 a. m. or p. m. to 6 a. m. or p. m. Overtime pro rata after 10 hours. One hour to be allowed for meals when practicable between 12 o'clock noon and 1 :30 p. m. and between midnight and 1 :30 a. m. If required to work later than 12 :30 p. m. or 12 :30 a. m., 30 minutes will be allowed for meals and compensation for full hour allowed. Switch Engineers required to work after 6 a. m. or 6 p. m. will be paid overtime for actual minutes worked. When engine crews are held responsible for engines during meal hour, full compensation will be allowed. EL PASO & SOUTHWESTERN RAILROAD Effective December 24, 1910. Per month of 28 days $139.00 Per month of 29 days 139.50 Per month of 30 days 140.00 Per month of 31 days 140.50 Overtime pro rata of the ten-hour day. Eleven hours or less to constitute a day's work, including one hour for meals. ARTICLE XVI.— When Yard Engineers sent out in road service or run outside of yard limits for any purpose, they will be paid standard road pay for time consumed in making such trip and will be paid actual number of hours employed in yard service at regular switch Engineers' rate. FORT SMITH & WESTERN RAILROAD SAINT LOUIS, EL RENO & WESTERN RAILWAY Effective December 1, 1912. All classes, per day of 10 hours or less $3.75 Over 10 hours to be paid at overtime rates, per hour, 37^ cents. 210 ARTICLE IX.— Work Train and Switch Engineers will be al- lowed one hour for dinner between the hours of 11 :30 a. m. and 1 :30 p. m. This one hour not to be included in the 10 hours' service. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. Yards at Fort Worth and Wichita Falls, per day $4.25 Other yards, per day 4.00 Overtime paid pro rata rates after 10 hours. One hour shall be allowed for dinner, between 11 :30 and 1 :30 o'clock, and if 30 minutes of this time is consumed, one hour shall be allowed as overtime after 10 hours. ARTICLE XV. — ^When switch engines are run outside of yard limits. Engineers shall receive road pay for class of engine in service and be governed by articles on freight rates and overtime except in Fort Worth yard. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. First Class Yards: Mallet engines weighing over 275,000 pounds on drivers, per day. $5.25 Mallet engines weighing 275,000 pounds or less on drivers 5.00 Other engines, per day 4.25 Second Class Yards: Mallet engines weighing over 275,000 pounds on drivers, per day. $5 .00 Mallet engines weighing 275,000 pounds or less on drivers 4.75 Other engines, per day 4.00 Overtime paid pro rata rates after 10 hours' service. Over 10 minutes and less than 30 minutes, one-half hour; over 30 minutes and not exceeding 60, one hour. Meal hour will be given to Engineers on regular day and night trick engines between 12 and 1 o'clock, noon and midnight, except at El Paso, where meal hour for regular day and night trick engines will be between 1 and 2 a. m. and p. m. The sixth hour will be con- sidered the regular meal hour for split trick engines. If an Engineer works any part of the regular meal hour at the Company's instance he shall receive one hour's pay in addition to the 10 hours. No Switch Engineer will be required to remain on duty longer than seven hours without being allowed time for meals, except to handle wrecks in yard, live stock or perishable freight. Engineers in yard service will not be sent out on main line except in cases of emergency, or when Road Engineers are not available. When Yard Engineers are sent out on main line as helpers or in work train or other main line 211 or local service, they will be paid road rates at the rate of 12j/^ miles per hour; where mileage exceeds 12j4 miles per hour, actual miles will be allowed. Time consumed in main line service will be deducted from yard service to avoid duplicate payment. GRAND TRUNK PACIFIC RAILWAY Effective July 15, 1912. All classes of engines, per hour 425^c Article V. — Engineers on switch engines will be paid five hours for five hours or less ; over five hours, 10 hours. Work done outside limits to be paid at road rates. GREAT NORTHERN RAILWAY Effective June 1, 1913. First class yards, per day of 10 hours or less: Class O-l $4.75 Class N-1 ; L-1 ; M-1, M-2 5.50 Class L-2 5.25 Class H-2, H-3, H-4; J-3 4.S0 All other engines 4.25 Second class yards, per day of 10 hours or less: Class O-l $4.50 Class N-1 ; L-1 ; M-1, M-2 5.25 Class L-2 5.00 Qass H-2, H-3, H-4; J-3 4.25 All other engines 4.00 Special Rate Switch Engineers Eutte Yard: Hill service and Hill and Lower Yard combined service $4.75 Lower yard 4.50 RULE 13. — Switch Engineers may be run out to a point not exceeding 10 miles from their terminal to tow or assist a train to such terminal. When Engineers of switching engines are required to do road work, that is, to run over main line outside of yard limits, they will be paid road rates for such service; and a day's work composed in part of switching service and in part of such road service will be paid for as follows : For the number of hours engaged in switching service, at the rates named for such service. For the road service, at the rates named for such service. It being understood that the pay for such road service shall cover pay for actual miles run or hours worked computed in accordance with the rules herein governing computation of road time. It is understood that road rates will be paid for all time from leaving yard to returning thereto. In case of dispute regarding the classification of any work under this rule, the General Manager shall decide. Switch Engineers' time will commence 15 minutes before en- gine is ordered to leave roundhouse track, or any other designated 212 track, or at the time they begin work if they do not jeport at the time specified, and will end IS minutes after delivery on designated roundhouse track, the 15 minutes being allowed for inspection of engine. Engineers of engines double crewed and changing shift with- out intermission will be paid from the time required to report for duty. RULE 23. — Yard Engineers shall be allowed one hour for meals between the hours of 11:45 a. m. and 1:15 p. m. and between the hours of 11:45 p. m. and 1:15 a. m., but if required to work the rneal hour or any part thereof they will be paid for the hour in ad- dition to the minimum day, and will be allowed 30 minutes under pay. Yard Engineers will not be required to work longer than six hours without being allowed 30 minutes for lunch. Regular Yard Engineers required to work 16 hours will re- sume work when their rest period is up under the Federal law, and then be permitted to work ten hours or paid therefor. GULF, COLORADO & SANTA FE RAILROAD Effective December 1, 1911 Galveston, Houston, Bellville Yard, Somerville, Silsbee, Beau- mont, Temple, Brownwood, Cleburne, Dallas, Fort Worth, Gainesville and Ardmore, per day $4.25 All other yards, per day 4.00 Overtime paid pro rata rates, computed after 10 hours. Less than 30 minutes not counted ; 30 minutes or over counted as one hour. ARTICLE IV. — Switch Engineers will be permitted to take their noon and midnight meal hour immediately after 12 o'clock, noon or midnight. Crews working split tricks will be given an op- portunity for getting meals between 6 and 7 a. m. or p. m. except in case of emergency or when it is necessary to vary from the above rule in order to facilitate the movement of trains. Should Switch Engineers be required to work with their switch- ing crews for 30 minutes or less after 12 o'clock, they will be paid for actual minutes worked as overtime; but if kept on duty over 30 minutes and less than one hour, will be paid one hour overtime. Crews going to work at 12 o'clock noon or 12 midnight the same condition will apply. Crews going to work at 12 o'clock noon will be given meal hour between 6 p. m. and 7 p. m. and crews going to work at 12 o'clock midnight will be given meal hour between 6 a. m. and 7 a. m. Switch Engineers run out of yard limits shall be paid road pay for all time outside of yard limits and Switch Engineers' pay for all time worked in yards. Road Engineers will be used in switching service temporarily when no Switch Engineers are available. When so used wages and conditions of switching service will apply. 213 HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. Houston yards $4.25 All other yards 4.00 Overtime pro rata rates, computed after 11 hours. ARTICLE VI. — All tricks except those beginning at 7 a. m. or 7 p. m. to be known as split tricks. When Yard Engineers are re- quired to work split tricks, the sixth hour shall be known as the meal hour. If required to work 15 minutes or more of the meal hour, 30 minutes overtime will be paid and if worked 30 minutes or more of this hour, one hour overtime will be paid and one hour allowed for meals. Engineers in yard service will not be sent out on main line, ex- cept in case of emergency. When Yard Engineers are sent out on main line they will be allowed road rates, according to class of ser- vice. It is understood this rule does not allow two days' pay for one day's work, but a day's pay at the higher rate will be allowed. When Road Engineers are required to run switch engines^ the last man out on the list will be required to run switch engine, pro- vided he has had necessary rest, but will retain his original place on the extra board. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. First class yards, per day $4.25 All other yards, per day 4.00 Overtime paid pro rata rates. ARTICLE VI. — When an Engineer is run outside of yard limits of any terminal station to perform work train service, he shall be paid full work train day, and if required to handle revenue cars a full freight day shall be allowed. It is understood that this article does not allow two days' pay for one day's work, but a day's pay at the higher rate will be allowed. ARTICLE VI. — Eleven consecutive hours or less to constitute a day's work in switching service, including one hour for meals. Meal hour to be sixth hour after going on duty. If an Engineer is worked 15 minutes or more of this hour, 30 minutes overtime will be paid, and if worked 30 minutes or more of this hour one hour over- time will be paid. One full hour to be allowed for meals, overtime after regular working hours to be paid at the rate of one hour for 30 minutes or more of the first hour. Where passenger trains are involved at meal hour. Engineer will be required to perform necessary switching without claiming overtime as above provided he does not work 30 minutes or more. If worked 30 minutes or more one hour overtime will be paid and one hour allowed for meals. 214 Engineers in Sherman yard, when taking engine to Denison for repairs, will be allowed five hours' overtime at yard rates for round trip, regardless of whether run is made during or after working hours. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. First class yards, per day of 10 hours or less $4.25 All other yards, per day of 10 hours or less 4.00 Overtime paid pro rata rates, computed after 10 hours. At Chi- cago, 31 minutes will constitute one hour. At other yards actual minutes counted. ARTICLE XXII. — Engineers in switching and incline service going to work between the hours of 6 and 8 a. m. or p. m., will be allowed one hour for meals between 11:30 and 1 noon or midnight. If required to work until 12 :01 they will be given 29 minutes for lunch and the hour allowed. Engineers going to work prior to 6 and after 8 a. m. or p. m., will be allowed one hour for meals between the fourth and sixth hours on duty. If required to work one minute beyond the fifth hour, they will be given 29 minutes for lunch and the hour allowed. Switch Engineers will not be required to work longer than six hours without given an hour for meals ; or 29 minutes for lunch with the hour allowed. This means breakfast for the night shift and supper for the day shift. Switch Engineers will not be required to inspect or prepare en- gines for service during time allowed for meals or lunch. Time will continue until turned in at point where work started, this section applying to Chicago and New Orleans Terminals only. It is the intention that no more than 16 continuous hours' service will be required of Switch Engineers; overtime at regular rates will be allowed up to 15 hours; from 16 to 20 hours, inclusive, two days will be allowed. After 16 hours no other new work will be required, except to assist at wrecks or washouts. Engineers in service 16 hours continuously will, upon application, be relieved from duty the follow- ing day. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. All classes of engines, per day of 10 hours or less $4.00 Overtime paid pro rata rates, computed after 10 hours, for the actual number of minutes on duty thereafter. ARTICLE VII.— All yards in existence July 1, 1912, to be rated as first class yards. Any yards established after July 1, 1912, other than at terminals, may be classified as first or second class yards. Yard Engineers will be allowed one hour for meals, beginning betweea the hours of 11 :30 and 12 :30 o'clock, day and night. If held on dut> any part of the meal hour, they shall be allowed 30 minutes for meals and paid one extra hour. They shall not be held on duty to exceed six hours without being allowed 30 minutes for meals. 215 Yard Engineers will not be sent out on main line except in cases of emergency, or when Road Engineers are not available. When Yard Engineers are required to go beyond switching limits, they shall be paid local freight rate day's pay, according to class of engine used for that day's service, which rate includes both yard and road work, over- time after 10 hours. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. Kansas City Terminals : Mallet engines weighing over 275,000 pounds on drivers $5.25 Mallet engines weighing 275,000 pounds or less on drivers 5.00 All engines (except Mallet) 4.25 All other points : Mallet engines weighing over 275,000 pounds on drivers 5.00 Mallet engines weighing 275,000 pounds or less on drivers 4.75 All engines (except Mallet) 4.00 Overtime paid pro rata rates, after day of 10 hours. Actual min- utes counted. ARTICLE II. — Should a change of Switch Engineers occur dur- ing the 10 hour trick, by reason of sickness the time will be divided into the actual hours service performed by each man. When Switch Engineers are required to go to exceed three miles out of train yard for service other than that of switching industries, or to go beyond the last station industrial switch for any reason, they will be paid road rates for the class of service performed. The sixth hour will be known as the meal hour, and Switch En- gineers shall be permitted to take this hour for meals except in cases of casualty in the yard and the crew is engaged in clearing the same, or other emergencies, such as handling live stock and perishable freight. Should Switch Engineers be required to remain on duty for 30 minutes or less after the beginning of the sixth hour, they will be paid for the actual minutes worked and if kept on duty over 30 minutes and less than one hour, they will be paid one hour. In no case shall Switch Engineers be compelled to work longer than seven hours without being allowed one hour for meals. Switch Engineers will not be required to work longer than 13 hours including meal hour except in case of casualty, washouts or handling perishable freight or stock. When a change of Switch Engines occurs during an Engineer's sixth hour. Engineers will be allowed 30 minutes at the regular over- time rate for preparing same, provided such a change makes prepara- tion of the second engine necessary and is due to no fault of the En- gineer. KANSAS CITY TERMINAL RAILWAY Effective February 7, 1911. All yards, per day $4.25 Overtime paid pro rata rates, computed after 10 hours. Actual minutes counted. 216 ARTICLE II. — Engineers will be given one hour for meals be- tween the hours of 11:30 and 1 o'clock, noon or night, if the work will permit. If the work requires that they remain on duty until 12:30 p. m. or a. m., they will be given 30 minutes for lunch at the earliest opportunity and will be allowed one hour overtime. LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. All classes of engines, per day of 12 hours or less $4.20 Overtime, per hour 42 One hour will be allowed Switch Engineers for meals, as nearly in the middle of the day's work as is practicable. When crews take one- half hour for meals, one-half an hour overtime, or 21 cents, will be allowed in addition to the daily rate of $4.20. Switch Engineers work- ing outside of yard limits, under train orders, will be paid 54 cents per hour for actual time so employed, biit not in addition to the switching day. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. All classes, per day of eleven (11) hours or less $3.60 Overtime after 11 hours, per hour 35 ARTICLE IV. — Overtime shall be paid on the minute basis as follows : Less than five minutes not to be counted ; five or more minutes to be computed at actual minutes and carried to the end of month and aggregated in hours and tenths of hours. ARTICLE XXXIV. — Switching engines used at intermediate sta- tions, whether at only one station or several stations within a defined district and do the work of switching such stations and assembling the cars at such places for road crews to pick up shall be paid for all calendar days regular switching rates. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. All classes, per day of 10 hours or less $4.00 Overtime paid pro rata rates, computed after 10 hours. ARTICLE II. — ^When it is necessary to do switching in Marshall yards, extra Engineer and Fireman standing first out will be called to perform such duties, 10 hours or less to constitute a day; this will not be construed to cover shop switching, or handling material around shop. Engineers called for switching service at Marshall, and regular Engineers called to fill temporary vacancies on regular switch engine, will be paid full freight rates. MIDLAND VALLEY RAILROAD Effective July 1, 1913. All classes, per day of 10 hours or less $3.85 Day in switching service is exclusive of noon hour. Overtime, per hour 385^ 217 Crews going to work at 7 a. m. and working until 6 p. m., one hour for dinner between 11 :30 a. m. and 1 :30 p. m., will be considered one day's work. Night crews the same with supper hour between 11:30 p. m., and 1 :30 a. m. Same to apply to irregular shifts. ARTICLE XIV. — Switch engines working outside of yard limits under train orders shall be paid as per Art. I for actual hours for each class of service. ' MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. St. Paul Transfer yards, per day $4.40 Minneapolis yards, per day 4.25 Other yards, per day 4.00 Overtime paid pro rata, after day of 10 hours. Less than 30 min- utes not counted ; 30 minutes or over counted as one hour. ARTICLE XVI. — When practicable, without delay to passenger or important freight trains, time will be allowed for meals between 11:30 and 1:30. Engineers on switch engines shall, without being allowed extra time, be on hand a sufficient length of time before the hours when switching crews are required to begin their day's work to have their engines in shape to commence work promptly at the hours which crews are called for. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective January 1, 1911. First class yards, per day $4.25 Other yards, per day 4.00 Overtime paid pro rata rates after 10 hours. Actual hours and minutes allowed. ARTICLE V. — Switch Engineers will be allowed one full hour for meals between the hours of 11 :45 and 1 :15, noon or iiight, if the work will permit, except at Gladstone docks. If crews are compelled • to work after 12:30 they will be given one full hour in which to eat their meals and will be paid for 30 minutes. At Gladstone docks one full hour will be allowed between 12 and 1 o'clock. If compelled to work after 12 :45 they will be given one full hour in which to eat their meals and will be paid for 30 minutes. ARTICLE XI. — Engineers in switching service or on branch runs shall receive one-half day's pay for doing necessary work on engines on Sunday when engines are idle and the work is performed. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK AND INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. All classes of. engines, per day of 10 hours or less $4.00 Overtime paid pro rata rates after 10 hours. Actual hours and minutes counted. 218 MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. Yard engines, other than Mallet, per day of 10 hours or less. . .$4.25 Overtime, per hour 425 ARTICLE XXIII. — Engineers in yard service will be allowed one hour off duty between the hours of 11:30 a. m. and 1 p. m., and 11 :30 p. m. and 1 a. m. for meals. If held on duty any part of the meal hour, they shall be allowed 30 minutes for meals and one hour extra. Yard Engineers will not be held on duty to exceed six hours without being allowed 30 minutes for meals. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. First class yards $4.25 Second class yards 4.00 Arkansas Midland Railroad ; Brinlcley, Helena & Indian Bay Rail- road ; Little Rock & Monroe Railway ; Farmerville & South- ern Railroad ; Mississippi River, Hamburg & Western Rail- way 4.00 Overtime paid pro rata rates, computed after 10 hours. Actual minutes allowed. ARTICLE VIII. — Switch Engineers will be allowed one hour off duty for meals, between the hours of 11:30 and 1 o'clock, day and night. If held on duty any part of the meal hour, they shall be allowed 30 minutes for meals and paid one extra hour. Switch Engineers will not be held on duty to exceed six hours without being allowed 30 min- utes for meals. Engineers in regular road service, when used in switch service, will be paid the freight rates. This will include extra men while they are representing such regular 'men. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. First Class Yards: Mallet engines weighing over 275,000 pounds on drivers $5.25 Mallet engines weighing 275,000 pounds or less on drivers 5.00 All engines (except Mallet) 4.25 Second Class Yards : Mallet engines weighing over 275,000 pounds on drivers $5.00 Mallet engines weighing 275,000 pounds or less on drivers 4.75 All engines (except Mallet) 4.00. Overtime paid pro rata rates, computed after 10 hours. ARTICLE XVI. — Yard Engineers called upon to perform any service outside of yard limit board under train orders or signals, except 219 to switch industrial plants adjacent to yard limits and incidental to regular yard work, shall be paid at the rate of forty-five (45) cents per hour for actual time so employed, but not in addition to the switching day. . Engineers engaged in yard or incline service will be allowed one hour for meals between the hours of 12 o'clock noon and 1 :30 p. m., and 12 a. m. and 1 :30 a. m. If required to work the meal hour or any part thei-eof, they shall be paid one hour's overtime at regular rates in addition to a full day's pay and be allowed 30 minutes under pay for meals, and in no case shall they work longer than seven hours without being permitted to eat. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. First Class Yards : Mallet Z and Z-2 ' $5.50 Mallet Z-1 5.25 Consolidation and Mastodon, 215,000 pounds or over on drivers. . 4.75 Decapod and Mikado, less than 215,000 pounds on drivers 4.50 All other engines 4.25 Hill Service : Mallet Z and Z-2 6.10 Mallet Z-1 5.85 Consolidation and Mastodon, 215,000 pounds or over on drivers. . 5.35 Decapod and Mikado, less than 215,000 pounds on drivers 5.10 Overtime paid pro rata rates after 10 hours' service. Combined Hill and Lower Yard: Mallet Z and Z-2 $5.50 Mallet Z-1 5.25 Consolidation and Mastodon, 215,000 pounds or over on drivers. . 4.75 Decapod and Mikado, less than 215,000 pounds on drivers 4.50 RULE 82. — ^Time of Engineers in switch service will be computed from 15 minutes before the time required to leave the roundhouse track, or any other designated track, until relieved from care of en- gine; less one hour for meals. RULE 83. — Engineers in switch service shall be allowed one hour for meals between 11 :45 and 1 :15 day or night. If required to work any part of the meal hour, they will be paid for the hour in addition to the minimum day, and be allowed 30 minutes under pay for meals. The time for meals will commence at the time Engineer is re- leased from care of engine. Engineers will not be required to work longer than six hours without being allowed time for meals. Engineers on switch engines will not be required to work more than 14 hours out of every 24 hours, except in cases of wrecks, hand- ling live stock or perishable freight. When required to work over 14 hours on any one shift they will be allowed time and one-half for all overtime exceeding four hours. 220 Switch Engineers required to perform service outside of yard, will be paid for actual time so employed, at road rates, in addition to the minimum day. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. All classes per day of 11 hours or less $4.25 Overtime paid pro rata rates after 11 hours. Engineers in yard service will be given one hour for meals as near as possible to the middle of the day's service. When Engineers in switching service are required to do road work, that is run over main line outside of yard limits, they will be paid road rates for such service. A day's work, composed in part of switch- ing service and in part of road service will be paid for as follows : For the number of hours engaged in switching service, at tKe rate named for such service. For the number of hours engaged in road service, at 10 miles per hour, or for actual miles made at road rates, whichever gives greater compensation. Road rates will be paid from time of departure from the yard until return thereto. OREGON SHORT LINE RAILROAD Effective February 1, 1913. Kemmerer and Cumberland yards . .■ $4.50 Salt Lake, Pocatello, Glenn's Ferry and Montpelier 4.25 Other engines 4.00 Overtime paid pro rata rates, computed after 10 hours, actual min- utes counted. One hour for meals will be allowed between the hours of 11 :30 a. m. and 1 p. m. and 11 :30 p. m. and 1 a. m., but if required to work the meal hour, or any part of it, will be paid for the meal hour in addition to the niinimum day, and allowed 30 minutes under pay for meal. Engineers will not be required to work longer than six hours without being allowed 30 minutes for lunch. Switch Engineers used out of yard limits will be paid road rates for the day. Extra trips made by Cumberland switch engine to and from Kem- merer for repairs, and after working hours, pay 50 miles for each trip in addition to regular switch day, OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. First class yards, per day of 10 hours or less $4.25 Second class yards, per day of 10 hours or less 4.00 Overtime paid pro rata rates after 10 hours. Less than 30 minutes not counted ; 30 minutes or over counted one hour. One hour for meals will be allowed, ordinarily between 11:30 a. m. and 1 p. m. and 11 :30 p. m. and 1 a. m. If required to work 221 later than 12:30 p. m. or 12:30 a. m., 30 minutes for meals will be allowed and compensation for the full hour. When switch engines are used outside of yard limits, for other than switching service, Engineers will be paid per day $4.90 Starbuck, Grange City and Riparia switch engines as now operated, to be paid per day 4.90 The company reserves the right to use switch engines outside of yard limits for legitimate switching service on basis of yard pay. PEORIA & PEKIN UNION RAILWAY Effective January 7, 1911. Peoria Yard Engineers, per hour $0.42J^ Pekin Yard Engineers, per hour 40 ARTICLE II. — Ten hours shall constitute a day's work. Five hours or less shall constitute one-half day's work. Over five hours and less than 10 hours shall constitute one whole day's work. One-half hour's pay shall be allowed for labor performed during meal hours. If kept out after regular hours, overtime shall be paid at regular rates for actual time worked. Time slips will show actual minute work ceased. Time will be computed to nearest five minute period. In case an Engineer stops work of his own accord on account of sickness or such other conditions as may arise, he shall be paid for actual time worked. The Engineer relieving him shall be allowed actual time only. ARTICLE III. — ^Working time shall commence at 7 o'clock a. m. for the day and 7 o'clock p. m. for the night, or as near these hours as practicable. The sixth hour shall be known as the meal hour and in no case shall crews be required to work longer than seven hours with- out being given an opportunity to eat, except in case of wreck. If required to work over five hours and 30 minutes, 30 minutes shall be granted for meals and payment for full hour allowed. Crews shall not be expected to work overtime unless necessary to protect the Com- pany's interests. It is understood that Engineers shall report for duty 30 minutes before leaving time and use every effort to get out on time. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. First class yards, per day $4.25 Second class yards, per day 4.00 Overtime paid pro rata rates, computed after 10 hours. Thirty minutes or over counted as one hour. ARTICLE VIII. — Road Engineers, when called for switch en- gine service, will be paid road pay. This will apply only at points where switch engines are stationed. The meal hour will be the sixth hour. If necessary to work 30 minutes of meal hour, one hour will be allowed. 222 SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. New East Tintic yard, per day $4.50 Eureka Hill yard, per day 5.50 All other yards, per day 4.25 Overtime paid pro rata rates after 10 hours. Actual minutes counted. Engineers will be allowed one hour for meals, ordinarily the sixth hour ; if required to work the sixth hour, or any part thereof, they will be paid for the hour in addition to the minimum day and will tie up 30 minutes for meal. Engineers will not be required to work longer than six hours without being allowed 30 minutes for lunch. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY GULF COAST LINE Effective August 1, 1911. All yards, per day of 10 hours or less $4.00 Overtime paid pro rata rates after 10 hours. Less than 30 minutes not counted; 30 minutes and over and less than one hour counted as one hour. RULE 18. — Engineers engaged in yard service will be allowed one hour for meals between the hours of 12 o'clock noon and 1 :30 p. m., and 12 a. m. and 1 :30 a. m. If required to work the meal hour or any part thereof, they shall be paid one hour's overtime at regular rates in addition to a full day's pay and be allowed 30 minutes under pay for meals, and in no case shall they work longer than six hours without being permitted to eat or more than 14 hours in any 24-hour period. SAINT LOUIS & SAN FRANCISCO RAILROAD FRISCO LINES Effective December 24, 1910. First class yards, per day $4.25 Second class yards, per day 4.00 Overtime paid pro rata rates after 10 hours. Thirty minutes and less than one hour counted as one hour; less than 30 minutes not counted. ARTICLE XI. — Switch Engineers shall be allowed one hour for meals between the hours of 11:30 a. m. and 1 p. m. and between the hours of 11 :30 p. m. and 1 a. m., but if required to work the meal hour, or any part thereof, they will be paid for the hour in addition to the minimum day and be allowed 30 minutes under pay for meals. Switch Engineers will not be required to work longer than six hours without being allowed 30 minutes for lunch. Switch Engineers working outside of yard limits under train or- ders or signals shall be paid at the rate of forty-five (45) cents per 223 hour for actual time so employed, but not in addition to the switching day. Where switch engines are tied up for meal hour at outlying points, where Watchman is not provided, Engineer will care for en- gine during meal hours between 6 a. m. and 6 p. m., and Fireman during meal hours between 6 p. m. and 6 a. m. Regular overtime rates while engaged in such service to apply. When Switch Engineers are required to change engines during meal hour, the engine will be prepared by roundhouse forces, but if Engineer is required to prepare the engine, he may do so after his meal hour has expired. Switch Engineers working at the following places on the same day: Harvard and Hulbert, Joplin and Carl Junction, Afton and Vinita, Birmingham and Pratt City, Memphis and Harvard, Cherryvale and Neodesha, Neodesha and Fredonia, Arkansas City and Winfield, will be paid 47j^ cents per hour. When hauling cars other than those in switch movement or caboose, they will be paid at the rate of 51 cents per hour for that day's work. When Road Engineers run as Switch Engineers they shall be paid road pay. This does not apply to extra men unless they are tem- porarily running road engines. Switch Engineers will not be called upon to perform regular road work when road men are available, and then only in case of emer- gency that can not be met by arrival of road crews ; and in such case they are to be paid the same amount that would be allowed a road crew called for that purpose. This not to apply to yard crews doing work outside of yard which is regularly assigned to yard crews, nor will this rule apply to yard crews being sent out on the road within five miles of yard limit board to pull in trains where engines are dis- abled. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. First class yards $4.25 Second class yards ' 4.00 Overtime paid pro rata, computed after 10 hours. Less than 30 minutes not counted; 30 minutes and less than one hour counted as one hour. ARTICLE X. — Switch Engineers shall be allowed one hour for meals between the hours of 11 :30 a. m. and 1 p. m., and between the hours of 11:30 p. m. and 1 a. m., but if required to work the meal hour, or any part thereof, they will be paid for the hour in addition to the minimum day and be allowed 30 minutes under pay for meals, 224 Switch Engineers will not be required to work longer than six hours without being allowed 30 minutes for lunch. Switch Engineers working outside of yard limits under train orders or signals shall be paid at the rate of forty-five (45) cents per hour for actual time so employed, but not in addition to the switching day. Where switch engines are tied up for meal hour at outlying points, where Watchman is not provided, Engineer will care for engine during meal hours between 6 a. m. and 6 p. m. and Fireman during meal hours between 6 p. m. and 6 a. m. Regular overtime rates while engaged in such service to apply. When Switch Engineers are required to change engine during meal hour, the engine will be prepared by roundhouse forces, but if Engineer is required to prepare the engine, he may do so after his meal hour has expired. When Road Engineers run as Switch Engineers they shall be paid road pay. This does not apply to extra men unless they are tempor- arily running road engines. Switch Engineers will not be called upon to perform regular road work, when road men are available, and then only in case of emergency that cannot be met by arrival of road crews ; and in such case they are to be paid the same amount that would be allowed a road crew called for that purpose. This does not apply to yard crews doing work out- side of yard which is regularly assigned to yard crews, nor will this rule apply to yard crews being sent out on the road within five miles of yard limit board to pull in trains where engines are disabled. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS LEASED, OPERATED AND INDEPENDENT LINES Effective April 1, 1911. First class yards, per day $4.25 Second class yards, per day 4.00 Overtime paid pro rata rates, computed after 10 hours. Actual minutes counted. ARTICLE XXVIII. — Road Engineers when used in switch serv- ice will be paid through freight rates as specified in Article II. SOUTHERN PACIFIC COMPANY (Pacific System) Effective December 1, 1912. First Class Yards : Mallet engines weighing over 275,000 pounds on drivers $^.25 Mallet engines weighing 275,000 pounds or less on drivers 5.00 All engines (except Mallet) 4.25 225 Second Class Yards: Mallet engines weighing over 275,000 pounds on drivers $5.00 Mallet engines weighing 275,000 pounds or less on drivers 4.75 All engines (except Mallet) 4.00 Overtime paid pro rata rates, 1-10 of day rate per hour after 11-hour day. Actual minutes counted. ARTICLE XI. — Engineers in yard service will be allowed one hour for meal, "between 11:30 and 1 o'clock day or night. If held on duty until 12:30, Engineer will be paid for the hour and allowed 40 minutes for meal ; Engineers will not be required to work longer than six hours and 30 minutes without being allowed time for meal. Engineers in yard service will not be sent out on main line except in cases of emergency, or when Road Engineers are not available. When Yard Engineers are sent out on the main line as Helpers or on work trains or other main line or local service, they will be paid road rates for class of service performed, at the rate of 12j4 miles per hour; if actual mileage exceeds the average of 12j/^ miles per hour for time consumed, actual mileage will be allowed, and time covered by such mileage will be deducted from total time in service. When Engineers who are assigned to regular runs or pooled service are used in yard service they shall be paid full freight rates. This includes Extra Engineers while in pooled freight service or filling the place of regular Road Engineers. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. First Class Yards : Mallet Articulated engines, per day $5.25 Other engines, per day 4.25 Second Class Yards: Mallet Articulated engines, per day 5.00 Other engines, per day 4.00 Overtime paid pro rata rates after 10 hours. RULE 4. — Engineers on switch engines will be allowed one hour for meals ordinarily between the hours of 11:45 and 1:15. If re- quired to work later than 12:15 before meal hour and 10 hours' work is actually performed, 30 minutes overtime will be allowed. If for any reason only 30 minutes are allowed for any meal, continuous time will be allowed. As nearly as practicable the sixth hour will be dinner hour for all irregular tricks. When Engineers of switching engines are required to do road work; that is, to run over main line outside of yard limits, they will be paid road rates for such service, and a day's work, composed in part of switching service and in part of such road service, will be paid for as follows : For the number of hours engaged in switching service, at the rates named for such service. For road service, at the rates named for such service. It being understood that the pay for such road service shall cover pay for actual miles run or hours worked 226 computed in accordance with the rules herein' governing computa- tion of road time. It is understood that road rates will be paid for all time from lea-ving yard to return thereto. In case of dispute regarding the classification of any work under this rule, the General Superintendent shall decide. TERMINAL RAILROAD ASSOCIATION OF SAINT LOUIS and SAINT LOUIS MERCHANTS BRIDGE TERMINAL RAILWAY Effective January 1, 1911. Engineers will be paid, per hour $0.45 RULE 3. — Five hours or less will constitute one-half day. More than five hours will constitute one day's work. Ten hours to con- stitute a day's work. Overtime will be paid for actual time pro rata, excepting Engineers used on what are known as short runs shall be allowed six hours for four and one-half hours or less. If held out more than three hours and not more than four hours and 30 minutes, six hours shall be allowed. RULE 5. — All Engineers will be allowed 30 minutes for din- ner between the hours of 11:30 a. m. and 1 p. m., and 11:30 p. m. and 1 a. m. Engineers working until 12:01 p. m. or a. m. will be allowed 30 minutes for meals, and will be entitled to straight time. TRINITY AND BRAZOS VALLEY RAILWAY Effective December 24, 1910. Teague yard, per day $4.25 All other yards, per day 4.00 Overtime paid pro rata rates after 10 hours. Less than 30 minutes not counted; 30 minutes or less than one hour counted as a full hour. ARTICLE XX. — Engineers in yard service will be allowed one hour for meals between 11 :30 and 1 o'clock, and if required to work until 1 o'clock 30 minutes will be allowed for eating and one hour's pay allowed. UNION PACIFIC RAILROAD Effective September 1, 1911. Standard yards, per day, 10 hours or less $4.25 Other yards, per day '. 4.00 Overtime paid pro rata rates after 10 hours' actual work. Actual minutes counted. The Company will designate spot tracks in all yards where Switch Engineers will change shifts ; such tracks to be near or at roundhouse or other points where engines are supplied or the convenience of the Company may require. When, on reporting for duty, Engineer is notified that the engine he is required to run is busy in another locality, 227 he will report thereto as soon as possible. Crews called and used only a fraction of a day will be given a full day's pay. Engineers will be allowed one hour for meals between the hours of 11 :30 and 1, noon or night, but if required to work the meal hour or any part thereof, they will be paid for the meal hour in addition to the minimum day, and be allowed 30 minutes under pay for the meal. Engineers will not be required to work longer than six hours without being allowed 30 minutes for lunch. The sixth hour ,will be known as the meal hour for all split trick engines working 1 a. m. to 12 noon, or 1 p. m. to 12 midnight. If Engineers are required to work the meal hour or any part thereof, they shall be allowed 30 minutes for lunch and paid for the hour. Yard engines manned by Yard Engineers will not be used in road service, except in emergency. Yard and road service performed same day by Engineers pays actual hours for yard service and road pay for road service; hours road time to be deducted from yard time. Yard Engineers relieved at their request before end of shift are paid for actual hours worked, and on resuming work will commence at the beginning of a shift. Engineers spotting cars for steam shovels will be paid on assigned work train basis. Yard Engineers at Topeka allowed full time, or pay for every day in the month. Engineers regularly assigned, and not confined to yard limits, will be paid freight rates. When a Switch Engineer is off for 10 days, other as- signed Switch Engineers may take the run, if they so desire, in prefer- ence to Extra Engineers. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. Chicago, St. Louis, East St. Louis, Kansas City and Council Bluffs yards, per day $4.25 All other yards, per day 4.00 Overtime paid pro rata rates, computed after 10 hours. RULE 6. — Yard Engineers shall be allowed one hour for meals between the hours of 11 :30 a. m. and 1 p. m., and between the hours of 11 :30 p. m. and 1 a. m., but if required to work the meal hour or any part thereof they will be paid for the hour in addition to the minimum day and be allowed 30 minutes under pay for meal. Yard Engineers will not be required to work longer than six hours without being allowed 30 minutes for lunch, but if they are worked longer they will be allowed pay for 30 minutes in addition to other overtime. When switch engines are used for road service, that is, in place of or to doublehead, a road engine, and haul a train, the Engineers will be paid road rates while so engaged. RULE 6. — Yard Engineers will be relieved at roundhouse or designated track. Engineers shall have choice of service in yards, and shall have choice of service in any yard or seniority district 228 when new positions are created, or reduction of force or yard aban- donment affects them. Engineers in yard service required to transfer engines between Luther and Ferguson and Vandeventer, or vice versa, after having completed a day's woris in yard service will be paid the established yard rates with a minimum of five hours. Where daily service is required the hours of service will be ar- ranged to provide sufBcient rest so that regular Engineers may have not less than 10 hours' work in each 24-hour period. WESTERN PACIFIC RAILWAY Effective May 1, 1911. First class yards, per day $4.25 Second class yards, per day 4.00 Overtime paid pro rata rates after 10 hours' service. One hour shall be allowed for meals between the hours of 11 :30 a. m. and 1 p. m. and between the hours of 11:30 p. m. and 1 a. m., but if required to work the meal hour, or any part thereof, 30 minutes will be allowed for meals and compensation for the full hour. Yard Enginemen will not be required to work longer than six hours with- out being allowed 30 minutes for lunch. Yard crews will not be called upon to do road work when Road- men are available, but if so called upon they will be paid regular road rates for service performed. ARTICLE V. — Ten hours or less, exclusive of meal hour, shall constitute a d^y's work; overtime pro rata. Overtime is to be the actual minutes of overtime worked, provided that no less than five minutes, or mutiples of five minutes, is to be counted. The number of minutes of overtime worked will be recorded each day and added together at the end of each month. After being so added, the total will be divided by 60 to find the number of hours. If, after being so divided, there are any minutes remaining the minutes will not be counted if they amount to 30 or less. If the minutes remaining amount to 35 or more, a full hour is to be allowed. WICHITA VALLEY RAILWAY Effective January 1, 1913. All yards, per day i $4.00 Overtime paid pro rata rates after 10 hours. One hour shall be allowed for dinner between 11:30 and 1:30 o'clock, and if 30 minutes of this time be consumed, one hour shall be allowed as overtime after 10 hours. YAZOO & MISSISSIPPI VALLEY RAILROAD ' Effective January 1, 1912. All yards, per day , $4.00 Overtime paid pro rata rates after 10 hours, computed on the minute basis at all points and minutes aggregated. 229 ARTICLE XXII. — Engineers in switching service, going to work between the hours of 6 and 8 a. m. or p. m. will be allowed one hour for meals between 11:30 and 1, noon or midnight. If required to work until 12:01 they will be given 29 minutes for lunch and the hour allowed. Engineers going to work prior to 6 or after 8 a. m. or p. m. will be allowed one hour for meals between the fourth and sixth hours on duty. If required to work one minutes beyond the fifth hour, they will be given 29 minutes for lunch and the hour allowed. They will not be required to work longer than six hours with- out being given time for meals or lunch. They will not be required to prepare engines for service during time allowed for meals or lunch. 230 UNCLASSIFIED SERVICE ATCHISON, TOPEKA & SANTA FE RAILWAY Effective December 24, 1910. ARTICLE XVI. — Engineers shall receive on the Gallup coal run ?4.6S per day; ten consecutive hours to constitute a day; overtime pro rata, and computed on the basis prescribed in Article XVII ; one hour at convenient season to be allowed for meals; if necessary to work during the meal hour Engineers will be paid therefor pro rata. En- gineers regularly assigned to this work shall receive full time (six days per week") if not called for duty and shall be paid for Sunday if worked. ARTICLE XXI. — On Escondido-Fallbrook mixed runs (one round trip per day, Sundays excepted) the compensation shall be on the basis of $141.40 per month. BALTIMORE & OHIO CHICAGO TERMINAL RAILROAD Effective December 24, 1910. ARTICLE XII. — Engineers working nights at Whiting will re- ceive 45 cents per hour, straight time, ten hours or less to constitute a day's work; overtime pro rata after ten hours, eflfective March 1, 1911. ARTICLE XXI. Engineers called to handle engines at round- house or any similar service shall receive regular switch engine pay. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 39. — Pay of Enginers on the CarroUton Line shall be on the basis of branch line service, $4.15 per one hundred (100) miles or less, overtime pro rata. Rule No. 18 does not apply to this service. CHICAGO, BURLINGTON & QUINCY RAILROAD RULE 17. — Such Engineers as are engaged in a combination of switching and road service will be paid a rate of 44.5 cents per hour at the following points : Ladd, LaSalle and Peru, Kewanee and Galva, Macomb and Colchester, Avery, St. Louis and Ft. Bellefontaine, Louis- iana switching run, Hannibal-Ilasco and Shaleton, between Sheridan and Dietz, between Sheridan and Carney, between Sheridan and River- dale, between Deadwood and Englewood, Brush and Ft. Morgan, Nebraska City to Payne, Pacific Junction and Plattsmouth. Trip and Monthly Rates. — Red Oak to Nebraska City, $2.35 per single trip; Aurora-Forreston to Oregon and return, $122.43 pei month; East Winona to Winona, East Dubuque to Dubuque, Galena Junction to Galena, $0,415 per hour, 12 hours per day for all classes of engines; Hannibal-Palmyra Junction-Quincy run, $118.43 per month; Hot Springs and Minnekahta, $4.80, including extra trips; Spearfish to Deadwood and return, $5.60, all classes of engines ; Dead- wood Central Railroad, $4.60 per day, overtime after ten hours ; Black Hills & Ft. Pierre R.R., $4.60 per day, overtime after ten hours ; New Castle to Cambria, $130.43 per month, straight time for working days and extra time for Sundays, overtime after ten hours. 231 CHICAGO JUNCTION RAILWAY and CHICAGO RIVER & INDIANA RAILROAD Effective May 26, 1913. ARTICLE IX. — Engineer called on to do other than regular work to be allowed Engineer's pay. CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES Effective August 28, 1910. ARTICLE XVI. (a).— There shall be Engine Dispatchers at such stations or terminals as may be designated, who shall take engines to and from roundhouses. Twelve hours shall constitute a full day for an Engine Dispatcher, for which he shall receive ($2.95) two dollars and ninety-five cents. They will not be required to knock out fires or fire up engines. (b). — Engine Dispatchers handling engines between roundhouse and depot at Tacoma will be paid ($3.25) three dollars and twenty-five cents per day of twelve hours. Other Engine Dispatchers required to perform similar service at other points will be paid the same rate. CHICAGO & NORTH WESTERN RAILWAY Effective December 24, 1910. ARTICLE XVIII. 1. — Engineers in Chicago will be paid, in case of special delivery as follows: Five (5) hours for five (5) hours work or less. Ten (10) hours for ten (10) hours work or more than five (5) hours. Engineers engaged five (5) hours or less in such service will be first out on their return if they so desire. Engineers receiving ten (10) hours for such work will go to the bottom of the Ust. Classifi- cation of engine used will govern rates of pay. CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. ARTICLE XIII. — Engine Dispatchers' positions are to be filled from the ranks of Engineers or Firemen who are eligible to promotion to Dispatchers, oldest Engineers or Firemen to have the preference. COLORADO MIDLAND RAILWAY Effective November 1, 1911. ARTICLE IV. — Engineers regularly assigned to Cardiff Coal Branch, six dollars and eighteen cents ($6.18) for twelve (12) hours or less. Work performed by other crews, three dollars and nine cents ($3.09) per trip from Cardiff to Spring Gulch, or intermediate points, and return, overtime after six hours. ARTICLE XII.— Cardiff Yard and New Castle Turn four dollars and twenty-two cents ($4.22) per day of ten (10) hours or less, over- 232 time made in road service to be paid at the regular road overtime rate. Overtime made in yard service to be paid at the regular yard rate. The following rate of pay to apply when no assigned yard engine at Aspen. Regular trip rate and road freight overtime for all time consumed less the dinner hour, which shall be between the hours of 12 noon and 1 P. M. Should 30 minutes or more of the dinner hour be worked, pay .for the hour will be allowed, it to be understood that five dollars and sixty-eight cents ($5.68) will be the minimum day's pay. COLORADO SPRINGS & CRIPPLE CREEK DISTRICT RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. ARTICLE V. — Service not otherwise provided for, a minimum of $5.00 per day for Engineers will be allowed. One hundred valley miles or less, eight hours or less, to constitute a day (arbitrary rate). DENVER & SALT LAKE RAILROAD Effective August 16, 1912 ARTICLE XXIV. Section 4.— One-half (J^) day's pay will be allowed, at class rate of engine, for crews running engine for water, if no other work is performed on that day and if work is done in four hours. ARTICLE XIX. — When an engine becomes disabled on the road necessitating its being towed in, engine crew will be paid mileage and overtime class rates until tied up at terminal. ELGIN, JOLIET & EASTERN RAILWAY Effective February 1, 1911 Hot Metal and Cinder Engines — Engineers, $0,425 per hour. Twelve hours to constitute one day. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE II. Section 4. — Engineers on inspection trips will be allowed 100 miles for each move, when mileage is less than 100 miles. When more than 100 miles, actual mileage will be allowed. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY (Sunset Central Lines; Effective September 1, 1911 ARTICLE XX. Section 1.— Engines Breaking Down.— When an engine becomes disabled and is towed in, if less than 100 miles has been run, 100 miles will be allowed for the first eight hours or less and overtime at rate of 55 cents per hour for all time consumed in addition to the first eight hours. When the actual mileage exceeds 100, actual mileage and overtime, if any, will be allowed and 55 cents per hour from point of breakdown until relieved at terminal. 233 GRAND TRUNK PACIFIC— LINES WEST OF FORT WILLIAM Effective July 15, 1912. ARTICLE III. Section 4. — Engineers in charge of dead engines will be paid minimum freight rates and overtime if made. ARTICLE X.^When an Engineer in regular service is called upon to perform duties other than his own, except that of hostler, he will receive not less than his own rate of pay. This not to apply to extra men. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 15. — Engineers acting as messengers m charge of dead en- gines will receive similar allowance for time held when set out at terminals. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE I. (e).— Special Service: *43rd street to Stock Yards and return $1.35 *Hawthorne to Stock Yards and return 1.35 *Note. — If time consumed making trip amounts to three hours and thirty minutes or less, the rate of pay will be as shown above. If three hours and thirty-one minutes, and up to four hours and thirty minutes is consumed, forty miles will be allowed; four hours and thirty-one minutes to five hours and thirty minutes, fifty miles will be allowed, and so on. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911 ARTICLE IV. Section 2. — Engineers on ail dodger runs will be paid local rate of pay. LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. On red ball runs between Hope and Winnlield, or Stamps and Winnfield, Engineers will be paid 54 cents per hour with a minimum of 12.5 hours per trip. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1912. ARTICLE XVIII. — When an engine becomes disabled on the road and is towed in. Engineers shall be paid on the mileage basis for miles run and regular overtime rate for each hour Engineer remains in charge of disabled engine. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective April 1, 1911. ARTICLE XXII. — When Engineers are sent in charge of an en- gine hauled in a train they will receive Engineer's pay. . 234 MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911 ARTICLE VL — Engineers in ditching plow service will be paid the freight rates specified in Article III, according to the class of engine. ARTICLE XX. — ^When an Engineer is taken off his regular run to handle an official special, or similar service, and does not make the regular allowance made on his regular run, he will be allowed not less than such regular allowance, not including overtime. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. Special Runs. — Pendleton- Walla Walla run will be paid for as per schedule of runs, with "time for station switching at Pendleton, per Articles V and VI. Switching at Walla Walla will be considered as road time. Walla Walla- Wallula run will be paid for on mileage basis, as per Section 2, Article VII ; overtime as per schedule. Dayton- Wallula run will be. paid for on mileage basis; overtime as per schedule. Actual mileage made between east depot track switch and new yard at Dayton and engine house switch in old yard at Dayton will be added to road mileage, this allowance to be discontinued if old yard is abandoned and engine house moved to new yard. Switching at Dayton and Wallula will be considered as road time. Walla Walla, Dayton and Alto run will be paid for on mileage basis; overtime as per schedule. Actual mileage made between east depot track switch in new yard at Dayton and engine house switch in old yard at Dayton will be added to road mileage, this allowance to be discontinued if old yard is abandoned and engine house moved to new yard. Switching time at Walla Walla and Dayton will be con- sidered as road time. Pomproy-Riparia run will be paid for on mileage basis, as per Section 2, Article VII ; overtime as per schedule. Switching at Pom- eroy, Starbuck and Riparia will be considered as road time. Station switching at Riparia will be paid for as per Articles V and VI. Switching time computed as per Articles V and VI will be allowed for exchange switching of trains at Grange City, Grange City Junction or Riparia, at whichever point of exchange switching of trains is done. This rule will no longer apply to Starbuck. Burke Branch rates of pay will apply on service on Sierra Nevada Branch when service is performed east of Empire State Concentrator. 235 SAINT LOUIS & SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS LEASED, OPERATED AND INDEPENDENT LINES Effective April 1, 19n. 'ARTICLE V. — Excepted Runs. — Engineers will be paid as fol- lows: (a). Wages per calendar month, New Madrid Division, $122.15; overtime per hour, 40 cents. Ten hours or less constitute a day, over- time after 10 hours. Standard rates will apply when used on other than New Madrid Division. (b). — Wages per calendar working day month: Paragould South- eastern Railway, $110.00; Pine Bluff Arkansas River Railway, $110.00; Eastern Texas Railroad, $115.00. Twelve hours or less constitute a day. Road overtime only will be allowed, except as otherwise provided in this paragraph. All time in excess of 12 hours constitutes road overtime and will be paid for on basis of 35 cents for each hour, and will be computed as follows: Fractions of the first hour in excess of 30 minutes will be counted as one hour, and additional overtime for each succeeding hour ; 30 minutes or less will not be counted. Should St. Louis Southwestern station switching at Paragould be performed by the Paragould Southeastern crew, then the Engineer on the Paragould Southeastern crew will be paid at St. Louis Southwestern local rates (as per paragraph "a" of Article III) for actual time en- g^aged in such service, which time shall be computed as follows : The total time consumed in switching at Paragould, less two hours, will constitute the actual time engaged in such service and the two hours deducted will constitute Paragould Southeastern road time and will be used in computing road overtime. Sunday work will be paid extra pro rata, on basis of the rate for minimum calendar working day. If St. Louis Southwestern Railway Engineers are used temporarily on any of the lines mentioned in this paragraph, St. Louis Southwestern rates will apply. SOUTHERN PACIFIC COMPANY PACIFIC SYSTEM Effective December 1, 1912. ARTICLE IX. Section 3. — Engineers assigned to fire train service shall be paid $4.80 per day of 12 hours, from 6:00 A. M. to 6:00 P. M., time used before or after such hours to be paid for at the rate of 48 cents per hour ; when used in other service to be paid as per class of engine and service performed. ARTICLE XX. Section 1. — When an engine becomes disabled and is towed in, if less than 100 miles has been run, 100 miles will be allowed for first eight hours' service and fifty cents per hour for all time consumed in addition to first eight hours ; if less than 100 miles has been run and more than eight hours has been consumed before break- down road rates will be allowed to time of breakdown, and fifty cents per hour until relieved. When actual miles exceed 100, actual mileage 236 and overtime, if any, will be allowed and fifty cents per hour from point of breakdown until relieved ; provided, Engineer remains in charge of disabled engine. TEXAS & PACIFIC RAILWAY Effective March 1, 1913 ARTICLE I. — Cane trains, Louisiana Division, will be classed as local and Engineers receive local freight train pay. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE XXIX. — If necessary to be towed in. Engineer in charge will be paid on a mileage basis for miles run and regular over- time rates paid for each hour Engineer remains with disabled engine. If Engineer is relieved at point of breakdown, he will receive dead- head time from point of breakdown to terminal. UNION PACIFIC RAILROAD Effective September 1, 1911 Laramie-Colorado Service. — Engineers will be allowed fifteen (15) miles, in addition to actual miles, for single trips from Laramie to any Colorado Division point, or from any Colorado Division point to Laramie ; except, that the total allowance for such service must not be less than provided for under Article V. Engineers will be allowed fifteen (15) miles, in addition to actual miles, for trips from Laramie to Colorado Division points and return. Special. — Non-revenue special trains running 100 miles or more and over more than one district, pay actual instead of constructive mileage. WABASH RAILROAD COMPANY Effective March 1, 1911 RULE 11. — Engineers on regularly assigned short coal trains — turn-around trips of less than 100 miles — will be allowed 100 miles at 5.55 cents per mile, and allowed overtime at rate of ten miles per hour after ten hours. Additional Engineers used on such trips, but not required to do the same work as the regularly assigned crew, will be paid through freight rates. RULE 13.^Engineers on race track trains will be allowed 100 miles at through freight rates for the class of engine used. Engineers on race track work trains will be paid $5.55 per day under Local Freight rules. RULE 24. — Engineers required to take charge of a disabled engine, from some other run, will be paid for actual time consumed in getting engine ready to move, at established overtime rates, with minimum allowance of one hour. 237 ATTENDING COURT ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. ARTICLE XXVII. — Engineers attending court at the instance of the Company shall be paid $5.25 for each calendar day, and if away from home station, in addition thereto, their legitimate expenses. En- gineers paid by the Company under this Article must assign to, the Company all mileage and witness fees. It is understood payment will be made under this Article whether away from or at home station, and regardless of whether or not time is lost, and that payment is to be made only for each day's attendance, regardless of time lost. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912. ARTICLE XI. — Engineers attending lawsuits or performing other similar service, in the interest of the Company, shall be allowed $5.05 per day, east of Lajunta and Wellington and Pecos, and $5.55 per day west of Lajunta and Clovis, and necessary expenses. BALTIMORE & OHIO CHICAGO TERMINAL RAILROAD Effective December 24, 1910. ARTICLE 24. — ^When Engineers are attending court as witnesses for the Company, for each day or fraction thereof they will be paid as if at work when it can be ascertained how much time they would have made had they remained at work; otherwise they will be paid ten (10) hours for each day or fraction thereof, at the rate of forty- five (45) cents per hour (this rate effective March 1, 1911) while on court duty and when such attendance is required of Engineers em- ployed in the city of Chicago and the point where there testimony is required is in the city of Chicago, $1.00 per calendar day shall be al- lowed for expenses. When such attendance is required outside of the city of Chicago, $2.00 per calendar day shall be allowed for expenses, in addition to time allowed as noted above. When Engineers em- ployed outside of the city of Chicago are required to attend court outside of the city or town in which they reside, $2.00 per calendar day shallbe allowed for expenses, in addition to time allowed as noted above, and when such attendance is within the limits of the city or town in which they reside or are employed $1.00 per calendar day shall be allowed for expenses, in addition to the time allowed as noted above; court fees and mileage fees to be assigned to the Railroad Company. 238 CANADIAN NORTHERN RAILWAY Effective October 1, 1912. On legal cases for the Company, time will be allowed, $4.50, mmimum day, for each 24 hours or a portion thereof detained from duty. When such service is done on a day upon which regular work is also performed, payment will be made pro rata for time so occupied. When such service is done on a lay-off day, the full rate will be al- lowed. Expenses will be allowed at the rate of $2.00 for each 24 hours away from home terminals. The court witness fees and mileage will be assigned to the Company. Engineers so held assigned to regu- lar runs will receive not less than their regular rate. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. Attending court on request of Company if time lost (10 hours will be allowed per day of 24 hours), 44 cents. ARTICLE XV. — Engineers held off on Company's business will be paid schedule rates for mileage lost and extra men will be paid a minimum of 100 miles for each day of 24 hours so held and will be reimbursed reasonable expenses when away from home. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 28. — Engineers when ordered by the proper official of the Company to attend court or inquests as witnesses on the business of this or other railroad companies, will be paid $4.25 per day of 24 hours for all time lost, and when away from home station will be allowed not to exceed $2.00 per day for actual expenses. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 26. — Engineers attending court or inquest under instruc- tions from the Company will be paid full time for time lost and living expenses if away from home; if no time is lost, actual time at forty- four (44) cents per hour will be allowed while so engaged, the Com- pany to receive the witness fee. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. ARTICLE XII. — Engineers assigned to regular service, when held to attend court as Company's witnesses, will be allowed for all regular time lost, and if away from home, expenses at rate of $2.00 per day. All extra men in such service will be allowed pay at freight rate, one hundred (100) miles per day of 24 hours or fraction thereof, in addition to expenses as above. 239 CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE XII. — Engineers serving as witnesses, attending court, or holding themselves ready for such service at home or away from home, under instructions from the Company, will be furnished transportation and paid their expenses away from home. Passenger and regular assigned Freight and Pool Engineers will be allowed their regular wages for time lost. Other Freight Engineers will be allowed standard daily rate of $4.00. CHICAGO, MILWAUKEE & GARY RAILWAY Effective March 1, 1913. ARTICLE VI. — Engineers attending court as witnesses or ap- pearing before the proper persons to give evidence for the Company, will be paid what they would have made on their engine or runs during their absence on such business (if an extra Engineer he will be paid not less than 10 hours for each 24-hour period while so engaged), together with necessary expenses while away from home. The Com- pany will furnish the necessary transportation and will be entitled to the certificates for witness fees in all cases. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY— PUGET SOUND LINES Effective December 24, 1910. ARTICLE XV. — In cases of lawsuits or special service. Engi- neers will receive full time and actual expenses for every day off, pay to be computed according to the class of engine they have been regu- . larly assigned to. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE XIV. — Engineers attending court or inquests under instructions from the Company will be allowed full time and expenses for every day off — pay to be figured according to the class of engine men have been regularly employed on — one hundred (100) miles to be considered a full day. CHICAGO & NORTH WESTERN RAILWAY Effective December 24, 1910. ARTICLE XVIII. — ^AU Engineers assigned to regular runs at- tending court or inquest under the instructions of the Company shall be paid for all time or mileage lost at minimum classification service rate, together with living expenses away from home. All other En- gineers shall be paid at the rate of one hundred (100) miles per day for such service, at minimum classification service rate, with living expenses while away from home. 240 Switch Engineers will be paid the rate of yard they are em- ployed in. Note. — ^This does not contemplate that if a man has already done a day's work, or portion of it, that we shall pay him 100 miles in addition. CHICAGO, PEORIA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. All employees when attending court or inquest, on order of the Company, will be allowed time at class rates for calendar days lost, with necessary expenses, not exceeding $2.00 per day when away from home. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY CHICAGO, ROCK ISLAND & GULF RAILWAY Effective February 1, 1911. ARTICLE XVI. — Engineers required to perform service not a part of their duties as Engineers will be paid $4.40 per calendar day, or fraction thereof, while performing such service and while awaiting their runs, and expenses while away from home. CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. ARTICLE XII. — Engineers attending court under instructions from the Company shall be paid at rate of one hundred (100) miles per day and living expenses while away from home. Rate of pay shall be on basis of pay received when called for court duty. CHICAGO & WESTERN INDIANA RAILROAD and BELT RAILWAY COMPANY OF CHICAGO Effective February 1, 1911. ARTICLE VI. — When Engineers are held off on Company busi- ness they shall receive 10 hours' pay per day at the rate for service in which they were last engaged. COLORADO MIDLAND RAILWAY Effective November 1, 1911; ARTICLE XXIV. — Engineers attending court as witnesses, or similar service, will receive $4.22 per day for such time as they are so engaged, and $2.00 per day for expenses when away from home. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XLIV. — Engineers attending court as witnesses in the interests of the Company will receive same compensation they would 241 have had they remained on their respective runs, and, in addition, shall be allowed legitimate expenses if away from their home station. Extra Engineers in such service will be allowed 100 miles for each calendar day or less, at minimum freight rate, and, in addition thereto, will be allowed legitimate expenses if away from their home station. COLORADO SPRINGS & CRIPPLE CREEK DISTRICT RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. ARTICLE X. — Engineers attending court by direction of, and for, the Company will be paid $4.53 per day, and, if away from home, $2.00 per day will be allowed for expenses. The court, witness and mileage fees will be assigned to the Company. DENVER & RIO GRANDE SYSTEM Effective March 22, 1911. Engine crews attending court or other Company business will be paid $4.00 per day and reasonable hotel expenses when away from home. DENVER & SALT. LAKE RAILROAD Effective August 16, 1912. ARTICLE XXV. — Engineers attending court or inquests in the interest of the Company will receive same compensation they would have made had they remained on their respective runs, and in addi- tion, if away from home, $2.00 per day for expenses. Extra men in such service shall receive one hundred (100) miles for each day or less, and in addition $2.00 per day for expenses. Court, witness and mileage fees to be assigned to the Company. Engineers attending Company investigations at request of Company shall be paid for all time lost. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. ARTICLE V. — Engineers held off their runs as witnesses or otherwise in the Company's service shall be paid a day's pay of one hundred (100) miles or 10 hours, and $2.00 per day for expenses, when away from home. DULUTH, MISSABE & NORTHERN RAILWAY Effective January 1, 1911. ARTICLE XII. — Engineers attending court or other business on behalf of the Company will be allowed pay at the schedule rate they are receiving and $2.00 per day expenses when away from home ; any point outside of Proctor will be considered away from home. Time slips will be made out for such service, 242 DULUTH & NORTHERN MINNESOTA RAILWAY Effective October 1, 1911. ARTICLE XVI. — Engineers held off their runs as witnesses or otherwise in the Company service shall be paid a day's pay of one hundred (100) miles or 10 hours and $2.50 per day for expenses while away from home. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY and MINERAL RANGE RAILROAD Effective December 24, 1910. ARTICLE XXVII.— When held for witness for the Company, Engineers shall receive pay at the rate of $4.00 per day for each 24 hours held; when called away from home, Company to pay living expenses. ELGIN, JOLIET & EASTERN RAILWAY Effective December 24, 1910. ARTICLE VIII. — Engineers attending court or coroner's in- » y quest on orders from the Company, also investigations held away from ly^ home terminals, when not responsible for thfe violation of rules, will*^ be allowed compensation for time lost on regular run, together with necessary expenses while away from home. Compensation for Extra Engineers under these conditions will be based on an allowance of lO hours' pay for a day of 24 hours or fraction thereof. In event that investigations are held at home terminals, wherf- ever possible to so arrange, investigations will be held at a time to avoid the necessity of Engineers who are not directly concerned losing time. Engineers called to Safety Inspector's office will be paid for time lost. Engineers required to attend investigations, when practicable, will be allowed the customary number of hours off duty after arrival pi their trains at terminals before being called. EL PASO & SOUTHWESTERN RAILROAD Effective December 24, 1910. ARTICLE IX.— Engineers attending court, inquests, or other similar service for the Company, will be paid $4.50 per calendar day and will be allowed $2.50 additional per calendar day for expenses. They will also be allowed same amount for expenses while being run over foreign roads ; this not to be construed that daily rate and dead- head pay are to be allowed for same day. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. ARTICLE XIX. — Engineers attending court at the request of the Company will be paid the same rate they would have made had they remained on their run, and if away from home station will be allowed legitimate expenses. Extra Engineers not assigned will re- ceive $4.20 per day and expenses as above. 243 FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE XVIIL— Engineers held off attending court will re- ceive the same compensation they would have on their respective engines or runs, and in addition thereto $2.00 per day for necessary living expenses. Extra men will be allowed 100 miles per day and $2.00 per day for necessary living expenses. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. ARTICLE XVL — Engineers held off their runs as witnesses at- tending court and. deadheading to and from places where court is in session, in service of the Company, shall be paid $4.90 per day for each 24 hours or less and necessary expenses when away from home terminals. Engineers will not be called for any other service while being held off for court duty. If called into court service on regular lay- over days and he goes out on his regular run in regular turn without loss- of timC) he will be paid for the time actually consumed at 50 cents per hour. Engineers will report for duty as soon as relieved from court service. GRAND TRUNK PACIFIC RAILWAY Effective July 15, 1912. ARTICLE VI. — Engineers held under orders for train or other service or attending court or coroner's inquests on legal cases for the* Company will be allowed $4.50 for each 24 hours' or portion thereof detention from duty. When such service is done on a day upon which regular work is also performed payment will be made pro rata for the time so occupied. When such service is done on a lay-off day the full rate will be allowed. Expenses will be allowed at the rate of $2.00 for each 24 hours away from home station. The court witness fees and mileage will be assigned to the Company. Engineers so held assigned to regular runs will receive not less than their i-egular rate. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 19. — Engineers on regular runs, including those assigned to pool, attending court on behalf of the Company, will receive not less than they would have received on their runs, and expenses while away from home. All other Engineers will receive $4.40 per day and ex- penses while away from home. 244 GULF, COLORADO & SANTA FE RAILROAD Effective December 1, 1911 ARTICLE VII. — Engineers attending lawsuits or other'Company business shall be paid $5.05 per day and legitimate expenses. Engi- neers on regvilar or preferred runs shall be paid for all time lost on their runs and legitimate expenses. When called for the above purpose away from home tertfiinal on lay-over day, shall receive one day's pay and legitimate expenses. When called on to give deposition or .affi- davits, or to make statements to the legal or claim departments, the Notary or the representative of the legal or claim department must call at roundhouse or his home, as it may be necessary to find him, or by agreernent the Engineer goes to Notary's office or to that of such repre- sentative of the legal or claim department, then no compensation. will be claimed in either case. When attending lawsuits or other Company business at home station, where no time is lost, no pay for time or expenses will be claimed. HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. ARTICLE VII. — Engineers attending court at the request of the officials of the road will be paid, the same as they would have been entitled to had they remained with their engines on run, including expenses. In the event of the engine making no mileage during the absence of the Engineer, he shall be paid at the rate of $4.40 per day and expenses. If the engine is not in service, he will take his turn on register. If in service,- he shall take the turn of engine. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. ARTICLE VII. — Engineers attending court at request of the officials of the road will bt paid the same as they would have been entitled to had they remained' with their engines on runs, including expenses. In event of the engine making no mileage during the ab- sence of Engineer, they shall be paid at the rate of $4.90 per .day and expenses. If their engine is not in service, they shall take their turn on registering ; if in service they shall take turn- of engine. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE XXVIIL— Engineers attending court, inquests or other business on behalf of the Company, will be allowed full pay for the time lost and necessary expenses. If used on lay-over day, one hundred (100) miles will be allowed at the prescribed rate for class of service in which regularly employed. 24S INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XV. — Engineer, when required by tiie Company to serve as witness at court, will be allowed the mileage made by their engine on run during their absence in such service, and in addition $3.G0 per day for expenses when used in above capacity, away from home. Extra Engineers to be classed the same as regular Engineers when used at court while running engines as regular Engineers in place of the regular Engineer and when not so running to be allowed pay at rate of $5.00 per day and $3.00 per day for expenses when used in such service away from home. The Company to furnish necessary transportation. If used as a witness at court and not required to lose any time. Engineers will receive one hundred (100) miles per day at rates in which they are regularly employed. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. ARTICLE XV. — When attending court as Company witnesses they will be paid for time lost and actual expenses. Engineers attend- ing court on their lay-over days as Company witnesses will be allowed their regular rate of pay for the lay-over days so used. Extra Engi- neers attending court as Company witnesses will be allowed $5.00 per each day or fractional part thereof and actual expenses. The Company will retain mileage and witness fees. KANSAS CITY SOUTHERN RAILWAY Effective September. 1, 1911. ARTICLE VIII. — Engineers when ofdered to attend court on the business of this or another Railway Company shall be paid $5.00 per day for all time lost and when away from home station will be allowed $2.00 per day expenses. The Company will be allowed their mileage and witness fees. KANSAS CITY TERMINAL* RAILWAY Effective February 7, 1911. ARTICLE IX. — Engineers attending court or inquest at the re- quest of any official of this Company will be paid the same rates they would have been entitled to had they remained in their assignments, and if away from their home station will be allowed their legitimate expenses. Extra Engineers not assigned, will be paid one day's pay for each day. ' . LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. SECTION 7. — ^When attending court as witnesses for the Com- pany, Engineers will be paid $4.50 per day and $1.00 per day in addi- tion for necessary expenses. 246 LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. ARTICLE XVI. — Engineers attending court for this Company will receive $4.50 per day for all time so put in, or lost on that account, and $2.00 per day for expenses while away from home, the Company to be entitled to the witness fees and mileage. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE V. — Engineers required by the Company to serve as witnesses at court shall receive pay for time lost, including overtime made with their engines or runs while absent on such business and necessary expenses when away from home terminal. Extra Engineers when representing regular Engineers shall be paid the same as regular Engineers. All extra Engineers will be paid one hundred (100) miles a day and expenses as above. Should a regular Engineer be called to attend court when he is laying off or on his lay-over days, he will be paid one hundred ( 100) miles per day and expenses as above. MIDLAND VALLEY RAILROAD Effective July 1, 1913. ARTICLE XVI. — Engineers ordered to attend court upon Com- pany business will be paid $4.40 per day. Full days will be allowed for all days on whicli no other time or mileage is made from the time they are relieved to attend court until they can resume work. If away from home station necessary expenses will be allowed. The Com- pany will be entitled to their mileage and witness fees. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE VIII. — Engineers attending court will receive regular rates for time lost and necessary living expenses away from home, the Company to be entitled to their witness and mileage fees. Chain Gang or Extra Men ordered to attend court and who do not lose time on the road will be allowed one day's pay for each calendar day held at $4.00 per day. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective January 1, 1911. ARTICLE XXVI. — All Engineers assigned to regular runs or engines attending court or inquest under instructions of the Company shall be paid for all time or mileage lost at their regular service rate. All other Engineers will be paid $4.00 per day, with living expenses while away from home in each case. 247 MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. Road Engineers per day $4.40, Switch Engineers per day $3.45. RULE 13. — Engineers absent from home station in attendance upon court, at request of an officer of the road, will be allowed legiti- mate expenses ; time and expense account to be certified by Company's attorney. MISSOURI, KANSAS & TEXAS RAILWAY MISSOURI, KANSAS & TEXAS RAILWAY COMPANY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD COMPANY WICHITA FALLS LINES Effective February 15, 1913. ARTICLE XVI. — Engineers ordered to attend court on Com- pany business will be paid $5.00 per day. If away from home station, necessary expenses will be allowed. The Company will be entitled to all mileage and witness fees. In computing time, oiie day will be al- lowed for each day on which no time or mileage is made from time relieved to attend court until work can be resumed, with a minimum of one day, regardless of time or mileage made. ■ MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE VI. — Engineers when required by the Company to serve as witnesses at court will be allowed the mileage made by their engines or runs during their absence in such service, and in addition $3.00 per day for expenses when used in above capacity, away from home ; extra Engineers to be classed the same as regular Engineers in place of the regular Engineer, and when not so running to be allowed pay at the rate of $5.00 per day and $3.00 per day for expenses when used in such service away from home. The Company to furnish neces- sary transportation. If used as a witness at court and not required to lose any time, Engineers will receive one hundred (100) miles per day at rate in which they are regularly employed. The Company will be entitled to their mileage and witness fees. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911, ARTICLE XII. — Engineers required by the Company to serve as witnesses at court, away from home, will be paid the regular allow- ance, not including overtime, made with their engines or runs, while absent on such business and necessary expenses, not exceeding $2.50 per day. Time earned attending court to be returned on payroll, same as other service. 248 Extra Engineers when representing regular Engineers shall be paid the same as regular Engineers. An extra Engineer will be paid $4.40 per day and expenses as above. Should regular Engineer be called to attend court when he is laying off or on his lay-over days, he will be paid $4.40 per day aiid expenses as above. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE V. — Engineers assigned to regular runs, attending court at the Company's request, shall be paid the same as they would have made had they remained on their runs, and if away from their home station will be allowed $2.00 per day for expenses. Extra En- gineers will be allowed $4.40 per day, and if away from their home station will be allowed $2.00 per day for expenses. The Company will be allowed all mileage and witness fees. It is agreed this does not include making statements or depositions to claim agents or attor- neys, unless Engineers are held off their runs or lose time. Engineers will not be used in any other service while being held for court but will report for duty when relieved from court service. Engineers used same date after attending court shall be paid for such service performed, regardless of court allowance. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 91. — Engineers absent from home station in attendance upon court, at request of any ofificer of the road, will be allowed legitimate expenses; time and expense account to be certified by the Company's attorney. Engineers on regular runs or chain gang pools are guaranteed not less than they would have earned on their regular assignment. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. ARTICLE XI. — Engineers ordered into court service as witnesses for the Railroad Company shall be paid $4.00 per each calendar day lost and shall be allowed $2.00 per day in addition for expenses when away from home terminal, expense accounts to be approved by law department. If Engineers are called for any other service while being held off duty for court service, they shall receive additional compensation at regular rates. OREGON SHORT LINE RAILROAD Effective February 1, 1913. ARTICLE IX. — Engineers attending court or other business on behalf of the Company, allowed full time and necessary expenses. 249 OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE XVI. — Engineers attending court. or other business on behalf of the Company shall be paid one day for every 24 hours so employed, and legitimate expenses when away from home station. PEORIA & PEKIN UNION RAILWAY Effective January 7, 1911. ARTICLE VII. — Engineers held off by the Company to attend court or any other business of the Company shall be paid for actual time lost ; when Company pays an Engineer for time lost at court, his fees and mileage shall be assigned to the Company. If no time is lost, the Engineer shall not receive' pay from the Company and may collect his own fees and mileage. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE XXVII. — Engineers held off to attend court or other Company business will be paid actual time lost while so held off. Extra Engineers, that is, Engineers not assigned to regular runs, or in chain gang service, will receive $4.50 per day for each day held off. No time will be allowed for deadheading. When necessary to leave home terminal, actual expenses will be allowed not to exceed $2.50 per day. Engineers on regular runs when called into court as witnesses on their regular lay-over day will be allowed $4.50. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. ARTICLE XIII. — Engineers attending court or other business on behalf of the Company will have full time and necessary expenses. SAINT LOUIS, BROWNSVILLE & MEXICO RAILROAD GULF COAST LINE Effective August 1, 1911. RULE 34. — Engineers attending court at the request of officials of the Company will be paid the same as they would have been en- titled to had they remained with their engines or runs, including ac- tual expenses. In the event of the engine making no mileage during the absence of the Engineer or in the case of Extra Men, they shall be paid at the rate of $4.90 for Engineers per day of 24 hours or fraction thereof, and actual expenses. If their engine is not in service, they shall take their turn on registering. If in service, they shall take the turn of engines ; the Company to be entitled to mileage and fees. 250 SAINT LOUIS & SAN FRANCISCO RAILROAD FRISCO LINES Effective December 24, 1910. ARTICLE V. — Engineers attending court at the request of the Company will be paid at the same rate they would have made had they remained on their run, and if away from their home station will be allowed , legitimate expenses. Extra men not assigned will receive $4.40 per calendar day and expenses, as above. Engineers attending court during their lay-over will receive $4.40 per calendar day. No deadheading time allowed when going to or returning from court. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE IV. — Engineers attending court at the request of the Company will be paid at the same rate they would have made had they remained on their run and if away from their home station will be allowed legitimate expenses. Extra men not assigned will receive $4.40 per calendar day and expenses as above. Engineers attending court during their lay-over will receive $4.40 per calendar day. No deadheading time allowed when going to or returning from court. Where a joint investigation is held to determine the responsibility"' between railroads that requires employees to lose time in addition to ordinary loss of time for customary investigation, such extra time will be allowed as per Section 2, Article 5. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS LEASED, OPERATED AND INDEPENDENT LINES Effective April 1, 1911. ARTICLE IX. — Engineers instructed to attend court on business of this or other Railroad Companies will be paid $5.40 per calendar day for all days on which no other time or mileage is earned. Time will begin when relieved to attend court and continue until they can resume work. If no time lost, they will be paid 54 cents per hour for actual hours attending court. If away from home station an arbitrary allowance of $2.00 per calendar day on which any expense for meals or lodging is incurred, will be paid. The Company will be entitled to their mileage and wit- ness fees. SOUTHERN PACIFIC COMPANY PACIFIC SYSTEM Effective December 1, 1912. ARTICLE XXVII. — Engineers ordered into court service as wit- nesses in service of the Company shall be paid $4.40 for each calendar day lost, and in addition shall be allowed necessary expenses when away from home terminal, expense account to be approved by the law department; the above to apply to Engineer's attending coroner's in- quest. 251 If called for the purpose of giving depositions at hortie terminals on regular lay-over days and goes out on regular run in regular turn, without loss of time, Engineers will be paid for actual time consumed at 44 cents per hour. Engineers will not be called for any other service while being held off for court service. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. RULE 12. — Engineers on regular runs, including those assigned to pool, attending court on behalf of the Company will receive not less than they would have received on their runs, and expenses while away from home. All other Engineers will receive $4.40 per day and ex- penses while away from home. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. ARTICLE X. — When an Engineer is attending court or other Company business he shall receive time lost on his engine and neces- sary expenses. If an Extra Engineer, 100 miles per day and necessary expenses. Engineers attending court on their lay-over days will be paid a day's pay for each day, and necessary expenses if away from home. No pay for dealheading will be allowed. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE XIX. — Engineers when required by ttie Company to serve as witnesses at court will be allowed the mileage made by their engines on runs during their absence in such service, and in addition $2.00 per day for expenses when used in above capacity away from home. Extra Engineers will be allowed pay at the rate of $4.40 per day and $2.00 per day for expenses when used in such service away from home. The Company to furnish necessary transportation. If used as a witness at court not required to lose any time. Engineers will receive one hundred (100) miles per day at rate in which they are regularly employed. UNION PACIFIC RAILROAD Effective September 1, 191 1. ARTICLE XVI. — Engineers for attending court or other busi- ness on behalf of the Company will be allowed full time and necessary expenses. Extra Engineers, attending court, will be paid engine rate for class of service performed immediately preceding court service. If no service performed, lowest engine rate on divisipn applies. Assigned Engineers attending court on lay-over day will be al- lowed time for lay-over day in addition to time for attending court. 2S2 WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 39. — Regular Engineers acting as witnesses, attending in- quests and court in legal cases, or in similar service by order of the Company, will be paid for time lost, minimum 100 miles if no time is lost. Extra Engineers will be paid $4.40 per day for each day so engaged. No deadhead mileage will be allowed. Living expenses will be paid while away from home. Engineers attending investigation of accidents or irregularities in which they are directly concerned will contribute as much of their time without pay as is necessary to de- termine the responsibility for same. Engineers not concerned, whose testimony is required, will be paid for each day so held at the rate of pay for the class of service to which they are assigned. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE XII. — Engineers . acting as witnesses attending in- quests and court in legal cases, or in similar service by order of the Company, shall be paiH for each calendar day lost as follows — $5.00. Switch Engineers will be paid the rate of yard, they are employed in. Legitimate living expenses paid when away from home station. No deadhead mileage will be allowed. The Company to receive the wit- ness fee. Engineers attending investigation of accidents or irregularities in which they are directly concerned will contribute as much of their time without pay as is necessary to determine responsibility, provided such investigation causes no loss of time in service. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE XIV. — Engineers held off attending court will re- ceive the same compensation they would have on their respective engines or runs, and in addition thereto $2.00 per day for necessary living expenses. Extra men will be allowed 100 miles per day and $2.00 per day necessary living expenses. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. ARTICLE XXVIII. — Engineers attending court, or inquests, under instructions from the Company, will be paid full time for time lost and necessary expenses. If used on lay-over day," Freight Engi- neer will be paid 100 miles ; Passenger Engineer, average day wage. 2S3 BREAKING IN ENGINES ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES EFFECTIVE December 24, 1910. ARTICLE XXIV. — Engineers running light and breaking in engines shall be paid passenger rates according to classes of engines. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912. ARTICLE XI. — Engineers breaking in locomotives will be paid freight rates. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE VII.— Engineers taking engines out of shop on trial trip will be paid 100 miles for such service, but must leave engine equipped for road service, and will be paid overtime if such time ex- tends over nine hours. CHICAGO, BURLINGTON & QUINCY liAILROAD Effective December 24, 1910. RULE 36. — An Engineer breaking in an engine will be paid forty- four (44) cents per hour, unless otherwise provided. CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES Effective December 24, 1910. ARTICLE XVII. — Engineers will be allowed road rates for breaking in engines. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE XI. — Engineers breaking in engines will be allowed road rates according to classification of engine. CHICAGO & NORTH WESTERN RAILWAY Effective December 24, 1910. ARTICLE XVIII. — Engineers shall be paid freight and class- ification for trying engines out of shop, where regular men are not employed for that purpose. 254 CHICAGO, ROCK ISLAND & PACIFIC RAILWAY CHICAGO, ROCK ISLAND & GULF RAILWAY Effective February 1, 1911. ARTICLE XV. — Engineers will be paid full time at the regular road rates for breaking in engines after coming out of the shop. COLORADO MIDLAND RAILWAY Effective November 1, 1911. ARTICLE XXIII. — Engineers breaking in engines shall be paid one day's pay, $4.22, 10 hours or less. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XLVI. — Engineers will be allowed one day's pay for each day of 10 hours or less in getting a locomotive ready and break- ing in for service. COLORADO SPRINGS & CRIPPLE CREEK DISTRICT RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. ARTICLE IV. — Engineers breaking in engines will be paid, on Class 135 and 170 engines, $4.53 and $4.94, respectively, per day of 10 hours. Five hours or less, one-half day; over five hours, one day. Overtime pro rata. DENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. ARTICLE XIV. — Engine crews will be paid full time at regular road rates for breaking in engines after coming out of the shop. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. Rates per one hundred ( 100) miles or less : Engines with cylinders 18 inches or under, less than 100,000 pounds on drivers $5.05 Engines with cylinders 20x24-inch, 100,000 to 110,000 pounds on drivers DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. All classes of engines, per one hundred (100) miles or less $5.05 DULUTH, MISSABE & NORTHERN RAILWAY Effective January 1, 1911. Special passenger engines, light engines and breaking in engines to be paid uniform rate of $5.05 per hundred (100) miles. 255 DULUTH, SOUTH SHORE & ATLANTIC RAILWAY MINERAL RANGE RAILROAD Effective December 24, 1910. ARTICLE XX.— Engineers shall be allowed 100 miles or 10 hours' work at road pay for each day required getting an engine ready for service which has been in the shop for overhauling; class of en- gine to govern rate of pay. ELGIN, JOLIET & EASTERN RAILWAY Effective December 24, 1910. ARTICLE IX. — All engines to be broken in by Engineers and Firemen. All engines to be handled by Engineers and Firemen, ex- cept when on regular roundhouse tracks, or when going between roundhouse and machineshop. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. ARTICLE XXX. — Engineers breaking in engines will be paid according to through freight rates. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE XL. — When an Engineer is called away from home for the purpose of receiving or breaking in engine after his arrival at point designated, after he has waited 24 hours, if engine is not ready, he shall be allowed 100 miles per day of twenty-four hours for class of engine in service until engine is ready. ARTICLE XLII. — Enginefers shall be allowed one day each for each 10 hours or less for breaking in or getting engines ready for service. Engineers on regular runs will not be expected to break in engines unless they so desire. When engines are pronounced ready for road service they will be run out in their turn. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE IS. — Engineers held awaiting delivery or preparing en- gines for service from shops will be paid schedule rates for each cal- endar day or fraction thereof so held after the first 24 hours. When engines are held for repairs, Engineers will not be held with them. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE I. (f). — Preparing engines for service, 46.5 cents per hour. ARTICLE XXIV. — Engineers preparing engines for service will be paid not less than 10 hours, at the prescribed rate, if no other work 256 as Engineer is performed that day. They will not be called for such service when same will interfere with their proper rest. Engineers that have performed a day's work will not be required to prepare engines for service until after they have had suificient rest INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XIII. — Engineers breaking in new engines or engines newly overhauled coming out of shops will be allowed one day's pay for same, according to class of engine run, 100 miles or less to con- stitute a day independent of any other mileage made on that date. KANSAS CITY, MEXICO & ORIENT RAILWAY , Effective July 1, 1912. ARTICLE XIV. — Engineers breaking in engines will be allowed 100 miles at freight rates for each day of 10 consecutive hours or less ; overtime to be paid after 10 hours. All engines will be broken in by Engineers. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE I.— Engineers will be paid $4.40 per day for break- ing in engines, 10 hours or less to constitute a day. LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. Engineers breaking in engines will be paid $5.00 per day, 12 hours or less to constitute a day's work. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. ARTICLE XVII. — Engineers breaking in engines or sent as mes- sengers with a dead engine will receive $4.50 per day of ten hours or less ; when breaking in engine, overtime of messengers to be computed on same basis as that of Engineer pulling train at 45 cents per hour. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE VI. — ^When necessary to break in engines, an En- gineer and Fireman will be used and will be paid work train rates. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective January 1, 1911. ARTICLE XVII. — Engineers held to prepare engines. for service after they have been turned out of shop will be paid schedule rates per hour and not less than one day if no other work is required. 257 MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911 In all classes of road service Engineers will be paid $3.85 per 100 miles or less for breaking in engines. MISSOURI, KANSAS & TEXAS RAILWAY THE MISSOURI, KANSAS & TEXAS RAILWAY COMPANY OF TEXAS BEAUMONT & GREAT NORTHERN TEXAS CENTRAL WICHITA FALLS LINES Effective February 15, 1913. ARTICLE XIX.— Engineers will be paid $4.80 per day for break- ing in engines, 10 hours or less to constitute a day. Overtime pro rata. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE V. — Engineers breaking in engines will be allowed through freight rate for such service, overtime after 10 hours at regular overtime rates. Engineers may be selected by the Company for this service. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XV. — Engineers trying engines out of shop will be allowed 100 miles, or one day, for each day's time required in getting an engine ready for service, at $4.40 per day. If an Engineer is put to work trying out engines and is changed from this work to new work, a new day begins and compensation for breaking in the engine shall be given him for as many hours as he worked, at the rate per hour earned in the ne wclass of work. En- gineers shall not be put to trying out engines after they have made a day's work. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE XIII. — Engineers breaking in new engines, or en- gines newly overhauled, shall be allowed 100 miles for class of engine, 10 hours or less a day's work, independent of any other service per- formed on that date. All over 100 miles or more than 10 hours, pro rata. 2S8 NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 93. — Engineer held preparing eninges for service after they have been turned out of shop, will be paid 44 cents per hour, and not less than $4.40 if no other work is required; preparing and trying engine on road on same day will be considered the same trip. This applies to first trial trip only, while engine is being tried without train. Brainerd job to be considered an assignment. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. ARTICLE VII. — Engineers breaking in engines will be paid passenger rates as per class of engine. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE XXI. — Engineers will be allowed 100 miles or one day for each day's work of 10 hours or less required in getting an engine ready for service, according to class of engine, and at freight rates. When an engine has been in the shop for repairs an Engineer shall break it in, and it shall not be done by Foreman or Hostlers except within the yard limits. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY Effective August 1, 1911 RULE 19. — Engineers breaking in new engines, or engines newly overhauled, shall be allowed one day's pay for same ; 100 miles or less, 10 hours or less, to constitute one day, independent of any other time made on that date ; all over 100 miles, or all over 10 hours, to be paid for at regular freight rates. SAINT LOUIS & SAN FRANCISCO RAILROAD Effective December 24, 1910. All engines (except Mallet type) per day 10 hours or less $4.40 ARTICLE III. Section 3. — All time in excess of ten hours will be paid at rate of 44 cents per hour. This not to apply to breaking in engines when that service is paid for on a monthly basis. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT W^ORTH & RIO GRANDE RAILW^AY Effective December 24, 1910. All engines (except Mallet type) per 100 miles or less $4.40 ARTICLE II. Section 3. — All time made in excess of ten hours will be paid at the rate of 44 cents per hour. This not to apply to breaking in engines when service is paid for on a monthly basis. 2S9 SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. RULE 14. — Engineers held preparing engines for road service after they have been turned out of shops will be paid at schedule rates. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE VII. — Engineers breaking in new engines, or engines newly overhauled coming out of shop, will be allowed one day's pay for same, according to class of engine run. One hundred ( 100) miles or less to constitute a day, independent of any other mileage made on that date. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 17. — Engineers breaking in engines will be paid 46.5 cents per hour, with a minimum of five hours. This refers to the work usually performed by the Engine Tamer. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE XVI. — Breaking in engines will be done by Engineers and paid for at freight rates, according to class of engine. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE XXIX. — ^When an Engineer is called away from home for the purpose of receiving or breaking in engine after arrival at point designated, after having legal rest after he has waited 24 hours, if engine is not then ready he shall be allowed 100 miles per day of 24 hours for class of engine in service until engine is ready. ARTICLE XXXI. — Engineers will be allowed one day for each ten hours or less for breaking in or getting engine ready for service. Engineers on regular runs will not be expected to break in engines unless they so desire. When engines are pronounced ready for road service they will be run out in their turn. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. Repairing engines for service, per hour, 46j4 cents. ARTICLE XXIV. — Engineers preparing engines for service will be paid not less than 10 hours if no other work as Engineer is per- formed that day. Engineers will not be called for such service when same will interfere with their proper rest. 260 DEADHEADING ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. ARTICLE XXV. — Engineers deadheading under orders shall be paid three and one-half (3^) cents per mile for the first 100 miles, and half of this rate for all additional mileage. Pay under this clause shall not be grouped with any other service. ATCHISON, TOPEKA & SANTA- FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912. ARTICLE XI.— Engineers deadheading unders orders will be paid 2.5 cents per mile ; this to be a flat rate of 2.5 cents per mile for actual mileage made, no constructive mileage to be allowed, and other service which the Engineer may perform on the same day not to be considered in connection with the deadhead trip in any way whatever. BALTIMORE & OHIO CHICAGO TERMINAL RAILROAD Effective December 24, 1910. ARTICLE IX. — Engineers deadheading on the road in the Com- pany's service, or in case of Engineers transferred from one point to another, will be paid on the basis of class of service they are sent to perform, deadhead time to be shown on a separate slip and class of service performed after making such deadhead trip to be shown on such time slip, and in case of having been relieved from service at one point and ordered to another to await service, class of service last performed to be shown on such time slip and govern. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. Deadheading on Company's orders 200 miles or less, minimum passenger rate, actual mileage. Distance in excess of 200 miles, half minimum passenger rate. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. For deadheading on Company's orders, 200 miles or less, mini- mum passenger rates actual mileage. Distance in excess of 200 miles one-half minimum passenger rates. An Engineer deadheading will be paid a minimum of a day's pay at minimum passenger rates, but will be liable for further service to the extent of 10 hours. 261 CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 34. — For deadhead trip, Engineers will be paid at the rate of four and twenty-five one hundredths (.0425) cents per mile. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 33. — An Engineer deadheading to make or return from making a passenger trip, or trip with lone engine, will be paid one- half through freight for engines of Class A-1, 2, 3, 4, 5 "; K-6, 9 ; H-5 ; I-l. An Engineer deadheading to make or return from making a freight trip will be paid.through freight rates for above class engines. An Engineer deadheading to make, or return from making a trip for piloting, work train service or switching service, will be paid one-half through freight rate for above class engines, when deadheading on a passenger train and through freight rate for above class engines when deadheading on freight train. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. ARTICLE XIII.— Engineers shall be paid at. one-half the rate for service wherein they are employed when deadheading on instruc- tions of Company, except in cases of temporary vacancies. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE VIII. — Engineers deadheading under orders on pas- senger trains will be allowed one-half through freight rates, with a minimum of 100 miles. If not used within five hours after arrival at their destination other than home terminal, they will be allowed 100 miles at through freight rate. Engineers deadheading under orders on freight trains will be allowed full time and overtime, if any, at through freight rate. Through freight rate as referred to above will be established in accordance with rates of pay for the class of engine and the class of service to which Engineers may be assigned at the end of the dead- head trip. CHICAGO JUNCTION RAILWAY Effective May 26, 1913. ARTICLE IV. — Engineers, for deadheading, will be allowed full time for time lost, to be paid according to engine Engineer is as- signed to. CHICAGO, MILWAUKEE & GARY RAILWAY Effective March 1, 1913. ARTICLE X. — Engineers required to deadhead by order of the Company will be paid freight rates for the distance traveled with a minimum of one hundred (100) miles, provided no other service is performed within that calendar day. Deadhead service will be com- puted and paid separately from other service performed. 262 CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES Effective December 24, 1910. ARTICLE XV. — When Engineers are instructed to deadhead over the road they will be paid one-half time for full mileage if made on passenger trains and full time for full mileage if made on freight trains, provided that no less than a full day be allowed when no other service is performed that day. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE XIV. — Engineers deadheading over the road in Com- pany service will receive one-half time for full mileage if made on passenger trains and full time for full mileage if made on freight trains, provided that no less than a full day be allowed when no other service is performed that day. If the hours exceed the miles in dead- head service, hours will be allowed. Pay to be figured according to the class of engine men have been regularly employed on. Engineers deadheading on freight trains will be paid initial terminal-delayed time, the same as the crew they are deadheading with. Engineers deadheading over the road in making temporary trans- fer from their home division to a foreign division or returning, will be paid at the rate of $4.70, mileage and other conditions to be figured on same basis as provided for above. CHICAGO & NORTH WESTERN RAILWAY Effective December 24, 1910. ARTICLE XVIII. — Engineers deadheading over the road on Company business will be paid one-half of the actual mileage made at four and four-tenths cents per mile, and such time shall be used to make up constructive mileage. CHICAGO, PEORIA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. Crews deadheading shall be paid as per class of service in which such deadhead mileage is made, minimum 100 miles, if no other service is performed on same date ; when other service is performed, minimum 50 miles will be allowed. No deadhead mileage will be paid an em- ployee going to relieve an employee laying off for his own convenience whose run is in or out of Springfield. Deadhead mileage will not be paid an employee attending an investigation of accident in which his crew is directly interested. It must be understood that deadhead mileage and court fees will not be paid for on the same day. 263 CHICAGO, ROCK ISLAND & PACIFIC RAILWAY CHICAGO, ROCK ISLAND & GULF RAILWAY Effective February 1", 1911, ARTICLE VIII. — Engineers deadheading on Company business will be paid one-half of actual mileage at .044 cent per mile, with a minimum of 100 miles, providing no other service is performed on same date. CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. For deadheading on Company business Engineers will be paid one-half the actual mileage made at four (4) cents per mile. COLORADO MIDLAND RAILWAY Effective November 1, 1911. ARTICLE VI. — Engineers called upon to deadhead over the road on Company business will be paid one-half day's pay for five hours or less, and for all over five hours one day. Messages authorizing Engineers to deadhead, signed by proper ofiiicer, to be attached to all deadhead time tickets ; otherwise pay will not be allowed. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XXXI. — Engineers deadheading on Company busi- ness will be allowed 10 miles per hour, based on one-half rate of pay of Engineer handling train ; it being understood that not less than five hours will be allowed for any deadhead trip, where deadhead trip and waiting for duty consumes five hours or less, and that not less than 10 hours be allowed where deadhead trip and waiting for duty con- sumes more than five hours and less than 10 hours, except that En- gineers going on duty at once at end of deadhead trip shall only be allowed actual deadhead time consumed on deadhead trip on basis of 10 miles per hour at above rates. COLORADO SPRINGS & CRIPPLE CREEK DISTRICT RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. ARTICLE IX. — Engineers deadheading on Company's business will be allowed half time for mileage, based on pay of En^neer on train on which deadheading is done. In no case will less than one hour be allowed. No deadhead time to be allowed Enginemen deadheading on ac- count of new assignment. 264 DENVER & RIO GRANDE SYSTEM Effective March 22, 1911. Engine crews deadheading over the road on Company business will be paid one-half passenger mileage. DENVER & SALT LAKE RAILROAD Effective August 16, 1912. ARTICLE VIII. — Engine crews deadheading at Company's in- stance will receive full time of crew pulling train on which tiiey dead- head, but no overtime. Individual Engineers or Firemen deadheading at Company's instance will receive one-half time of Engineer or Fire- man of train on which they deadhead, but no overtime. When engine crews are called for deadheading and for service on same train, first crew out will deadhead and will together with any engine crews picked up at intermediate stations and deadheaded stand first out ahead of crew pulling train on arrival at division terminal, and Engineer pulling train will register them in their turn on roundhouse register. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. ARTICLE V. — Engineers deadheading on passenger train, under Company instructions, to be paid one-half rate of service in which they are employed and full time when so traveling on freight trains, but in no case will they be paid less than fifty (50) miles at full rate, provided they do no more work that day. DULUTH, MISSABE & NORTHERN RAILWAY Effective January 1, 1911. ARTICLE XIII. — Engineers deadheading over the road on Company business shall be allowed half mileage at the rate of service in which they are employed when deadheading on a passenger train, and full mileage on all other trains, but in no case will they be paid less than fifty (SO) miles at full rate, providing they do no more work that day. Men going to take runs voluntarily or on account of seni- ority shall not be paid for same. DULUTH & NORTHERN MINNESOTA RAILWAY Effective October 1, 1911. ARTICLE V. — Engineers deadheading under Company's instruc- tions will be paid full time at full rate. Engineers will in no case be paid for deadheading either way, when such runs are made at their own request or on account of change of men by reason of seniority rights. 265 DULUTH, SOUTH SHORE & ATLANTIC RAILWAY and MINERAL RANGE RAILROAD Effective December 24, 1910. ARTICLE XVIII. — Engineers will be allowed actual miles run for deadheading on all freight trains and one-half mileage on passenger trains. When an older Engineer voluntarily takes a run off a younger one and it requires deadheading to do it neither shall receive deadhead mileage. ELGIN, JOLIET & EASTERN RAILWAY Effective December 24, 1910. ARTICLE VII. — Engineers deadheading to receive their full rate of pay. EL PASO & SOUTHWESTERN RAILROAD Effective December 24, 1910. ARTICLE IX. Section A. — Engineers learning the road will be paid $2.00 per 100 miles. Engineers deadheading under orders will be paid full rate for class of train deadheading on, but no overtime will be allowed. When deadheading extra men, the Engineer first out on extra board will be deadhead, and in case an extra man is running engine on same train, the Engineer deadheading will take turn on the extra board ahead of Engineer handling the engine. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. ARTICLE XV. — Engineers deadheading under Company's or- ders shall receive one-half pay for the service they represent. ARTICLE XVI. — Engineers in charge of deadhead engines will be paid according to through freight rates pay. First Extra Engineer out will perform this service. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE XXX. — Engineers deadheading under orders will be paid full minimum freight rates for going after or delivering engine, or returning to their home station, after having delivered engine, or for deadheading under orders from any other cause not specified in this Article. Extra men included, except in case of assignment of men to regular engines or runs. 266 GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. ARTICLE XII. — Engineers deadheading over the "road in the service of the Company, to take a certain engine or run in any service, shall be paid for seventy-five (75) miles or less, $2.20; more than seventy-five (75) miles and less than two hundred (200) miles, $4.40; two hundred (200) miles or more, at the rate of 2.2 cents per mile; but in no case shall less than one day's pay at $4.90 be allowed when no other service is performed. GRAND TRUNK PACIFIC RAILWAY Effective July 15, 1912. ARTICLE III. — Authorized deadheading on Company's business, two hundred (200) miles or less, will be paid minimum passenger rates for actual miles. Distances in excess of two hundred (200) miles, half minimum passenger rates. If over two hundred (200) miles are traveled not less than two hundred (200) actual miles shall be paid. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 18. — Engineers deadheading on Company's business will be paid full mileage at rate for service from which they are taken. Extra Passenger Engineers will be paid minimum passenger rate. Extra Freight Engineers minimum through freight rates. Extra Engineers holding Regular Engineer's run will be con- sidered Regular Engineers under this rule. Engineers changing at their own request or on account of seni- ority will receive no deadhead time. When Engineers are called to deadhead out of terminal to bring in train tied up under the law they will be paid miles or hours, which- ever is the greater, for the entire trip with a minimum allowance of one hundred (100) miles. RULE 74. — Engineers deadheading on street cars from St. Paul to Minneapolis, or vice versa, on Company business will be allowed fifteen miles. Engineers arriving at Allonez with trains who are required to take another engine to Superior will be allowed seven miles for dead- heading from Superior to Allonez on street cars. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911 ARTICLE VIII. — Engineers who are relieved away from home point will be returned at once, and for deadheading will receive one- half pay at the rate paid to the Engineer of the train upon which they deadhead; provided that the allowance gained from deadheading is 267 not equivalent to $5.05 and no other mileage is made on that date, then $5.05 will be allowed. (D). — Engineers deadheading from one point to another on their own volition to take regular engine or runs by right of seniority, or Engineers returning to Uieir home terminals at their own request, shall not claim time according to this article. HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. ARTICLE V. Section H. — Engineers deadheading on Company business will be paid Passenger Engineer's pay; but when deadhead mileage is less than 100 miles, and no other mileage is made on same date, 100 miles will be allowed ; where other mileage is made on same day and equals more than a day's pay, mileage basis will apply, accord- ing to service in which mileage is made. When changing location for permanent run, no time will be al- lowed for deadheading. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. ARTICLE XIII. — Engineers deadheading on Company business will be paid Passenger Engineers' pay. When deadhead mileage is less than 100 miles and no other mileage is made on same date, 100 miles will be allowed. Where other mileage is made on same date, and equals more than a day's pay, mileage basis will apply, according to service in which mileage is made. SECTION B. — When changing location for permanent run, no time will be allowed for deadheading. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. Deadheading on Company business, per mile $0.03 ARTICLE XXI. — Deadheading will be paid separate from any other service at the prescribed rate for actual miles, but the allowance will not be less than 10 miles per hour. When Engineers are deadheaded to intermediate points to relieve Engineers on trains on the road, or to bring an engine light or with a train, they will be under pay in the class of service deadheaded for upon arrival at designated points and will continue until relieved at final terminal. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XIV. — ^When it is necessary to deadhead an Engineer over the road he shall receive full time for same according to class or service he is deadheading for, but in no case shall it be less than one- half day's pay, independent of any other time or mileage. 268 When deadheading at night on account of attendance at court or other Company business, sleeping car transportation in addition to other transportation will be allowed, provided receipt for same is turned in to cover. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. ARTICLE IX. — Engineers deadheading by orders of the Com- pany will receive full rates of pay for the engine they are going to take or the engine they have left if returning from service, for actual miles traveled. If no other service is performed on the same date, 100 miles will be allowed. When Engineers are called to deadhead in road service, they will be called in regular order first in and first out, but in case two or more Engineers in like service are called for the same train, the last out will run the engine, and they will register at terminal point of trip as per turn out of initial point. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE VI.^ — Engineers deadheading under orders on Com- pany business will be allowed full pay at the rate for the class of service that caused such deadheading. If transferred from one extra board to another they will not be paid for deadheading. When deadheading over any part of the road to relieve another Engineer as an accom- modation, the Engineer deadheading will not receive any compensation. Disability of the relieved Engineer or death of a member of his im- mediate family will not be considered accommodation. LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. Engineers will be paid 46 cents per hour when deadheading under instructions from the Company, going and returning, but when an En- gineer lays oflE of his own accord, the man called to relieve him will deadhead at his own expense, going and returning. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. ARTICLE XVIII. — Engineer deadheading over line under orders going to take an engine in service or to get an engine, or returning from a place where he has delivered an engine, or returning from an engine where he has been relieved from service shall be paid passenger rates. This not to apply to an Engineer who requests leave of absence, sick or otherwise going or returning nor going to a service which falls to him by seniority. The deadheading rate will not apply where an Engineer requests leave of absence as an accommodation, in which case the Engineer relieving will not receive deadhead time going or returning. 269 MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE III. — Engineers deadheading over the road in the Company's service will be paid as follows : For less than 50 miles, 4 cents per mile ; for 50 to 100 miles, $4.00 will be paid ; over 100 miles, 4 cents per mile. If no other work is done within 12 hours from the beginning of the deadhead trip, a minimum of $4.00 will be paid. When assigned to other service after deadheading, a new day begins. MIDLAND VALLEY RAILROAD Effective July 1, 1913. ARTICLE III. — Engineers deadheading under Company orders shall receive half pay for the service they represent. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE III. — Engineers deadheading on orders of the Com- pany will be allowed one-half mileage at 4 cents per mile. This not to apply to men deadheading on their own account or going to take preferred advertised runs. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective January 1, 1911. ARTICLE XXVII. — Engineers deadheading over the road on Company business on passenger trains will be paid one-half actual mileage at 4 cents per mile. When deadheading on freight trains, full mileage will be allowed ; but in no case will less than 100 miles be al- lowed, providing no other service is performed on that date. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. RULE 9. — Engineers deadheading on Company's business will receive regular rates, but when no other work is performed within the calendar day and the deadhead trip occupies less than 10 hours, they will be allowed 10 hours' pay. Engineers going to take runs to which their seniority entitles them will not be paid for necessary deadheading. Engineers relieved as result of application of seniority rule will be paid for deadheading from point at which relieved to point at which ordered to report. 270 MISSOURI, KANSAS & TEXAS RAILWAY MISSOURI, KANSAS & TEXAS RAILWAY COMPANY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD CO. WICHITA FALLS LINES Effective February 15, 1913. ARTICLE XVIIL— Engineers will be paid $4.80 per day for deadheading on Company business for every twenty-four (24) hours or less when under orders, except when the distance is fifty (50) miles or less, they will be paid one-half the above amount. When Engineers t^e their engines to shop or go to the shop after their engines, no time will be allowed for deadheading. Engineers will not be allowed pay for deadheading when sent to relieve other Engineers who lay off on their own account. In case of sickness or disability to themselves, they shall not be considered laving off on their own account. Engineers sent to take the place of Way Freight Engineers who decline to work on Sundays will be paid for deadheading. Overtime will not be allowed in deadhead service. Engineers sent out to an intermediate point to bring in a train tied up under the Hours of Service Law will not be considered in deadhead service, but as in continuous service from time they leave the terminal and paid according to the class of train or engine run. Where service intervenes between two deadhead trips, they will be computed separately, regardless of the 24-hour period. Engineers deadheading to terminal after being tied up under the Hours of Service Law will not be considered in deadhead service but will be paid as provided under the Hours of Service Law. Engineers will not be considered in deadhead service when going to or returning from court. MISSOURL OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE IV. — Engineers deadheading by order of the Com- pany, when deadheading on passenger trains, will be allowed one-half pay at the rate of the service they are deadheading for, with a mini- mum of one-half day. When deadheading on other trains, will be allowed full freight rates exclusive for overtime with a minimum of 50 miles. If not used in other service within 10 hours from time of arrival at destination, will be allowed one day at through freight rates, and one day for each day thereafter held away from home terminal, under the same rules that would apply to the Regular Engineer when he was sent to relieve. Engineers sent to bring in trains which are tied up under the Hours of Service Law will not be considered in deadhead service, but as in continuous service from time called to leave until arrival at terminal. Extra Engineers who are not being used will report each day by wire to the Superintendent. 271 MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911, ARTICLE X.— The rule for deadheading to be : For less than SO miles, three (3) cents per mile shall be paid; from 50 miles to 100 miles, $3.00 shall be paid as a flat rate; over 100 "miles, three (3) cents per mile. If no other work is done within 12 hours from the commence- ment of a deadjiead trip, a minimum of $3.00 shall be paid. When assigned to other service after deadheading, a new day begins. No other work or service to be combined with deadhead service. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE V. — Engineers deadheading under Company's orders (except as herein provided) will be paid one-half the rate per day of service in which they are employed; unless mileage deadheaded ex- ceeds 100 miles, in which case actual mileage will be allowed. Engineers deadheading to or from court, transferring from one district to another district of their own volition, when going to or re- turning from any point to relieve an Engineer for accommodation, or to accept runs by reason of seniority, will not be allowed deadhead time. An Engineer deadheaded to relieve a sick or otherwise in- capacitated Engineer shall not be considered as deadheaded for an accommodation. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 12. — Engineers deadheading on their own division on Company business will be paid same rate and on same basis as En- gineer pulling the train. Engineers going to take runs to which their seniority entitles them will not be paid for necessary deadheading. Engineers relieved as result of application of seniority rule will be paid for deadheading from point at which relieved to point at which ordered to report. Engineers entitled to regular engines will not be placed on the extra list or held away from home terminals for the purpose of avoid- ing the payment of deadhead time. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. ARTICLE XVI. — Engineers deadheading over road in Company service will be paid $4.00 for each day, except when other service is performed on same day, in which case they will be paid one-half a day for six hours or less at the $4.00 rate. If other service performed on same day is less than 50 miles, total payment for deadhead service movement will be $4.00. 272 Time for deadheading will be allowed only when the movement is ordered by the Company and is manifestly one of necessity, or in the interest of the Company. Movement to effect exchange of position when not caused by change in schedule will not be considered as war- ranting compensation. OREGON SHORT LINE RAILROAD Effective February 1, 1913. ARTICLE X. — Deadheading will be paid for at the rate of 50 miles over one district or less when other time is made on same date. When no other time is made, 100 miles will be allowed. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE XVII. — ^When Engineers are required to deadhead over any district or portion thereof, by order of their superior officers, on Company business, other than with an engine, they will be paid at the rate of one-half day over one district or less when other time is made on same date. When no other time is made, a full day will be allowed. When Engineers are held away from home station awaiting ar- rival of power they shall be allowed one day for every 24 hours, or fraction thereof, after the first 24 hours, and according to class of engine. Deadheading will be considered as made in the Company's inter- est when it is made to relieve men who have been overworked and re- quire rest, or in cases of actual sickness, or where it is the result of moving of power to and from shops and the transfer of engines, or in any other case which is manifestly one required by necessity or con- venience. Deadheading will not be allowed when caused by granting requests of Engineers for lay-offs, or absence granted at their request, and when the Company is in no way interested. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE XXVI. — Engineers deadheading on Company busi- ness, except as witnesses, will be paid through freight rates. Engineers deadheading in connection with service performed or service to be performed will be paid continuous time as per service rendered. Engineers deadheading to or from the' station where a train orig- inates or terminates will be paid a minimum of 100 miles, and if over 100 miles, actual mileage. SECTION B. — Engineers will be relieved on account of Company business, committee work, sickness or injury and Engineers relieving other Engineers at outside stations under these conditions will receive deadhead time going and returning. C. — Engineers desiring relief of their own accord will be relieved without any expense to the Company for deadheading in either direc- 273 tion, except that should an Engineer be used in any other service before returning to Yoakum he will be allowed deadhead time in both directions. 4. — When an Engineer secures a run either by bulletin or seniority, or by relinquishing a run to take some particular run which his seniority entitles him to, no time will be allowed for deadheading to points where his run starts from ; and when he gives up such run either by his own action, or by being displaced, or by securing some other run by bulletin, no pay will be allowed for deadheading. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. ARTICLE XIV. — Deadheading will be paid for at the rate of one-half day over one district, or less when other time is made on the same date. When no other time is made, a full day will be allowed. SAINT LOUIS, BROWNSVILLE & MEXICO RAILROAD GULF COAST LINE Effective August 1, 1911 RULE 23. — Engineers deadheading under orders on passenger, trains will be paid one-half of their regular rate, but no overtime. Engineers deadheading on freight trains will be allowed full mileage, but no overtime, but in no case will less than one-half day be allowed. When Engineers lay off or become sick at any outside terminal, or on any work train, an Engineer shall be deadheaded on first pas- senger train to fill the vacancy. It is understood that Engineer will be granted transportation home when relieved on account of sickness, or otherwise. But it is understood that when Engineers are changing location for permanent runs, no time shall be allowed for deadheading. Where this rule provides that Engineers will be paid one-half their regular rate, but no overtime, it is understood that this rate is for the class of service for which the Engineer is being deadheaded. SAINT LOUIS & SAN FRANCISCO RAILROAD FRISCO LINES Effective December 24, 1910. ARTICLE XII. — Engineers deadheading under Company's in- structions will be paid half the rate per day of service in which they are employed, unless mileage is over 100 miles, in which case actual mileage will be allowed. On continuous trips when part of the trip is deadhead, they will not be pro rated, but highest rate will apply and if overtime is made will be allowed. When Engineers are deadheaded for service on a branch run to take the place of Engineers laying off on account of sickness, pay will be allowed at established deadheading rates. When Engineers are deadheaded from one point to another on their district on the orders of the Company to protect the traffic, they shall be paid deadhead rates for this service. This not to apply when extra board is being reduced at one point and men deadheade'd for duty to another. 274 When necessary to reduce the extra board at any terminal, and men can be used at another terminal, they may be sent for temporary service, and no deadhead time will be paid. When regular assigned Engineer or Extra man representing him on districts where turn-around runs exist, and his turn is kept away from home terminal for several days at a time, shall in the event of his laying off, for a rest, sickness, attending court, or filling temporary vacancy in other service, be allowed to deadhead to opposite terminal or intermediate points if turn is tied up or held for any service and take engine provided it has made equal to a round trip on district, and no deadhead time will be allowed. Engineers deadheading from one point to another of their own volition to take regular engines or runs by right of seniority shall not claim time for deadheading. It is understood that deadhead time will be allowed for dead- heading in all cases where the man is deadheading on the Company's orders, except when Engineers lay off for rest or sickness; or when extra board is being reduced at one point and Engineer is going to another point to accept service; or when Engineers are deadheading from one point to another to take regular engines or runs, by right of seniority. No time will be allowed for deadheading for witnesses attending court investigations. A minimum of 50 miles is allowed for any deadhead trip of 100 miles or less, according to the service engaged in. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE XI. — Engineers deadheading under Company's in- structions will be paid half the rate per day of service in which they are employed, unless mileage is over 100 miles, in which case actual mileage will be allowed. On continuous trips when part of the trip is deadhead, they will not be pro rated, but highest rate will apply, and if overtime is made will be allowed. When Engineers are deadheaded for service on a branch run to take the place of Engineers laying off on account of sickness, pay will be allowed at established deadheading rates. When Engineers are deadheading from one point to another on their district oh the orders of the Company to protect the traffic, they shall be paid deadhead rates for this service. This not to apply when extra board is being reduced at one point and men deadheaded for duty to another. When necessary to reduce the extra board at any terminal and men can be used at another terminal, they may be sent for temporary service, and no deadhead time will be paid. When regular assigned Engineer or Extra man representing him on districts where turn-around runs exist and his turn is kept away from home terminal for several days at a time, shall in the event of his laying off for a rest, sickness, attending court, or filling temporary 275 vacanqr in other service, be allowed to deadhead to opposite terminal or intermediate points if turn is tied up or held for any service and take engine provided it has made equal to a round trip on district, and no deadhead time will be allowed. Engineers deadheading from one point to another of their own volition to take regular engines or runs by right of seniority shall not claim time for deadheading. It is understood that deadhead time will be allowed for dead- heading in all cases where the man is deadheading on the Company's orders, except when Engineers lay of? for rest or sickness ; or when extra board is being reduced at one point and Engineer is going to another point to accept service; or when Engineers are deadheading from one point to another to take regular engines or runs, by right of seniority. No time will be allowed for deadheading for witnesses attending court investigations. A minimum of 50 miles is allowed for any deadhead trip of 100 miles or less, according to the service engaged in. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS LEASED, OPERATED AND INDEPENDENT LINES Effective April 1, 1911. ARTICLE XX. — In deadheading pool men. Engineer first out shall be used. When deadheaded on freight trains will stand ahead of Engineer running engine at terminal deadheaded to; when dead- headed on passenger train will stand in turn. Engineers deadheading on Company business will be paid 4.3 cents per mile with a minimum of 100 miles, provided no other service performed on same date. No allowance will be made for running for coal or water or doubling. Time will not be allowed for deadheading to relieve men who lay oflf on their own account, but will be paid for deadheading to relieve employees who are sick or injured. No overtime will be allowed when deadheading. SOUTHERN PACIFIC COMPANY PACIFIC SYSTEM Effective December 1, 1912. ARTICLE XXVIII. — Engineers deadheading over the road in Company's service (or in case of Engineer transferred from one divis- ion of the road to another by request of the Company, or learning the road) will be paid $4.40 for each day except wherein other service is performed on same date, in which case they will be paid one-half a day for six hours or less at the $4.40 rate. 276 SPOKANE. PORTLAND & SEATTLE RAILWAY Effective May 1, 19U. RULE 13. — Engineers having regular runs or regularly assigned to pool, deadheading on Company's business, will be paid full mileage. Extra men not so assigned will be paid half mileage. Engineers changing at their own request on account of seniority will receive no deadhead time. TEMISKAMING & NORTHERN ONTARIO RAILWAY Effective January 1, 1911. Engineers deadheading on Company's orders will receive for 100 miles or less, minimum passenger rate; actual mileage and one-half minimum passenger rate for mileage in excess of 100 miles, minimum passenger rate. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. ARTICLE IX. — ^When it is necessary to deadhead an Engineer on Company business he shall be paid half-time for same in the service in which he is engaged, but in no case shall it be less than one-half day's pay, independent of any other time or mileage. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE XVIII. — When it is necessary to deadhead a Regular Engineer over the road, he shall receive full time for same according to class of service he is deadheading for, but in no case shall it be less than one-half day's pay, independent of any other time or mile- age. Extra men deadheading under orders to points where they are neaded to work will be paid half time. Extra men in service 12 months to be considered regular men. When deadheading at night on ac- count of attendance at court or other Company business, sleeping car transportation in addition to other transportation will be allowed, pro- vided receipts for same are turned in to cover. When an Engineer is deadheaded to take a run of his choice or to relieve a man on an assigned run, no deadhead time will be allowed, but deadhead time will be allowed for returning to home terminal. UNION PACIFIC RAILROAD Effective September 1, 1911. ARTICLE X. — Time for deadheading will be allowed at the rate of 100 miles for each 24 hours or less, except when other service is performed on same day, in which case, time will be allowed at rate of 10 miles per hour, but in no case will less than SO or more than 100 miles be allowed for deadheading on same day. When other service performed on same day is less than SO miles, 100 miles will be allowed to cover both deadheading and service movement. 277 Engineers will be paid for the class of service causing dead- heading. No compensation will be allowed for deadheading for promotion or on account seniority rights. It is understood that Engineers dead- heading at their own request or for their convenience or for other purposes than in the interest of the Company, are not considered as required by the Company to perform deadhead service and are not entitled to compensation therefor. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 15. — Engineers deadheading will be paid actual mileage at rate of 2.65 cents per mile. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE IX. — When required to deadhead over any district or portion thereof, other than with an engine, will be paid, when made on passenger train: Engineers 2^ cents per mile; when made on freight train will be paid full rate as per classification of engine handling train, but no overtime with minimum of one day when no other service is performed that day. Engineers and Firemen deadheaded between Oakland and San Francisco will be allowed 10 miles. Allowance will also be made for ferry and street car fare when not practicable to use this Company's tug boat to and from 25th street slip. When this Company's ferry is used street car fare only will be used. When Engineers deadhead for purpose of taking their seniority rights, such deadheading will not be paid for. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE XXIII. — Engineers deadheading under orders will be paid full minimum freight rates for going after or delivering engine, or returning to their home station after having delivered engine, or for deadheading under orders from any other cause not specified in this Article, extra men included, except in case of assignment of men to -regular engines. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. For deadheading on Company's business. Engineers will receive three (3) cents per mile. 278 DOUBLING HILLS ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. ARTICLE XXXII. — When Engineers whose compensation is on a mileage basis are compelled to double, additional mileage so made will be paid for according to class of service and engine. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE IX. — Engineers will be paid actual mileage for doubling. Engineers will be paid not less than 10 miles when ordered to double, or at regular doubling points. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. Alberta Division, British Columbia Division, Manitoba Division, Saskatchewan Division. ARTICLE V. — Actual mileage will be paid for doubling if in excess of five miles. Engineers will be paid not less than 10 miles for each double or at regular doubling points. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 36. — When Engineers are compelled to double a hill, actual mileage caused by doubling will be allowed in addition to regular mileage. When it is necessary to cut an engine off train to push or assist a train over a hill it shall be considered hill-double, and be paid accord- ingly. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 30. — An Engineer of a train doubling a hill will be paid one hour's time at hourly rates for each double, providing the doubling is not attributable to any fault of the Engineer. One hour at hourly rates will be paid where trains are ordered to back up to get a start for a hill. ARTICLE XXXI. — When an engine is uncoupled from its train and pushes another train over a hill, the Engineer will be paid for a double ; the Engineer on train pushed will not be paid for a double. RULE 32. — In computing overtime, one hour must be deducted for each double allowed to prevent duplicate payment. 279 CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. ARTICLE IV. — When Road Engineers are compelled to double hills or cut off to push a preceding train a distance of one mile or more at the request of Conductor of such train, a minimum allowance of 10 miles will apply; actual mileage if in excess of 10. No allowance will be made when total mileage of trip is 100 or less. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE I. SECTION 5.— Engineers will be allowed actual mileage made, with a minimum of 10 miles for each case where nec- essary to double hills, and for running for coal or water. In computing overtime, one hour must be deducted for each double allowed to prevent duplicate payments. (The object of this Section is to cover any and all cases where power is incapable of handling trains, whether due to excessive ton- nage, condition of power, rail, snow, etc.) CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES Effective December 24, 1910. ARTICLE XI. — Engineers will be allowed 10 miles for each double where the mileage is less than 10 miles; over 10 miles actual miles will be allowed. When necessary to cut off to help trains over hills, it will be considered a double; all extra mileage running for water or fuel will be allowed and added to road mileage. No allow- ance will be made where mileage in the aggregate is less than 100 miles. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE IV. — On runs of 100 miles or over, actual mileage made in doubling hills will be allowed. On runs of less than 100 miles, the mileage will be allowed if the mileage made in doubling, added to the mileage of the run, exceeds 100 miles. CHICAGO & NORTH WESTERN RAILWAY Effective December 24, 1910. ARTICLE VIII. — ^When Engineers are required to double hills, such Engineers will be allowed the actual mileage made, provided they are not in receipt of compensation under another rule. 280 CHICAGO, PEORIA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. Crews doubling a hill will be allowed actual mileage at specified points, viz., Dow, Andrew, Tice, Petersburg and Oakford. Such time not to be counted twice in computing overtime. Crews cutting off and helping trains over a hill will be allowed actual mileage, minimum 10 miles, such time not to be counted twice in computing overtime. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY Effective February 1, 1911. ARTICLE X. — On runs of 100 miles or over, actual time con- sumed in doubling hills will be allowed at 10 miles per hour. On runs of less than 100 miles, the time made in doubling at 10 miles per hour will be added to the mileage of the run and all exceed- ing lOO miles will be allowed. The time consumed in doubling will be considered from the time the pin is pulled until the train is coupled up at the end of the double. CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILROAD Effective December 24, 1910. ARTICLE VIII. — When required to double hills Engineers shall be allowed actual mileage, except where hours worked exceed number of miles run divided by 10. COLORADO MIDLAND RAILWAY Effective November 1, 1911. ARTICLE XXIV. — B. Engineers will be paid actual mileage or overtime (whichever is greater) for doubling hills, running for water, etc., in addition to other time or mileage; but such time not to be counted double in computing overtime for trip. COLORADO & SOUTHERN RAILWAY ' Effective February 1, 1911. ARTICLE XV. — Engineers will be paid actual mileage for doubling hills in addition to other time or mileage, but such time is not to be counted twice in computing overtime for trips. DENVER & RIO GRANDE SYSTEM Effective March 22, 1911. When engines have to double on account of heavy trains, or other causes not attributable to neglect on part of the Engineer, he will be allowed such mileage made on the basis of 10 miles per hour. DENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. ARiTICLE XIII. — ^Doubling hills, running for coal or water, actual tfine will be allowed at the rate of 10 nliles per hour. 281 DENVER & SALT LAKE RAILROAD Effective August 16, 1912. ARTICLE XV. — When it becomes necessary to double for any cause, or to run for coal or water, mileage and overtime will be allowed. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. ARTICLE VI. — Engineers will be paid not less than five miles for doubling each and every hill, or more if the time or mileage ex- ceeds 30 minutes or five miles. If by reason of such doubling overtime is made, such doubling will not be paid. SECTION 3. — Doubling hills means doubles actually made after train has stalled on grade on account of heavy train, subject to modifica- tions in special cases. Doubling on account of going for water will not be paid for except in special cases when in the opinion of the Superintendent of Motive Power and the Superintendent such payment is justified. DULUTH, MISSABE & NORTHERN RAILWAY Effective January 1, 1911. ARTICLE XIV. Section 1.— When an ore or freight train doubles a hill, engineers and Firemen will be allowed 10 miles or more, if the time delayed or miles run exceed 10 miles. This rule shall apply to assisting other trains over hills. Creiys doing the work shall receive the pay. DULUTH & NORTHERN MINNESOTA RAILWAY Effective October 1, 1911. ARTICLE III. — Engineers shall be paid not less than five miles for doubling each and every hill, and actual time or mileage if the time or mileage exceeds 30 minutes or five miles. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY and MINERAL RANGE RAILROAD Effective May 16, 1910. ARTICLE VIII.— Actual mileage will be allowed for doubling hills. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. ARTICLE XIII.— When Engineers are compelled to double hills, they will be allowed 10 miles for each double. If road overtime is made on same trip, one hour will be deducted for each double. ARTICLE V. — ^When necessary for passenger or freight Engi- neers to cut off and help other trains over hill or into station they will be allowed one hour overtime. If road overtime is made on the same trip one hour will be deducted for each push. 282 FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE XXXIII. — Engineers will be allowed actual miles for cloubling^ hills and running for coal and water, except when excess tonnage is handled, when 10 miles will be allowed for doubling hills. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD & STEAM- SHIP COMPANY IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. ARTICLE XIX. — When Engineers are required to double grades, 10 miles will be allowed. In case the mileage exceeds 10 miles actual mileage will be allowed. On runs over 100 miles time used in doubling not to be included in computing overtime. GRAND TRUNK PACIFIC RAILWAY Effective July 15, 1912. ARTICLE XXX. — When an Engineer whose compensation is on mileage basis is obliged to double grades, such mileage will be paid for at rate specified for district. The time so made will be deducted from any detention earned. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 11. — When Engineers are required to double hills between terminals they will receive actual mileage, but not less than eight miles for each double in addition to pay for trip. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE X. — If at any time engines are unable to handle their rating and have to double, Engineers will be allowed 10 miles for each double, unless miles doubled exceed 10 miles, when actual mileage will be allowed and they will be allowed to reduce train at the next maxi- mum grade by setting out empties or low grade freight. HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. Section F. — ^Engineers will be paid for doubling hills and running for water, 10 miles to be paid for each double ; when the mileage made exceeds 10 miles, actual mileage will be paidi This will not apply to doubling within a radius of one mile from station. Time used not to be counted twice. 283 ^ HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. Section B. — Engineers in through andlocal freight service will be paid for doubling hills, and running for water, 10 miles to be paid for each double. When the mileage made exceeds 10 miles, actual mileage will be paid. This will not be applied to doubling hills within a radius of one mile from stations. Time not to be counted twice. ILLINOIS CENTRAL RAILROAD -- ■ Effective March 1, 1913. ARTICLE XV. — Engineers will be allowed 10 miles for doubling hills where the mileage is 10 miles or less ; if over 10 miles, actual mile- age will be allowed. This in addition to their regular trip compensa- tion. When necessary to cut off to help other trains, it will be con- sidered a double. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XI. Section A. — Engineers of trains doubling hills will be allowed five miles for each double unless mileage is more than five miles, when 10 miles will be allowed, unless actual mileage made doubling exceeds 10 miles, when actual mileage will be allowed. Section B. — On rUns of less than 100 miles for which 100 miles is paid, no allowance for doubling will be made unless mileage made doubling added to total mileage exceeds 100 miles, then actual mileage will be allowed. Section C. — In computing overtime, mileage made doubling must be added to other mileage made on trip to prevent duplicate payment. KANSAS CITY, MEXICO & ORIENT RAILWAY KANSAS CITY, MEXICO & ORIENT RAILWAY COMPANY OF TEXAS Effective July 1, 1912. ARTICLE X.— (a) Engineers doubling hills will be allowed 10 miles for each double, unless the mileage made is more than 10 miles, in which case actual mileage will be allowed. When necessary to cut off to help other trains over grades, or when running for water or fuel, it will be considered a double. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE ly. Section 3.— Engineers doubling hills shall be allowed 10 miles for each double, unless the mileage made is more than 10 miles, in which case actual mileage will be allowed. When necessary to cut off to help other trains over grade, it shall be con- sidered a double. Section 4. — No allowance will be made for doubling when the total mileage made is less than .100 miles, or less than 10 hours' service, for which 100 miles is paid. 284 LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. SECTION 26. — When a train is made up with more than the prescribed rating of the engine, or with the intention of doubling. Engineers will be allowed compensation at overtime rates in class of service engaged in, for actual time lost in doubling. This is arbitrary. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. ARTICLE X. — When it becomes necessary to double any grade, Engineer will be allowed the extra mileage, such mileage to be added to the trip. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE XVI. — When engine crews are required to double on grade or run for fuel or water, they will be allowed a minimum of 10 miles for each double. In case the mileage exceeds 10, actual miles will be allowed. When necessary to detach engines to assist another train over hill it will be considered a double and paid for on the above basis, provided, however, that on trips where the division mileage and miles allowed for doubling or running for fuel or water does not exceed 100 miles, no additional mileage will be allowed. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE X. — On runs of 100 miles or more, miles made in doubling hills or running for coal or water will be allowed with a minimum of 10 miles for each run or double. On runs of less than 100 miles, this mileage will be added to the miles of the trip and paid for if the same exceeds 100 miles. If it becomes necessary to push another train over a hill the crew doing the pushing will be allowed a double which will be computed in the time as doubling. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective April 1, 1910. ARTICLE XV. — Engineers will be paid 10 miles for doubling any hill, except where mileage exceeds 10 miles, when actual miles will be allowed, provided no overtime is claimed on such trip. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. RULE 5. — ^Actual mileage will be allowed for doubling hills. 285 MISSOURI, KANSAS & TEXAS RAILWAY MISSOURI, KANSAS & TEXAS RAILWAY COMPANY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD COMPANY WICHITA FALLS LINES Effective February IS, 1913. ARTICLE XX.— A minimum of 10 miles will be allowed for doubling hills- (except when the double is caused by stopping to head in siding) in addition to all other time and mileage made on the trip. When necessary to run for coal or water actual mileage will be allowed. When necessary to cut off engine for purpose of helping another train over the hill, it shall be considered a double. The mileage allowed under this Article will be added to other mileage made on the trip in computing road overtime. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE X. — A minimum of 10 miles will be allowed for doubling hills (except when the double is caused by stopping to head in siding) in addition to all other time and mileage made on the trip. When necessary to run for coal or water actual mileage will be allowed. When necessary to cut off engine for purpose of helping another train over the hill, it shall be considered a double. The mileage allowed under this Article will be added to other mileage made on the trip in computing road overtime. MISSOURI PACIFIC RAILWAY \ SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY 4 Effective February 1, 1911. ARTICLE XIII.— Engineers doubling hills will be allowed 10 miles for each double, where the mileage is less than 10 miles, and actual mileage where the mileage is 10 miles or over. When necessary to cut off to help other trains over hills, or through no fault of their own to run for coal or water, it shall be considered a double. This time to be computed as arbitrary time. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. AR'riCLE V. — Engineers doubling hills, running for fuel or water, or required to leave their own train to assist others, will be allowed the actual mileage made in each case, except where mileage of trip made is less than 100 miles, and for which 100 miles is paid. 286 NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 10. — Actual mileage will be allowed for doubling hills with a minimum of 10 miles for each double. When trains double by order or intent of the Company, the allowance will be made in addition to all other allowances for the trip ; if doubling is not by order or intent of the Company, this allowance will be computed with other allowances for trip and deducted from time on duty before overtime is allowed. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. ARTICLE IX. — When Engineers are required to double hills or run for fuel or water, actual mileage will be allowed, providing mileage in the aggregate exceeds 100. Time consumed in doubling, or on trips for fuel or water, will not be counted in computing overtime. OREGON SHORT LINE RAILROAD Effective February 1, 1913. ARTICLE VI. — For doubling hills Engineers will be allowed 10 miles for each double, unless the mileage is more than 10, in which case actual mileage will be allowed. Where more than five miles is made running for coal or water, the actual mileage will be allowed. If overtime is made under the above conditions, it will be deducted from time allowed for doubling. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE IV. — ^Engines will be given a tonnage rating based on what they are capable of handling over the district under the usual and ordinary conditions. Engineers will be allowed five miles for each double on hills unless the actual mileage is more than five miles, in which case actual mileage will be allowed, except on Crest Hill, where 10 miles will be allowed. If any overtime is gained by such double, the amount paid for doubling will be deducted from the amount paid for overtime. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE XV.— 1. (a) A minimum of 10 miles will be allowed Engineers when required to double on grades ; if over 10 miles, actual mileage will be allowed. This will not apply when train doubles ac- count of pulling into siding. This mileage will be paid in addition to any other mileage made on the trip and regardless of whether the run is more or less than 100 miles. (b) The above will apply going Kenedy to Alpha and return. (c) Engineers will be allowed actual mileage running for fuel, water or supplies. 287 ARTICLE XVIIL— (a) When an Engineer cuts his engine ofiE and helps a train, either over a hill or into a station, he will receive the same rate as an Engineer of the train he assisted would have been paid for for doubling. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. ARTICLE VI. — ^Ten miles will be allowed for each double, unless mileage is more than 10 miles, in which case actual mileage will be allowed. If overtime is made by such double, it will be deducted from the amount allowed for doubling. SAINT LOUIS & SAN FRANCISCO RAILROAD FRISCO LINES Effective December 24, 1910. ARTICLE VIII.— When Engineers are compelled to double hills or to cut off to push preceding trains, they will be allowed 10 miles for such work, and actual mileage for all over 10 miles. No allowance where total mileage of trip made is 100 miles or less and 100 miles are paid for. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE VII.— When Engineers are compelled to double hills or to cut off to push preceding trains, they will be allowed 10 miles for such work, and actual mileage for over 10 miles. No allowance where total mileage of trip made is 100 miles or less and 100 miles are paid for. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS LEASED, OPERATED AND INDEPENDENT LINES Effective April 1, 1911. ARTICLE XXI. — ^Actual mileage, with a minimum of 10 miles, will be allowed for each double, or when necessary to detach engine and help another train over a hill. Actual mileage will be allowed for running for coal or water. In computing road overtime, mileage allowed for doubling, helping other trains or running for coal or water, will be added to road mileage. No allowance will be made for doubling, helping other trains over hills, or running for coal or water, when total mileage made is less than 100 miles, for which 100 miles is paid. 288 SOUTHERN PACIFIC COMPANY PACIFIC SYSTEM Effective December 1, 1912. ARTICLE XIX. — When Engineers are required to double on grades or run for fuel or water, 10 miles will be allowed for each double. When actual mileage exceeds 10, actual miles will be allowed, such mileage to be added to other mileage made on trip, where mileage in the aggregate exceeds 100; time consumed doubling will not be counted in computing overtime. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. ARTICLE XIII. — (a) Engineers will be allowed five miles for each double unless mileage is more than five miles, when 10 miles will be allowed; unless actual mileage made doubling exceeds 10 miles, when actual mileage will be allowed. Actual mileage will be allowed for running for water or fuel or cutting oflF to assist another train over hill. (b) On runs of less than 100 miles for which 100 miles is paid no allowance for above will be made unless the mileage made doubling added to total mileage exceeds 100 miles, in which case actual mileage will be allowed. (c) In computing overtime, mileage made as above must be added to other mileage made on trip to prevent duplicate payment. • TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE V. — Engineers of trains doubling hills will be allowed five miles for each double, unless mileage is more than five miles, when 10 miles will be allowed; unless the actual mileage made doubling exceeds 10 miles, when actual mileage will be allowed. On runs of less than 100 miles for which 100 miles is paid, no allowance for doubling will be made, unless mileage made doubling added to total mileage exceeds 100 miles, then actual mileage will be allowed. In computing overtime, mileage made doubling must be added to other mileage made on trip to prevent duplicate payment. UNION PACIFIC RAILROAD Effective September 1, 1911. ARTICLE XVIII. — ^Engineers will be allowed actual miles run in making each double ; the minimum allowance to be five miles. The mileage allowed for doubling must be added to other mileage allow- ances before computing overtime. Engineers doubling with trains made up with that intention will be allowed actual miles run in making the double, the minimum allow- ance to be 10 miles in addition to other allowances and regardless of overtime. 289 When necessary to cut off to help other trains over hills, or through no fault of their own to run for coal or water, it will be con- sidered a double. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 19. — ^Engineers when obliged to double hill will be allowed 10 miles additional for such double. When necessary to cut off an engine to assist another train over a hill, it shall be considered a hill- double for the engine assisting. Mileage for doubling hills will be added to the mileage of the trip in computing overtime. In case of constructive mileage allowed, mileage allowed for doubling hill will be added to the constructive mileage allowance. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE X. — Engineers will be allowed 10 miles for each double when the mileage is less than 10 miles ; over 10 miles, actual miles will be allowed. When an engine is uncoupled from the train and pushes another train over a hill, the engine crew will be paid for a double. All extra mileage running for water or fuel will be allowed and added to road mileage. On runs of less than 100 miles, except where trip covers entire distance of district, for which 100 miles is paid, mileage for doubling will not be allowed until after total miles made exceed 100. If overtime is made on trip, all or part of such overtime will be deducted if occasioned by doubling. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE XXVI. — Engineers will be allowed actual mileage for doubling hills and running for coal and water, except when excess tonnage is handled, when 10 miles will be allowed for doubling hills. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. ARTICLE XV. — Engineers will be allowed 10 miles for doubling hills where the mileage is 10 miles or less; if over 10 miles, actual mileage will be allowed. This in addition to their regular trip com- pensation. When necessary to cut off to help other trains over a hill it will be considered a double. 290 HELD FQR SERVICE ATCHISON, TOPEKA & SANTA FE RAILWAY COMPANY COAST LINES Effective December 24, 1910. - ARTICLE XXIII. — Engineers sent to outlying points for service and held to exceed 24 hours shall be allowed one day's pay in the class of service engaged in for each 24 hours so held; the first 10 hours of each 24, or portion thereof, to be the time for which payment is to be made, except that no pay shall be allowed for the first 24 hours held. The above shall not be construed as abrogating pay allowances under Article XXXIV. ARTICLE XXVIII. — Engineers taking engines to or from shops or held at any point or district terminal to receive or deliver an eijgine shallbe paid for each calendar day so held at the rate of $4.25 per day; provided, however, no other service is performed on that day. THE ATCHISON, TOPEKA & SANTA FE RAILWAY COMPANY THE SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS THE PECOS & NORTHERN TEXAS RAILWAY COMPANY , THE PECOS RIVER RAILROAD COMPANY Effective December 1, 1912. Engineers sent to Englewood for service, or delivering an engine to any point, or sent to any point to receive an engine, and held to exceed 24 hours, shall be allowed one day's pay in the class of service engaged for each 24 hours so held, the first 10 hours of each 24 or portion thereof to be tlie time for which payment is made, except that no pay shall be allowed for the first 24 hours so held. CANADIAN PACIFIC RAILWAY COMPANY— WESTERN LINES Effective September 16, 1911. While held for special service if time lost (ten hours will be allowed per day of 24 hours) 44c per hour. ARTICLE XIII. — Engineers held away from home stations for engines will be paid 10 mile.s per hour at minimum passenger' Engi- neers' rate for the last 10 hours or portion thereof, in every 24 hours so held. Less any mileage or time otherwise paid for during the said 24 hours. This to apply in all cases except waiting traffic. CHICAGO & ALTON RAILROAD COMPANY Effective July 1, 1911. ARTICLE XLII. — Engineers held for special service will be al- lowed 100 miles pay for a day of 24 hours or less at established rate for class of service so held. 291 CHICAGO, ROCK ISLAND & PACIFIC RAILWAY COMPANY CHICAGO, ROCK ISLAND & GULF RAILWAY COMPANY Effective February 1, 1911. ARTICLE XXV. — Engineers performing irregular service, not assigned or in pool service, when held by the Company's orders, the Company shall have 24 hours in which to provide service for the En- gineer. At the expiration of the 24 hours the Engineer so held will be entitled to 100 miles, and 100 miles for each succeeding 24 hours so held, at the rate of $4.40 per 100 miles. COLORADO MIDLAND RAILWAY Effective November 1, 1911. ARTICLE XXIII. — Engineers taking engines to shops or deliver- ing engines to terminals can be held twenty- four (24) hours, after which they will receive one-half day's pay for each 12 hours so held. If Engineer is not called he will be deadheaded home on first passenger train and receive pay. COLORADO & SOUTHERN RAILWAY COMPANY Effective February 1, 1911. ARTICLE LII. — Engineers sent over the road with a locomotive transferred to another district, or going to shop for repairs, or out of shop after repairs, should said Engineers be held to exceed 48 hours after the delivery of locomotive, they will be allowed 100 miles for each 24 hours so held. DULUTH & NORTHERN MINNESOTA RAILWAY COMPANY Effective October 1, 1911. ARTICLE VII. — Engineers held oflf duty while away from home , shall be paid at schedule rate 50 miles per day for each day not work- ing, it being understood that whenever the engine to which they are assigned does not work and there is no regular watchman employed at that point they shall take care of their engine without the help of a watchman during the day time and without any other compensation. Engineers required to watch engine during the night time shall receive pay as for running. EL PASO & SOUTHWESTERN SYSTEM Effective March 1, 1906. ARTICLE XII. — Engineers held for special service will be paid full time for all time so held at any point, provided that at his home terminal the time of an Engineer so held will be computed from the time he should have been sent out in his regular turn. Full time will be understood to mean 100 miles, class rates, in serv- ice for which held, for each calendar day so held. 292 FORT WORTH & DENVER CITY RAILWAY COMPANY Effective December 24, 1910. ARTICLE XIV. — Engineers in work train service when away from terminal points will be paid 100 miles for each day held for service. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 17. — ^When Engineers are held from their runs or service, their pay until their return to their runs or service shall not be less than it would have been had such interruption to their regular work not occurred. GULF, COLORADO & SANTA FE RAILWAY COMPANY Effective December 1, 1911. ARTICLE VIII. (C). — If Engineers taking engines to or from shop are held at any point or district terminal to receive or deliver any engines, they shall be paid for each calendar day so held at rate of $5.05 per day. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913 ARTICLE I.— (H) Held at district terminals for transfer of engines beyond 15 hours, 45 cents per hour. (I). — Held at points other than home terminals by the company, for causes other than waiting for their turn out, per hour for time beyond 20 hours, 45 cents per hour. (Except as provided for in Section H.) INTERNATIONAL & GREAT NORTHERN RAILROAD COMPANY Effective April 1, 1911. ARTICLE XXII. — When an Engineer is held subject to orders he shall be paid for all time lost according to his class of service. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. ARTICLE XV. — (a) When Engineers are held under orders they will be paid for time lost. KANSAS CITY SOUTHERN RAILWAY COMPANY Effective September 1, 1911. ARTICLE VII. Section 8. — Engineers held for any particular service will be paid 100 miles for each 24 hours so held. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. ARTICLE XIII. — Engineers held at any point for a special service will receive a day's pay for each day so held at rate of service held for. 293 MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. RULE 7. — When Enginemen assigned to regular runs are held from such runs for special trains or service, the time so held will be added to the time actually engaged in service on that day, and all time in service on that day in excess of ten (10) hours, whether running or waiting, will be paid for as overtime. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective April 1, 1910. ARTICLE XVI. — When Engineers are assigned to regular runs or engines and are held from such runs or engines for special trains or service they shall be paid for the time lost on their run or engine. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE IX. — Engineers held off their runs for special service will be paid according to class of service performed, it being agreed that in no case shall he receive less than the amount he would have received oil his regular run. THE MISSOURI PACIFIC RAILWAY COMPANY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAIL- WAY COMPANY Effective February 1, 1911. ARTICLE XXXII.— After through freight Engineers have been held on duty awaiting departure 10 hours or more, they will be relieved and the next man sent out, and relieved man will take his turn out. • NEW ORLEANS, TEXAS & MEXICO RAILROAD COMPANY BEAUMONT, SOUR LAKE & WESTERN RAILWAY COMPANY THE ORANGE & NORTHWESTERN RAILROAD COMPANY Effective February 1, 1913. ARTICLE V. Section 9.— Extra Engineers will not be held for special service or runs. Regularly assigned Engineers who may be held for special service or runs will be paid the same as they would have made had they remained on their runs, except compensation for special service is greater, in which case the highest rate of pay will be allowed. Section 10. — Engineers sent to any point, either to deliver or receive an engine or held for prospective service at other point than home extra board, and who lose time through no fault of their own, or held at any point where extra Engineers are not usually kept, shall be paid for such time thus held 100 miles, at through freight rates, for 294 each 24 hours thus held, or fractional part thereof until used. If regu- larly assigned, they shall be paid the same as they would have made had they remained on their runs. Under no circumstances shall Engi- neers thus held be used on regular runs assigned to other Engineers, except regularly assigned Engineers lay off. After being thus used, and if again held, time shall begin and be paid for until again used. NORTHERN PACIFIC RAILWAY COMPANY Effective January 1, 1913. RULE 89. — When Engineers are held for special service from their regular service (regular run, chain gang or extra list) the time so held, to be a maximum of ten hours in any twenty-four hour period, will be added to the time or mileage made on the trip. If held and not used they will be allowed ten hours for each twenty-four hour period so held at rate applying to engine and service in which last used. Engineers so held will be paid not less than they would have earned in their regular service. Examples — Held ten hours and then run 80 miles in three hours, allowance 200 miles. Held 22 hours and then run 100 miles in four hours, allowance 200 miles. Held 26 hours and then run 80 miles in three hours, allowance 220 miles. Assigned to a run of 150 miles with a third day layover, held the first and second day and then run 250 miles on layover day, allow- ance 450 miles. RULE 92. — Engineers held away from home terminals for engines coming from or going to shops or engines in transit from one division or district to another, will be paid one day for every 24 hours held, time to be computed after 12 hours. Example : "An Engineer is held 18 hours. Allowance six hours, 60 miles. This in addition to service performed at expiration of the six hours. Same principle applies to all time held after first 12 hours, except that a maximum of ten hours will be paid for every 24 hours held. NORTHWESTERN PACIFIC RAILROAD COMPANY Effective January 1, 1911. ARTICLE XIII. Section 1. — Engineers held at any point for service will be paid one day's pay at rate of service for which held, iox, each calendar day on which no service is performed. When held at home terminal, time will be computed from time regular man should have been sent out on his run. Extra Engineers thus held will be paid $4.00 per day. OREGON SHORT LINE RAILROAD COMPANY Effective February 1, 1913. ARTICLE II. — Engineers held for service, or held after delivery of engine to shop, or to point ordered, will be allowed 100 miles for each 24 hours so held. 295 SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1913. ARTICLE II. — When Enginemen or Firemen are held at district terminals for special service, they will be allowed one hundred miles per callendar or fraction thereof, after the first twenty-four hours so held. SPOKANE, PORTLAND & SEATTLE RAILWAY COMPANY Effective May 1, 1911. RULE 11. — ^When Engineers are held from their turn or train for special service on a run, they will be paid not less than they would have received had they remained on their regular run, and, if held at a point to await the return of such train, they will be paid at the same rate while so held. SAINT LOUIS & SAN FRANCISCO RAILROAD COMPANY FRISCO LINES Effective December 24, 1910. ARTICLE V. Section 3. — If Engineers taking engines to or from shops are held at any point or district terminal to receive or deliver an engine, they shall be paid for each calendar day so held at rate of $4.40 per day, provided no other compensation be earned on same day. ARTICLE VII. Section 1. — Specials and pay cars are to be paid on a basis of twenty miles per hour running time. Engineers held for special service at any point (if regularly assigned men) shall be paid for time lost before being used, provided that the compensation re- ceived is less than on regular run. Other Engineers will be paid one day at passenger rates for each twenty-four hours or fraction thereof, provided they would have made other mileage if not so held. It is understood that an Engineer, except on home extra board, will not be held for prospective service more than 24 hours, and if not used in service within five hours after expiration of such period of 24 hours shall receive a minimum passenger day in addition to deadhead time to home terminal. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY COMPANY FORT WORTH & RIO GRANDE RAILWAY COMPANY Effective December 24, 1910. ARTICLE IV. Section 3. — If Engineers taking engines to or from shops are held at any point or district terminal to receive or deliver an engine, they shall be paid for each calendar day so held at rate of $4.40 per. day, provided no other compensation be earned on same day. ARTICLE VI. Section 1. — Specials and pay cars are to be paid on a basis of 20 miles per hour running time. Engineers held for spe- cial service at any point (if regularly assigned men) shall be paid for 296 time lost before being used, provided that the compensation received IS less than on regular run. Other Engineers will be paid one day as passenger rate for each 24 hours or fraction thereof, provided they would have made other mileage if not so held. It is understood that an Engineer, except on home extra board, will not be held for prospective service more than 24 hours, and if not used in service within five hours after expiration of such period of 24 hours shall receive a minimum passenger day in addition to deadhead time to home terminal. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE XIX. 1. (a) When an Engineer is taken off his regu- lar assigned run for other service, he will be paid for all time or mileage actually lost by such change. (b) Passenger Engineers will not be used in freight service except in case of emergency. SOUTHERN PACIFIC COMPANY— PACIFIC SYSTEM Effective December 1, 1912. ARTICLE XXVI. — Engineers held at any point for special serv- ice will be paid one day's pay at the minimum rate of the division an4 for service so held for each calendar day on which no service is begun. When held at home terminals, the time to be computed from the time he should have been sent out in his regular turn. Engineers on assigned runs so held shall receive not less than if not held off his run. THE TEXAS & PACIFIC RAILWAY COMPANY Effective March 1, 1913. ARTICLE II. — ^When an Engineer is held subject to orders he shall be paid for all time lost. THE TRINITY & BRAZOS VALLEY RAILWAY COMPANY Effective December 24, 1910. ARTICLE XV. — Engineers not assigned or in pool service when held away from home terminal the Company shall have 24 hours in which to provide service for the Engineer. At the expiration of 24 hours the Engineer so held will be entitled to 100 miles, and 100 miles for each succeeding 24 hours so held, according to class of engine and service. UNION PACIFIC RAILROAD COMPANY Effective September 1, 1911. ARTICLE XX. Section 2.— When held to exceed 24 hours at intermediate district terminals, or after delivery of engine at destina- tion, Engineers will be allowed 100 miles for each 24 hours. Under this section, engine takes rate of class of service (freight 297 or passenger) in which it belongs. Going to shops, class from which taken governs; coming from shops or transferred, the class to which engine is to be assigned governs. This applies to engines running light only. Unassigned engines going to and from shops over a number of dis- tricts stand first out at terminals. WESTERN PACIFIC RAILWAY COMPANY Effective May 1, 1911. ARTICLE XX. — Engineers or Firemen held waiting for engines at any point shall be paid 100 miles for every calendar day so held. Engineers or Firemen held for special service at any point will be al- lowed one day's pay for such calendar day so held. This not to conflict with Rule 15. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912 ARTICLE I (G). — Held at district terminals for transfer of en- gines per hour beyond 15, 45 cents. (H). Held at points other than home terminals by the Company for causes other than waiting for their turn out, per hour for time beyond 20 hours, 45 cents. 298 HOSTLERS ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. ARTICLE XIV. — Hostlers shall be provided at Albuquerque, Belen, Gallup, Winslow, Seligman, Needles, Barstow, Mojave, Bakers- field, Fresno, Stockton, Richmond, San Bernardino, Los Angeles and National City, whose duty it shall be to take charge of engines when placed upon designated tracks, after arrival, excepting that at National City the foreman will, in the discretion of the Company, continue to perform Hostler duty. The position of Hostler shall be filled from the ranks of Engineers or Firemen at the discretion of the Company, and the compensation shall be $3.25 per day; 12 hours to constitute a day's work'; one hour at convenient season to be allowed for eating between the hours of 11 and 2. If the hour for eating is not given. Hostler shall be paid- 25 cents in addition to regular pay. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912, ARTICLE XVIII. — Hostlers shall be provided at division term- inals and such other points as may be agreed upon, whose duty it shall be to take engines upon arrival at the designated point in the yard. Engineers shall not be required to put away engines, clean fire, nor blow out front ends, at such stations. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. Hostlers will be paid per day of 12 hours or less $3.15. ARTICLE XXV. — Engineers being incapacitated so they could not perform road or yard service will be given work as Hostlers, when practicable. Hostlers will be allowed one hour for meals, between the hours of 11 :30 and 13 :30 and between 23 :30 and 1 :30. Vacancies will be bulletined. Where more than one Hostler is employed, they • will work alternate weeks day and night. Permanent Hostlers now employed will retain their position. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. Hostlers (regularly assigned) per day of 12 hours or less $3.35. ARTICLE XXVI.— Hostlers will do roundhouse and shop switching. Engineers desiring position of Hostler will receive prefer- ence. Hostlers will be given reasonable time for meals. ARTICLE XXXVI. — ^When two or more hostlers are employed at a station they will work alternately weeks, day and night. 299 COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XX. — Hostlers shall be furnished to take all locomo- tives in passenger service to and from roundhouses and passenger depot terminals, as at present provided. DENVER & SALT LAKE RAILWAY Effective August 16, 1912. ARTICLE XVI. — Engineers called to perform hostler duties shall receive $5.00 for ten hours or less. Overtime pro rata. DULUTH, MISSABE & NORTHERN RAILWAY Effective January 1, 1911. Hostlers per month $107.50 Asst. hostlers per month 96.75 ARTICLE XIX. SECTION 1.— Positions for Hostlers and Assistant Hostlers capable of handling engines will be filled by oldest competent Firemen making application for same, and will be bulletined April 1 of each year, and said Hostlers and Assistant Hostlers will stand in line for promotion according to their seniority and ability. Hostlers shall not be required to do switching except such as relates to locomotive and car departments. . Hostlers and Assistant Hostlers will be relieved from duty every other Sunday with full pay, and when it is necessary to fill their place, first man on extra list will be called and paid at Hostlers' schedule rate. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY and MINERAL RANGE RAILROAD Effective December 24, 1910. ARTICLE XII. — Hostler will be provided at all terminals where) necessary, whose duty it will be to take engines on arrival at round- house. When Engineers are required to hostle engines they will be paid one extra hour on the basis they are working on. Hostlers will be taken from the rank of Engineers when prac- ticable and shall be paid at the rate of $2.75 for 12 hours day or night work. They will not be required to knock out fires. Where Hostlers are employed outside of Marquette and Calumet the Company shall place such men as they see fit. EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1910. ARTICLE XXXVI.— Hostlers will be provided to take to and from all passenger trains, all passenger engines, at El Paso. Hostlers will be required to take Engineers' written report of work required on engine, and to register Passenger Engineer on roundhouse register at El Paso. 300 FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. ARTICLE XX. — Hostlers will not be allowed to do switching, such as is performed by Switch Engineers and other irregular or local Freight Engineers. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE XXV. — Hostlers will be provided to take charge of passenger engines between terminals and roundhouses. At Amarillo, Hostlers will deliver all engines at passenger sta- tion. Engineers on arrival will take engines to roundhouse and Host- ler will take the engine crew back to passenger station immediately on arrival. This article is inserted and allowed on account of the distance of roundhouse from the town at Amarillo, and is not to be construed as pertaining to other division points or compared to con- ditions existing at other points. Hostler will register work for Engi- neer in work book. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 40. — At main line terminals, where Hostlers are employed, their duty will be to see that fires are cleaned and coal, water and sand put on all engines. At ends of runs where this work is done by Engineers they will be paid for actual time consumed in doing the work at schedule rate, provided that in no case will less than five miles be allowed for this service. Engineers will receive their engines from Hostler on the roundhouse lead or other place designated by the Di- vision Master Mechanic or Superintendent, and at the expiration of runs will deliver them on the roundhouse lead or other designated track. When it necessary at points at which Hostlers are employed for Engineer to take coal and water at end of run on account of coal chutes and water tanks being located on main line, they will do so, and will be paid for the service as above. This rule will apply at end of runs where Engineers are changed and engines run through. (b) At points where hostlers are not employed the hostling will be performed by Engineers. GRAND TRUNK PACIFIC— LINES WEST OF FORT WILLIAM Effective July 15, 1912. ARTICLE III. — Shop time, including time acting as hostlers, will be computed at the rate of $3.15 per day of ten hours, five hours or less will be paid half day, over five hours and less than ten, one day. 301 GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE XXIV. — Engineers will receive for Switching and Hostler work compensation per day as follows: Honey Grove, three hours ; Pauls Valley, two hours ; Weatherford, two hours ; East Dallas and Dallas, one hour; Davis, two hours; Shawnee, one hour; Mata- gorda, one hour; Alvin (for freight and mixed runs between Alvin and Houston), one hour; Sealy, one hour; Center, one hour; Cleve- land, one hour; Oakdale, one hour; Beaumont, one hour; McGregor, one hour ; Sterling City, one hour. This applies to regularly assigned trains which have terminals at these points where no Hostlers are employed, it being understood that this additional time shall be added to the 10 hours per day before overtime on the run shall accrue, except Dallas and East Dallas. Time consumed in taking engine to desig- nated track not to be paid for at these points when Engineer is paid for hostlering. ARTICLE XXVII. — (a) The company shall furnish hostlers to take passenger engines to and from trains at Galveston and Cleburne ; and at Temple when it can be done without additional hostler service, when hostlers are not furnished at latter point, Engineers will be allowed one hour for that service. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XXX.— All engines will be handled by hostlers at the following points: Longview Jet., Palestine, Taylor, San Antonio, Laredo, Fort Worth, Mart, Bryan and Houston. Engineers will not be expected to take engines to and from trains at these points. THE KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. ARTICLE XVIII. — Engines will be handled at terminal points by hostlers, and Engineers will not be expected to take engines to and from trains except at such points as may be decided upon by the Super- intendent, Master Mechanic and Engineers affected at that point. MISSOURI, KANSAS & TEXAS RAILWAY MISSOURI, KANSAS & TEXAS RAILWAY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD COMPANY WICHITA FALLS LINES Effective February 15, 1913. ARTICLE XLVIII.— All engines will be handled at terminal points by Hostlers, and Engineers will not be expected to take engines to and from trains, except at such points as may be decided upon by the General Superintendent, Master Mechanic, or their representa- tives, and the Engineers affected. 302 ARTICLE XLIX. — Hostlers will be provided to handle passenger engines at Hannibal, New Franklin, Parsons, Oklahoma City, Bell- mead and Wichita Falls. Hostlers will also be provided at Smithville to handle engines arriving on southbound and eastbound trains, MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE XLVIIL— All engines will be handled at terminal points by Hostlers, and Engineers will not be expected to take engines to and from trains, except at such points as may be decided upon by the General Superintendent, Master Mechanic, or their representatives, and the Engineers affected. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XXXVn.— Engines shall be handled at terminal points by Hostlers, and Engineers shall not be expected to take engines to and from trains, except at such points as may be decided upon by the Superintendent, Master Mechanic and Engineers affected at that point. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE XI. Section 1. — It is hereby agreed that all en- gines will be handled by Hostlers at such terminal points as may be decided upon by the proper oificial and Engineers concerned. Section 2. — Hostlers, Hostlers' Helpers, or someone assigned for that purpose will put all supplies on engines in road service upon arrival at terminal points, or at points where supplies are usually ob- tained. Fireman will be held responsible to see that necessary supplies are on the engine before starting out. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY GULF COAST LINE Effective August 1, 1911. Per month (12 hour day) $95.00 RULE 9. — ^Twelve consecutive hours shall constitute a day's work with one hour included for meals. Overtime after 12 hours, 28.5 cents per hour. RULE 21. — Hostlers' positions shall be filled from the ranks of the Firemen, and shall be bulletined for 10 days ; the oldest Fireman making application shall be assigned, provided he has had 12 months' experience 303 as such. Hostlers will be required to do light repairs which may become necessary in order to get engine back to home terminal. Hostlers will not be required to fill grease cups at Kingsville. It is understood that Hostlers shall take all passenger engines at passenger depots and bring engines back to depots 30 minutes prior to departure. When Hostlers are required to work 30 minutes of any regular meal hour they shall receive one hour's overtime. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. RULE 3. — ^At main line terminals, where Hostlers are employed, their duty will be to see that fires are cleaned, and coal, water and sand put on all engines. At ends of runs where this work is done by En- gineers they will be paid for actual time consumed in doing the work at schedule rate, provided that in no case will less than five miles be allowed for this service. Engineers will receive their engines from Hostler on the roundhouse lead or other place designated by the Division Master Mechanic or Superintendent, and at the expiration of runs will deliver them on the roundhouse lead or other designated track. When it is necessary at points at which Hostlers are employed for Engineer to take coal and water at end of run on account of coal chutes and water tanks being located on main line, they will do so, and will be paid for the service as above. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. ARTICLE XVIII. All engines shall be handled at terminal points by Hostlers, and Engineers shall not be expected to take engines to and from trains except at such points as may be decided upon by the Superintendent, Master Mechanic and Engineers affected at that point. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE XXXI. — Hostlers will be furnished at sucli points as the division officers may consider necessary. Hostlers will be furnished at Fort Worth, Teague, Houston and Galveston to bring engines to and from passenger terminals and will deliver the engine at the pas- senger terminal not less than 30 minutes before leaving time of train. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE XVII.— Firemen acting as hostlers will be paid $3.25 per day of 12 hours ; overtime after 12 hours pro rata. One hour will be allowed for meals, ordinarily between 11:30 and 1:30. Where hostlers are provided, engines shall be taken to and from designated track. At Salt Lake City and Oroville passenger engines shall be taken from and returned to passenger stations. 304 UNION PACIFIC RAILROAD Effective September 1, 1911. ARTICLE IX.— Engines will be handled by Hostlers at such points as may be designated by the Superintendent of Motive Power and Machinery. Hostlers' positions to be filled by 40 per cent Engineers. Hostlers of passenger trains, Armstrong-Kansas City, to be paid $3.75 per day; overtime after 7 p. m. account noon hour rest. 305 PILOTING ATCHISON, TOPEKA & SANTA FE— PROPER Effective December 1, 1912. ARTICLE XXII. — Pilots will be furnished for light engines from main line district terminals on the territory as follows : Between Chi- cago and Denver, La Junta and El Paso, Newton and Purcell and Shawnee, Emporia and Belen (via Augusta, and Ottawa and Well- ington. BALTIMORE & OHIO CHICAGO TERMINAL RAILROAD Effective March 1, 1911. ARTICLE XVI. — All piloting is to be done by an Engineer when practical and on a basis of 45 cents per hour for 10 hours or less. Overtime pro rata. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. Engineers acting as pilots shall receive Engineers' pay as per class of. engine. ARTICLE IV. — An Engineer in charge of an engine ordered over any subdivision with which he is not familiar will be furnished with a competent man as pilot, in addition to engine crew, provided such subdivision is not under construction. CANADIAN PACIFIC— WESTERN LINES Effective September 16, 1911. Piloting per 100 miles or per day of ten hours. Engineers' rates for class of engine. ARTICLE XXII. — An Engineer in charge of an engine ordered over any subdivision or branch will be furnished with a competent pilot in addition to engine crew. Spare Engineers will be used as pilots when available. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 24. — Engineers used as pilot will be paid the established Engineers rate of pay for the class of service performed for the train they pilot. Piloting passenger trains to receive passenger rate based on class of engine ; piloting freight trains freight rate to apply based on the class of engine. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 34. — In case an Engineer should be called upon to act as pilot on a passenger or freight train, he will be paid full rate Engineers' pay for the service performed. 306 CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911 ARTICLE v.— A pilot will be furnished on light engines. When foreign trains are detoured over the C. & E. L R. R. an Engineer will be furnished as pilot when available. CHICAGO, MILWAUKEE & SAINT PAUL PUGET SOUND LINES Effective August 28, 1910. ARTICLE XXVII. — An Engineer in charge of an engine ordered over any division or branch with which he is not familiar will be fur- nished with a competent pilot, when desired by the Engineer and ap- proved by the company. Engineers will be detailed to act as pilots when available. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE XII. — (q) Engineer pilots will be used in detouring foreign trains. CHICAGO & NORTH WESTERN RAILWAY Effective December 24, 1910. When an Engineer is run over a foreign division and a pilot is necessary, such pilot shall be an Engineer when practicable. CHICAGO, PEORIA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. Pilot service will be paid for at the rate of service corresponding to train piloted. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. ARTICLE XXI. Section 1. — Engineer pilots will accompany all engines from foreign roads when running on special trains over the lines of this company. DULUTH & NORTHERN MINNESOTA RAILWAY Effective October 1, 1911. ARTICLE XXVIL— All foreign trains running over the Duluth & Northern Minnesota Ry. shall have an Engineer as pilot. This not to affect Duluth & Rainy Lake trains on the present agreement. ELGIN, JOLIET & EASTERN RAILWAY Effective February 1, 1911. ARTICLE XXVL— All piloting will be paid for at through freight Engineers rates and will be done by Conductors, Enginemen, Brake- men or other competent employees. 307 GRAND TRUNK PACIFIC RAILWAY— LINES WEST OF FORT WILLIAM Effective July 15, 1912. ARTICLE III. — Engineers acting as pilots will receive the En- gineers rate for the class of service performed. ARTICLE XI. — The Engineer in charge of an engine ordered over any section or branch with which he is not familiar will, when necessary, be furnished with a competent pilot. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE XXIII. — ^When Engineers are required to run over any portion of the road with which they are unacquainted, an Engineer assigned to that district will be furnished as pilot, foreign line trains being detoured included. Engineers acting as pilots will be paid regular rates for the trip. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective Juj-y 1, 1912. ARTICLE XIII. — ^When Engineers are used to pilot engines or trains, detoured over the lines of this Company, they will be paid full rates of pay as per class of engine and service. MISSOURI, KANSAS & TEXAS RAILWAY MISSOURL KANSAS & TEXAS RAILWAY COMPANY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD WICHITA FALLS LINES Effective February 15, 1913. ARTICLE XXIII. — Engineers in pilot service will be paid the highest through freight rate other than that paid on Mallet or engines on which a differential is allowed, 100 miles or less, 10 hours or less to constitute a day. Road overtime only will be allowed, and they may be tied up at any point when not needed, such tie-up to end the day and another day will begin when again placed on duty, a minimum of 100 miles will be allowed for each day assigned to pilot service. Pilots will not be required to run through terminals to ports beyond the district to which they are regularly assigned. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE LIII.— M.O. G. Engineers when available will pilot engines of trains from foreign road when such trains are being de- toured over the lines of the M. O. G. Ry. 308 NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 18. — Engineers used as pilots will be paid as per class of engine handling train. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS Effective April 1, 1911. ARTICLE VII. — Engineers will be paid passenger rates when piloting passenger trains and through freight rates when piloting other trains, according to diameter of cylinder of engine. WABASH RAILROAD COMPANY— LINES WEST OF DETROIT Effective March 1, 1911. RULE 18. — Engineers used as pilots will be paid established rate of pay for the class of service performed by the train they pilot. The minimum pay for a trip including the deadhead and service mile- age shall be the equivalent of 100 service miles. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. ARTICLE XXIII. — When Engineers are required to run over any portion of the road with which they are unacquainted, an Engineer assigned to that district will be furnished as pilot, foreign Une trains being detoured, included. Engineers acting as pilots will be paid regular rates for the trip made. 309 RUNNING LIGHT ATCHISON, TOPEKA & SANTA FE— COAST LINES Effective December 24, 1910. ARTICLE XXIV. — Engineers running light shall be paid pas- senger rate according to class of engine. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILWAY Effective December 1, 1912. ARTICLE XI. — Engineers running locomotives light will be paid passenger rates over each division. Engineers going part way over a division with freight train or doublehead and returning light will be paid freight rates for continuous trip, providing the light run is less than 100 miles. Engineers doubleheading on passenger trains and returning light will be paid passenger rates. BALTIMORE & OHIO CHICAGO TERMINAL RAILROAD Effective December 24, 1910. ARTICLE XIII. — ^Engineers handling light engines to, or return- ing from yards where they have been or are to be assigned, will be paid at yard rates, except Engineers handling any light engine (passenger Engineers handling passenger engines excepted) from East Chicago to Robey Street or from Robey Street to East Chicago will be paid on the basis of 45 cents per hour, effective March 1, 1911. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. Light running with engine alone, or with water car or official car, will be paid through freight rates. CHICAGO & ALTON RAILROAD Effective July 1, 1911. ' RULE 27. — Engineers running light with or without caboose shall be paid for class of service that causes such light mileage. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 40. — ^An Engineer making a trip with a lone engine will be paid through freight rates for group 1 engines. 310 CHICAGO & EASTERN ILLINOIS Effective September 1, 191L ARTICLE V. — Engineers of light engines, or engines with caboose running as section of passenger train will be paid at passenger rate. When running on freight schedule or extra, freight rates will be paid. A pilot will be furnished on light engines. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY Effective February 1, 1911. ARTICLE XII. — Freight Engineers doubleheading on passenger trains will receive passenger Engineers' pay for same ; this rate to apply to all light mileage made by the engine to or from the place of double- heading on that trip. ARTICLE XV. — (b) Engineers taking switch engines over the road will be paid road rates as per Article I. ARTICLE XVIII. — Engineers will not be required to perform the duties of Conductors except in emergency, and when running light engines a flagman shall be sent with them. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. All engines per 100 miles or less $5.05 Overtime pro rata. ARTICLE XXI. Section 2. — Light engines (except assisting engines) running over the road will, except in case where it would cause delay or inconvenience to the business of the road, be furnished with Conductors who will be paid Conductor's pay. DULUTH, MISS ABE & NORTHERN RAILWAY Effective January 1, 1911. All engines per 100 miles or less $5.05 EL PASO & SOUTHWESTERN SYSTEM Effective March 1, 1906. ARTICLE XIII. — When engines are run over the road light En- gineers will be paid full rates for class of engine and kind of service in which engaged, regardless of train orders received. ARTICLE XXIII. — Engineers running over the road with light engines will be furnished with a pilot. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. ARTICLE XIV. — Engineers running engines light with or with- out caboose shall be paid for class of service that causes such mileage. 311 GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGANS LOUISIANA & TEXAS RAILROAD & STEAM- SHIP COMPANY IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. ARTICLE IV. Section 6. — Engineers running light will be paid passenger rates. GRAND TRUNK PACIFIC RAILWAY— LINES WEST OF FORT WILLIAM Effective July 15, 1912. ARTICLE I. — Light running service will be compensated for at regular rate for service such work is in connection with. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 14. (B). — ^When necessary to run branch line engines light to and from repair points for the purpose of washout or repairs, continuous time or miles in addition to pay for trip will be allowed, both going and returning; detention rule to apply at branch line Junction points. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE VIII. (A).— Engineers running light will be paid according to class of train and engine over each district. ARTICLE XXIII. — No Engineer will be required to run an en- gine over the road light without having a conductor or brakeman on engine to act as pilot. This not to apply on helping engines or in case of emergency when no conductor or brakeman is available. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE XVI. (A). — Passenger rates will apply to trips with lone engine, or lone engine with caboose only, when run as a section of a passenger train. When run extra or on freight schedule, freight rates will apply. INTERNATIONAL & GREAT NORTHERN RAILROAD COMPANY Effective April 1, 1911. ARTICLE XII. — Engineers running light engines will be paid as follows : Section of passenger train, passenger rates ; section of freight train, freight rates. 312 KANSAS CITY, MEXICO & ORIENT RAILWAY KANSAS CITY, MEXICO & ORIENT RAILWAY COMPANY OF TEXAS Effective July 1, 1912. ARTICLE XII. — Engineers on light engines run as sections of passenger trains will be paid passenger rates, sections of freight trains freight rates. Engines running light will be furnished with pilots. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE IV. — Engineers running engine light with or without caboose shall be paid for the class of service that causes such light mileage. LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. SECTION 9. — Engineers running light engines as Sections of pas- senger trains will be paid passenger rates. All other engines, freight rates. Light engines will be furnished competent pilots when prac- ticable. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. ARTICLE XIV. — Engineers running light with , or without caboose will be paid according to class of service, sections of passenger, passenger rates ; extra, freight rates ; work extra, or returning from or going to work service, work train rates. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE XIII. — Engineers and Firemen on freight engines, run- ning as a section of passenger train, will receive freight pay according to class of engine. MIDLAND VALLEY RAILROAD Effective August 1, 1910. ARTICLE IV. — Engineers running engines light will be paid passenger pay for same. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective April 1, 1910. ARTICLE XXXI. ( C) .—AH light engines running over the road will be accompanied by a pilot. 313 MISSOURI, KANSAS & TEXAS RAILWAY MISSOURI, KANSAS & TEXAS RAILWAY COMPANY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD WICHITA FALLS LINES Effective February IS, 1913. ARTICLE XXX. — Engineers running engines without caboose or other cars will be paid according to class of train they run. Engines with caboose only, or with caboose and other freight cars, will not be considered in passenger service. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE VII. — Engineers running light engines over the road will be paid passenger pay if running as section of passenger train, or freight rates if otherwise. MISSOURI & PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XVIII. — Running light as a section of a passenger train or extra passenger train, passenger rates. As a section of a freight train or extra freight train, freight rates. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE XIII. Section 2. — Engineers running light engines as section of passenger trains, passenger rates of pay shall apply. All other light engine service will be paid freight rates. Engineers thus engaged will be furnished a conductor, if available, or a pilot at all times. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. ARTICLE VII. — Engineers running light and breaking in engines will be paid passenger rates as per class of engine. OREGON SHORT LINE RAILROAD Effective February 1, 1913. ARTICLE VII. — On road engines running light, Engineers will be paid the rate of class of service causing the light movement. 314 SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE XX. (A). — Engineers running light engines as sec- tion of passenger trains will receive passenger rates. (B). — Engineers on light engines run to pick up train account of disabled engine or other cause, and who takes train through to destina- tion, if trip is continuous, will be paid actual mileage run with a mini- mum of 100 miles at the rate of class of train handled. (C). — All other light engines or engines with caboose will be paid through freight rates (except as provided in Article XIV, Section 5, which refers to engines with caboose handling passenger trains). (D). — A pilot will be sent with all light engines when going over the road. SAINT LOUIS & SAN FRANCISCO RAILROAD (FRISCO •LINES) Effective December 24, 1910. ARTICLE VI. Section 2. — Engineers running light engines as section of passenger train will be paid passenger rate. All other light engines will be paid freight rate according to class of engine. All light engines will be furnished with competent pilot when available, except for pusher service. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE VI. Section 2. — Engineers running light engines as section of passenger train will be paid passenger rate. All other light engines will be paid freight rate according to class of engine. All light engines will be furnished with competent pilot when available, except for pusher service. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS Effective April 1, 1911. ARTICLE XXVI. — In running engines light for any particular class of service, the rate governing service to which trip is incident shall apply ; notwithstanding for convenience in train dispatching engine may be run on a schedule or by train orders pertaining to a different class of service. SOUTHERN PACIFIC COMPANY— (PACIFIC SYSTEM) Effective December 1, 1912. ARTICLE XVI. — ^When engines are run over the road light the Engineer will be paid full freight rates, including allowed mileage as shown in Article III. (See Freight Service.) 315 TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE VI. — Engineers running light engines as section of passenger train, passenger rates; as section of freight trains, freight rates. UNION PACIFIC RAILROAD Effective September 1, 1911. ARTICLE XX. — When run light over district, engines will be accompanied fcy pilot, who will be a Conductor or Brakeman who has passed the examination for Conductor. For service on engines running light Engineers will be paid the engine rate for passenger, freight, work or helper in accordance with whatever class is responsible for the light service. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 14. — Engineers on light runs due to passenger service will be paid regular passenger rates ; and due to freight service will be paid through freight rates. RULE 18. — A competent employee will be furnished as pilot for all light engines. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE XVI. — Engines run over the road light will be paid for at freight rates according to class of engine. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. ARTICLE XVI. — ^Trips with light engines, caboose, pay car or officers' special, running as sections of passenger trains, passenger train extra, or extra at average speed of twenty miles or more, passenger rates will be paid. This does not apply to trains hauling freight on passenger schedule. When running on freight schedule or extra, at average speed of less than twenty miles per hour, freight rates will be paid. 316 TWO OR MORE CLASSES OF SERVICE ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912. ARTICLE XI. — Engineers in combination passenger, freight or local service, where mileage is less than 100, will be paid the highest rate for trip. Engineers making 50 miles or less, five hours or less, passenger service and returning in freight service, or vice versa, will be allowed SO miles for passenger service and start a new day in freight service. Where the. initial trip is over 50 miles and less than 100, 100 miles will be allowed. The return trip also to be counted a new day. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE VI. — Engineers taken off their trains between termi- nals for work train service, and afterwards continuing their original trip, will be paid at work train rates for the time engine was taken off train until trip is continued, such time to be deducted when com- puting overtime. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. ARTICLE III. — When different classes of service are required of Engineers on one trip or in one day, pay will be allowed at the prescribed rate for work performed in each class of service. CHICAGO, MILWAUKEE & GARY RAILWAY Effective March 1, 1913. ARTICLE IV. — When an Engineer performs two classes of serv- ice in one day he shall be paid upon the basis of the highest rate for either class of work, for entire day or trip. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE IV. — If Engineers on other than work trains perform work train service, and such service exceeds one and one-half hours, they shall be paid for the same in addition to what they would have received if such work train service had not been performed. If time is over one hour and 30 minutes, two hours will be allowed, and so on. If the performance of such work train service increases the mile- age of the trip, such work train mileage may be added to the regular mileage. 317 CHICAGO, PEORIA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. Where more than one class of service is performed, the highest rate orf pay will govern. In computing pay, miles or hours, whichever may be the greater, will be used. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY CHICAGO, ROCK ISLAND & GULF RAILWAY Effective February 1, 1911. ARTICLE VII. — Passenger, through or local Freight Engineers doing wrecking, work train or construction work en route, will be paid, respectively, passenger, through or local freight rates for the trip. If such work train service exceeds 30 minutes, it shall be con- sidered a transfer to work train service and paid for as per rates for such service, with a minimum of one hour. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XIX. — In case revenue cars are handled in conjunc- tion with work train service, the Engineer will be paid the full freight rates for the entire trip, except for handling revenue cars in wrecking service. This to apply to turn-around trips as well. When Engineers in work train service run over the entire district they shall be paid full freight rates. DENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. ARTICLE XXIV. — Passenger, through or local engine crews doing wrecking, work train, or construction work en route, will be paid, respectively, passenger, through or local rates for trip. If such work train services exceed 30 minutes, it shall be considered a trans- fer to work train service and paid for as per rate for that class of service, with a minimum of one hour. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. ARTICLE VII. — ^Except at Tower Junction, when Switch En- ginemen, in emergency, are used in road service part of the day and yard service part of the day, they will be paid road rate for the time put in in road service, and switching rate for the time put in in switch- ing service. 318 DULUTH, MISSABE & NORTHERN RAILWAY Effective January 1, 1911. ARTICLE VI. — When Engineers and Firemen are called to handle runs with two or more classes of engines or two or more classes of service, corresponding schedule rates will apply for each class of engine run or service performed, ufiless class of engine run or service performed at highest rate is five hours or more, in which case highest rates will apply for entire trip or day. This does not apply to hill service. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. ARTICLE XII. — When Engineers perform two classes of service in one day they shall be paid the highest rate of pay for either class of service on the trip. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE XV. — When switch engines are run outside of yard limits. Engineers shall receive road pay for class -of engine in service and be governed by articles on freight rates and overtime except in Fort Worth yard. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 13. — Engineers in road service, required during a contin- uous trip to perform any class of road service paying a lesser rate than that for which called, will be paid for the entire trip the rate provided for the service performed leaving the initial terminal. If required to perform service calling for a higher rate during a continuous trip, they will be paid said higher rate only for the actual time or miles while so employed. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE III. — Where Engineers are called into two or more classes of service on the same day they shall be paid for the actual time or mileage, as the case may be, of the various services performed ; provided, that if this is not equivalent to a day, then they are to re- ceive for the entire service a full day at the highest rate of any service performed. HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. ARTICLE IV. — ^Where revenue cars are handled in connection with work trains, full freight rates will be allowed, except in handling revenue cars to and from wrecks. 319 HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. ARTICLE V. — It is understood that if for any reason the Engi- neer on work train is taken oif and put in road service, he will he paid for the work train service at work train rate, and will be paid road rates for all road mileage, according to the class of service ; provided, that the pay shall not be less than a full freight day if in freight serv- ice, or a passenger day if in passenger service. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE XVIII. — ^When different classes of service are re- quired of Engineers on one trip or in one day, pay will be allowed at the prescribed rate for work performed in each class of service, with a minimum of 100 miles or 10 hours. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XIX. — When an Engineer performs two classes of service in one day he shall be paid upon basis of the highest rate for either class of work or service. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. ARTICLE IV. — ^When two or more revenue cars are handled in connection with work trains, Engineers will be paid full freight rates. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE I. — ^When two or more classes of service are per- formed in any one day, the highest rate applying to any service per- formed will govern that day's pay, except as otherwise provided. LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. SECTION 25. — When an Engineer performs two or more classes of service the same day (except switch engineers), the highest rate of pay will apply. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. ARTICLE XII. — Engineers called for two or more classes of service in one day will be paid pro rata for service performed ; not less than a full day will be paid. 320 MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE VII. — When an Engineer performs two classes of service in one day he shall be paid upon the basis of the highest rate for either class of work or service for the entire trip or day. MIDLAND VALLEY RAILROAD Effective October 1, 1912. ARTICLE XVII. — When an Engineer is engaged in two or more classes of service on the same trip he shall be paid the regular rate for each class of service engaged in pro rata. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE XII. — Time or mileage made in two or more classes of service in the same calendar day will be computed at rate of pay for each service, and not less than a day's pay for the lowest service performed will be allowed. MINNESOTA & INTERNATIONAL RAILWAY BIG FORKS & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. RULE VIII. — Time or mileage made in two or more classes of service on same calendar day will be computed as together making a day's work or more, and men will not be allowed a full day in each class unless full day's service is rendered in each. MISSOURI, KANSAS & TEXAS RAILWAY THE MISSOURI, KANSAS & TEXAS RAILWAY COMPANY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD COMPANY WICHITA FALLS LINES Effective February 15, 1913. ARTICLE XXXVIII. — When Engineers work at two or more rates of pay on same day they will be allowed at least the minimum for one day at the highest rate of pay for the service rendered. When the total time and mileage made in two or more classes of service in any one day amounts to more than the minimum for one day at the highest rate of pay, only the actual time and mileage earned in each class of service will be allowed. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE XXI. — When an Engineer is engaged in two or more classes of service on same day or trip the highest rate will be paid for the entire day or trip. 321 MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XXI. — ^When an Engineer performs two classes of service in one day he shall be paid upon the basis of the highest rate for either class of work or service. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE VIII. — ^When Engineers are called into two or more classes of service on same trip they shall be paid for the actual time or mileage made, whichever is greatest, for various services performed ; provided, however, that if this is not equivalent to a day's pay they are to receive a full day's pay at the highest rate of any service per- formed. If they have arrived at terminal and are again used, a new trip will begin and be paid for separately. Work trains engaged in exclusive work service can be run through terminals. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 9. — Time or mileage made in two or more classes of serv- ice on the same trip will be computed as together making a day's work or more, and men will not be allowed a full day in each class unless full day's service is rendered in each. Overtime accruing will attach to particular class of service in which it accrues, and be paid accord- ingly. RULE 60. — When Engineers assigned to pusher service are used to perform other than pusher service during their time on duty in such assignment, they will be allowed miles or hours, whichever is the greater, at the rate applying to such other service, in addition to the minimum day for pusher service. If used in other than pusher service outside of their time on duty as pusher, they will be paid a minimum day for such service. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911 ARTICLE VIII. — When Engineers are running over a division, or any part thereof, and are required to pull a freight train over any portion of the trip, they will be paid full freight rates for the trjp. In case revenue cars are handled by Engineers in connection with work train service, full freight rates will be paid, at 10 miles per hour, for time during which such revenue cars are handled. Engineers handling mixed trains shall be paid full freight rates for the entire trip. 322 SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE XIV. — In regular service on a trip of over 100 miles where more than one class of service is performed, Engineers will receive actual mileage with a minimum of 100 miles at the highest rate governing, and all additional mileage according to service per- formed other than that covered by the highest rate. In regtilar service, on a trip of 100 miles or less, where more than one class of service is performed, 100 miles will be allowed at the highest rate governing the service. On a continuous trip, where an Engineer changes from one class of service into another class, he will receive actual mileage with a minimum of 100 miles at the highest rate, and all additional mileage according to the class of business handled. (3). — In irregular service on continuous turn around runs where more than one class of service is performed, actual mileage, with a minimum of 100 miles, will be allowed for each class of service handled. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY GULF COAST LINE Effective August 1, 1911. RULE 12. — When an Engineer performs two classes of service in one day or trip he shall be paid upon a basis of highest rate of pay for either class of service for the entire day or trip. SAINT LOUIS & SAN FRANCISCO RAILROAD FRISCO LINES Effective December 24, 1910. ARTICLE VIII. — ^When Engineers are engaged in two or more classes of service on the same trip they shall be paid the regular rate for each class of service engaged in, pro rata. ARTICLE X. — When through or local freight trains are stopped between terminals to perform work train service they shall be paid their respective freight rates for entire trip and not pro rated. 'SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE VI. — All main line passenger trains when handling one or more cars of revenue freight shall receive freight rates for distance handled. ARTICLE VII. — When Engineers are engaged in two or more classes of service on the same trip they shall be paid the regular rate for each class of service engaged in, pro rata. ARTICLE IX. — When through or local freight trains are stopped between terminals to perform work train service they shall be paid their respective freight rates for entire trip and not pro rated. 323 SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS LEASED, OPERATED AND INDEPENDENT LINES Effective April 1, 1911. ARTICLE XXVII. — Engineers performing two or more classes of service on one trip will be paid for actual time or mileage in each class, at rates applicable thereto with a minimum of one day at highest rate for either class of service performed. TEXAS & PACIFIC RAILWAY Effective March 1, 1913 When an Engineer performs two or more classes of service on the same trip the entire time or mileage will be paid for under the rules and at the highest rate provided for either class of service per- formed, but in no case will less than one day at the highest rate be allowed. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE, XII. — ^When an Engineer performs two classes of service in one day he shall be paid upon the basis of the highest rate for either class of work or service. UNION PACIFIC RAILROAD Effective September 1, 1911. Freight engines will carry the pay designated for freight service if run part way over district on freight train and balance of way on passenger. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911 RULE 25. — ^When two classes of service are performed on one trip the Engineer will receive pay for trip at highest rate, when not otherwise provided for. WESTERN PACIFIC RAILWAY Effective May 1, 1911 ARTICLE XIV. — ^When engine Crews perform two or more classes of service in one trip they shall be paid upon the basis of the highest rate of any class of service performed. Engine Crews handling four or more freight cars in conjunction with through passenger service shall be paid full freight rates for the entire trip. Engine Crews handling two or more freight cars in conjunction with local passenger service shall be paid full freight rates for the entire trip. 324 Engine Crews handling one or more local freight cars picking up and setting out or transferring freight to and from car en route in conjunction with local passenger service shall be paid full freight rates for the entire trip. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. ARTICLE XVIII. — When different classes of service are re- quired of Engineers on one trip or in one day, pay will be allowed at the prescribed rate for work performed in each class of service, with a minimum of 100 miles or ten hours. Switching rates will only be applied to Road Engineers who relieve Switching Engineers or who are called for switching service. In through, mixed and local freight service, extra compensation will be paid Engineers for loading and unloading Company material, wrecking and other construction work; when time consumed aggre- gates 31 minutes, one hour will be allowed; one hour and 31 minutes, two hours, and so on. This to be paid at freight overtime rates, independent of the trip. 325 WATCHING ENGINES ATCHISON, TOPEKA & SANTA FE— COAST LINES . Effective December 24, 1910. L-^ ARTICLE XXII. — Engineers or Firemen, when necessary, are expected to take care of the engines when watchman assigned to the duty is unable to attend to his duties. For this work one day's pay shall be allowed as paid to Firemen according to class of engine and service, but only to one man. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. Watching and caring for engines, 45 cents per hour. CANADIAN PACIFIC— WESTERN LINES Effective September 16, 1911. Watching and caring for engines, 44 cents per hour. ARTICLE XIV. — Engineers will be allowed time for watching engines when no watchman is employed, but Engineer and Firemen will not both be paid for same time. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 35. — Engineers called upon to watch engines shall receive 37 cents per hour for such service. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 35. — An engineer required to watch an engine will be paid at the rate of 44 cents per hour while so engaged. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. ARTICLE VII. — When an engine is held at a point where there is no watchman or hostler and overtime rate does not apply, the En- gineer shall, if necessary for him to watch engine, be allowed Engineer's pay at the rate provided for the class of service in which he is engaged. CHICAGO & GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE I. Section 4. — Engineers actually engaged in watch- ing engines that are tied up at intermediate points where there are no mechanical forces to care for same will be paid at the rate of ten miles per hour for the class of engine used for class of service engaged in at the time of tying up. 326 CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES Effective August 28, 1910. ARTICLE XVII. (A) . — If Engineers are required to take care of engines at any irregular lay-over station, they will be paid for such service at the regular rate of pay. CHICAGO, MILWAUKEE & SAINT PAUL Effective March 28, 1913. ARTICLE XXIV. (F) . — If an Engineer is required to take care of an engine at any irregular or lay-over station, he shall be paid for such service at regular rate of pay. CHICAGO & NORTHWESTERN RAILWAY Effective December 24, 1910. ARTICLE XVIII. Section 7. — Engineers required to watch or take care of engines will be paid regular rates, according to classi- fication of engine and service, when not receiving pay under another rule. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XXXII. Engineers will not be required to watch engines where no locomotive watchman is provided, except in emer- gencies. When Engineers are required to watch locomotives they will be paid Engineers' pay for same. DENVER & SALT LAKE RAILWAY Effective August 16, 1912. ARTICLE XVII. — When an Engineer or Fireman is required to watch his engine he shall receive class rate of engine for so doing for ten hours or less, overtime pro rata, excepting when this service is performed in connection with other work of trip or day, when he shall be paid class rate for actual time watching engine. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. ARTICLE V. Section 1. — When Enginemen are requested to watch engines, they shall be paid Firemen's schedule rate for a day of ten hours or less; same rate for overtime. DULUTH, MISSABE & NORTHERN RAILWAY Effective January 1, 1911. ARTICLE VIII. Section 3. — ^When an engine is tied up where there is no engine watchman. Engineer or Fireman will watch engine at Fireman's regular pay. 327 DULUTH, SOUTH SHORE & ATLANTIC RAILWAY Effective December 24, 1910. ARTICLE XIV. — When Enginemen are required to take care of engines that have become disabled, wrecked or tied up where no watchman is engaged, they shall receive time and pay based on the service they are engaged in. EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1910. ARTICLE XXXVII. — Pay of Engineers for watching engines will be at the regular rate of overtime paid Engineers when it is coupled with a continuous trip; and whenever it is possible to relieve the Engineers from this service it will be done. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. ARTICLE XXII. — ^Engineers required to coal up or watch en- gines will be paid per hour at overtime rates. This to be arbitrary allowance. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE LIV. — Engineers shall not be required to watch en- gines, and in event it shall become necessary for Engineer to watch engine, he shall receive $4.00 per day for so doing. GRAND TRUNK PACIFIC RAILWAY— LINES WEST OF FORT WILLIAM Effective July 15, 1912. ARTICLE III. Section 4. — Engineers watching and caring for locomotives under steam will be paid at the rate of 45 cents per hour. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. In case engine watchmen are not provided for watching engines at other than terminal points, the Engineer shall arrange for either his Fireman or himself to watch the engine. In case the Engineer performs the service, he shall be paid thirty-four (34) cents per hour for the time so engaged. ILLINOIS CENTRAL RAILROAD Effective March, 1913. Watching or taking care of engine, 45 cents per hour. ARTICLE XXV. — ^Watching rates will be paid to one member only of an engine crew, unless both are required to be on duty at the same time. 328 LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. SECTION 11. — ^When an Engineer is held at any point not a terminal, and where a hostler or engine watchman is not provided, or where rules governing overtime do not apply, he will be paid 46 cents per hour for caring for engine, for not to exceed ten hours in twenty- four, and will place the Fireman in charge as watchman for the re- maining fourteen hours out of the twenty- four; this will not apply where crews tie up for rest between terminals. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE IV. — ^When Engineers are required to take care of or watch engines, they will be paid forty (40) cents per hour. The Fireman will do the watching when practicable. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective April 1, 1910. ARTICLE X. — Enginemen, when required to take care of or watch engines, will be allowed time and pay as per schedule, but Engineer and Fireman will not be paid for same time, except where engines are disabled or wrecked, or when both men are required to stay with and take care of them. Separate slips to be made to cover such time. MINNESOTA & INTERNATIONAL RAILWAY BIG FORKS & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. Watching or caring for engines, per day $3.50 RULE 17. — Enginemen, when required to take care of or watch engines, will be allowed time and pay as per schedule, but Engineer and Fireman will not both be paid for same time, except when engines are disabled or wrecked, or when both men are required to stay with and take care of them. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE XIV. — When it may become necessary for the En- gineer to watch his engine on line of road, Engineer will watch from 7 A. M. to 7 P. M. and will be allowed 100 miles for class of engine and service engaged in. The Fireman will watch from 7 P. M. to 7 A. M. 329 NORTHERN PACIFIC RAILWAY Effective February 1, 1913. Watching engines, per day $3.50 RULE 94. — Engineers required to take care of or watch engines will be allowed time and pay as per schedule, except that in case of engines tied up on the road they will be paid at road rates as per class of engine. Both Engineer and Fireman will not be paid for the same time, except when both men are required to stay with and take care of engine. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE XIX. — When engines are laid up at stations where there are no roundhouses or engine watchmen, the Fireman will be held responsible for watching engines and will be allowed one day or 100 miles. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. ARTICLE XVI. — When engines are laid up at way stations where there is no roundliouse or engine watchman. Firemen will watch engines. SAINT LOUIS & SAN FRANCISCO RAILROAD FRISCO LINES Effective December 24, 1910. ARTICLE V. Section 1. — When engines are held at any place not a terminal point, where a hostler or engine watchman is not pro- vided, or where the rule governing overtime does not apply, the En- gineer shall be, paid for caring for the engine between the hours of 6 A. M. and 6 P. M. the rate per hour provided as overtime for class of engine handled and shall have the power to place the Fireman in charge as watchman between the hours of 6 P. M. and 6 A. M. during time engine is delayed. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE IV. Section 1. — When engines are held at any place not a terminal point where a hostler or engine watchman is not pro- vided, or where the rule governing overtime does not apply, the En- gineer shall be paid for caring for the engine between the hours of 6 A. M. and 6 P. M. the rate per hour provided as overtime for class of engine handled, and shall have the power to place the Fireman in charge as watchman between the hours of 6 P. M. and 6 A. M. during time engine is delayed. 330 WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 16. — Engineers called on to watch engines will be paid the established overtime rates for Engineers. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE XIX. — When engines are tied up at any point and Engineer or Fireman is ordered to act as watchman, whichever per- forms the work will be paid for such service at overtime rates. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE XLI. — Engineers shall not be required to watch en- gines, and in event it shall become necessary for Engineers to watch engines, they shall receive $4.00 per day for so doing. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. Watching or taking care of engines, 45 cents per hour (not to exceed $4.50 per 24 hours). ARTICLE XXV. — Watching rates will be paid to one member only of an engine crew, unless both are required to be on duty at the same time. 331 AUTOMATIC RELEASE AT TERMINAL COLORADO SOUTHERN RAILWAY Effective February 1, 1911 ARTICLE XVIII. Section 1.— An Engineer is understood to have reached the terminal of a trip on any district when he reaches the terminal at which Engineers of such trains are usually changed. Hav- ing done so and proceeding farther with same train, or sent out again on another trip or train, he is in either case understood to have begun another trip. This is not to be construed as meaning that Engineers called out of terminal in emergency cases to assist trains into terminals, when made in connection with continuous trip, are not to be classed as separate trips, unless that should be all the time made within ten hours. Section 2. — ^When Greeley is the initial point for an Engineer, Fort Collins will not be considered a terminal for such Engineer on southbound trip. Engineers making Denver-Fort Collins double will not be permitted to run around other Engineers lying at Fort Collins, unless such Engineers are tied up for rest under the Federal law. EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1910 ARTICLE XVIII. — ^An Engineer is understood to have reached the terminal of a trip on any division or district when he reaches the division or district terminal at which engines of trains are usually changed, or of the train of which the trip is made and having done so and proceeding farther with the same train, or being sent out again on another trip or train, he is in either case understood to have begun another trip. This is not to be construed to apply to Engineers working on short trips in and out of a terminal or on trains where it is understood that engines, are not usually changed. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912 ARTICLE XXIV. — An Engineer is understood to have reached the terminal of a trip on any division when he reaches the division ter- minal at which engine crews of train are usually changed, or of a train to which the trip is made, and having done so and proceeds farther with the same train, or being sent out on another trip or train, he is in either case understood to have begun another trip. This only applies to regular assigned runs. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910 ARTICLE VI. — An Engineer is understood to have reached the terminal of any trip on any division or district when he reaches the division or district terminal, at which the engines of trains are usually 332 changed, or of the train of which the trip is made, and having done so, and proceeding farther with the same train, or being sent out again on another trip or train, he is in either case understood to have begun another trip. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 33. — Engineers arriving at terminals or end of run are automatically released. Under this rule it is agreed that the Company will be allowed to run Engineers to first siding out of regular terminal to pick up train set out account of blocked yard, and run through ter- minal with same. This will not prevent the assignment of Engineers to a succession of short trips out of terminal, provided that second or any succeeding trip shall leave the terminal within ten hours from the time called to leave designated track on first trip, or provided the actual miles run are less than one hundred, otherwise the additional run will be considered as commencing a new day. Engineers so assigned not to be run around by each other at their terminals. The term assignment, as used in the foregoing, applies where there are 15 or more days continuous service. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE Effective April 1, 1910. ARTICLE XX. — When Engineers are required to pass a terminal after completing a trip over a district, they will be paid for actual work done ; their time to commence on arrival at said terminal and be based on a rate of ten miles per hour, or mileage, if mileage exceeds ten miles per hour; dead time to be counted on outgoing trip. Separate slips will be made for this service. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913 ARTICLE XIV. — An Engineer is understood to have reached the terminal of any trip at any division or district when he reaches the division or district terminal at which the engine of trains are usually changed or the terminal of the train on which trip is made, and having done so, and proceeded farther with the same train, or being sent out on another train, he is understood to have begun another trip and will be paid for another trip. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN Effective February 1, 1913 ARTICLE VII. — Engineer arriving at any district or intermediate terminal will have completed his trip, and if again used, a new trip shall begin, and paid for separately; and under no circumstances will an Engineer be run through any district terminal where an extra Engi- neer is available, except engineers on work trains engaged exclusively 333 in work train service. Agreed: Should the Company desire at any future time to run Engineers in passenger service through North Baton Rouge or Anchorage terminals, mileage shall be paid on a continuous basis. Transferring engines between North Baton Rouge and Anchorage, if commencement of or continuation of regular trip, shall be paid on basis of continuous mileage. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912 ARTICLE VII. 1. — An Engineer on a run is released when he has completed the entire trip assigned to him, and if used in any other service will receive actual time with a minimum of a day according to class of service handled. SAN PEDRO, LOS ANGELES & SALT LAKE RAILWAY Effective January 1, 1912 When Enginemen reach a division terminal, completing a run for which they have been called, it is understood their time closes for that trip, and that, in case they are again called for immediate service be- yond such terminal a new trip is begun. This is not intended to change practice of paying for doubles. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY GULF COAST LINE Effective April 1, 1911 RULE 11. Section D. — Extra Engineers and Firemen shall be kept at any division point or terminal that the protection of the Com- pany's business demands. The Company agrees not to work any un- necessary hardship on Engineers and Firemen in placing them at division points or terminals; not more than one extra crew to be kept at any division point or terminal unless business demands. This does not apply to Kingsville. Where extra Engineers or Firemen are held at any point other than Kingsville over 24 hours, they shall receive one day's pay for each succeeding 24 hours or fraction thereof. Engineers and Firemen regularly assigned tp local runs shall be conceded 26 or 27 working days per calendar month, provided they respond to Com- pany's call when needed for such runs. Overtime will not be considered a factor in making up this guarantee. When regular trains are an- nulled and extras run in their place with the assigned regular crew, the service shall be considered a part of the guarantee. It is distinctly understood that there shall be no duplicate payment under this rule. Assigned crews used on lay-over days will not be considered a factor in making up the guarantee. 334 SAINT LOUIS & SAN FRANCISCO RAILROAD FRISCO LINES Effective December 24, 1910 ARTICLE IX. — When a freight train gets to the end of its run, which, in case of a chain gang crew is the estabUshed terminal, if called again, it will be a new trip — with the exceptions, of course, of turn- arounds, which are authorized by agreement (second paragraph. Sec- tion 4, Article XIX). SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910 When an Engineer has completed his run to a terminal and is called for another run, such run shall be considered as a new trip and not continuous mileage. It is understood that only officers' specials are to be run through terminal and paid on continuous mileage. (The terminals referred to above are the established passenger terminals.) TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910 ARTICLE XXV. — An Engineer is understood to have reached the terminal of any trip on any division or district when he reaches the division or district terminal at which the engines of trains are usually changed, or of the train of which the trip is made, and having done so, and proceeding farther with the same train, or being sent out again on another trip or train, he is in either case understood to have begun another trip. This does not apply to trips as per Article IX. 335 BACKING UP CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE XXII. — Engineers will not be required to run tender first except in cases of emergency, this not to apply to work or con- struction trains, emergency to be defined as wrecks, engine failures or case of life or death. Any Engineer refusing to back up, except as above specified, will not be considered refusing duty. CANADIAN PACIFIC RAILWAY— EASTERN LINES Effective July 1, 1911. ARTICLE XX. — The running of trains tender first in severe weather, or after dark, will be limited as far as possible, and engines required to do such work will be suitably equipped for protection of men. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. ARTICLE XXI. — Engineers will not be required to run tender first except in cases of emergency, this not to apply to work or con- struction trains. A case of emergency is to be defined as a wreck or case of death. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. ARTICLE VIII. — Engines will not be required to back up except in case of wrecks or extraordinary occasions. This, however, does not apply to work trains in performance of their duties, or engines running for coal, water, or doubling hills. Cabooses, when used, will be placed in the lead if equipped with air. Engineers will not be required to run Lidgerwood unloaders. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE X. — It is the general policy of the Company to avoid the backing up of engines, and particularly at night and during fog, storms and cold weather; but engines engaged in work train service must of necessity work both ways. Engineers will not be required to back up at other times except in cases of extreme emergency, and then only to move broken-down passenger stock, perishable or time-freight trains. Engineers in helper or turn-around service will not be required to back up to exceed a dis- tance of 25 miles. 336 CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES Effective December 24, 1910. ARTICLE XXVIL — ^The practice of backing engines after dark or in cold and inclement weather will be discontinued. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE XXVI. — Engines in road service will not be run ten- der first after dark or in cold and inclement weather, except in case of emergency or actual necessity. This does not apply to work trains nor to engines equipped with back headlights and pilots. CHICAGO & NORTH WESTERN RAILWAY Effective December 24, 1910. ARTICLE XXI. — Engines will not be backed up at night nor in cold or stormy weather, ejccept in cases of emergency. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY CHICAGO, ROCK ISLAND & GULF RAILWAY Effective February 1, 1911. ARTICLE XIX. — Except under extraordinary conditions, which cannot reasonably be anticipated, Engineers will not be required to back up. This does not apply to work trains or helpers in the per- formance of their duties, or engines running for coal or water, or doubling hills. DULUTH, MISSABE & NORTHERN RAILWAY Effective January 1, 1911. ARTICLE XVI. — ^Engineers will not be required to back up for any long distances except in cases of wrecks or emergency, or in cases where unavoidable. This rule does not apply to engines doubling hills or running for coal or water, or engines in hill service. EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1910. ARTICLE XXXVII. — ^Engines are not to be backed up at night, except in cases of wrecks, washouts, or where engines have_ to be backed a short distance to protect passenger, live stock or perishable freight, and in daylight only in case of absolute emergency. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910 ARTICLE XLIII. — Engineers will not be required to back up after night, except in case of wrecks, doubling hills, running for coal and water, breaking into or washouts, nor in day time when weather is so inclement that Engineer will suffer from the effects thereof. The Engineer shall be the judge. This does not refer to work trains. 337 GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. ARTICLE XXIII. — Engineers will not be required to back up at night, except in cases of emergency^ such as trains parted, wrecks, doubling hills, or running for fuel or water. Superintendent to judge as to what constitutes an emergency other than those enumerated. GRAND TRUNK PACIFIC RAILWAY Effective July 15, 1912. ARTICLE XII. — Engineers will not be required to back up or run tender first in inclement weather or after dark except with work or construction trains or in case of emergency, such as engine failures or wrecks. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE XXI. — Engineers will not be required to back up at night, except in cases of wrecks or extraordinary occasions ; this does not apply to work trains or helpers in the performance of their duty, or to Engineers running for water or fuel, or returning for broken trains or doubling hills. HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. ARTICLE III. — Engineers will not be required to back up at night, except in cases of wrecks, doubling hills, running for water or breaking in two. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. Engineers will not be required to back up at night, except in case of wrecks, doubling hills, running for water or breaking in two. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE XLVII. — Engineers in road service are not expected to nor shall they be required to run engines tender first, after dark, between stations, unless equipped with a serviceable rear headlight and pilot, except in case of emergency, doubling hills or running for water. Message of instructions to back up will be over the Trainmaster's signature. The word "emergency" as used in this schedule will be construed as an occasion which could not reasonably have been antici- pated. INTERNATIONAL & GREAT NORTHERN RAILWAY Effective April 1, 1911 ARTICLE XLV. — Engineers will not be required to back up at night except in cases of emergency, accident or doubling hills. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. ARTICLE XXIII. — Engineers will not be required to back en- gines up after dark or in cold or inclement weather, except in cases of extreme emergency. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE VII. — Engineers on other than dodger, helper or work locomotives will not be required to back up at night at a rate of speed to exceed 10 miles per hour, except that a higher rate of speed may be attained when locomotives are equipped with rear tender headlights and pilots. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE XXVI. — Engineers will not be required to back up after night, except in case of wrecks, doubling hills, running for coal or water, breaking in two, or washouts, nor in day time when weather is so inclement that the Engineer will suffer from the effects thereof. The Engineer shall be the judge. This does not refer to work trains. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE XXXV. — Engineers will not be required to back up to exceed 25 miles at night or in cold or stormy weather if it is pos- sible to turn the engine without increasing the mileage to exceed 20 miles, except in cases of track obstruction or accidents. This not to apply to work or gravel trains, or to trains doubling hills, or running for coal or water. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective December 24, 1910. ARTICLE XXXVII. — Engines assigned to turn-arounds where it is necessary to back up will be properly equipped for backing up. This not to apply to work trains, construction trains, helpers or trans- fer engines. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE LII. — Engineers in road service will not be required to back up except when doubling hills, running for water, breaking in two, or on account of wrecks or washouts. 339 MISSOURI PACIFIC SYSTEM SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XXXVIII.— Engineers will not be required to back up at night except when doubling hills, running for water, breaking in two or on account of wrecks, breakdowns and washouts ; work trains and helpers not included. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE XIII. — Engineers will not be required to back up at night, except in cases of accidents or extraordinary occasions. This not to apply to Engineers in work train service in actual performance of duty, or when Engineers are running for fuel, water or doubling hills. If a regular run necessitates that engine back up one way, a headlight and pilot will be placed on rear of tank. When backing up under other conditions, the caboose, if used and equipped with air, is to be placed in the lead. Messages to back up must be signed by the Superintendent. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE XXXII. — Engineers will not be required to back up at night except in cases of wrecks, washouts, fires or accidents, or other extreme emergency cases. This will not apply to Engineers on work trains. Engineers will in no case be required to back up where there are means of turning enginej and then only to the first available turning place. Engines will not be given tonnage over their established rating at night time where it would cause a double, except when necessary to handle perishable or live stock. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY GULF COAST LINE Effective August 1, 1911. RULE 12. — ^Engineers shall not be required to back up at night, except in cases of wrecks, running for water, breaking in two or doubling. SAINT LOUIS & SAN FRANCISCO RAILROAD FRISCO LINES Effective December 24, 1910. ARTICLE XIV. — Engineers will not be required to back up at night, except in cases of wrecks or extraordinary occasions ; this, how- ever, does not apply to work trains in the performance of their duties or engines running for coal, water or doubling hills, or where regular 340 service requires that engines back one way. Caboose, if used, is to be placed in the lead when equipped with air. Note: Extraordinary occasions are those which could not rea- sonably have been anticipated. Message of instructions to back up will be addressed to Engineer over the Assistant Superintendent's signature. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE XIII. — Engineers will not be required to back up at night, except in cases of wrecks or extraordinary occasions ; this, how- ever, does not apply to work trains in the performance of their duties or engines running for coal, water or doubling hills, or where regular service requires that engines back one way. Caboose, if used, is to . be placed in the lead when equipped with air. Note: Extraordinary occasions are those which could not rea- sonably have been anticipated. Message of instructions to back up will be addressed to Engineer over the Assistant Superintendent's sig- nature. SAINT LOUIS SOUTHWESTERN RAILWAY ST. LOUIS SOUTHWESTERN RAILWAY OF TEXAS Effective April 1, 1911 ARTICLE LI. — Engineers will not be required to back up at night, except on work trains or running for coal or water, returning for rear of separated trains, doubling hills, wrecks, or other emer- gencies. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE XXVIII. — Engineers will not be required to back up at night, except in work and helper service, running for water, doub- ling hills, wrecks or other extraordinary cases. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 37. — Engineers in road service will not be required to run backward after dark between stations unless engine is equipped with rear headlight and pilot, excepting in cases of emergency. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE XXII. — Engines will not be backed up at night or over an entire district except in cases of emergency. It is understood that backing up of engines will be restricted as much as possible in all cases. 341 WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE XXXII. — Engineers shall not be required to back up after night, except in case of wrecks, doubling hills, running for coal and water, breaking in two or washouts, nor in day time when weather is so inclement that Engineer will suffer from the effects thereof. The Engineer shall be the judge. This does not refer to work trains. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. ARTICLE XLVI.^ — Engineers in road service will not be required to run engines backward after dark, between stations, unless equipped with rear headlight and pilot, excepting in cases of emergency and doubling hills or running for water. Messages of instructions to "back up" will be over the Trainmaster's signature. The word "emergency" as used in this schedule will be construed as an occasion which could not reasonably have been anticipated. 342 BEGINNING AND ENDING OF A DAY ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. ARTICLE VII. — Time will commence from time of departure of trains as designated in Caller's book, and trip tickets will be dated accordingly. Time will end at San Bernardino 15 minutes, and at all other points 10 mintites after arrival according to train sheets; except that all further delays in reaching designated track will be considered in connection with trip. This constructive time at end of trip will not apply to Switch Engineers at any point nor to Engineers in work or other service tied up at an intermediate point where engines are not ordinarily cared for. When the roundhouse register and train sheets conflict, the matter will be investigated and, if proper, time of crew will be taken from roundhouse register. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912. ARTICLE XVI. — Engineers' time will commence at the time of departure of train as designated in Caller's book, and trip tickets will be dated accordingly. In cases where the roundhouse register and train sheets conflict as to arrivals, the matter will be investigated, and, if proper, the time taken from the roundhouse register. It is expected that Engineers will be at their engines 30 minutes before the time set for departure, in order that preliminary work may be completed and the train depart at the appointed time. A^BALTIMORE & OHIO CHICAGO TERMINAL RAILROAD Effective December 24, 1910. Engineers handling engines 1966 to 1971, inclusive, will be al- lowed 30 minutes before leaving and 30 minutes after arrival to exam- ine engine. Engineers handling all other engines except passenger engines will be allowed 15 minutes at the conclusion of a day's work to examine engine. (/^ CANADIAN NORTHERN RAILWAY Effective October 1, 1912. Engineers will be paid 30 minutes preparatory time at schedule rates for getting engine ready before going out on run. Time begins 30 minutes before train is due to leave and ends 45 minutes after arrival at shop track. 343 CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. ARTICLE III. — Overtime will be computed from time engine is ordered for service until put in the hands of hostler or reported on roundhouse register. Engineers will be paid 30 minutes preparatory time at schedule rates for getting engine ready before going out on run or shift. ARTICLE XVIII. — Engineers will appear on duty 45 minutes before departure time of train and will sign appearance book. Engines will be ready for train 15 minutes before departure time to charge train with air, 30 minutes to be allowed for inspection and making engine ready. Engines to be ready to go on passenger trains on arrival. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 8. — ^An Engineer's time shall begin at the time the train is ordered for, and in case of leaving earlier time begins at departure ; time to end when engine arrives at roundhouse track or destination. Time to be allowed from roundhouse register. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 8. — ^Time to be computed from the time the Engineer is ordered to leave initial terminal until relieved at destination at a desig- nated track. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. ARTICLE XI. — Time allowance will commence at time called -for. Time will end when men are relieved from care of engine at cinder pit, the arrival time to be taken from the Engineer's register at roundhouse. Time on turn-around trips will be computed con- tinuously. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. Time will commence from leaving time of train as specified in tlie call, and end when engine is placed on designated track at end of trip. CHICAGO JUNCTION RAILWAY CHICAGO RIVER & INDIANA RAILROAD Effective May 26, 1913. ARTICLE II. — Time of Engineer begins time engine is ordered to leave enginehouse or designated track. 344 CHICAGO, MILWAUKEE & GARY RAILWAY Effective March 1, 1913. ARTICLE III. — In all classes of road service an Engineer's time will commence at the time he is required to report for duty, and will conclude at the time the engine is placed on the designated track or relieved by Hostler at terminal. CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND /^-^ LINES Effective December 24, 1910. ARTICLE VI. — An Engineer's time will commence 30 minutes before leaving roundhouse or designated track, and will conclude at the time the engine is placed on the designated track at terminal, and inspection is made. Fifteen minutes is allowed for inspection. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE X. — Time of Engineers in road service will commence 15 minutes prior to the time designated for the engine to leave engine track and end when engine is placed on designated track. CHICAGO & NORTH WESTERN RAILWAY Effective December 24, 1910. ARTICLE VIII. — Time on duty shall be considered as being from the time the train is ordered at initial terminal to arrival at destination. CHICAGO, PEORIA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. Time and mileage for crews will commence at time set for de- parture of trains and end at the arrival at terminal, except where other-i wise specified. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY CHICAGO, ROCK ISLAND & GULF RAILWAY Effective February 1, 1911. ARTICLE III. — Time will be computed from the time designated on the order for calling until reUeved from duty at the end of the run. CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILROAD Effective December 24, 1910. ARTICLE VIII. — ^An Engineer's time in road service begins 30 minutes before train is ordered to leave initial terminal and ends when relieved at destination. 345 COLORADO MIDLAND RAILWAY Effective November 1, 1911. ARTICLE XIX. — Arriving time of engines at terminal stations shall be taken from the roundhouse register and Engineer's slips. ARTICLES XX-XXI. — Time computed for each run will begin at time designated in Caller's book for train to leave. Engineers will be required to be on their engines 20 minutes before leaving time. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XVI. — Time begins at schedule leaving time of train or, if Engineers are called, at the time called to leave, and ends when relieved of train. DENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. ARTICLE XXIII. — Engineers' time will be computed from the time designated on the order for calling. DENVER & RIO GRANDE SYSTEM Effective March 22, 1911. Engineers' time will be computed from time set to depart to arrival of engine at the roundhouse track or track designated where engines are to be left after completing trip. DENVER & SALT LAKE RAILROAD Effective August 16, 1912. ARTICLE VIII. — ^Engineers' time will be computed from time train is ordered to leave until Crew is relieved at end of trip or engine is placed on designated track. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. ARTICLE I. Section 12. — Except in passenger service, Engine- men will be required to have their engines ready to move 30 minutes before leaving time of train at terminal and will be paid for same at schedule rate. DULUTH, MISSABE & NORTHERN RAILWAY Effective January 1, 1911. ARTICLE V. — Except Consolidation engines, time will be com- puted from time called to leave and on Consolidation engines time will be computed from 30 minutes before leaving time at roundhouse track. ARTICLE XV. — Except Consolidation engines. Engineers' time will cease when engine reaches cinder pit track, and on Consolidation engines time will cease 30 minutes after being placed on cinder pit or other designated track. 346 By agreement, from August 1, 1913, the following rules are effective. ARTICLE IV. — ^At terminals Engineers and Firemen will be re- quired to have their engines oiled up and ready to move on signal thirty minutes before leaving time of such trains, and will be paid for said thirty minutes. This applies to road work and special trains. An allowance of thirty minutes will be made for preparing engine. An allowance of twenty minutes will be made for inspection of engines and tie up at Proctor and an allowance of ten minutes for inspection of engines and tie up at outside terminals. These allowances do not apply to passenger trains, consolidated engines in road service, or on engines double crewed working twenty-four hour shift, or engines working on a twelve hour minimum, unless the number of hours on duty exceeds twelve hours. DULUTH & NORTHERN MINNESOTA RAILWAY Effective October 1, 1911. ARTICLE XXI. — Engineers will be paid thirty minutes for get- ting engine ready before going out on run or shift, and will have engine ready to go on train on time ordered for. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY and MINERAL RANGE RAILROAD Effective December 24, 1910. ARTICLE III. — Engineers in road service will report 30 minutes before leaving time and receive pay for 30 minutes. Applies to freighj: service only. Hostlers provided at all terminals where necessary, whose duty it will be to take engines on arrival at roundhouse. ELGIN, JOLIET & EASTERN RAILWAY Effective December 24, 1910. ARTICLE II. — Time will be computed from the time designated to start on the run until the engine is delivered to the roundhouse or some specified track, except when tied up between terminals under Federal or State laws. EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1910. ARTICLE XIV. — Time commences at time set to depart and ends when engine is taken from Engineer's charge, or 15 minutes after being placed on designated track, which time is allowed for inspection of engine. Time taken from roundhouse register. 347 GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Central Lines) Effective September 1, 1911. Engineers' time to begin at the time set for departure and end on arrival at designated relieving point. GRAND TRUNK PACIFIC RAILWAY— LINES WEST OF FORT WILLIAM Effective July 15, 1912. ARTICLE II. Section 3. — Detention will be computed from the time crew is called to go to work until it is registered in at arriving terminal. SECTION 5. — Engineers will be paid thirty minutes at schedule rates for getting engine ready before going out on a run. y/^ GREAT NORTHERN RAILWAY tr^ Effective June 1, 1913. RULE 25. A. — Engineers in road service will be paid five miles at schedule rates for preparing engines before leaving engine terminals, and fifteen minutes for inspecting engines after arriving on designated track, provided time of trip is computed in hours. Arriving time to be shown on time slip and roundhouse register. SECTION B. — Engineers' time will commence one hour after they sign the call book, or at the time they begin work if such time is less than one hour after time they are called, and will end at the time desig- nated on the roundhouse register as arriving time. All Engineers' arriving time will be taken from roundhouse register and not from Conductors' register or train sheet, except when engines are taken by a Hostler. In such case Conductor's register or train sheet will govern. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE V. — Engineers' time to begin at time set to depart in Caller's book and to end when Engineers register in roundhouse regis- ter, it being understood that time shall cease when engine is placed on designated track or when taken from Engineers' charge. ARTICLE XVII. — In helper service, time ends when engine re- turns to home terminal. HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. ARTICLE I. Section A. — The tirne of Engineers shall com- mence at the time train is ordered to leave, and end at time designated on roundhouse register. Engineer to register his arrival on round- house register at tiie time of his being relieved from duty. 348 HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. ARTICLE I. Section A. — The time of Engineers shall com- mence at time train is ordered to leave and end at time designated on roundhouse register. Engineer shall register time of his arrival on roundhouse register at time of his being relieved from duty. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE VII. — Time will commence at leaving time of train as specified in call or on list, and will end when men are relieved from care of engine. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE I. — A day begins 30 minutes prior to time designated to depart, and ends at time shown on roundhouse register as arriving. KANSAS CITY, MEXICO & ORIENT RAILWAY and KANSAS CITY, MEXICO & ORIENT RAILWAY OF TEXAS Effective July 1, 1912. ARTICLE v. — An Engineer's time and mileage will commence from the time designated to start on run, and will continue until re- lieved from the care of engine at the end of run. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE IV. Section 5. — Time of Engineers will begin at the time set to go to work, or for departure of their train, and end at the time Engineer delivers engine at designated track. KANSAS CITY TERMINAL RAILWAY Effective February 7, 1911. ARTICLE V. — ^Engineers' time to begin from the time the engine is marked on the board to go to work. LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. SECTION 6. — An Engineer's time will commence at the time for which train is called. In making daily time reports in column headed "Time called for," the time should be shown at which Engineer's time commences, i. e., 30 minutes before time train is ordered to depart. If unable to get engine ready to leave roundhouse in 30 minutes from the time called for, Engineers will be expected to be on hand as much earlier as may be necessary to be ready to leave within 30 minutes after time is called for. Time ends upon arrival at roundhouse. 349 LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912 ARTICLE VIII. — The time of Engineers shall begin when they are required to be ready to move engine, and shall terminate when he has delivered engine at place designated at end of his run, or until terminal overtime shall begin. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE VIII. — Engineers' time will begin at time they are called to leave, and will end at time they register at completion of trip. MIDLAND VALLEY RAILROAD Effective July 1, 1913. ARTICLE V. — Time shall begin at scheduled or marked-up time, and end when relieved at completion of day's work or run. MINNEAPOLIS & SAINT LOUIS RAILROAD . Effective April 1, 1911. ARTICLE IX. — ^Time of Engineers on funs other than passenger trains, yard engines, or assigned work trains will commence 30 minutes before time set for departure or ordered to begin work, and end wheri relieved from duty. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective January 1, 1911. ARTICLE IV. — ^Time will commence 30 minutes before time set for or ordered to work, and shall end when relieved from duty. ARTICLE IX. — 'At terminals where Engineers are required to house engines, they will be allowed not less than 10 miles for disposing of engine, and if for any cause more than one hour is used such addi- tional time will be allowed. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911 RULE 5. — Engineers' time will commence at the time specified in the call, or at the time they begin work, if they do not report at the time specified, and will end when they are relieved from the care of their engines. 350 MISSOURI, KANSAS & TEXAS RAILWAY MISSOURI, KANSAS & TEXAS RAILWAY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD CO. WICHITA FALLS LINES Effective February 15, 1913. Time of Engineers will commence at the time set for departure of their trains, and will end when engine is placed on dump track. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE II. — Time shall begin at time set for departure' of train, and end when relieved at completion of trip, day's work, or run. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XXII. B. — An Engineer's time shall commence one hour after he signs the Caller's book, and end at the time designated on the roundhouse register as arriving. All Engineers' time shall be taken from the roundhouse register instead of the Conductor's register or train sheet ; registers to be kept in convenient place. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE V. — Engineer's time shall begin at the time for which train is ordered to leave, and earlier if used earlier or train leaves earlier; and ceases at time shown on Engineers' register, and time re- lieved must be shown on roundhouse register or other register provided for that purpose ; such register shall be kept in a convenient place, and in computing time Engineers' register will be authority instead of Con- ductors' register. If no register is furnished, time will be computed from Engineer's trip card. Engineers will be on their engines in ample time to be ready to leave designated point where engine is to be taken 30 minutes previous to time fixed for the departure of their trains, and have engine on their trains 15 minutes before time fixed for their departure. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 8. — Road Engineers' time will commence 30 minutes, and Switch Engineers' time will commence 15 minutes before engine is ordered to leave roundhouse track, or any other designated tracks, or at the time they begin work if they do not report at the time specified, and will end when they are relieved from the care of their engines. 351 OREGON SHORT LINE RAILROAD Effective February 1, 1913. ARTICLE III. — Time will commence from the hour designated to start on run, except when delay is caused by neglect or omission on the part of Engineers, and will continue to time of arrival at end of run as shown by train register. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ■ ARTICLE III. — The time specified to start on all runs by time card, or time specified for delayed trains to leave, or time irregular trains are ordered to leave, will be the time from which time and mileage will be computed (except when delay is caused by Engineer in starting on run), to the time of arrival at the end of the run as shown by register in telegraph office. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE II. — Time will commence at time train is ordered to leave, and will end at time designated on enginehouse register or when relieved at terminal. In case of emergency, when engineers are called to leave and no time specified, time will commence one hour after being called, unless trains depart before this time, in which case time will commence at the actual time of departure. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. Time begins at time called to leave and ends on completion of trip. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY GULF COAST LINE Effective August 1, 1911. RULE 3. — Time begins at time designated to go to work, or in case required to go to work earlier time will commence accordingly, and ends when relieved from duty after arrival as shbwn on round- house register. SAINT LOUIS & SAN FRANCISCO RAILROAD FRISCO LINES Effective December 24, 1910. ARTICLE IV. — Engineers' time shall begin at time the train is ordered for, and in case of leaving earlier time begins at departure; time ceases when engine is placed on designated track. 352 SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE III. — Engineers' time shall begin at time train is or- dered for, and in case of leaving earlier time begins at departure ; time ceases when engine is placed on track designated. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS LEASED, OPERATED AND INDEPENDENT LINES Effective April 1, 1911. ARTICLE XI. — Road time will commence at time set for depar- ture of train, and end at time of arrival in yard. SOUTHERN PACIFIC COMPANY (Pacific System) Effective December 1, 1912. ARTICLE XIV. Section 4. — ^Time and mileage to be computed from time Engineer is ordered to leave with train and to end upon being relieved from care of engine at completion of trip. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. RULE 7. — Time commences one hour after signing call book, or at time beginning work, if such time is less than one hour after time called, and ends at time designated on roundhouse register as arriving time. RULE 2. Section A. — Engineers in passenger and freight serv- ice paid five miles at schedule rates for preparing engine before leaving engine terminals, provided time of trip is computed in hours, time to end when engine is delivered on designated roundhouse track, which time will be shown on roundhouse register. TERMINAL RAILROAD ASSOCIATION OF SAINT LOUIS and SAINT LOUIS MERCHANTS BRIDGE TERMINAL COMPANY Effective January 1, 1911. Time to commence at designated leaving time of trains. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. ARTICLE VI. — Engineer's time shall commence one hour after he signs Caller's book, and end at the time designated on the round- house register as arriving. 353 TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE II. — ^Time commences at the time designated to de- part, and ends at time shown on roundhouse register as arriving. UNION PACIFIC RAILROAD Effective September 1, 1911. ARTICLE III. — ^Time commences at hour designated to start on run, except when delay is caused by neglect or omission on part of Engineer, and continues until arriving at end of run, as shown by train register. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 26. B. — On all freight runs time to be computed from time train is ordered to leave initial terminal until relieved at destina- tion. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE III. — In passenger and freight service time commences 30 minutes prior to time set to depart, and ends when relieved at ter- minal. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. ARTICLE VII. — ^Time will commence at leaving time of train as specified in call or on list, and will end when men are relieved from care of engine. 354 CALLING ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. ARTICLE VII. — Engineers will be called about one hour before time set to depart, and earlier if requested. They are required to give location of their residence to Foreman, and Caller will expect to find them there or receive instructions as to where they may be found. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE XXXII. — Engineers on assigned runs will be called between the hours of 20 :00 o'clock and 9 :00 o'clock. ARTICLE XXXIV. — Engineers will be called two hours before departure of train and sign call book, which will show leaving time of train and will be on duty 45 minutes before departure time of train, this time to be used in getting engine ready and getting on train. Engineers on regular runs will have engine ready to take out train on departure time. Calling distance two miles from roundhouse. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911 ARTICLE XIX. — Engineers living within reasonable distance of terminal station will be called. Engineers on local passenger and mixed trains which are not held for connections due to leave between 8 K and 23 K will not be called unless such trains are more than one hour late. If roundhouse is moved. Engineers at the time of removal living within the calling limits will be considered as still within the limits as long as they occupy the same residence. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 7. — Callers will be provided at division terminals who will call Engineers as near as practicable not less than one and one-half hours nor more than two hours before leaving time of the train they are ordered for. Engineers will be called within one mile radius of roundhouse. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 43. — Engineers living within reasonable limits (to be fixed by Master Mechanic) will be called within a reasonable time of the departure of their trains, except in case of emergency. Where Engineers cannot be raised by telephone they will, if living within the calling limits, be called by Messenger. 3SS The above does not apply to men assigned to regular trains which leave during the day time, nor to unimportant divisions or terminal points where trains are due to leave between the hours of 6 a. m. and 10 p. m. Where such trains are more than 30 minutes late, Engineers will be notified. Callers will be provided with a book in which shall be entered the leaving time of trains. Men who are so called will register their names with the time they are called. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. ARTICLE X. — ^A Caller shall be furnished at each terminal, and supplied with call book, in which Engineers shall sign their names and show time at which called, engine and train called for. Engineers shall be called as nearly as possible two hours before the scheduled leaving time or called time of train; no Engineer shall be called at a greater distance than one mile from roundhouse, but will be called at reasonable distance by 'phone. They will be called for regular runs leaving at 8 a. m. or earlier. A blackboard will be kept at all round- houses, on which shall be posted leaving time of all trains, engines and Engineers; also all Extra Engineers available. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE XII. SECTION 4.— Where Callers are employed. Engineers who live within calling districts, which will be established by Division Superintendents, will be called not less than one and one- half hours before the leaving time of train, except at Des Moines, where the time will be two hours. The Caller's books will show the leaving time of train and the Engineer called will sign his name, and note the time at which he is called therein. This will not apply to regular Yard Engineers, nor to men as- signed to regular passenger trains, except at Oelwein, Council Bluffs, Des Moines, Clarion, Stockton and Hayfield. CHICAGO, MILWAUKEE & ST. PAUL— PUGET SOUND LINES Effective December 24, 1910. ARTICLE VII. — (A) Engineers who live within a distance of one mile from the place where they take charge of their engines will be called, as near as possible, one hour and 30 minutes before leaving time. Callers will have a book in which Engineers shall register their names and time called. Engineers who live beyond a mile, who have telephones, may be so called. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE X. — At terminal or division stations where Callers are employed. Engineers will be called as near as possible one and one- 356 half hours before leaving time, provided they live within one mile of the place where they take charge of the engine. If an Engineer lives more than one mile and less than one and one-half miles he shall be called two hours before leaving time, provided he has a telephone. It will be permissible to call men within these limits by telephone, and in case of failure to reach the man by telephone he will be called in the regular way. The Caller's book shall state the leaving time of trains, and the men who are called shall, in each instance, register their names, together with the time at which they are called. CHICAGO, PEORIA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. Crews not regularly assigned living within a radius of one mile of roundhouse or point from which train is to leave will be called as nearly as practicable one and one-half hours before leaving time. Crews assigned to regular runs, except at Pekin, will be called be- tween the hours of 9 p. m. and 7 a. m., except where called by tele- phone each man must sign call book, which will show time called and departure time of train. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY Effective February 1, 1911. ARTICLE XXVIII.— A Caller will be furnished at principal ter- minals who will have a call book in which will be written the order for calling, the train and time Engineers are called for and the names of the Engineers called, in which the Engineers must sign their names and time called. I I J . ,j( I COLORADO MIDLAND RAILWAY Effective November 1, 1911. ARTICLE XX.— (A) The Caller will be at the last known resi- dence of each Engineer wanted, as nearly as practicable, one hour and 30 minutes before starting time of train. The Caller will have a book showing names, time of train and nature of service. In this book those called will sign their names and state the time. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XXIX. — Engineers will be called about one hour and 30 minutes as near as practicable before required. The Caller will be furnished with a book showing time, and for what train wanted, in which Engineers will sign their names, and time called. COLORADO SPRINGS & CRIPPLE CREEK DISTRICT RAILWAY Effective November 1, 1911. ARTICLE XXIII. — Engineers living within one and one-quarter miles' distance from the Company's roundhouse will be called one hour 357 and 30 minutes or as much earlier as requested or needed, before re- quired for service, except in cases of emergencies, in which case En- gineer will respond promptly. Engineers living a greater distance than one and one-quarter miles from the roundhouse must make their own arrangements for ascertaining when their services are required. DENVER & RIO GRANDE SYSTEM Effective March 22, 1911. Engineers will be called as nearly as practicable one and one-half hours before leaving time of train called. DENVER & SALT LAKE RAILROAD Effective August 16, 1912. Engineers or Firemen will be called not less than one hour and as near one hour and 30 minutes as possible before time to begin work, unless individual Engineers or Firemen notify Callers in person that less time is needed. Present system of calling to continue at Denver. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. ARTICLE XI. — Engineers to be called as nearly as practicable one hour and 45 minutes before required to be on duty, the Caller to have a book in which Engineer will register name and time when called. Engineers' time to be taken from Engineers' time slips, and in case of error Engineer will be notified. DULUTH, MISSABE & NORTHERN RAILWAY Effective January 1, 1911. ARTICLE XXV. Section 1. — Engineers and Firemen shall be called as nearly as possible one hour and 45 minutes before leaving time. The Caller to be provided with a book in which Enginemen shall register their names and time called. DULUTH & NORTHERN MINNESOTA RAILWAY Effective October 1, 1911. ARTICLE IX. — Engineers to be called as nearly as practicable one hour and 45 minutes before leaving time. DULUTH, SOUTH SHORE & ATLANTIC RAILROAD and MINERAL RANGE RAILROAD Effective December 24, 1910. ARTICLE XXIII. — Engineers will be called as nearly as prac- ticable one hour and a half before leaving time of trains (except when more than one mile distant) and shall be on their engine 30 minutes 358 before leaving time of trains, and shall register in Caller's book the time, called. Extra Engineers when called will be notified by Caller where they are going when practicable. ELGIN, JOLIET & EASTERN RAILWAY Effective December 24, 1910. ARTICLE XVII. — Engineers shall be called not less than one hour and 30 minutes nor more than two hours before train leaving time. EL PASO & SOUTHWESTERN RAILROAD Effective December 24, 1910. ARTICLE XIV. — Engineers will be called one hour and 30 min- utes as nearly as practicable before leaving time. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. ARTICLE XXV. — Engineers will be called at terminals not more than two hours before leaving time. Engineers will be required to report for duty not more than 30 minutes before schedule leaving time of their trains, this time to be consumed in getting their engines ready. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE XLI. — Engineers will be called as near one hour and 30 minutes as possible before time set to depart. All Engineers' time shall be taken from roundhouse register, instead of Conductors' regis- ter or train sheet. Caller shall be provided with a book showing for what train and time wanted, in which Engineers shall sign their names and time called. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central^Lines) Effective September 1, 1911. ARTICLE XIII. — Callers will be provided at terminals whose duty it shall be to call Engineers for all trains, within a radius of one mile. No Engineer will be called more than one hour and 30 minutes before leaving time of the train he is to pull, unless otherwise agreed. GRAND TRUNK PACIFIC Effective July 15, 1912. ARTICLE XXXV.— A Caller will be kept at stations, where necessary, to call Engineers. The distance limit for calling not to ex- ceed two miles. 359 ARTICLE XXXVL— Men will be called at their regular regis- tered residences and as nearly as possible two hours before leaving time of train. Each man when called must sign a call book, which will show the time called and departure time of the train and direction called for. ARTICLE XXXVII. — Engineers who are assigned to regular runs will not be called for trains leaving between the hours of 8 A. M. and 9 P. M. If train is annulled they will be notified. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 4. — Engineers will be called as nearly as practicable one hour before they are required to go on duty, provided if for any reason Engineers ask to be called more than one hour before going on duty, they will not receive additional pay on that account. Engineers who have telephones will be called by telephone regard- less of distance. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE V. — Engineers will be called one hour and 30 minutes before leaving time, or as near as possible thereto. HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. ARTICLE II. — Section A. — Engineers will be called at terminal stations within a radius of one mile from location of engines; the Caller to be provided with a book in which the men called will enter their names, together with the time they are called, such time not to exceed one hour and 30 minutes, or less than one hour before time set for departure of trains. In case of Eniergency, Engineers will respond to call of the Com- pany as soon as possible. Engineers living outside of calling limits will be called by tele- phone if they furnish phone at their own expense. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. ARTICLE XII. — Engineers will be called at terminal stations within a radius of one mile from location of engines ; the Caller to be provided with a book in which the men called will enter their names, together with the time they are called, such time not to exceed one hour and 30 minutes, or less than one hour before time set for depar- ture of trains. In cases of emergency Engineers will respond to call of the Com- pany as soon as possible. 360 ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE XL. — Engineers living within one mile of engine- house will be called at their registered residence for all trains. If living beyond the one-mile limit, they may be called by tele- phone. Calling will be done, as nearly as practicable, one hour before the leaving time of the train. Each Engineer when called must sign call book, which will show time called and time of departure of the train. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XXVL— Road Engineers shall be called for duty by a regular Caller at all division points or terminal stations at least one hour and 30 minutes before the departure of their trains. The Caller shall have a call book in which Engineers when called will register their names and the time they are called. In case an Engineer fails to respond or refuses service when called, without good and sufficient reason, he may be disciplined. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. ARTICLE XIX. — (A) Engineers will be called about one hour and a half as nearly as practicable before required. Caller will be pro- vided with a book showing the time and for what train and engine wanted, in which Engineer will sign his name and time called. Engi- neer failing to respond to call for any cause will sign a written state- ment in call book giving reasons. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE VI. — Section 2. — (A) Engineers living within one mile of district terminal station will be called as nearly as practicable one hour and 30 minutes before leaving time, by Engine Caller, who will be provided with a book in which the men called will enter their names, also the time called. Engineers who can be reached by local telephone service will be called by telephone regardless of distance from district terminal station, provided that should the telephone be. out of order the Railway assumes no liability for failure to call Engi- neers living outside of the Engine Caller district. (B) The practice of calling Passenger Engineers to leave later than the probable time of departure for the purpose of avoiding ter- minal detention will be discontinued. LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. SECTION XV.— A Caller will be furnished at terminals who will have a call book in which Engineers will write their names and time called, but no Engineer will be called more than one hour and 30 min- 361 utes previous to leaving time of train called for, or as near that time as practicable, unless he should request .to be called earlier. When call is made by telephone. Caller must be in personal communication with Engineer called, and after thus calling him will then make record of the call in call book, showing time called. Engineers will be noti- fied for what engine called, when called. MIDLAND VALLEY RAILROAD Effective July 1, 1913. ARTICLE X. — Engineers will be called not less than one hour nor more than one and one-half hours before leaving time, when prac- ticable, by Caller, who will be provided with a book in which the men called will register their name and time called. The time of Engineers will begin with the time set for departure of their train, and time and mileage will be allowed on date train leaves terminal. If held in yard. Engineers will be allowed overtime for all hours delay. Fractions of an hour will not be counted. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE XXVI. — Engineers residing not more than one mile from Western Avenue roundhouse, Minneapolis, and at other points one mile from where they board their engines, will be called as nearly as practicable one and one-half hours before leaving time. Engineers having regular runs which start between 7:30 a. m. and 11:30 p. m. will not be called except in cases where they have not been off duty eight hours. In case trains are set back. Engineers will be notified not less than one hour before their leaving time. Callers will be pro- vided with a book in which the men called must register their name, the time they are called and the hour they are to leave. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective January 1, 1911. ARTICLE XXXIX. — Engineers will be called as nearly as pos- sible one and one-half hours before being wanted. When called, they shall sign the Caller's book, noting therein the time called. Engineers living more than one mile from roundhouse or depot will not be called. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. RULE 4. — When Callers are employed, Enginemen within one mile of roundhouse will be called as nearly as practicable one hour and a half before leaving time of trains. Each man when called will sign a call book, which will show time called and leaving time ; distance limits for calling to be arranged with Trainmaster. Enginemen shall go on engine for which called, provided no delay to trains is caused thereby. 362 MISSOURI, KANSAS & TEXAS RAILWAY MISSOURI, KANSAS & TEXAS RAILWAY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD COMPANY WICHITA FALLS LINES Effective February 15, 1913. ARTICLE XXIV. — Engineers will be called as nearly as possible one hour and 30 minutes before leaving time of their trains, by Caller, who will be provided with a book in which the men called will register their names and time called. The time of Engineers will begin at the time set for departure of their trains, and the time and mileage will be allowed on the date on which the train leaves the terminal. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE XXXVIIL— Engineers will be called day or night by a Caller; the Caller will be furnished with a book containing the en- gine number and train number, time called and time set to depart, in which the Engineers will sign their names. Engineers will be called within a radius of one mile from depot and not more than one hour in advance of time set to depart. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XXII.— No Engineer shall be called until one hour before the leaving time of his train, and in case he fails or refuses to respond when called, without a sufficient excuse, he will be suspended or discharged. The Caller shall have a book in which Engineers must register their names aiid hour when called. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE IV. — Engineers living within one mile of district ter- minal roundhouse will be called not less than one hour nor more than one hour and a half, or as near that time as practicable, before the time fixed for departure of trains called for. In all cases time fixed for ■ departure of trains will be shown in call book, and when called Engi- neer will sign call book, write time called and train and time called for ; and time shall begin at the time Engineer is ordered to be ready for duty, and earlier, if used earlier or train leaves earlier than time fixed for departure. When called for "at once," time shall begin when Engineer reports for duty. SECTION 2. — ^At relay or turn around points Engine Watchman will call Engineers. But in no case will Engineers be called when tied up under the law until legal hours of rest have elapsed. 363 NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 13. — Where Callers are employed, Engineers will be called as nearly as practicable one hour before leaving time of train. Each man when called will sign call book which will show time called, leav- ing time and when practicable destination of train. Distance limits for calling to be arranged with Master Mechanic. B. Engineers will go out on trains for which called, providing no delay to train is caused thereby. Changing the destination of a train after Engineer is called does not constitute an annulment or diversion of such train. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. ARTICLE XII. — ^At terminals where Callers are maintained, En- gineers living within limits prescribed by Superintendent will be called one hour and 30 minutes, as near as practicable, before time of starting train. Engineers must sign call book, entering their names and time of call. Assigned Engineers will not be called. OREGON SHORT LINE RAILROAD Effective February 1, 1913. ARTICLE XV. — Engineers will be called one hour, as nearly as practicable, before required. The Caller will be provided with a book showing time and for what trains wanted, in which Engineers must sign their names and time called. The calling hour will not be con- sidered as on duty. Engineers will be called within distance of one and one-half miles from roundhouse at Salt Lake, Ogden and Pocatello. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE X. — Engineers will be called for duty about one hour^ as near as practicable, at main line district terminal stations, before needed to start out on their runs. Engineers on branch runs will be called in the same manner between the hours of 11 p. m. and 5 a. m. Calling limits to be three-fourths mile, except men now owning their own property outside the limits named that are now called. The Caller will be provided with a book showing names of persons and when and for what train wanted, in which Engineers will sign their names and time called. Call book will note the number of hours' rest of Engineers. The calling hour will not be considered as on duty. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE II. — Engineers will be called within a radius of one mile from the engine house and, as nearly as possible, one hour and 30 364 minutes before leaving time, and will be at their engines 30 minutes before train is due to leave. Caller will be provided with a book which will show engine called for and time set for train to depart, and En- gineers will register their names and time called in call book. SECTION 2. — Engineers living outside of the above limits will be called at their residence or boarding house by phone, it being under- stood that inability to call them in this manner will not entitle Engi- neers to time for being run around or time lost. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. ARTICLE X. — Engineers will be called for duty one hour^nd a half, as nearly as practicable, before needed to start on their runs. The Caller wilf be provided with a book, showing names of persons and when and for what runs wanted, in which they will sign theif names and time called. The calling hour will not be considered as on duty. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY GULF COAST LINE Effective August 1, 1911. RULE 11. — Section A. — ^All Engineers and Firemen shall be called at terminal stations within a radius of one mile from location of engine. The Caller shall be provided with a book in which men shall enter their names at the time they are called. Such time not to exceed one hour and 30 minutes, or less than one hour before time to go on duty. In all cases the book must show what time the crews called shall go to work. SAINT LOUIS & SAN FRANCISCO RAILROAD FRISCO LINES Effective December 24, 1910. ARTICLE IV. — A Caller shall be furnished at each terminal who shall have a call book in which the Engineers shall write their names, time called and train called for ; but no Engineer will be called before one hour previous to the leaving time of his train or as near that time as practicable, unless he shall request to be called earlier. There shall be a blackboard at all roundhouses upon which shall be kept posted the leaving time of all trains and the names of all Extra Engineers on hand. The first Engineer arriving at terminal will be the first Engi- neer out, regardless of terminal delay. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE III. — A Caller shall be furnished at each terminal who shall have a call book in which the Engineers shall write their names, time called and train called for ; but no Engineer will be called before 365 one hour previous to the leaving time of his train or as near that time as practicable, unless he shall request to be called earlier. There shall be a blackboard at all roundhouses upon which shall be kept posted the leaving time of all trains and the names of all Extra Engineers on hand. The first Engineer arriving at terminal will be the first Engineer out, regardless of terminal delay. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS LEASED, OPERATED AND INDEPENDENT LINES Effective April 1, 1911. ARTICLE X. — Engineers living within one mile of a division terminal station will be called as nearly as practicable one hour and 30 minutes before time set for departure of train. Caller will be pro- vided with a book in which the men called will enter their names and time called. Engineers may be called by telephone if they provide one; when this is done, Engineer must answer telephone call in person and give Caller his name and time called, which will be entered in call book. SOUTHERN PACIFIC COMPANY (Pacific System) Effective December 1, 1912. ARTICLE XXX. — Engineers will be called for all trains as nearly as practicable one hour and 30 minutes before leaving time. Callers will be provided with a book in which Engineers when called shall register their names with the time at which and the time for which they are called. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. RULE 8. — Engineers will be called as nearly as practicable one hour before they are required to go on duty. Provided, that if for any reason Engineers ask to be called more than one hour before going on duty they will not receive additional pay on that account. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. ARTICLE VII. — Engineers shall be called one hour before leav- ing time of their trains. The Caller shall have a book in which Engi- neers will register their names and time called. In case Engineers fail or refuse to respond, without good and sufficient cause, they may be suspended. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE XXII.— Road Engineers shall be called for duty by a regular Caller at all division points or terminal stations, at least one hour before the departure of their trains, or as much earlier as they 366 may arrange for, for the purpose of getting their meals before leaving time. The Caller shall have a call book in which Engineers, when called, will register their names and the time they are called. In case an Engineer fails to respond or refuses service when called, without good and sufficient reason, he may be disciplined. UNION PACIFIC RAILROAD Effective September 1, 1911. ARTICLE VIII. — ^At district terminals, Engineers will be called as nearly as practicable one and one-half hours before required to start on run. Caller will be provided with a book showing time and for what train wanted in which Engineers will sign their names and time called; if called by telephone, the Caller will make this record. Engineers not called in their turn will be allowed 50 miles and stand first out ; if not called within 10 hours, 100 miles will be allowed and stand first out. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 29. — Callers will be kept at points where it is necessary to call Engineers; Engineers to be called at regular registered resi- dence or at some arranged place elsewhere up to a specified time, one hour and 30 minutes before time engine is to leave roundhouse track. Each Engineer when called will sign the call book, which will show the time called and the departure time of train for which called. Dis- tance for calling not to exceed one mile. No distance limit for Engi- neers accessible by telephone. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE XI. — Engineers will be called within one and one-half miles of place where they take charge of their engines about one hour and 30 minutes before leaving time of train. Each man when called will sign call book, which will show time called and leaving time of train. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE XXX. — Engineers will be called as near one hour and thirty minutes as possible before time set to depart. All Engineers' time shall be taken from round-house register instead of Conductors' register or train sheet. Caller shall be provided with a book showing for what train and time wanted, in which Engineers shall sign their names and time called. 367 YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1911. ARTICL'E XL. — Engineers living within one mile of engine- house will be called at their registered residence for all trains. If living beyond the one-mile limit, they may be called by telephone. Calling will be done as nearly as practicable one hour before the leav- ing time of train. Each Engineer when called must sign call book, which will show time called and time of the departure of the train. 368 CALLED AND NOT USED ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. ARTICLE XXXVIL— When an Engineer is called for a train and does not perform service on account of the train being annulled, or from other cause, he shall receive 33 1-3 miles for the class of en- gine and service, if released within three hours and 20 minutes. If not so released, he shall be paid at overtime rate per hour according to class of engine and service for time so held up to 10 hours and stand first out. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912 ARTICLE IX. — When an Engineer is called and not used, on account of train being abandoned, or for other cause, he shall be al- lowed pay for 33 1-3 miles for the class of service and engine for which called, and stand first out. When Engineer is called and engine is taken from roundhouse track over into train )'^ard, and then, for any reason, the train is abandoned, Engineer will be allowed one day; but if engine did not leave roundhouse track he will be paid 33y3 miles and released. BALTIMORE & OHIO CHICAGO TERMINAL RAILROAD Effective December 24, 1910. ARTICLE X. — When Engineers are called to go out and the run is thereafter cancelled, they shall receive a quarter of a day for class of service called for, provided the actual time does not exceed this. In case the actual time exceeds one-quarter of a day, full day will be allowed. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE VIII. — Engineers responding to call for train which is afterwards cancelled will be paid 25 miles, but in case they are held under orders for a period exceeding two hours and 30 minutes, they will be paid pro rata from the time ordered, and will stand first out except when 100 miles or nine hours have been made, when they will stand last out. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. ARTICLE XII. — Engineers called for duty and afterwards can- celled or set back will be paid through freight minimum Engineers' rate minimum of 25 miles. If held over two and one-half hours En- gineers will be paid at the rate of 10 miles per hour. 369 CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 17. — ^When Engineers are ordered and report for service and not used on account of trains being annulled or otherwise, and held on duty less than five hours, they will be paid for actual time held with a minimum of two hours and stand first out. If held more than five hours, they will be paid one day and stand last out. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 25.^ — In case an Engineer is called and afterwards notified he is not wanted, a minimum of two and one-half hours' time will be allowed at 44 cents per hour, and he will not lose his turn out. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. ARTICLE VI. — ^When Engineers are called and report for duty, if the train is annulled or set back and Engineers relieved, they will be allowed mileage at the rate of 10 miles per hour for time so held, with minimum of 25 miles, providing they are not called again in two and one-half hours, and if called for duty within that time they shall be allowed mileage at the rate of 10 miles per hour for time held based on class of service, and will stand first out unless held more than five hours, in which case they shall be paid for a full day and stand last out. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE IV. — Engineers called and not used on account of train being annulled or other cause, except their own acts, will be paid 25 miles and stand first out. If held to exceed two hours and 30 minutes and less than 10 hours, they will be allowed 100 miles; if over 10 hours, at 10 miles per hour at rate paid for service for which called and will stand last out. The above not to apply to Engineers held and then used. In such cases, in order to avoid duplicate pajmients Art. II, Delay Time, will apply. CHICAGO JUNCTION RAILWAY CHICAGO RIVER & INDIANA RAILROAD Effective May 26, 1913. ARTICLE V. — Engineers called and not wanted will be allowed three hours' pay. I CHICAGO, MILWAUKEE & GARY RAILWAY Effective March 1, 1913. ARTICLE VII. — ^When Engineers are called, report for duty and afterwards are released for any cause, they will be paid three hours and stand first out; if held more than five hours, they will re- ceive pay for 10 hours and stand last out. 370 CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES Effective December 24, 1910. (B). — Engineers called and not sent out on the train for which they are called, or other trains, on account of train being abandoned or other causes, shall be allowed one-half day for the first five hours or less, and stand first out. If not called again within 10 hours from the time first called they shall be allowed one full day and stand last out. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE XI. — An Engineer called and not wanted will receive one-quarter of a day. If he takes charge of engine he will receive ac- tual time held on duty, but in no case less than one-quarter of a day, and stand first out. This time to be computed separately and is an arbitrary allowance and not to be considered in connection with any other mileage or service rendered the same day. CHICAGO & NORTHWESTERISf RAILWAY Effective December 24, 1910. ARTICLE VIII. — After an Engineer has been called and reports for duty he shall be paid for all time on duty, such time to be not less than one-fourth day, and shall stand first out. Such time shall be used to make up constructive mileage. CHICAGO, PEORIA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. Crews called and not used on account of train being annulled, or for other causes, except their own acts, will be paid at overtime rates for the time on duty, minimum one hour, and retain their position on board when called. In case they are notified before reporting for duty that their services will not be required no time will be allowed. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY Effective February 1, 1911. ARTICLE V. — An Engineer called and not used, and held up to six hours, will receive actual time with a minimum of three hours, and stand first out. If held six hours or more and relieved, he shall re- ceive actual time, with a minimum of 10 hours, and stand at the foot of the list, the understanding being that a man detained to accept service under this Article shall not start on such service unless it can be reasonably expected that the trip will be completed within 16 hours from the time he was originally called. 371 CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. ARTICLE VIII. — After an Engineer has been called and reports for duty, he shall be paid for all time lost, such amount to be not less than one-quarter of a day. COLORADO MIDLAND RAILWAY Effective November 1, 1911. ARTICLE XIII. — ^A. When a crew has started out to do road or yard work, or reported for duty as instructed, or is called and their services are not required, each man shall receive one-half {j4) day's pay and stand first out, provided less than one day has been made. B. On all runs that pay one-half day (unless otherwise pro- vided for in schedule) overtime will be paid for after three hours for all time made between the one-half day rate and the one day rate at regular overtime pay, as provided in schedule. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XXX, — Engineers called and not sent out shall be allowed one-half day for the first five hours or less and stand first out. If not called again within 10 hours from the time first called, one day shall be allowed and stand last out. CHICAGO & WESTERN INDIANA Effective February 1, 1911. ARTICLE VII. — ^When called and not used, Engineers will be allowed two and one-half hours' time at the rate for the service for which called. \ COLORADO SPRINGS & CRIPPLE CREEK DISTRICT RAILWAY Effective November 1, 1911. ARTICLE XI. — In case an Engineer is called and not sent out, he will be allowed 50 miles, or one-half day, according to the service for which he is called, and stand first out in his regular service; pro- vided, he is not notified that the call is cancelled before reporting for service. DENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. ARTICLE X. — Engineers when called and- relieved and not used will be paid three hours. When Engineers are called one hour and they are held on duty less than five hours, five hours will be allowed and crew stand first out. If more than five hours and less than 10, 100 miles to be allowed and stand last out. 372 DENVER & RIO GRANDE SYSTEM Effective March 22, 1911. In case an Engine Crew is called and not sent out, he will be allowed 50 miles, or half a day, according to the service for which he is called, providing that he is not notified that the call is cancelled before leaving home. DENVER & SALT LAKE RAILROAD Effective August 16, 1912. ARTICLE XXVI. — Engineers or Firemen called and not wanted, and held on duty fouf hours or less, shall be paid 50 miles at engine class rate and stand first out; if held more than four hours and not over eight, they will receive 100 miles at engine class rate and take their turn out; if held over eight hours they will be paid therefor at engine class overtime rate. In order to annul a call, if Engine Crew is on the ground they will be notified at least 30 minutes before time called to leave, and if called at home will be notified one hour before leaving time. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. ARTICLE V. — When Engineers are ordered out and not used on account of train being annulled or other causes, the Engineer called for duty shall receive pay for one-half day for five hours or less and stand first out; for more than five hours they shall receive a day's pay and stand last out. DULUTH, MISSABE & NORTHERN Effective January 1, 1911. ARTICLE XL — In case Engineers and Firemen are called to go out and report for duty, and for any cause are not required to go out, they shall receive pay for one-half day or five hours or less and stand first out. For more than five hours they shall receive a day's pay and stand last out. DULUTH & NORTHERN MINNESOTA RAILWAY Effective October 1, 1911. ARTICLE II. — When an Engineer is called and he is not used he shall receive one-half day's pay at schedule rates. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY and MINERAL RANGE RAILROAD Effective December 24, 1910. ARTICLE XIX. — When trains for which Enginemen have been called are annulled. Engineers shall be paid for all time held, time not to be less than one-half a day, at whatever rate they are engaged in, and they will stand first out. SJ3 ^ ELGIN, JOLIET & EASTERN RAILWAY Effective February 1, 1911. ARTICLE VI. — In case of annulment of trains after crew is called they will be allowed one-fourth day's pay and remain first out on list. EL PASO & SOUTHWESTERN RAILROAD Effective December 24, 1910. ARTICLE X. — Engineers called for duty and not wanted will receive pay for 50 niiles and stand first out. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. ARTICLE XVIII. — ^When Engineers are ordered out and not used on account of trains annulled or otherwise, they shall receive one- quarter day's pay. If held more than two and one-half hours and less than five hours, they shall be paid one-half day's pay. If more than five hours, they shall be paid for one day for such ' service which they were called. FORT WORTH & DENVER RAILWAY Effective December 24, 1910. ARTICLE XII. SECTION 2.— Engineers called out and re- porting for duty and not used by train being annulled or other cause, shall be allowed one-half day for first five hours or less and stand first out; for more than five hours and less than ten hours they shall be allowed one day and stand last out, extra men included. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. ARTICLE XIII. — When Engineers are called and then relieved from duty they shall be allowed a minimum of two hours at overtime rate of 55 cents per hour and the same rate for all hours exceeding two that they are held on duty, and shall stand first out. GRAND TRUNK PACIFIC RAILWAY Effective July 15, 1912. ARTICLE V. — Road Engineers called and cancelled within three hours, having made no mileage, will be paid for three hours and stand first out. For less than four hours or 40 miles, pay for four hours or 40 miles will be allowed and stand first out. When over four hours or 40 miles, pay for 10 hours or 100 miles will be allowed and stand last out. 374 GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 16. — Engineers called will, if train for which they are called is abandoned before the expiration of five hours, receive one- half day's pay and stand first out, but if train is not abandoned before the expiration of five hours, they will receive one day's pay and stand last out. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911 ARTICLE VI. — When Engineers have been called to go out, and for any reason other than their own act do not go out, if held on duty less than five hours, they will be paid one-half day, and stand first out. If held more than five hours, they will be paid one day, and go behind the other crews at that point. HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. ARTICLE II. — ^When Engineers are called, and relieved from duty, they shall be paid at the rate of 55 cents per hour from the time they are called, and shall stand first out. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. ARTICLE XII. — When Engineers are called and relieved from duty, they shall be paid at the prescribed rate of overtime from time they are called, and shall stand first out. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE VIII.; — When an Engineer is called, reports for duty, and is released by reason of train being annulled or set back, he shall be allowed 10 miles per hour while held on duty, with a minimum of 25 miles, and will stand first out after rest period, if necessary to have rest. B. If a Road Engineer is not released until after his train is started on its trip he will be allowed 100 miles and will stand last out. C. Switching and Suburban Engineers called and who report for duty will be allowed one day's pay, provided they are not used within ten hours from initial listing time, in which event a minimum of two and one-half hours will be allowed for the call and reporting for duty. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XVI., Section A.— In all cases where an Engi- neer is called for service and gets his engine ready to start and the train is annulled, Engineer shall receive one-half day's pay for same in 375 addition to other mileage made on that date and shall be listed on bulletin board as first out. Section B. — When an Engineer is called to leave and his train is set back, but not annulled, he shall be allowed one hour for each time he is relieved or set back. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. ARTICLE XIX.— (b) When called and reporting at designated places ready for duty and not used. Engineers will be allowed 50 miles for five hours or less, and stand first out; for more than five hours, they will be allowed 100 miles and stand last out. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE IV. SECTION 11.— When Engineers are called and leave their places of residence and for any reason other than their own do not go out, they shall be allowed five hours and stand first out, and if held on duty more than five hours and not used, they will receive one day and stand last out. KANSAS CITY TERMINAL RAILWAY Effective February 7, 1911. ARTICLE XIX. — When an Engineer is ordered out and not used for any reason other than his own he will be paid one-third of the day. LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. SECTION 20. — When an Engineer is called and reports for duty, and for any reason other than his own does not go out, he will be al- lowed five hours, and stand first out; if held on duty more than five hours he will be paid one day and stand last out. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912 ARTICLE XI. — When an Engineer has been ordered for service and from any cause other than his neglect train is not run, or is set back and Engineer is relieved, he will be paid five hours, if less than five hours on duty, but if held on duty five or more hours before being relieved he will receive a full day's pay. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE XXI. — When trains are abandoned after Engineers and Firemen have been called, they shall receive one-half day's pay and stand first out. If engine comes out on main line and train is aban- doned, they shall receive one day's pay. 376 MIDLAND VALLEY RAILROAD Effective July 1, 1913. ARTICLE II. — An Engineer when called for duty and relieved without going out shall receive one-half day's pay, and stand first out ; except when held on duty over five hours he shall receive one day's pay and stand last out. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE XX. — Engineers boarded or called and not used on account of train being annulled, or for other causes except their own acts, will be paid for time on duty and stand first out; such allowance shall not be less than one-fourth of a day. If notified before reporting for duty that their services will not be required no time shall be allowed. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective January 1, 1911. ARTICLE XIII. — ^When Engineers are called and run afterwards abandoned they shall receive one-half day's pay in case no work is per- formed. When they are called and again notified before leaving home that they are not wanted for service, no time will be. allowed. If Crews go to work, one day will be allowed in case no other mileage is made on that day. When other mileage is made one-quarter of a day will be allowed in addition to mileage made. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911 RULE 24. — When a train for which Enginemen have been called to leave at a specified time is annulled, the men will be paid at over- time rate for the time held until relieved from duty, but not less than one-quarter of one day, provided they register. MISSOURL KANSAS & TEXAS RAILWAY MISSOURI, KANSAS & TEXAS RAILWAY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD WICHITA FALLS LINES Effective February 15, 1913. ARTICLE XXV. — Engineers when called, if for any reason other than their own acts, do not go out and are released within six hours, will be paid one-half day and stand first out. If released after six hours, they will be allowed one day ahd go behind other crews. 377 MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE XI. — An Engineer when called for duty and relieved without going out shall receive one-half day's pay, and stand first out, except when held on duty over five hours he shall receive one day's pay and stand last out. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XIX. — When an Engineer is called and gets his en- gine ready to start and through no fault of his own is relieved, he shall be paid when held waiting five hours or less, one-half day at daily rate of 100 miles according to class of service for which he is called, and be listed first out. If held waiting over five hours, he shall, receive a day's pay for service called and be listed at bottom of list. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE IV. — When Engineers are called and are not used, from any cause, and are held on duty less than five hours, they shall be paid one-half day's pay of 100 miles for class of service and engine called for, and be listed first out. If held on duty more than five hours, they shall be paid one day's pay of 100 miles for class of service and engine called for, and go behind all crews then in at that point. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 15. — When a train for which an Engineer has been called to leave at a specified time is annulled, he will be paid at overtime rates for the time held unfil relieved from duty, but not less than one-quar- ter of one day, providing he registers at roundhouse. He will be allowed one day in case engine is taken from roundhouse track. In first instance he will retain his position on the board, in the second instance he will be. considered as having arrived at time he arrives at roundhouse. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. ARTICLE XII. — If Engineers are called and not used, they shall be allowed a minimum of two hours, at 44 cents per hour, and at same rate for each additional hour held over two hours. OREGON SHORT LINE RAILROAD Effective February 1, 1913. ARTICLE XV.— When not used, Engineers called for duty will receive 50 miles for five hours or less and stand first out; for more than five hours, 100 miles and stand first out. 378 OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE XVIIL — When engines are ordered out and not used on account of trains being abandoned, or for any other causes, the En- gineer called. for duty shall receive one-half day for five hours or less and stand first out ; for more than five hours he shall receive one day and stand last out. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE XXIV.— An Engineer called for a train and not used will receive one-half day's pay as per service called for and stand first out. If held on duty to exceed five hours, will receive one day's pay as per service called for and stand last out. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. ARTICLE XV. — When engines are ordered out and not used on account of trains being abandoned, or other causes, the Enginemen and Firemen called for duty will receive full pay for one-half day for five hours or less, and stand first out. For more than five hours, one day, and stand last out. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY GULF COAST LINE Effective August 1, 1911 RULE 11. SECTION B.— In all cases where Engineers or Firemen are called and the train annulled, the Engineer and Fireman shall receive one-half day's pay for same in addition to any other mileage made on that day, and shall be listed first out on bulletin board, provided release is not made before Engineer or Fireman has left his home. SAINT LOUIS & SAN FRANCISCO RAILROAD FRISCO LINES Effective December 24, 1910. ARTICLE IV. — When Engineers are ordered out and not used on account of trains annulled or otherwise and are held on duty less than five hours they shall be paid one^half day and stand first out; if held more than five hours, shall be paid one day and go behind all Crews then in at that point. 379 SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE III. — ^When Engineers are ordered out and not used on account of trains annulled or otherwise and are held on duty less than five hours they shall be paid one-half day and stand first out; if held more than five hours, shall be paid one day and go behind all Crews then in at that point. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS LEASED, OPERATED AND INDEPENDENT LINES Effective April 1, 1911. ARTICLE X. — When Engineers are called and for any reason other than their own are not used, they will be allowed one-half day's pay and stand first out; if held more than five hours they will be al- lowed one day's pay and stand last out. Class of engine and service for which called will govern rate of pay. SOUTHERN PACIFIC COMPANY •(Pacific System) Effective December 1, 1912. ARTICLE XXX. SECTION 7.— When Engineers are called for any service and not used, they shall be allowed a minimum of two hours at 44 cents per hour, and at same rate for each additional hour held over two hours. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. RULE 9. — Engineers called will, if train for which they are called is abandoned before the expiration of five hours, receive one-half day's pay and stand first out, but if train is not abandoned before the expi- ration of five hours, they will receive one day's pay and stand last out. TERMINAL RAILROAD ASSOCIATION OF SAINT LOUIS and SAINT LOUIS MERCHANTS BRIDGE TERMINAL RAILWAY Effective January 1, 1911. RULE 7. — When Engineers are called for a run and not used they will be allowed five hours' pay. TEXAS & PACIFIC RAILWAY Effect'ive March 1, 1913. ARTICLE VI. — (c) When trains are abandoned after Engineers have been called. Engineers shall receive one-half day's pay and stand first out. When an Engineer is called to deadhead and is relieved after being called and before starting on his deadhead trip, he shall be paid from time called until relieved, with a minimum of one hour. 380 TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE VIII. — In all cases where an Engineer is called for service and gets his engine ready to start, and the train is abandoned, the Engineer shall receive one-half day's pay for same in addition to other mileage made on that date, and shall be listed on bulletin board as first out. When an Engineer is called to leave, and his train is set back but not abandoned, he shall be allowed one hour for each time he is re- lieved or set back. UNION PACIFIC RAILROAD Effective September 1, 1911. ARTICLE VIIL— When called and not used they will be al- lowed 50 miles and stand first out. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 30. — Engineers when called and report for duty for a train that is subsequently annulled will be paid at rate of 10 miles per hour from the time the train is designated to leave, for each hour held on duty, minimum three hours, and will stand first out. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE XL — When called and not used, will be paid one-half day for first five hours or less and stand first out ; if not called again within 10 hours shall be allowed one day and stand last out. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE X. SECTION 2.— Engineers called and reporting for duty and not used by train being annulled or any other cause shall be allowed one-half day .for first five hours or less and stand first out; for less than 10 hours and more than five hours they shall be allowed one day and stand last out; extra men included. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. ARTICLE VIII. — When an Engineer is called, reports for duty and is released by reason of train being annulled or set back, he shall be allowed 10 miles per hour while held on duty, with a minimum of 25 miles, and will stand first out. If the Road Engineer is not released until after his train is started on its trip, he will be allowed 100 miles and will stand last out. 381 DISCIPLINE AND GRIEVANCES ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. ARTICLE XIII. — No Engineer shall be suspended or dismissed from the service without first having a formal investigation, if desired, and his guilt established, except in aggravated cases, such as serious collision. There shall be a board of inquiry, composed of the Superintendent, Master Mechanic, or their representatives, and one representative Engineer who shall investigate the charges made. , The right of appeal from local to general officers, also the right of Engineers to act as com- mitteemen, will be granted. If any witness remains present at any investigation, any other witness or witnesses desiring to do so may also remain present at such investigation. The local Chairman will be furnished, on request, one copy of testimony taken in any investigation. ARTICLE LI. (a). — In case a difference of opinion as to the construction of this agreement shall arise between the Engineers and the Division Officers, a written statement of the question at issue must be submitted by the Engineers to the General Manager, through the Division Officers and General Superintendent, for his construction. Copies of all rulings shall be furnished to the General Chairman of the Engineers. (b). — The Committee of Brotherhood of Locomotive Engineers will be recognized in dealing with all questions which arise under this agreement. (c). — Grievances to be considered must be presented within thirty days after their occurrence. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912. ARTICLE I. — No Engineer shall be suspended or dismissed from the service without first having a formal investigation, if desired, and his guilt established, except in aggravated cases, such as serious collision or intoxication. There shall be a board of inquiry, composed of the Su- perintendent, Master Mechanic, or their representatives, and one disin- terested Engineer employed on the division, who shall investigate the charges made. The right to appeal from Local to General Officers, also the right of Engineers to act as committeemen, will be granted. If any witness remains present at any investigation, any other witness or witnesses desiring to do so may also remain present at such investigation. Where it is clear to the Superintendent or Train- master that an investigation is not necessary and that certain discipline is necessary, same can be applied without formal investigation. How- 382 ever, in all such cases the employee who is disciplined should be advised in writing, stating that certain discipline has been applied, etc., and an acknowledgment should be required ; that is, that he should acknowl- edge receipt of notice. If the employee fails to acknowledge receipt, he should be forced to do so. If the employee instead of accepting this _ discipline should want an investigation, he should so state in writing in acknowledging receipt and then an investigation may be held according to terms of the agreement. ARTICLE XXIX. — In case differences of opinion as to the con- struction of this agreement shall arise between the Engineers and Divi- sion Officers, a written statement of the questions at issue must be submitted by the Engineers, through the Division Officers and Super- intendent of Motive Power, to the General Manager, for his con- struction. Grievances to be considered must be presented within sixty days after their occurrence. The Brotherhood of Locomotive Engineers' Committee will represent all Engineers in matters pertaining to rates and rules of seniority, and general grievances covered by this agreement. BALTIMORE & OHIO CHICAGO TERMINAL RAILROAD Effective December 24, 1910. ARTICLE XVII. — Nb Engineer shall be suspended or dis- charged, except in serious cases where fault is apparent beyond reason- able doubt, until he has had a fair and impartial hearing before the proper officials. If an Engineer is suspended or discharged and is proved to have been innocent of the offense charged, he shall be reinstated and paid the full time his engine has made. The hearing to take place within five days from date of accident. ARTICLE XXV. — All matters pertaining to Engineer affairs shall be handled by the Engineers' Committee. It is understood that exist- ing rates of pay or better working conditions shall not be reduced by the rates or rules hereby agreed upon, nor shall General Committees of Adjustment be debarred from taking: up, with their respective manage- ments, matters not decided at this Conference. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE XIII. — No Engineer will be disciplined, suspended or dismissed upon any charge without having a fair and impartial investi- gation and the responsibility established. The investigation will be held and decision given within 10 days from the time the report is rendered, at which hearing he shall have the right to be present during examination of all witnesses, and also he may have a committee, if he so desires, to appear with him, and shall have the right to appeal from the decision from them within five days, and will be furnished with a carbon copy of his evidence if he so desires, and in case his suspension or dismissal is deemed to be unjust, he shall be reinstated and shall be 383 paid 100 miles per day of 24 hours so held, at schedule rates, covering service in which he was at the time employed for all time lost. The Engineers' Committee will represent all Engineers in matters pertaining to rates, rules of seniority and general grievances covered by this agreement. In the event of a personal grievance, an Engineer may take up his case with the officials of the Company, and if he desires, may select another Engineer to assist him in presenting his case, but such representation shall be of a purely personal character, and shall not carry with it the sanction of committee representation. No adjust- ment made by the Company in such cases shall be construed or cited as a precedent in any case presented by the Engineers' Committee. ARTICLE XXIV. — In a case of a meeting or conference being desired between the Officials of the Company and the Committee of Engineers, a written notice stating the nature of the matter to be con- sidered will be forwarded to the Master Mechanic, who will as early as possible fix a date and time at which the conference may be held. ARTICLE XXXI. — Any complaint made against Engineers in work train service will not be sufficient cause for Engineers' removal, until such report has been investigated by the representative of the Mechanical Department. This to apply to a man loaned temporarily to Construction Department. ARTICLE XLIV. (a). — All complains made by Engineers against Firemen must be made in writing. Verbal complaints will not be entertained. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. ARTICLE XVII. — When an Engineer is disciplined or dismissed he will be advised of reason for such action, and a full and impartial investigation will be held, and Engineer advised of decision within ten days. Engineers will be advised to be present at such investigation and may be accompanied by another Engineer, and will be permitted to hear the evidence and will be given carbon copy of his evidence. Should, the investigation prove him blameless, he will be reinstated and paid for time lost, one day for each consecutive 24 hours at Through Freight Engineers' rates. Any appeal from such decision must be made in writing by the Engineer through his Locomotive Foreman within 10 days after he has been advised of such decision. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 1. — No Engineer shall be suspended or discharged except temporarily pending investigation, without first having a fair and impartial hearing and his guilt established. Hearing to be granted within five days. If after a hearing he is found innocent, he will receive regular pay for the time lost. Such hearing to be conducted with the right of appeal from Local to General Officers, and the Engineer shall have the privilege of having an Engineer of his choice in the service of the Company to assist in his defense. When an Engineer has been found guilty and sentenced to suspension, it shall 384 begin at once and if called for duty before the period of suspension has expired, the full suspension shall be considered as served. Any Engineer who desires to confer with the officers of the Com- pany regarding these rules, on proper notice, can secure leave of absence and transportation. On appeal as per paragraph No. 1 of this rule, an Engineer shall have the privilege of having one or more Engineers of his choice in the service of the Company to assist in his defense. RULE 2. — Any Engineer who has been suspended or dismissed will be entitled to a special hearing if application is made within five days. These hearings will be held within seven days from date of receipt of written notice and Engineer interested shall be promptly notified of the result. Witnesses may be examined separately or may be heard together if the suspended or dismissed Engineer should make his preference known. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 27. — Engineers attending company investigations will be paid for all time lost when not found at fault. RULE 42. — No fines will be assessed against Engineers. RULE 52. — In case of suspension or discharge of any Engineer, he may, if he desires, have a thorough investigation by the proper officers. Such desire shall be signified in writing within 10 days of the date of suspension or discharge, and the investigation shall be begun as soon as possible, but within 10 days of the date of such notice, and proceed with as little interruption as possible until completed. The Engineer shall have full opportunity to present his case and offer testimony, and may be accompanied by a locomotive Engineer. If the suspension or dismissal shall be found to have been without just cause, he shall be reinstated and paid for the time lost. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. ARTICLE XXII. — Strict discipline is necessary to the efficient and successful operation of a railroad. Perfect service is not expected, but men who demonstrate by repeated instances of carelessness or lack of ability that they are not competent Engineers will be removed. ARTICLE XXIII. — No Engineer shall be suspended, discharged or given demerit marks without just and sufficient cause. An Engineer may be given demerit marks, but not suspended or discharged before being given a hearing, the investigation to be held within five days from the date the Engineer is disciplined, if practicable. He may be represented by any other Engineer he may desire, and should he be dissatisfied with the decision shall have the right within 10 days to refer the case in writing to the proper authority. Cases will be investi- gated within 10 days of such notice, with the aggrieved Engineer and any other Engineer of his choice present. Such appeal may be suc- cessively taken to the General Manager. In case discipline is found to . . , 385 , be unjust, the Engineer shall, if suspended or dismissed, be reinstated and paid for all time lost. No appeal shall be allowed unless made within the time prescribed in this Article. The Company will not be responsible for wages of Engineers acting as advisers in such investi- gations. ARTICLE XXIV. — Engineers held off for investigation and found not to blame in any way will be paid for all time lost. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. Section 11. — Engineers will not be disciplined by record, suspen- sion or dismissal without cause, and until after a full and fair investi- gation which will be held within five days, if practicable, or as soon thereafter as possible, and at which the employee interested will be present, accompanied, if he so desires, by another employee in the same grade of service. If investigation shows Engineer blameless, he will be paid for time lost. If Engineer considers action taken unjust, he will have the right of appeal within 15 days. CHICAGO JUNCTION RAILWAY and CHICAGO RIVER & INDIANA RAILROAD Effective May 26, 1913. ARTICLE VI. — No Engineer will be suspended or discharged without first having a fair and impartial hearing and his responsibility established except in cases where fault is apparent beyond a reasonable doubt, which in the opinion of the Trainmaster or Master Mechanic renders it unwise to continue the man in the service. The investigation shall ordinarily be held within five days, and an Engineer whose case is being investigated shall not be required to lose more time than is absolutely necessary. He may have present, if he so desires, any other disinterested Engineer and a representative of the Motive Power Department. If he considers the action taken unjust, he will have the right to appeal to the next higher official in order, up to the General Superintendent. No adjustment by the Company in such cases will be construed or cited as a precedent in any case presented by the Brotherhood of Locomotive Engineers' Committee. If an Engineer does not handle his case as above specified, the regularly constituted Committee of the Brotherhood of Locomotive Engineers may appeal through the proper officials, up to the General Superintendent ; hearings . in all cases to be given and decision ren- dered as promptly as possible. If it is found that an Engineer has been unjustly disciplined, he will be reinstated and paid for all time lost. ARTICLE XI. — Engineers shall not be held responsible for defects that have been reported in round-house work book. ARTICLE XXIV. — All matters pertaining to rates of pay, rules of seniority and general grievances covered by this agreement shall be handled by the accredited Committee of the Brotherhood of Loco- motive Engineers. 386 CHICAGO, MILWAUKEE & GARY RAILWAY Effective March 1, 1913. ARTICLE XIV. — Engineers will not be discharged or disciplined without sufficient cause. In case an Engineer is taken off he will be granted an investigation, hearing and decision within five days, at which hearing he will have the right to be present during the examina- tion of all witnesses, and to have another Engineer of his own selection to speak for him. He will have the right to appeal from the decision of the Local to the General Officers of the road. Decision will be rendered as promptly as possible, and if his suspension or discharge is deemed to have been unjust he will be reinstated and paid for all time lost. ,i CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES Effective December 24, 1910. ARTICLE XXV.— (A) No Engineer will be suspended or dis- charged, except in serious cases, where fault is apparent beyond reason- able doubt, until he has had a fair and impartial hearing before the proper officials. During such hearing he may be assisted by an Engineer on his seniority district. When a decision is rendered, if such Engineer believes it is unjust, he may take up his own case on appeal to the highest authority, and if he so desires, may select an Engineer in service on the same seniority district to assist him in presenting his case ; but such representation shall be of a purely personal character and shall not carry with it the sanction of committee representation. No adjustment made by the Company in such cases shall be construed, or cited, as precedents in any case presented by the Engineers' Committee. (B) If an Engineer does not handle his own case as above speci- fied, the regularly constituted committee of the Brotherhood of Loco- motive Engineers can appeal through the proper officials to the highest authority; hearings in all cases to be given and decisions rendered as promptly as possible. (C) If an Engineer is suspended or discharged and is proven to have been innocent of the offense charged, he shall be reinstated and paid for time lost. (D) The Brotherhood of Locomotive Engineers' Committee will represent all Engineers in matters pertaining to rates, rules of seniority, and general grievances covered by this agreement. ARTICLE XXVIIL— No fines shall be imposed upon Engineers for loss or breakage of tools, or damages incurred to rolling stock on the road by accident, or for stock killed or injured. Engineers agree to use their best efforts to avoid accidents and damages as far as possible. ARTICLE XXXI. — ^Any grievances that may arise shall be pre- sented in writing by the party aggrieved to the proper officer of the Company within sixty days of its occurrence. No attention will be paid to grievances not presented within the time specified above. 387 CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE XXIX. — No Engineer will be suspended or discharged without first having a fair and impartial hearing and his responsibility established except in aggravated cases, which in the opinion of the Superintendent or Master Mechanic renders it unwise to continue the man in the service. The investigation shall ordinarily be held within five days, and an Engineer whose case is being investigated shall not be required to lose more time than is absolutely necessary. He may have present, if he so desires, any other, disinterested employee and a representative of the Motive Power Department. If he considers the action taken unjust, he will have the right to appeal to the next higher official in order up to the General Manager. No adjustment by the Company in such cases will be construed or cited as a precedent in any case presented by the Brotherhood of Locomotive Engineers' Committee. If an Engineer does not handle his case as above specified, the regularly constituted Committee of the Brotherhood of Locomotive Engineers can appeal through the proper officials up to the General Manager, hearings in all casts to be given and decision rendered as promptly as possible. If it is found that an Engineer has been unjustly disciplined he will be reinstated and paid for all time lost. ARTICLE XXX. (a). — ^Matters pertaining to this agreement will be handled by the accredited committee of the Brotherhood of Locomotive Engineers. Discipline and other matters not affecting changes in this schedule may be handled by interested or individual employees. CHICAGO & NORTH WESTERN RAILWAY Effective December 24, 1910. ARTICLE VI. — ^No Engineer shall be suspended or dismissed from the service of the Company upon any charge without having a fair and impartial investigation before the Superintendent or Master Mechanic, as the case may be, with right of appeal to the Superintend- ent of Motive Power and Machinery, General Superintendent or Gen- eral Manager. The investigation shall ordinarily be held within three days. No discipline is to be administered without a thorough investi- gation. If charges are not sustained, compensation shall be allowed at the rate of 100 miles per day and shall be paid for same at minimum rate for class of service. Switch Engineers will receive rate of yard employed in. In cases where discipline is administered, Engineers shall, on their request, be furnished, in writing, statement showing what the discipline is and cause, together with copy of their own statement. ARTICLE XXV. — ^Any agreement affecting the rights of an En- gineer must be submitted to and approved by the Superintendent of Motive Power and Machinery before consummated, and a record of same made. 388 , ^ , , ARTICLE XXXIi. — ^Matters pertaining to this agreement will be handled by accredited Committees of the Brotherhood of Locomotive Engineers. Discipline and other matters not affecting changes in this schedule may be handled by interested or individual employees. CHICAGO, PEORIA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. Any employee having a grievance to be adjusted which may affect others than himself must take it up in writing through the committee representing the employees in his class of services. No grievance will be entertained unless presented in writing to Superintendent of Me- chanical Department or Trainmaster within ten days of its occurrence. Complaint made by one employee against another must be made in writing and papers shall be open for inspection. An employee shall not be dismissed from the service of the Com- pany until his case has had a thorough investigation by the Superin- tendent of Mechanical Department, Trainmaster or properly delegated officer, at which time he shall have opportunity to be present during the hearing, present his case and offer testimony, and may be accom- panied by disinterested employees of same rank, except in case of in- toxication or insubordination; providing such cases are presented in the limit of 10 days. The decision of Superintendent of Mechanical Department or the Trainmaster shall be final, except in case of dismis- sal. If the decision is considered unjust or unfair he shall have the right to appeal to the General Superintendent on the testimony pre- sented at the investigation. If the decision is found to have been without cause he shall be reinstated and paid for time lost. When an employee, who is able to work, purposely refuses to report for duty for a period of three days, or to perform the duties of his work, except on account of sickness in his family, he shall be deemed to have quit the services on his own accord. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY CHICAGO, ROCK ISLAND & GULF RAILWAY Effective February 1, 1911. ARTICLE XXVII. — An Engineer will not be dismissed from the service or disciplined without just cause, or before being given a hear- ing, but he may be withheld pending investigation, which is to be held within 'five days from the date the Engineer is so withheld, if practicable to do so. Investigations will be made by Superintendents, Master Mechanics (or their representatives), either, or both, as the departments are inter- ested. The Engineer under investigation shall have one or two other Engineers in the service present who may hear all the' evidence and give counsel in the case. Should the Engineer be dissatisfied with the decision of the division officers, he may, within five days, file written notice with the Superin- tendent and Master Mechanic of his intention to appeal. Upon receipt 389 of such notice the Superhitendent and Master Mechanic will, within five days, if practicable to do so, arrange for a hearing of the Engineer and his representatives before the next higher officer in rank and so on in proper order to the General Manager. Should such investigation prove the Engineer unjustly disciplined, he will be returned to work and paid $2.00 for each calendar day held off duty. No consideration will be given to grievances not presented in writ- ing within 60 days of the occurrence. CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. ARTICLE VI. — No Engineer shall be suspended or dismissed from the service of the Company upon any charge without having a fair and impartial investigation before the Division Superintendent or Superintendent of Motive Power and Machinery as the case may be, with the right of appeal to the General Superintendent or the General Manager. The investigation shall ordinarily be held within three days ; if charges are not sustained, compensation will be allowed for the time lost at the rate of 100 miles per day. No punishment is to be fixed without a thorough investigation. ARTICLE XVII. — In case of damage to property by accident Engineers shall not be called upon for a money consideration, but in such cases, disciplined by suspension or dismissal, as circumstances warrant. CHICAGO & WESTERN INDIANA RAILWAY Effective February 1, 1911. ARTICLE IX. — No Engineer shall be suspended or discharged by the Company without full and impartial investigation, which shall be held without unnecessary delay. Any Engineer suspended or dis- charged whose sentence shall afterward be found unjust shall be rein- stated. Any Engineer dismissed from the service of the Company and re-employed within one year shall be reinstated on the seniority list. Any Engineer who leaves the service of the Company of his own accord, if reemployed will be placed at the bottom of the list. COLORADO MIDLAND RAILWAY Effective November 1, 1911. ARTICLE XIV.— (A) No Engineer shall be dismissed or sus- pended from the service of the Company without just cause, and only after a fair and impartial trial (unless guilty beyond a reasonable doubt) the proper officer of the Company to be the judge, he to be retained in the service until decision is rendered. (B) In case an Engineer believes his discharge or suspension to have been unjust, he shall make a written statement of the facts, and submit them to the Superintendent of Machinery, or other proper Offi- cer, and at the same time designate any other Engineer who may be an employee of the Company at the time, on the same district ; and the 390 proper Officer, together with the Engineer so designated, shall investi- gate the case, and when at all practicable such investigation shall be made within five days from the date of receipt of appeal of the sus- pended Engineer ; and in case the discharge or suspension is decided to have been unjust, he shall be reinstated and receive full pay for time lost, the time to date from the time employee was suspended for inves- tigation. (C) The right to appeal from Local to General Officers, as also the right of Engineers to act as a Committee of Conference will be duly recognized, and leave of absence from duty will be granted for that purpose. (D) A transcript of evidence of investigation will be sent to Chairman of Local Committee on request. COLORADO & SOUTHERN RAILWAY Effective February 1, 191L ARTICLE L. — No verbal complaints against Engineers will be entertained. It is agreed that no fine shall be imposed on Engineers for loss or breakage of tools, for damage incurred to rolling stock on the road, or for stock killed or injured. Engineers agree to use theii best endeavors to avoid accidents and damage. Engineers shall not be bulletined for any offense and when an Engineer is discharged from the system his punishment shall cease at that. ARTICLE LXII. — No Engineer shall be discharged or suspended without just and sufficient cause. If it be decided by the Engineers of the division that any Engineer has been discharged or suspended unjustly, they will, through their representative, meet with the Super- intendent of Motive Power, and they, in conjunction with the Superin- tendent, will investigate the case in question within a period of five days, and give prompt decision, and in case the aforesaid discharge or suspension be decided to have been unjust by said persons, he shall be reinstated, and paid full time on such account. All Engineers shall be entitled to an investigation and shall be advised as to what charges are brought against them. ARTICLE LXIII. — All adjustments relating to Engineers that are handled by committee shall be effected by a committee of Locomotive Engineers selected from and authorized by a majority of the Locomo- tive Engineers in the employ of this Company. It being understood that such committee, when requested, will, without prejudice, receive and give hearing to any Engineer employed by this Company who believes he has a grievance, and if the grievance is found to have merit the committee will represent such Engineer in the hearing before the official representatives of the Company; provided, however, that any Engineer, if he so desires, may present his own case to the official representatives of the Company without reference to or assistance from the committee, or he may select one Engineer to assist him in presenting his case to the official representatives of the Company with- out reference to or assistance from the committee, but when such representation is had, final decision from the Company, represented by the Superintendent, will be accepted as final by Engineer affected, without recourse to committee. 391 COLORADO SPRINGS & CRIPPLE CREEK DISTRICT RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. ARTICLE XXIV. Section 1.— The management will take notice of Engineers addicted to drink, gambling or frequenting im- proper places. Drinking on duty, gambling, or excessive drinking off duty will be valid cause for dismissal. Character, conduct and deport- ment will be taken into consideration in making promotions, or retention of men in service when reductions are being made in the force. Section 2. — No Engineer will be suspended or discharged without just and sufficient cause. In case of suspension or discharge of an Engineer for any cause except intemperance, on or off duty, the aggrieved Engineer may, within five days from the time taken out of service, file with the proper official his complaint, setting forth his case in detail ; whereupon, within five days, the Master Medianic or official in charge will set a date for the hearing, giving the case careful inves- tigation, at which investigation the aggrieved Engineer may be present, and may be represented by a disinterested Engineer of his choice, who may question witnesses and take part in the discussion. In case the aforesaid suspension or discharge is found to be unjust, the Engineer will be reinstated, with no charge against his record on this account, and paid for all time lost. Section 3. — It is further agreed between the parties hereto that the proper officials of the Company shall at all times listen to any rea- sonable complaint or grievance that the Engineers represented by a com- mittee may wish to make; and it is further agreed that any Engineer who presents a definite grievance or may serve on any committee shall not in any manner prejudice his standing with the officers of the company. Section 4. — No Engineer shall be suspended, discharged or fined for the loss or breakage of tools or machinery or the killing of live stock, unless traceable to his own carelessness ; Engineers agreeing to use their best efforts to avoid same. DENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. ARTICLE XXI. — ^An Engineer will not be dismissed from the service or disciplined without just cause, or before being given a hear- ing, but may be held pending an investigation, which is to be held within five days from date they are so withheld. Investigation may be made by Superintendents, Master Mechanics, or their representatives, either or both, as the departments are interested. The Engineer under investigation shall have one or two other Engineers in the service present, who may hear all the evidence and give counsel in the case. Should the Engineer or Fireman be dissatisfied with the decision of the division officers, they may, within five days, file written notice with the Superintendent and Master Mechanic, of his intention to appeal to the next higher ranking officer. Upon receipt of such notice, the Superin- 392 tendent and Master Mechanic will within five days arrange for a hearing of the Engineer and their representative, before the next higher officer in rank and so on, in proper order, to the General Manager. Should such investigation prove the Engineer unjustly disciplined, he will be returned to work, and paid regular rates for each calendar day held off duty. No consideration will be given to grievance not presented in writing within 60 days of the occurrence. DENVER & RIO GRANDE SYSTEM Effective March 22, 1911. If an Engineer be taken off his run for any cause, he shall be given a hearing, at which he shall have the right to have an Engineer who is in the employ of the Company, of his own selection, to appear and speak for him, and shall have the right to appeal from the decision of the Local to the General Officers of the Company. Should no decision be rendered within IS days, he shall have his regular pay until the decision is arrived at. The accused party, if he so desires, shall be allowed to see all evidence produced against him. Parties being found not guilty of the charges preferred will be allowed their time. DENVER & SALT LAKE RAILROAD Effective August 16, 1912. ARTICLE XXXIII. — No verbal complaints against Engineers or Firemen will be entertained; written reports must bear signatures of all parties making them and must be submitted to the Engineer or Fireman and to their representatives for their inspection. It is agreed that no fines shall be imposed upon Engineers for loss or breakage of tools, for damage incurred to rolling stock, or for live stock killed or injured. Engineers agree to use their best endeavors to avoid accident and damage. Engineers or Firemen shall not be bulletined for any offense, and when an Engineer or Fireman is discharged from the system his punishment shall cease. ARTICLE XXXV. — Engineers will not be disciplined except for good and sufficient cause, and in case an Engineer or Fireman is sus- pended pending investigation, he shall be so notified and a decision ren- dered within five days. If a decision is not rendered within five days, the suspended Engineer shall receive one full day's pay for each and every day he is held off after the five days' limit, until decision is rendered. If an Engineer thinks he is unjustly disciplined, he may, within seven days from date of any such action, make a written statement of his case to the Superintendent of Motive Power, and within seven days after the receipt of such statement he shall be given a fair and im- partial hearing before a board of inquiry, consisting of the Superintend- ent and Master Mechanic, both the mechanical and transportation de- partments being represented, at which hearing he shall have the right, to have any other Engineer of his own selection, who shall be an employee of the Company. No other person than those constituting 393 the Board of Inquiry and the disinterested Engineer shall be permitted to question the witness. In case he is dissatisfied with the decision of the Board of Inquiry, he may within seven days appeal to the General Officers, who will grant a hearing within seven days, the intention being that seven days will be given each ranking officer to whom appeal is made. If found innocent, he will be allowed full time for time lost. The committee handling such cases will be allowed to see the investi- gation papers pertaining to same, in the office of the Superintendent of Motive Power, Trainmaster or Superintendent. ARTICLE XXXVI.— The Officers of this Company will at any time listen to any reasonable complaints the Engineers or Firemen of this Company, as a body or as individuals, may wish to make. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. ARTICLE XII. — No Engineer will be discharged or suspended without sufficient cause, and in case any Engineer is taken off he shall be given, if possible, a hearing and decision within five days from the time his report is rendered, at which hearing he shall have the right to be present during the examination of all witnesses, and also he may have another Engineer of his own selection to appear with him and speak for him, and shall have the right to appeal from the decision of the Local to the General Officers of the road, and a decision from them within five days, or as soon thereafter as convenient, and in case his suspension or discharge is deemed to have been unjust he shall be re- instated and shall be paid 100 miles per day or 10 hours at schedule rates, covering service in which he is at that time employed, for all lost time. ARTICLE XIII. — No fine shall be imposed upon Enginemen for loss or damage to property or rolling stock or for killing or injuring of live stock, but if such occur and it is found, upon investigation, that Enginemen have carelessly caused such damage or loss, they shall be suspended or discharged, as may be deemed necessary. Enginemen to use every possible effort to avoid accident or damage to property. ARTICLE XIX. Section 1. — In case a meeting or conference is desired between the General Officers of the Company and a Committee of Enginemen, a written notice, stating the nature of the matter to be considered, will be forwarded to the Superintendent of Motive Power, who- will, as early as practicable, fix a date and time at which the con- ference may be had. DULUTH, MISSABE & NORTHERN RAILWAY Effective January 1, 1911. ARTICLE XXIII.— Section 1.— No Engineman to be dis- charged or suspended without sufficient cause and in case an Engine- man is taken off, he shall be given a hearing and decision within five days from the time his report is rendered, at which period he shall be allowed to present during the examination of all witnesses, and all parties concerned may be present at the investigation. He may have another Engineman of his own selection to appear for and speak for 394 him, the investigation to be confined strictly to the case under consider- ation. He shall have the right to appeal from a decision of the Local to the General Officer of the Company, and a decision from them within five days, or as soon thereafter as convenient. In case his suspension or discharge is deemed to have been unjust, he shall be reinstated and shall be paid 100 miles per day of 10 hours at schedule rates, covering the service in which he is employed for all time lost. Section 2. — Enginemen who have been discharged and upon further investigation shall be found to have been unjustly discharged, shall be reinstated. Section 3. — ^When an Engineer has a complaint to make against a Fireman, he shall make it in writing to the proper officer. A Fire- man turned in three times by three different Engineers and charges are substantiated, shall be dismissed. ARTICLE XXIX. Section 1. — In case a meeting or conference is desired between the Officers of the Company and Committee of En- ginemen, a written notice stating the nature of the matter to be con- sidered will be forwarded to the Superintendent of Motive Power,' who will, as early as possible, fix a date and time at which the conference may be held. DULUTH & NORTHERN MINNESOTA RAILWAY Effective October 1, 1911. ARTICLE XIII. — No Engineer shall be discharged or suspended without sufficient cause, and in case an Engineer is taken off he shall be given a hearing and decision within three days, *at which hearing he shall have the right to be present during the examination of all wit- nesses and he may have an Engineer of his own choice and selection to speak for him, and shall have the right to appeal from the decision of the Local to the General Officers of the road and a decision from them within three days. In case his suspension or discharge is deemed to have been unjust, he shall be reinstated and shall be paid for all time lost, 100 miles per day at schedule rate. ARTICLE XXX. — Should any disagreement or misunderstand- ing arise as to the interpretation of the foregoing rules or any part thereof, the matter of difference is to be decided by conference between the Superintendent and the Engineers' Committee. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY and MINERAL RANGE RAILROAD Effective December 24, 1910. ARTICLE XXX. — Charges made against Enginemen shall be made in writing and the accused furnished with a copy. No Engineer will be reprimanded or suspended or dismissed without cause in any case. If he deems the sentence unjust, he shall have an investigation by the General Superintendent or the Superintendent of Motive Power, as the case may be, and at which the Engineer under discipline must be present, he to have the privilege of one or more Engineers with him. The investigation shall take place within five days from date of sus- 395 pension or dismissal, and if found unjustly suspended or dismissed the party shall be reinstated and shall receive pay for all time lost from date of suspension or dismissal to date of reinstatement one day for each consecutive 24 hours, rate to be based on class of service employed in. Engineers will not be reprimanded in public. ARTICLE XXXV. — Should any disagreement or misunderstand- ing arise as to the construction or meaning of these rules, the matter shall be decided by conference between the Officials and Enginemen Committee. This agreement on the part of the Officials of the Com- pany and the Enginemen will be faithfully observed by both parties and to remain in force until notice is given of their desire to discontinue the same, thirty days' notice being required. ELGIN, JOLIET & EASTERN RAILWAY Effective December 24, 1910. ARTICLE XXV. — Engineers will not be dismissed or suspended until they have had an investigation. In case of dismissal or suspen- sion, if any Engineer thinks he has been unjustly treated, he shall have the right within 10 days to refer his case by written statement to the Superintendent or Superintendent of Motive Power. Within five days after such notice is served his case shall be given a thorough investiga- tion by the proper officer, at which he may be present, together with another Engineer of his selection, to appear and speak for him if he desires. If the dismissal or suspension is found to be unjust, he will be reinstated. ARTICLE XXXI.— The barring of an Engineer oflf a foreign road will not be sufficient cause for his dismissal by this Company unless the cause for disbarment from the foreign road was such as would have caused his dismissal had it occurred on this road. EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1910. ARTICLE XXVII. (a).— An Engineer legally discharged for cause will not be reinstated except by consent of the Engineers. (b). — ^The above clause not in any way to interfere with an Engi- neer's re-employment ARTICLE XXXIII. — Engineers on committee business, when such business has reference to grievances concerning the Company and its Engineers, will be granted all necessary leave of absence and receive transportation over this Company's lines and be given a hearing within a reasonable time. ARTICLE XXXVII. — All cases of suspension, actual or by rec- ord, of Engineers will be investigated by the Investigating Committee, within a reasonable time. In case the charges against an Engineer for which he is suspended are not proven, he will be reinstated, without loss of time. No Engineer will be dismissed from the service of the Company for cause, unless his case has first been properly investigated by the Investigating Committee, or until such Engineer has had a full hearing before said committee. 396 The said Investigating Committee will be composed of the Division Master Mechanic, the Division Superintendent, or their representatives, and one disinterested Engineer. If the decision arrived at by the Committee is not satisfactory, the case may be appealed to higher officers. The Superintendent of Motive Power to make final discharge of Engineers. It is further agreed that the proper officers of the E. P. & S. W. System will at all times listen to any reasonable complaints or griev- ances that the Engineers may wish to make, and it is further agreed that the fact that any Engineer presents a definite grievance or serves on any committee of Engineers shall not in any manner prejudice his standing with the officers of the Company. Copy of investigation papers will be mailed to Local Chairman of the Division on which the investigation is held, and Engineers will be allowed to be present when being investigated, with the understanding that they will withdraw from the room after the completion of the investigation, and before the evidence is summed up and decision rendered. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. ARTICLE XVII. — No fines will be imposed on Engineers for the loss or breakage of tools, for damage incurred by accident to rolling stock on the road, or for stock killed or injured. Engineers agree to use their best efforts to avoid accidents and damage to property. ARTICLE XXXIX. — Engineers will not be suspended, given de- merit marks or discharged from the service except for good and suffi- cient cause, and in case an Engineer is suspended pending investigation he shall be notified and a decision rendered within five days. If an Engineer considers that he is unjustly suspended, given demerit marks or discharged, he may, within 10 days after the receipt of such state- ment, be given a fair and impartial hearing before a Board of Inquiry, consisting of the Superintendent, Trainmaster, Master Mechanic or the Traveling Engineer. Two or more of the above constitute such a board. (Both mechanical and transportation department being rep- resented.) At which hearing he shall have the right to have any other Engineers of his own selection, who shall be in the employ of the Com- pany; no other person than those constituting the Board of Inquiry and the disinterested Engineer will be permitted to question witnesses. In case he is dissatisfied with the decision of the Board of Inquiry, he will have the right of 10 days' appeal to the General Officers, who will grant a hearing within 10 days, intention being that 10 days will be given each ranking officer to whom the appeal is made. If found innocent, he will be paid for the time off. The committee handling such cases will be permitted to see investigation papers pertaining to same in the Superintendent's or Trainmaster's office. When an Engineer resigns or is discharged, he shall be furnished service letter within 10 days of resignation or dismissal. ARTICLE XL. — No grievance will be entertained unless pie- sented in writing to the Master Mechanic within 10 davs after its 397 , , occurrence by the Engineer or Engineers' local committee. Engineers shall have the right to appeal to the next ranking ofificers, provided such appeal is made in writing within 10 days after the Master Mechanic has rendered his decision to the Engineer or Engineers' committee. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE XXIV. — No Engineer shall be discharged or suspended without a fair and impartial hearing. At said hearing he shall have the privilege to select one or more Engineers to act as his representa- tives in the case and allowed to remain present while the testimony is taken in the case. The said Investigating Committee shall be composed of the Su- perintendent of Motive Power, Superintendent, or their representa- tives, and one or more disinterested Engineers. If the decision arrived at by the committee is not satisfactory, the case may be appealed to higher officers. The Superintendent of Motive Power to make final discharge of Engineers. If it is proven that he has been held out of service of the Company without a just cause he shall be paid full time for all time lost. It is further agreed that the proper officers on the Fort Worth & Denver City Railway System will at all times listen to all complaints and grievances that the Engineers may see fit to make, such grievances to be made in writing and handled by the regular Brotherhood of Loco- motives Engineers' Committee, and it is further agreed that they will grant leave of absence and transportation upon request and give a hearing in five days. ARTICLE XXXVII.— When a dispute arises between two En- gineers regarding their seniority or rights, the case shall be decided by a majority of the Engineers on the system. ARTICLE L. — No verbal complaints against Engineers will be entertained and it is further agreed that all written complaints shall be submitted to him or his representative for their personal inspection. It is further agreed that no fines shall be imposed on Engineers for loss or breakage of tools or damage incurred to rolling stock on road or for stock killed or injured. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. ARTICLE XXVIII. Section 15.— Any Engineer desiring to enter protest against his date on Engineers' seniority list, as posted by the Company, shall make out a written protest within thirty days, as specified herein, and submit copy to the proper officer of the Company or Local Committee of the Brotherhood of Locomotive Engineers. 398 ARTICLE XXX. — No Engineer shall be suspended or discharged or demerits entered against his record, without just and sufficient cause. Any Engineer suspended or discharged shall be entitled to a fair and impartial investigation, and if found not guilty shall be reinstated to his former position and allowed $4.90 per day for all time he has lost on such account. If any Engineer believes his suspension, discharge or demerits to have been unjust, he shall make out a written statement of the facts in the case and submit it within 10 days to his Master Mechanic or proper division officer. If he elects to handle his own case he may at the same time designate another Engineer who is in the employ of the Company on the same seniority district for the purpose of assisting him in pre- senting said case. A hearing shall be given by Local Officials within 10 days from the time complaint is received by them, and a decision rendered as promptly as possible thereafter. If an Engineer does not handle his own case, as specified in pre- ceding section, the regular Committee of the Brotherhood of Locomo- tive Engineers can take the matter up with the Local Officers and shall be given a hearing and decision in like manner. No decision given in any case that is handled as per paragraph 2 of this Article will con- stitute a precedent. or shall be cited in other cases that are handled by the Committee of the Brotherhood of Locomotive Engineers. In case a grievance cannot be amicably adjusted with the Local Officials, an appeal may be taken successively to highest authority; each of such officials will grant a hearing within five days, where prac- ticable, and will render a decision as early as possible. Whenever cases handled individually are appealed, the Engineer selected to assist in presenting such appeal shall be one who is in the employ of the Com- pany on the same seniority district. Engineers who feel themselves aggrieved will submit their griev- ance to their Master Mechanic or proper division officer. No considera- tion will be given to grievances not presented within 30 days of their occurrence, unless they refer to some practice which is still being con- tinued, and which is complained of as being unjust. In all cases where an appeal is taken to higher officers of the Company notice of such appeal shall be given within 10 days and full statement furnished within five days thereafter to the officer to whom the appeal is taken. Engineers charged with offenses, either suspension or dismissal, shall be notified in writing of the same. The Committee of the Brotherhood of Locomotive Engineers shall represent all Engineers in matters pertaining to rates, rules of seniority and general grievances covered by this agreement. It is not the intent that this article shall abridge the right of any Engineer to handle or plead his own case individually. GRAND TRUNK PACIFIC RAILWAY Effective July 15, 1912. ARTICLE XVIII. — When an Engineer is disciplined or dismissed he shall be advised of reason for such action and a full and impartial investigation shall be held and Engineer advised of decision within 15 days after completion of investigation. Engineers will be advised to 399 be present at such investigation and may be accompanied by another Engineer, and will be permitted to hear the evidence and will be given a carbon copy of his evidence. Should the investigation prove him innocent he will be reinstated and paid for time lost one day for each consecutive 24 hours at Through Freight Engineers' rate. Any appeal from such decision must be made in writing from the Engineer through his Locomotive Foreman within 15 days after he has been advised of such decision. ARTICLE XL. — Frequenting saloons, the use of intoxicating liquors or insubordination will be sufficient cause for dismissal. All complaints made by Engineers against Firemen must be made in writing. Verbal complaints will not be entertained. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 65. — Engineers charged with offenses involving suspension or discharge will be advised the nature of such offense, and no Engineer will be discharged, suspended or given record suspension without full investigation within five days by Superintendent, or other designated officer, at which investigation all parties interested will be notified to be present and at which any Engineer under investigation may be rep- resented by the Local or General Chairman of the Brotherhood of Locomotive Engineers, and both may be present and hear all evidence submitted at the investigation if they so desire. If Engineer 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 General Manager, whose decision shall be final. Engineers' Committee will be allowed to see all papers pertaining to the case. In no case, except for insubordination or other extreme cases, will an Engineer be taken out of service without being notified of the reasons in writing by Master Mechanic. If Engineer is found blameless, he shall be immediately reinstated and paid for time lost at his regular rates for each calendar day. RULE 69. — (a) Engineers will not be required to pay fines on account of breakage or loss of tools. RULE 80. — (a) Should any disagreement or misunderstanding arise as to the construction and meaning of these rules, the matter shall be decided by a conference between the General Manager and a Com- mittee representing the Brotherhood of Locomotive Engineers. (b). — ^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 fur- nished to the General Chairman of the B. of L. E. RULE 81. — In case a meeting or conference is desired between the General Officers of the Company and a Committee representing the Brotherhood of Locomotive Engineers, a written notice stating the nature of the matter to be considered will be forwarded to the General Manager thirty days before conference is desired, who will fix a date and time at which same may be held. - , . 400 GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE XXXI. — It is the purpose of the Company to handle grievances or other business emanating from the execution of this con- tract with the Brotherhood of Locomotive Engineers' committee only, it being understood that Engineers are to take up such matter with proper Officers of the Company before presenting same to Engineers" Committee for adjustment. ARTICLE XXXIV. — Engineers shall be notified of any charges against their record. No demerit marks shall be charged against an Engineer's record until after first giving him proper investigation, or unless he has in writing waived the investigation and agreed to the charges against his record. In case irjvestigations are held. Engi- neers shall inquire the result of the same which, upon being given them and also when they agree to waive investigations, agreeing to accept charges against their record, will be considered as proper notice. ARTICLE XXXV.— No Engineer shall be discharged or held off duty upon any charge whatever without first having a fair and impar- tial hearing, and his guilt established with the exception of aggravated cases. There shall be a board of inquiry composed of the Superintend- ent, Division Master Mechanic, or their representatives, and one dis- interested Engineer, to investigate promptly all charges of misconduct on the part of Engineers. The Engineer who is being investigated shall be given reasonable notice in writing as to the object of the in- vestigation. The right of appeal from Local to General Officers, as also the right of Engineers to act on a Committee of Conference, will be duly recognized, and leave of absence and free transportation will be granted for that purpose to points on this System. When state- ments are taken by stenographer, there shall be a copy furnished the disinterested Engineer ; provided, that the same shall not be used with- out the consent of the Company for any other purpose than the investi- gation and any appeal therefrom made under this contract. The party supposed to be responsible shall be the first witness called and shall be allowed to remain and hear all testimony. If any witness other than the party supposed to be responsible remains present at any investiga- tion, or any part thereof, any other witness or witnesses desiring to do so, after giving their testimony, may also remain present at such investigation; but no person or persons other than members of the Board of Inquiry shall be permitted to interrogate any witness or other- wise take part in the determination of the matter which is the subject of such investigation. No person or persons shall be allowed to be present at any investigation other than said Board of Inquiry named and the actual witnesses if there is any objection by any member of the Board- of Inquiry or any witness. If Engineer is dismissed and the dismissal is found to be unjust, he shall be reinstated and shall be paid for all time lost at rate of pay his services represent. If Engineer should be on extra board, he shall be paid $5.05 per calendar day and go to bottom of the board. Notice of first appeal must be made within 20 days after decision by Board of Inquiry is given. Notice of subse- quent appeals must be given within 20 days, or same will not be recog- nized, each notice to be made in writing. The last decision rendered 401 will be final unless notice of appeal is given in accordance herewith. All notices of appeal must be given to person appealed from as well as person appealed to. If the committee whose duty it would be to decide whether or not appeals should be taken are engaged in committee work which would prevent them from taking immediate action, an extension of time will be given by party appealed to upon application, such extension of time, however, not to exceed 20 days. ARTICLE XXXVI. — It is hereby agreed that Engineers shall in all cases when called upon to perform service that in their opinion is contrary to any Article of this agreement so notify the Officer from whom they receive the instructions and immediately after completion of the trip submit report to the Superintendent or Division Master Mechanic, as the case may be, and also the Chairman of their Local Corhmittee for a correct interpretation of the rule governing the same, and bring all such cases to the attention of the proper General Officers in writing. HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. ARTICLE IX. Section A. — Engineers will not be discharged or otherwise disciplined without sufficient cause. In case an Engineer believes he is unjustly discharged or disciplined, he will have the right, within 60 days, to make complaint in writing, and shall, upon request of himself or committee of Engineers, be granted a hearing within 10 days by the proper officials ; if dissatisfied with the decision of said officials, an appeal may be made to higher authority. In case he has been unjustly discharged, he will be reinstated and paid for time lost. If otherwise disciplined unjustly, it will be corrected. Failing to bring his case up within 60 days, an Engineer forfeits his rights to a hearing. Transportation will be furnished the Engineer, when requested by him, for the purpose of securing evidence concerning such matters, to reach the division or general officials. It is agreed that grievances of all Engineers will be adjusted by the Locomotive Engineers. It is understood that this does not abridge the right of an Engineer to adjust his own grievance. Section B. — When Engineers are discharged or disciplined for any reason, they shall be notified in writing, and cause for same given. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. ARTICLE XIV. Section A. — Engineers will not be discharged or otherwise disciplined without sufficient cause. In case an Engineer believes he is unjustly discharged or disciplined, he will have the right within 60 days to make complaint in writing, and shall, upon request of himself or a committee of Engineers, be granted a hearing within 10 days by the proper officials. If dissatisfied with the decision of said officials, an appeal may be made to higher authority. In case he has been unjustly discharged, he will be reinstated and paid for time lost. 402 If otherwise disciplined unjustly, it will be corrected. Failing to bring his case up within 60 days, an Engineer forfeits his right to a hearing. Transportation will be furnished the Engineer when requested by him for the purpose of securing evidence concerning such matters, or to reach the division or general officials. It is agreed that grievances of all Engineers will be adjusted by Locomotive Engineers, but it is understood that this does not abridge the right of an Engineer to adjust his own grievance. Section B. — When Engineers are discharged or disciplined for any reason, they shall be notified in writing and given cause for same. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE XXIX. (a). — Engineers attending investigations of accidents in which they are directly concerned will contribute as much of their time without pay as is necessary to determine responsibility for same. (b). — Engineers not concerned, whose testimony is required, will be allowed a day's time for each calendar day so held, at rate for class of service in which regularly employed. ARTICLE LII. — Any grievance that may arise shall be pre- sented by the Engineer aggrieved or by the local chairman of the Engineer's committee to the proper officers of the Company within 60 days of its occurrence. No attention will be paid to grievances not presented within the time specified. ARTICLE LIII. — An Engineer shall not be dismissed, suspended, deranked, nor shall an entry be made against his efficiency record with- out sufficient cause, and not then until after a fair and formal investiga- tion has been held, if he desires it. At such investigation the Engineer may be accompanied by an Engineer of his selection in the employ of the Company, who may be present throughout the entire investigation and be permitted to ask such questions as might develop facts pertinent to the case The Engineer shall be notified sufficiently in advance of the time set for the investigation to begin to enable him to have the associate Engineer present at the entire hearing. The right to appeal is con- ceded. ARTICLE LIV. — Should an Engineer be ordered to perform services contrary to the provisions of any of the Articles or Sections thereof enumerated herein, such orders shall be given in writing to the Engineer, and he shall obey. The matter may, as soon thereafter as practicable, be take up by the Engineers' Local Chairman to the Super- intendent, or by the Engineers' General Chairman to the General Superintendent or General Manager, and may finally be submitted to the Vice President. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XXIV. Section A.— No Engineer will be suspended or discharged or unfavorable entries made against his record without just and sufficient cause, and in case an Engineer is taken off his engine 403 or run he shall be given a hearing within five days from the time he was taken off. If, from any cause, investigation cannot be held within five days, notice and cause thereof shall be given to said Engineer. Section B. — If an Engineer is found guilty and a verdict of suspen- sion rendered, it shall be for a given length of time, and the Engineer so notified in writing, time of suspension to begin from time Engineer is relieved from duty. If not guilty he shall be paid for all time lost. Section C. — Every Engineer shall, at the end of an investigation, be informed whether or not he is guilty, and if guilty in what respect. Section D. — When an Engineer is brought to trial for any offense, the charges shall be specific and he shall have the right to produce any witnesses to testify in his defense at such investigation and to examine all papers covering his case, and to question all persons giving evidence in his case. Section E. — Any Engineer who feels that he has been unjustly dealt with may have the right of appeal to his superior officers within five days, in person or through the regular committee of the Brother- hood of Locomotive Engineers as per Article 43 of this agreement. If found not guilty, the Engineer shall be reinstated and paid for all time lost. ARTICLE XXXIII.— A. No fines will be imposed on Engi- neers for breakage or loss of tools, for damage incurred by accident to rolling stock on the road or for stock killed or injured. Engineers agree to use their best efforts to avoid accidents and damage as much as possible. ARTICLE XLII. — If an Engineer is ordered to perform services contrary to the articles enumerated herein, he shall be so ordered in writing and shall obey, but may protest to the Officer giving the order and at the earliest opportunity thereafter will refer the matter to such higher officials of the Company as in the premises may be proper, as well as to the general or local Chairman of the Engineers' Committee. ARTICLE XLIII. — All grievances of Engineers working under and governed by this agreement shall be handled by the regular com- mittees of the Brotherhood of Locomotive Engineers. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. ARTICLE XXVI. — No fines will be imposed on Engineers for loss of tools, for damage incurred by accident to rolling stock on the road or for stock killed or injured. Engineers agree to use their best efforts to avoid accidents and damages as far as possible. ARTICLE XXXIIL— (a) Engineers will not be discharged or ■disciplined without sufficient cause. In case an Engineer is taken off, he will be granted an investigation hearing and decision within five days if possible, at which hearing he will have the right to be present during the examination of witnesses and to have another Engineer in the service, of his own selection, to appear and speak for him. He will have the right of appeal from the decision of the Local to the Gen- eral Officers of the road. Decisions will be rendered as promptly as possible, and if his suspension or dismissal is deemed to have been unjust, he will be reinstated and paid for all time off. 404 (b) Engineers charged with oflfenses, either suspension or dis- missal, shall be notified in writing of the same. (c) Any member of the Brotherhood of Locomotive Engineers employed on the lines of this Company in engine service, on committee business, when such business has reference to grievances concerning the Company and its Engineers, will be granted leave of absence and furnished with passes to the offices of the' officials. Unlimited leave of absence will be granted in case of sickness or official promotion either with the Company or the organization parties to this agreement. Leave of absence for other purposes will not be granted to exceed 90 days with an extension of 30 days, if in the judgment of the Company such extension seems necessary. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE VII. Section 5. — There will be no fines imposed upon Engineers for loss or breakage of tools, damage to equipment or for stock killed or injured; but Engineers will use their best efforts to avoid same and when such loss or damage is proved to be due to negligence such Engineers subject themselves to discipline. ARTICLE VIII. Section 1.— (a) An Engineer will not be sus- pended or dismissed from the service without good and sufficient cause, and, except where immediate action is justified, without first having a formal investigation, if desired, and his responsibility established be- fore a Board of Inquiry composed of the Superintendent and Master Mechanic or their authorized representatives. The Engineer may have one disinterested Engineer, employed on the division, of his own selec- tion, present at the investigation. (b) Where suspension occurs pending investigation, the Engineer shall be so notified and given the formal investigation within five days. (c) No persons other than those constituting the Board of Inquiry and the disinterested Engineer will be permitted to question witnesses. (d) The right of appeal will be granted from the decision of the Board of Inquiry to the superior officers in their respective rank, who will grant a hearing within 10 days from receipt of such appeal. Said appeal shall be made in writing within 10 days, either in person by the Engineer affected, or by the Engineers' Committee. Sudi appeal will be in substance a request for a hearing. (e) A copy of the proceedings of the Board of Inquiry will be given the Committee upon request, provided a stenographic report is made. (f) In case an Engineer is found not guilty, he will be reinstated and paid for all time lost. (g) Engineers will be discharged without hearing in case of intox- ication. Section 18. — ^When Engineers select an adjuster from among their number to settle questions of seniority or rights to runs among them- selves, the Officials of the Company will assist them with the Com- pany's records. 40S Section 24. — The Brotherhood of Locomotive Engineers' Com- mittee will, subject to the right of an Engineer to take up his own case, represent all Engineers in matters pertaining to rates, rules or seniority and general grievances covered by this agreement. KANSAS CITY TERMINAL RAILWAY Effective February 7, 1911. ARTICLE VIL — Engineers shall not be dismissed from the Com- pany's service without just cause. In case of suspension or dismissal, if any Engineer thinks he has been unjustly treated he shall have the right, within 10 days, to refer his case by written statement to the Superintendent. Within 10 days after the receipt of such notice his case shall be given a thorough investigation by the proper officers of the Company, at which he may be present if he so desires, and may also be repre- sented by any disinterested employee of his choice. In case he is not satisfied with the result of such investigation, he shall have the right to appeal to the President and General Manager. In case dismissal is found to be unjust, he shall be reinstated and paid for the time lost at the rate of 10 hours per day. ARTICLE VIII. — When an Engineer is suspended or marks placed against his record or to his credit, he shall be notified in writing. ARTICLE XVIII. — No fines shall be assessed against Engineers. LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. Section 17. — Engineers will not be discharged, suspended, or other- wise disciplined without just and sufficient cause. If any Engineer feels that he has been unjustly treated, he may take up his case with the proper officer, and has the right to appeal from such officer to the General Superintendent and thence to the President, in the order of their rank. In case discipline is administered and subsequently found to be unjust, he will be reinstated and paid at regular rates for time lost. When discussing his case before the proper officers, he may have one or more Engineers in the Company's service present to assist him. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912 ARTICLE XXVI. — Engineers will not be fined for loss or breakage of tools nor killing stock, they agreeing to use best efforts to prevent same. ARTICLE XXXIII. — Engineers will not be discharged or other- wise disciplined without sufficient cause. In case an Engineer believes that he has been unjustly discharged or disciplined he will have the right to make complaint in vvriting within five days, and shall, upon request of himself or committee of Engineers be granted a hearing by the proper official within five days or as soon thereafter as prac- ticable, at which hearing he may be present with any Road Engineer- of his choice in the employ of this Company and present any witnesses having knowledge of the facts. If dissatisfied with the decision of said 406 official an appeal may be made to higher authority. In case he has been unjustly disciplined he will be reinstated and paid for all time lost. ARTICLE XXXVIL— No Engineer shall be discharged account of application refused after having been in service of the Company sixty days. ARTICLE XXXVIII. — Insubordination, intoxication on or off duty, or drinking while on duty will be considered a dischargeable ofifense without investigation. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE XXIX. — All seniority, rates of pay and general griev- ances pertaining to Engineers will be handled by none but the regular Brotherhood of Locomotive Engineers' Committee. ARTICLE XXXIII. — No verbal complaints against Engineers will be entertained and it is agreed that all written complaints shall be submitted to him or to his representative for their personal inspection. It is further agreed that no fines shall be imposed on Engineers for loss or breakage of tools or damage to rolling stock on the road or for stock killed or injured. ARTICLE XXXIX. — In the event of a personal grievance arising from the administering of discipline, an Engineer may take up his case with the officials of the Company, and if he so desires may select an- other Engineer to assist him in presenting his case. No adjustment made by the Company in such cases shall be construed or cited as a precedent in any case presented by the Engineers' Committee. ARTICLE XL. — Engineers shall not be discharged, suspended or have notations made against their records without just and sufficient cause. When an Engineer believes his discharge, suspension or nota- tion unjust, he shall make a written statement of the fact and submit it to the proper officer, who, with the General Chairman of the Engi- neers, will investigate the case in question within five days after receipt of written notice referred to, and give prompt decision. The Engineer interested shall have the privilege of being present at such investigation, or may be called by the proper officer or Chairman. In case discipline is decided to have been unjust, the Engineer shall be reinstated, and if a Regular Engineer, will be paid for all time he would have made on his engine or run during the period of such suspension or discharge. If an Extra Man, he will be paid for the time lost at the rate for service last engaged in. If the notation against his record is decided to be unjust it will be eliminated. When a notation is entered against an Engineer's record he will be furnished a copy and will receipt for it. When an Engineer requests additional time for the investigation, it will be granted and no compensation for such time allowed. When the ' Company requires additional time, the Engineer will be allowed com- pensation for such time, whether found guilty or not. When stenographic report is taken of an investigation, and held under the provisions of this Article, the Engineer interested will sign two copies of his statement, one of which will be furnished him. 407 when ttie General Chairman appeals from a decision of tlie Mas- ter Mechanic or Trainmaster, he shall, within 20 days from date of decision, submit to the Master Mechanic or Trainmaster in writing (whose decision is appealed from) the reason for appealing to the General Manager. MIDLAND VALLEY RAILROAD Effective July 1, 1913. ARTICLE XXV. — Engineers will not be discharged or otherwise • disciplined without sufficient cause. In case an Engineer believes that he has been unjustly discharged or disciplined he will have the right to make complaint in writing within 10 days; and shall upon request of himself or Committee of Engineers be granted a hearing by the proper officials within five days or as soon thereafter as practicable, at which hearing he may be pres- ent with any Road Engineer of his choice in the employ of this Com- pany, and present any witnesses having knowledge of the facts. If dissatisfied with the decision of said official an appeal in writing may be made to the Vice President and General Manager within 10 days from close of the first hearing. In case he has been unjustly discharged he will be reinstated and paid for all time Ipst. If otherwise disciplined unjustly it will be cor- rected. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE XLI. — Engineers will not be charged for loss or breakage of tools or damage to rolling stock or machinery, nor for killing or injuring live stock. Engineers are, however, required to take every precaution to avoid accident that would cause loss or damage. ARTICLE XLII. — Engineers will not be discharged or suspended, nor will adverse entries be made on their records, until after the charge against them has received a thorough investigation. An Engineer may bring to his assistance any other Engineer in the service to plead his case at the investigation, which, when practicable, will take place within five days. If the Engineer considers the decision unjust or unfair he will have the right to appeal within five days to the next higher officer in proper rank. If it is found that the Engineer has been unjustly discharged or suspended he will be reinstated and paid one-half time for all time lost. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective January 1, 1911. ARTICLE XLVIII. — No Engineer shall be suspended or dis- missed from the service of the Company upon any charge without hav- ing a fair and impartial investigation before the Superintendent or Division Master Mechanic, as the case may be, with right to appeal to the General Mechanical Superintendent, General Superintendent, or General Manager ; the investigation shall be ordinarily held within five 408 days and the Engineer may have one or more Engineers with him. ISfo discipline is to be administered without a thorough investigation. If charges are not sustained, compensation will be allowed at the rate of 100 miles per day and shall be paid at minimum rate for class of service. Switch Engineers shall be paid at yard rates. It is understood that the Engineer making such appeal does not thereby in any way prejudice his standing with the officers of the Company. ARTICLE XLIX. — Any man having a grievance shall present same to his Superintendent or District Master Mechanic within 30 days after the occurrence and shall not be satisfied with the decision and desires to appeal to the General Superintendent or General Master Mechanical Superintendent, he may, within 30 days thereafter, notify the Superintendent or District Master Mechanic that he desires to appeal the case to the General Superintendent or General Mechanical Superintendent, and all papers in the case will be submitted, together with any statement the man desires to make. Before deciding on any appeal the General Superintendent or General Mechanical Super- intendent will give the General Chairman of the Engineers opportunity to be heard in the case. No grievance will be considered unless pre- sented in accordance with the above. The credit and debit system which went into efifect December 1, 1895, and August 1, 1897, are hereby annulled August 31, 1899, and the following similar plan, which is deemed preferable for each party to it, will be substituted. You will remember the present system was entered into experimentally, and from that stage, the value of it, alike to the employees and the Company, has become mutually apparent. In conse- quence, each can enter into a third period with a thorough knowledge of, and confidence in, the equity of the within plan. The leading objects of the system of discipline by record are : 1. To avoid the loss of time and wages to employees and the con- sequent possible suffering of those who may be dependent upon their earnings, as well as the demoralization of employees by enforced idleness. 2. To avoid the incorrect and pernicious feeling on the part of an employee who has been suspended (and thus lost time and money) that he has paid the Company for the loss and trouble he has caused, and that he can settle again in the same manner. 3. To avoid the dismissal of an employee for a single violation of the rules of good practice, that does not injuriously reflect on his repu- tation, conduct, capacity, or future usefulness. 4. To secure a higher state of efficiency. Strict discipline is essen- tial to the successful operations of a railroad. No continuous service performed by men can be perfect, but a high standard of discipline will produce a high class of service, and successful operation is dependent on good service. September 1, 1899, each Engineer will be given his seniority right held August 1, 1897, except in such cases as warranted dismissal. All debits, reprimands and credits will remain as now recorded. On and after September 1, 1899, debits, reprimands and credits placed against the record of Engineers and Firemen will not affect their seniority rights. 409 When an Engineer Or Fireman receives seven (?) debits it shall be considered sufficient cause for his dismissal from the service. Any credits received will cancel a corresponding number of debits. One debit will be cancelled by a perfect record for six (6) months subsequent to the date of its issue. Two debits will be cancelled by a perfect record for eight (8) months subsequent to the dates of their issue. Three debits will be cancelled by a perfect record for ten (10) months subsequent to the dates of their issue. Four debits will be cancelled by a perfect record for twelve (12) months subsequent to the dates of their issue. Five debits will be cancelled by a perfect record for fourteen ( 14) months subsequent to the dates of their issue. Six debits will be cancelled by a perfect record for sixteen (16) months subsequent to the dates of their issue. When Engineers, who have not completed their first year's service, resume firing by reason of light business, any debits that may stand against their record as Engineers will be cancelled by the same number of months of perfect record as though they were in service as Engineers. Reprimands will be given when the offense does not result in loss or damage to the property of the Company, delay, or inconvenience to trains, and for other minor offenses not necessary to detail, three repri- mands to one employee being equivalent to one debit, except as follows : One reprimand will be cancelled by a perfect record for two months subsequent to the date of its issue. Two reprimands will be cancelled by a perfect record for four months subsequent to the date of the second issue. Three reprimands in six months is equivalent to a debit. When there are no debits or reprimands against a record, a per- fect record for six consecutive months will be equivalent to a credit. A generally poor record will call for special consideration from the General Mechanical Superintendent, and may, after a hearing, bring dismissal, though a specific offense sufficient of itself to cause dismissal may be absent. Each Engineer or Fireman will be informed in writing of the num- ber of debits or credits he may receive, and in case he is dissatisfied with the ruling, he can appeal, without prejudice, to a committee consisting of the General Mechanical Superintendent (or his representative) and the General Superintendent (or his representative). The record books will be kept in the offices of the General Manager and General Mechanical Superintendent, and each employee whose name appears therein will have the right, at any time, to inspect his individual record, but not the record of any other employee. The credit system will be based on general meritorious service, with excellence in the following special directions : 1. Punctuality of trains when the schedule time is made, without exceeding the speed limit. 2. Economy in the use of fuel and lubricants and cost of repairs per 10,000 ton miles. 3. Freedom from sectional collisions. (A sectional collision is one where a train breaks apart and a collision of the several sections occurs.) 410 4. Damage to persons or property caused by rough handling of trains. 5. An act of heroism or the use of good judgment in an emergency. 6. A special act of merit or loyalty for the good of the service. 7. Freedom from disagreements with other employees of the Com- pany when in discharge of their duties, who are not subordinate to Enginemen. The above system cannot apply in the following cases : 1. Incorrect use or misunderstanding of telegraphic train orders. 2. An ignorance or omission of current book or time table rules whereby damage to persons or property results. 3* Intoxication when on duty or the excessive use of intoxicants at any time. 4. Rear end collision, whether on road (when properly signaled) or in station limits. 5. A violation of rules governing any movement of trains at sta- tions, railway crossings or draw-bridges. 6. Unwarranted interference with, or dictation to, employees as to the performance of their duty, or their relation to the Company. 7. Dishonesty or conspiracy prejudicial to the revenue or reputation of the Company. It will be considered sufficient cause for dismissal when any em- ployee is disloyal to the Company's interest, whether covered by this schedule or not. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. RULE 22. — Engineers will not be obliged to pay fines for loss or damage to equipment. RULE 39. — Engineers charged with ofifenses involving either sus- pension or discharge will be advised, in writing, of the nature of offense charged. No Engineer shall be suspended or discharged without proper cause. AH cases will have full investigation by Road Foreman and Trainmaster, who will render prompt decision. All parties interested will be notified to be present, and Engineer may have one or two Engi- neers present at the investigation to counsel and advise him. If party is not satisfied with such decision, he may appeal to the General Man- ager, whose decision shall be final. If it is decided that the man is blameless, he shall be immediately reinstated, and shall be paid for time lost on account of such suspension or discharge at the rate of one day or 100 miles for each calendar day. MISSOURI, KANSAS & TEXAS RAILWAY MISSOURI, KANSAS & TEXAS RAILWAY OF TEXAS BEAUMONT & GREAT NORTHERN R. R. TEXAS CENTRAL RAILROAD CO. WICHITA FALLS LINES Effective February 15, 1913. ARTICLE LII. — No fines will be imposed on Engineers for loss or breakage of tools, for damage incurred by accidents to rolling 411 stock, nor for stock killed or injured. Engineers agree to use their best efforts to avoid accidents and damage as far as possible. ARTICLE LVII. — Engineers will not be discharged nor other- wise disciplined without sufficient cause. In case an Engineer believes that he has been unjustly discharged or disciplined, he will have the right to make complaint in writing within 20 days, and shall, upon request of himself or Committee of Engineers, be granted a hearing by the proper official within five days or as soon thereafter as prac- ticable, at which hearing he may be present with any Road Engineer of his choice in the employ of this Company and present any witnesses having knowledge of the facts. If dissatisfied with the decision of said official, an appeal may be made to higher authority. In case he has been unjustly discharged, he will he reinstated and paid for all time lost. If otherwise disciplined unjustly, it will be corrected. Engineers may also be accompanied by a Road Engineer of his choice in the employ of the Company at the original investigation. ARTICLE LXI. — Grievances of Road Engineers will be taken up by and considered with a committee of Road Engineers only. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE XLIII. — Engineers will not be disciplined or dis- charged until they have; been given an investigation and their guilt established, unless the employee signs waiver of investigation and accepts discipline offered. Investigating Committee will be of the Master Mechanic or his representatives, or Superintendent or his representatives, and an Engi- neer representing the employee accused. A stenographic copy will be taken of all proceedings, and the testimony of all witnesses, together with the decision of the Investigating Committee, which decision shall be rendered within five days from date of investigation. Each mem- ber of the Committee to be furnished with copy, also interested em- ployee, if he makes application thereafter in writing. Each party will be allowed to call in witnesses to testify pertaining to the case, if they so desire. Employee will have the right to appeal through the Committee of his choice, if he so desires, to higher officials for further hearing by giving notice in writing within 15 days from date of first investiga- tion, which appeal will be heard within five days from notice, or as soon as thereafter possible. After investigation, if the Investigating Committee fails to agree, or in case Committee is dissatisfied with the results of hearing of the appealed case, they will have the right to take the case to a higher officer of the Company for final settlement. Necessary transportation will be furnished to parties to and from investigation. Any Engineer caused to lose time by the Company failing to conduct investigation in line with this Article -will be paid for all time lost, regardless of any facts that may thereafter develop, except ag- gravated cases, such as serious collisions and intoxication. ARTICLE XLIX. — ^AU questions pertaining to rates, rules and 412 working conditions of locomotive Engineers will be considered by the Officers of the Company with the regularly authorized Committee of the Brotherhood of Locomotive Engineers. The Committee will be furnished with the Company's records upon request. It is understood that any Engineer feeling himself aggrieved may be represented by the Committee of his choice, and have his case adjusted under the terms of this schedule in accordance with the interpretation placed upon its several articles by the Company and the regular authorized Engineers' Committee. ARTICLE LIV. — No grievance will be considered in cases happen- ing previous to September 15, 1910. ARTICLE LVII. — No fines will be imposed upon Engineers for loss or breakage of tools, for damage incurred by accident to rolling stock, or for stock killed or injured. Engineers agree to use their best eflForts to avoid accidents and damage as far as possible. ARTICLE LXVIII. — If an Engineer is ordered to perform service contrary to articles enumerated herein, he shall be ordered in writing by proper officer and shall obey, but may protest to the officer giving the order and at the earliest opportunity thereafter will refer the matter to such higher officials of the Company as may be proper as well as to the General Chairman of the Engineers' Committee. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XLI. — No fines will be imposed upon Engineers for loss or breakage of tools, for damage incurred by accidents to rolling stock on the road, or for stock killed or injured. Engineers agree to use their best efforts to avoid accidents and damage as far as possible. ARTICLE XLIX. — (a) Engineers shall not be discharged, sus- pended or have notations made against their records without just or sufficient cause. When an Engineer believes his discharge, suspension or notation unjust, he shall make a written statement of the facts and submit it to his Superintendent, or in strictly mechanical cases to his Master Mechanic, who, with the Local or General Chairman of the Engineers, will investigate the case in question within five days after receipt of written notice referred to and give prompt decision. The Engineer interested shall have the privilege of being present at such investigation or may be called by the Superintendent, Master Mechanic or Chairman. In case the discipline is decided to have been unjust, the Engineer shall be reinstated, and if a Regular Engineer, be paid for all time he would have made on his engine or run during the period of such suspension or discharge. If an Extra Man, he will be paid for time lost at rate of service last engaged in. If the notation against his record is decided to be unjust it will be eliminated. When a nota- tion is entered against an Engineer's record he will be furnished a copy and will receipt for it. (b) When an Engineer requests additional time for the investiga- tion, it will be granted and no compensation for such time allowed, 413 When the Company requires additional time, the Engineer will be allowed compensation for such time whether found guilty or not. (c) When stenographic report is taken of an investigation held under the provisions of this Article, the Engineer interested will sign two copies of his statement, one of which will be furnished him. (d) When the Local or General Chairman appeals from the deci- sion of the Master Mechanic or Superintendent, he shall, within 20 days from the date of such decision submit to the Superintendent, or in strictly mechg.nical cases to the Master Mechanic, in writing, the rea- sons for appealing to the General Superintendent or Assistant Super- intendent of Machinery, whose decision may be subject to appeal, in writing, giving reasons for appealing. In strictly, mechanical cases, after an investigation has been made by the Master Mechanic, the line of appeal will be to the Assistant Superintendent of Machinery, then to the Superintendent of Machinery, and then, if necessary, to the General Manager. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE XXVI. — No Engineer shall be disciplined or otherwise discriminated against for serving on any committee in the interest of the Brotherhood of Locomotive Engineers, nor shall any Engineer be dismissed, suspended or otherwise disciplined without just and suffi- cient cause. A hearing will be granted in all cases, if requested. In cases of discipline or dismissal, Engineers will be given fair and impartial trial, and if found not guilty will be reinstated to former position and allowed what they would have made had they remained on runs. If an Extra Engineer, he will be allowed $4.40 for each day held off. If demerit marks have been assessed, they will be canceled. In matters pertaining to the Transportation Department only, investigation may be conducted by the Trainmaster or Superintendent in conjunction with the Master Mechanic. In all other matters, investi- gation shall be conducted by the Master Mechanic. At the investigation and in appeal cases, the Engineer on trial may be present and hear all evidence, both written and verbal, and ■ may introduce witnesses in his own defense, and may have any En- gineer of his choice assist him in the investigation. The Engineer of his choice shall be present, if possible, to relieve him. In case an Engineer believes he has been unjustly dealt with, he will make out a statement to the Master Mechanic, giving facts in his case, and submit it within 10 days, and a hearing shall be granted in 10 days from the time complaint is received, and a decision shall be rendered within five days thereafter. In case the grievance is not amicably adjusted, an appeal may be taken successively to the highest authority ; in each case a hearing will be given, if possible, within 10 days after appeal is taken. A decision will be rendered in five days thereafter. 414 ARTICLE XXVII. Section 2. — All interpretations arising under this agreement relative to rates of pay, seniority, general grievances, rules and regulations, pertaining to all Engineers, runs and assignments, will be handled with the General Committee of Adjustment of the Brotherhood of Locomotive Engineers. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 100. — Engineers will not be obliged to pay fines for loss or damage to equipment. RULE 131. — No Engineer shall have a memorandum made against his personal record, shall be suspended or dismissed, without proper cause. Engineers charged with offenses involving either a memorandum against their personal record, a suspension, or dismissal, will be ad- vised in writing of the nature of the offense charged. All cases will have full investigation by Master Mechanic or Superintendent, who will render prompt decision. All parties inter- ested will be notified to be present. The Engineer may have one or two Engineers present at the investigation to assist him. If party is not satisfied with such decision he may appeal to the next higher authority, continuing such appeal, if desired, to the General Manager, whose decision shall be final. If it is decided that the man is blamed less he shall be immediately reinstated, and paid for the time lost on account of such suspension or discharge at the rate of one day or 100 miles, for each calendar day. In such case the Engineer will retain his date on seniority list pending decision of such appeal. Note: It is intended that this investigation shall be held at the earliest possible time, at which all interested will be present. Grievances not presented within sixty days shall not thereafter be considered. RULE 134-C. — Enginemen having personal grievances may pre- sent their own cases or be represented by employees of their own class and selection, the company reserving the right to secure from any available source such information as is necessary to justly determine the matter at issue. The intent of this is to have a personal grievance handled somewhat as follows : First as to locally on the division. By the individual himself before the Master Mechanic or Superintendent, or by the individual assisted by a co-employee or committee of co- employees before the Master Mechanic or Superintendent, but if not settled on the division or locally the individual may have any co- employee assist him in appealing his case to higher authority in regular order up to the General Manager. By co-employee is meant a man in the same class of service. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. . ARTICLE XXI. Section 1. — Engineers will not be held respon- sible for causing damage to engines or to other Company property in case full investigation shows reasonable doubt or defective material or workmanship. 415 Section 2. — Engineers will not be required to pay for stock killed. ARTICLE XXV. — No Engineer shall be disciplined or discharged except for serious cause, where fault is proven beyond a reasonable doubt, without a fair and impartial hearing before proper officers. During such hearing he may have the assistance of any Engineer in service on his division. If an Engineer is suspended or discharged and is proven to have been innocent of the offense charged, he shall be reinstated and paid for time lost on such account. OREGON SHORT LINE RAILROAD Effective February 1, 1913. ARTICLE XIV. — When Engineers are suspended for an alleged fault, no punishment, either by dismissal or demerits, will be fixed without a thorough investigation, at which the accused may have an Engineer of his choice present, who may interrogate the witness, by permission of the Superintendent. Ordinarily such investigation will be held within five days from date of suspension, and if found innocent he will be reinstated and paid for time lost. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE IX. Section 1. — Engineers shall not be discharged or suspended nor given demerit marks without a just and sufficient cause nor without a fair and impartial investigation. If a hearing is held in connection with such investigation the Engineer accused may have another Engineer from his own seniority district present to assist him in presenting his case. If it be decided by the Engineers that a man is unjustly suspended, demerited or discharged, he can individually, or through his Chairman or his representative, meet with the proper officials, and they will investigate the case in question within a period of five days and give a prompt decision. All papers pertaining to the investigation shall be. open to those concerned at all times and in all cases for the purpose of investigation, and in case the aforesaid dis- charge, suspension, or demerit be decided to have been unjust by all of said persons named, he shall be reinstated or demerit marks re- moved, and paid for all time lost on such account. Section 2. — It is expressly understood that any Engineer or Griev- ance Committee authorized to represent Engineers shall have access to the proper Official for the consideration of cases of violation of rules or regulations governing conditions of employment. Section 3. — All complaints made by Engineers against Firemen will be made in writing ; verbal complaints will not be entertained. ARTICLE XV. — No fines shall be imposed on Engineers for loss or breakage of tools, for damage incurred to rolling stock, or for stock killed or injured. Engineers agree to use their best efforts to avoid accidents or damage. Engineers shall not be bulletined for any oflFeftce, and when an Engineer is discharged from the System his punishment gball cpas?, 41(5 PEORIA & PEKIN UNION RAILWAY Effective January 7, 1911. ARTICLE V. — No Engineer shall be suspended or discharged without good and sufficient cause. He shall be entitled to a full and impartial hearing by the proper officials of the Company, except in cases of drunkenness. Investigation must be accorded without unnecessary delay, and if not found guilty he shall be paid for the time so lost. If he so desires, he shall have the privilege of some disinterested Engineer present at such hearing or investigation. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE XXXI. — No fines will be imposed on Engineers. ARTICLE XLIV. — Engineers will not be suspended or dismissed, or have demerits entered against record, without just and sufficient cause. If any Engineer believes that he has been unjustly dealt with he will make a written statement of the facts in the premises and sub- mit such statement to the Superintendent or Master Mechanic within five days, and at the same time designate any other Engineer in the employ of the Company for the purpose of investigating and explaining his case. In case grievance cannot be amicably adjusted, then he may appeal to the higher officers of the Company, and on such appeal may be accompanied by the same or by another Engineer representative (an employee of this Company) as he desires, but in all such cases the representation will be a personal representation and not the representa- tion of an organization. No decision given in any case that is handled as above will constitute a precedent or be cited in cases that are handled by the Committee of the Brotherhood of Locomotive Engineers. If the Engineer so desires he may be represented before the Superintendent or Master Mechanic and on appeal to higher officers, by the regular Committee of Adjustment of the Brotherhood of Loco- motive Engineers. If the Engineer is found not guilty, he will receive $4.90 for each calendar day lost and will be reinstated to his former position. (B) No consideration will be given to grievances not presented in writing within 30 days of occurrence. In all cases where an appeal is taken to higher officers of the Company notice of such appeal shall be given within 10 days and full statement furnished within five days thereafter to the officer to whom the appeal is taken. (C) The General Committee of Adjustment of the Brotherhood of Locomotive Engineers shall represent all Engineers in all matters covered by this Agreement, except as provided above. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. ARTICLE IX. — When Enginemen are suspended for an alleged fault, no punishment will be fixed without a thorough investigation, at which the accused may have an Engineman of his choice present. 417 Ordinarily such investigation will be held within five days from date of suspension. If found innocent, he will be reinstated and paid for time lost. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY GULF COAST LINE Effective August 1, 191L ARTICLE XIII. — It is agreed that no fines shall be imposed on any Engineer or Fireman for loss or breakage of tools, or damage incurred by accidents to rolling stock, or for stock killed or injured. Engineers and Firemen agree to use their best eiforts to avoid accident or damage as far as possible. RULE 31. — Engineers or Firemen shall not be discharged or otherwise disciplined without a fair and impartial trial except in cases where fault is apparent beyond reasonable doubt. In case an Engineer or Fireman believes he has been unjustly discharged or disciplined, he shall have the right within 10 days to make complaint in writing, and shall upon request of himself or a Committee of Engineers or Firemen be granted a hearing within 10 days by the proper officials. If dis- satisfied with the decision of said officials, appeal may be made to higher authority. Engineers or Firemen who have been discharged or otherwise disciplined shall be granted free transportation upon request for securing evidence appertaining to grievances or to reach the division or lodges and general offices located on the line of this road. In case he has been unjustly discharged, he will be reinstated and paid for time lost. If otherwise disciplined unjustly, it shall be corrected. It is understood that this rule shall not conflict with either the State or Federal laws. SAINT LOUIS & SAN FRANCISCO RAILROAD FRISCO LINES Effective December 24, 1910. ARTICLE XII. — Where a joint investigation is held to determine the responsibility between railroads that require employees to lose time in addition to ordinary loss of time for customary investigation, such extra time will be allowed as per Section 2, Article V. ARTICLE XXIV. — No fines shall be assessed against Engineers. ARTICLE XXVII. — ^Engineers shall not be discharged, suspended or given demerit marks without just and sufficient cause. Before inflicting punishment in form of dismissal or suspension — unless waiver is signed by Engineer — Assistant Superintendent, Master Mechanic, or Superintendent will hold investigation if requested by employee involved, except in cases of head-end collision or drunken- ness. If investigation is deemed necessary, Engineer may be present, together with a disinterested Engineer of his choice, all decisions to be rendered within 15 days when practicable. In case of dismissal, sus- pension or demerit marks, if any Engineer thinks sentence unjust, he shall have the right, within 10 days, to refer his case by written state- ment to Superintendent or General Superintendent of Motive Power. Within 10 days of receipt of this notice his case shall have a thorough 418 investigation by proper officer of the Company, at which investigation he may be present if he so desires, and also be represented by disin- terested Engineer of his choice. In case he is dissatisfied with the result of investigation he shall have the right to appeal to the General Officers. In case punishment is inflicted and subsequently found to be unjust, he shall be reinstated and paid at regular rates for all time lost. No appeal to General Officers will be considered unless presented in writing within 10 days after Committee of Adjustment has received decision of General Super- intendent of Motive Power or Division Superintendent rendered after conference with them. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE XXII. — No fines shall be assessed against Engineers. ARTICLE XXV. — Engineers shall not .be discharged, suspended or given demerit marks without just and sufficient cause. Before inflicting punishment in form of dismissal or suspension — unless waiver is signed by Engineer — Assistant Superintendent, Master Mechanic, or Superintendent will hold investigation if requested by employee involved, except in case of head-end collision or drunkenness. If investigation is deemed necessary. Engineer may be present, together with a disinterested Engineer of his choice, all decisions to be renderfed within 15 days when practicable. In case of dismissal, suspension or demerit marks, if any Engineer thinks sentence unjust, he shall have the right, within 10 days, to refer his case by written statement to Superintendent or General Superintendent of Motive Power. Within 10 days of receipt of this notice his case shall have a thorough investi- gation by proper officers of the Company, at which investigation he may be present if he so desires, and also be represented by disinterested Engineer of his choice. In case he is dissatisfied with the result of the investigation he shall have the right to appeal to the General Officers. In case punish- ment is inflicted and subsequently found to be unjust, he shall be reinstated and paid at regular rates for all time lost. No appeal to General Officers will be considered unless presented in writing within 10 days after Committee of Adjustment has received decision of Gen- eral Superintendent of Motive Power or Division Superintendent ren- dered after conference with them. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS LEASED, OPERATED AND INDEPENDENT LINES Effective April 1, 1911. ARTICLE L. — No fines will be imposed for loss or breakage of tools, damage to rolling stock, or stock killed or injured. ARTICLE LV. — Engineers will not be discharged, suspended or have record marked except for good and sufficient cause. When sus- pended pending investigation, they will be S6 notified and decision 419 rendered within five days. Should an Engineer consider that he has been unjustly discharged, suspended, or record marked, he may within 10 days from date of the decision by the Company make a written statement of his case to the Superintendent, and within 10 days after receipt thereof he shall be given a fair and impartial hearing by the Superintendent. At such hearing he may have present an Engineer of his own selection, provided he is an employee of this Company. Should he be dissatisfied with the decision of the Superintendent, he may within 10 days appeal to the General Officers, who will within 10 days grant a hearing and render a decision within five days after the hearing. If found without fault, will be reinstated and paid for time lost. (B) Questions of senority and grievances of road Engineers may be taken up by and considered with a Committee of Road Engineers only. ARTICLE LVI. — In case a difference of opinion as to the con- struction of these rules arises between the Engineers and Division Officers, Superintendents, Master Mechanic or their representatives, the question at issue may be submitted by the Engineers to the General Superintendent for his consideration and if not satisfied with results they may submit the same to the General Manager, whose decision shall be final. SOUTHERN PACIFIC COMPANY (Pacific System) ' Effective December 1, 1912. ARTICLE XXII. — Charges of carelessness against Engineers causing damage to engines or other Company property will receive full and fair investigation; and when such damage if. found to be due to defective material or workmanship, or where there is reasonable doubt as to cause of such damage. Engineers will not be held responsible. ARTICLE XXIV. — Engineers will not be required to pay for stock killed, nor will fines for breakage or damage of any kind be imposed on Engineers. ARTICLE XXXI. Section 7 (A).— Any Engineer desiring to enter protest against his date on Engineers' seniority list, as posted by the Company, shall make out written protest within 30 days, as "speci- fied herein, and submit copy to the Master Mechanic or Local Committee of the B. of L. E. ARTICLE XXXII. — No Engineer shall be suspended or dis- charged, except in serious cases, where fault is apparent beyond rea- sonable doubt, until he has had a fair and impartial hearing before the proper officials. During such hearing he may be assisted by an En- gineer in service on his seniority district. When decision is rendered, if such Engineer believes it unjust he may take up his own case on appeal to the higher authorities and, if he so desires, may select an Engineer in service on the same seniority district to assist him in pre- senting his case, but such representation shall be of a purely personal character and shall not carry with it the sanction of committee repre- sentation. No adjustment made by the Company in such cases shall be construed or cited as precedent in any case presented by the En- gineers' Committee. 420 If an Engineer does not handle his own case, as above specified, the regularly constituted committee of the Brotherhood of Locomotive Engineers can appeal through the proper officials to the highest author- ity ; hearing in all cases to be given and decision rendered as promptly as possible. If an engineer is suspended or discharged and is proven to have been innocent of the offense charged, he shall be reinstated and paid $4.95 per day for time lost on such account. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. RULE 20. — Section (T). — Engineers will not be suspended or discharged without cause, and will not be held out of service (except in extreme cases) until after investigation. If found guiltless, they will be paid for any time lost at schedule rates for the class of engine on which they were serving at the time of suspension or discharge. Section (hh). — Engineers will not be required to pay fines on account of breakage or loss of tools. TEMISKAMING & NORTHERN ONTARIO RAILWAY Effective January 1, 1911. ARTICLE XV. — When an Engineman is suspended or dismissed, he will be advised of the reason of such action, and a full and impartial investigation will be held and the Engineman advised within 10 days. Enginemen will be advised to be present at such investigation, and may be accompanied by another Engineman, and will be furnished with; a carbon copy of his signed evidence. Should the investigation prove him blameless, he will be reinstated and paid for the time lost, one day for each consecutive 24 hours at through Freight Enginemen's rates. Any appeal from such decision must be in writing by the Engine- man, through his Locomotive Foreman, within 10 days after he has been advised of such decision. In case of doubt, Enginemen will not be suspended until after investigation. TERMINAL RAILROAD ASSOCIATION OF SAINT LOUIS and SAINT LOUIS MERCHANTS BRIDGE TERMINAL RAILWAY Effective January 1, 1911. RULE 11. — Engineers will not be dismissed, suspended or given demerit marks without just cause. If in any case of discipline he thinks he has been unjustly treated he will have the right, within five days, to refer his case in writing to the proper officer. Within five days after receipt of such notice his case will be given a thorough investigation by the proper officer of the Company, at which he may be present (if he so desires), in company with properly authorized committee. In case dismissal or suspension is found to be unjust he will be reinstated and paid for all time lost. In case he shall not be satisfied with the result of the investigation, he will have the right to appeal to the next ranking officer. 421 TEXAS & PACIFIC RAILWAY Effective March 1, 1913. ARTICLE XIX.— (A) No fines shall be imposed upon Engi- neers for loss or breakage of tools, or damage incurred by accident to rolling stock on the road, or for stock killed or injured. Engineers agreeing to use their best efforts to avoid accidents and damage as far as possible. ARTICLE XXXII.— (A) No Engineer will be suspended or dismissed or unfavorable entries made against his record without just and sufiicient cause, and in case an Engineer is taken off his engine or run, he, accompanied by an Engineer of his selection in actual serv- ice on same district, shall be given a hearing by Superintendent or Master Mechanic, or both, within five days from the time he was taken off. If, from any cause investigation cannot be held within five days, notice and cause thereof shall be given to said Engineer. (B) If an Engineer is found guilty and a verdict of suspension rendered, it shall be for a given length of time and the Engineer so notified in writing, time of suspension to begin from time Engineer is relieved from duty. If not guilty he shall be paid for all time lost. (C) Every Engineer shall at the end of an investigation be in- formed whether or not he is guilty, and, if guilty, in what respect. (D) When an Engineer is brotight to trial for any offense, the charges shall be specific and he shall have the right to produce any witnesses to testify in his defense at such investigation, and to examine all papers covering his case, and to question all persons giving evi- dence in his case. (E) Any Engineer who feels that he has been unjustly dealt with may have the right of appeal to his superior officers within five days, in person or through the regular Committee of the B. of L. E., as per Article XXXIII of this agreement. If found not guilty, the Engineer shall be reinstated and paid for all time lost. ARTICLE XXXIII. — ^AU grievances of Engineers working under Engineers' Agreement shall be handled by the regular Brotherhood of Locomotive Engineers' Committee. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE XXIII.— No Engineer shall be suspended or dis- charged, or unfavorable entries made against his record, without just and sufficient cause, and in case an Engineer is taken off his engine or run, he shall be given a hearing within five days from the time he was taken off. If from any cause investigation cannot be held within five days, notice and cause thereof shall be given to said En- gineer. If an Engineer is found guilty and a verdict of suspension ren- dered, it shall be for a given length of time, and the Engineer so notified in writing; time of suspension to begin from time Engineer is relieved from duty. If not guilty, he shall be paid for all time lost. Every Engineer shall, at the end of an investigation, be informed whether or not he is guilty, and if guilty, in what respect. 422 When an Engineer is brought to trial for any offense, the charges shall be specific, and he shall have the right to produce any witnesses to testify in his defense at such investigation. He shall be represented by an Engineer in the service, who shall have the right to examine alj papers covering the case and to question all persons giving evidence in the case. Any Engineer who feels that he has been unjustly dealt with may have the right of appeal to his superior officers within five days, in person or through a committee. If found not guilty, the Engineer shall be reinstated and paid for all time lost. ARTICLE XXXIII. — No fines will be imposed on Engineers for breakage or loss of tools, for damage incurred by accident to rolling stock on the road, or for stock killed or injured. Engineers agree to use their best efforts to avoid accidents and damage as much as possible. ARTICLE XL. — If an Engineer is ordered to perform service contrary to the articles enumerated herein, he shall be so ordered in writing and shall obey, but may protest to the officer giving the order, and at the earliest opportunity thereafter shall refer the matter to such higher official of the Company as in the premises may be proper, as well as the General or Local Chairman of the Engineers' Committee. UNION PACIFIC RAILROAD Effective September 1, 1911. ARTICLE XlV. Section L — When Engineers are suspended for an alleged fault, no punishment will be fixed without a thorough investigation, at which the accused may have an Engineer of his choice present. Ordinarily, such investigation will be held within five days from date of suspension. If found innocent, he will be reinstated and paid for time lost. Section 2. — When an Engineer leaves the service, he will be promptly furnished with service letter. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 40. — ^AU complaints made by one employee against another shall be made in writing. RULE 41. — Engineers shall not be assessed fines. RULE 54. — No Engineer will be dismissed or suspended from the service of the Company or disciplined without a fair and impartial in- vestigation, and shall have the privilege of having an Engineer in the service of the Company to assist in the investigations. Any Engineer who has been suspended or dismissed shall be entitled to a special hearing, if he shall make a request therefor in writing to the Superin- tendent of the division upon which he is employed within 10 days from the date of his suspension or discharge. These hearings will be held witiiin seven days from the date of his suspension or discharge ; and he shall have the privilege of having an Engineer in the employ of the Company to assist him in his de- fense, and will be notified promptly of the result. Witnesses may be 423 examined separately, and in case statements are conflicting, those whose statements conflict may be heard together. Whenever an Engineer able to work purposely refuses to report for duty for a period of three days, or to perform the ordinary duties of his employment when called upon (except on account of sickness of himself or family), he shall be deemed to have quit the service of the Company of his own accord, and no hearing shall be necessary. The use of intoxicating liquors or visiting saloons will be suffi- cient cause for dismissal. Any employee may be dismissed imme- diately in case of intoxication or insubordination. In case of unjust dismissal or discipline, the employee will be reinstated, paid for time lost and the record corrected. RULE 55. — When differences as to the schedule and practices under it arise, it is deemed best for the Engineers and Local Officials to confer individually, and in a fair spirit dispose of the matters. If, however, employees desire to present their views to any officer of the Company by means of a committee selected from Engineers in the employment of the Company, service on such committee will not prejudice the standing of any Engineer. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE XXIII. — No fines will be assessed against Engineers. ARTICLE XXVI. — Any complaint made by one employee against another shall be made in writing. Regularly authorized committees will be recognized in the handling of all matters covered by the provisions of this agreement. No em- ployee will be discriminated against for serving on grievance com- mittees. ■ ( Committeemen will be granted leave of absence and transportation without unnecessary delay. ARTICLE XXVII. — No Engineer will be suspended or dis- charged except in cases where fault is apparent beyond reasonable doubt, without a thorough investigation by the proper officers. Ordi- narily such investigation will be held within five days after the offense has been committed and proceed with as little interruption as may be until completed. The employee shall have full opportunity to present his case and offer testimony, and may be accompanied by a fellow employee. When a decision is rendered, if the Engineer believes it unjust, he may, within 15 days from the date of such decision, take up his case on appeal (submitting in writing the reasons for appealing) to the next higher officer in authority whose decision may be subject to appeal. If the suspension or dismissal shall be found to have been without just cause, the employee shall be reinstated and paid for time lost. ARTICLE XXXI.— Transportation department Rule 362 says: Employees must not make an assignment of their wages or subject the Company to service of garnishment. Practice is to investigate the justice of such case, and unless there are good reasons for making exceptions, third garnishment results in dismissal. 424 WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE XVIII. — No Engineer shall be discharged, suspended or demerited \vithout a fair and impartial hearing. At said hearing he shall have the privilege to select one or more Engineers to act as his representatives in the case, and allowed to remain present while the testimony is taken in the case. If it is proven that he has been held out of the service of the Company without a just cause, he shall be paid full time for all time lost. It is further agreed that the proper oiiicers of the Wichita Valley Railway System will at all times listen to all grievances that the Engineers may see fit to make, such grievances to be in writing and handled by the regular Brotherhood of Locomotive Engineers' Committee, and it is further agreed that they will grant leave of absence and transportation upon request, and give a hearing in five days. ARTICLE XXXIX. — No verbal complaint against Engineers will be entertained and it is further agreed that all written complaints shall be submitted to him or his representatives for their personal inspection. It is further agreed that no fines shall be imposed on Engineers for loss or breakage of tools, or damage incurred to rolling stock on road, or for stock killed or injured. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. ARTICLE XXIX. — Engineers attending investigations of acci- dents, in which they are directly concerned, will contribute as much of their time without pay as is necessary to determine responsibility for same. (B) Engineers not concerned, whose testimony is required, will be allowed a day's time for each calendar day so held, at rate for class of service in which regularly employed. ARTICLE XLVII. — ^Any grievance that may arise shall be pre- sented by the Engineer aggrieved or by the Local Chairman of the Engineers to the proper officer of the Company within 60 days of its occurrence. No attention will be paid to grievances not presented within the time specified above. ARTICLE XLVIIT. — An Engineer shall not be dismissed, sus- pended, nor shall an entry be made against his efficiency record without sufficient cause, and not then until after a fair and formal investigation has been held if he desires it. At such investigation he may be accompanied by an Engineer of his choice in the employ of the Company, who may rema,in throughout the entire investigation and be permitted to ask questions as might develop facts pertinent to the case. The right to appeal is conceded. 425 EATING ON ROAD CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE XV. (A). — Engineers will have the opportunity of having meals at a reasonable hour by previously advising Dispatcher. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. ARTICLE XXV. — Engineers on freight trains will be given reasonable time for meals between terminals on advising Dispatcher an hour in advance. Time occupied to be deducted in computing overtime. CHICAGO GREAT WESTERN Effective July 1, 1911. ARTICLE XII. — When practicable and providing Division Super- intendent has been notified, a stop for meals will be made when train has been on the road eight hours or more. This does not apply to time freight or stock trains whose schedules are twelve hours or less, unless they are badly delayed. Operators will transmit messages when requested, notifying eating houses that trains will stop for meals. CHICAGO, PEORIA & SAINT LOUIS RAILWAY OF ILLINOIS Effective November 1, 1912. Crews on other than stock or fast freight trains will be allowed not to exceed twenty minutes for meals after getting permission from Chief Dispatcher. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY Effective February 1, 1911. ^ ARTICLE XX. — In freight service Engineers will be allowed a reasonable time for meals.. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE LIV. — A maximum of thirty minutes for meals will be allowed to an Engineer on all runs except passenger and fast freight service, at designated and established eating stations; meals to be ordered and Train Dispatcher notified by wire in advance. COLORADO SPRINGS & CRIPPLE CREEK RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. ARTICLE XXIX. — Engineers in road service will be allowed reasonable time for eating at convenient places. The Train Dispatcher will be notified of their intention to eat. The Operator will deliver message to eating house. 426 DENVER, LARAMIE & NORTHWESTERN RAILROAD / Effective October 1, 1912. , ^ ARTICLE XVII. — In freight service engine crews will be allowed reasonable time for meals. DENVER & SALT LAKE RAILWAY Effective August 16, 1912. ARTICLE XXVIII. — Engine crews will be allowed sufficient time for meals at convenient places, and so far as practicable will order their meals ahead and notify Dispatchers of their intention to eat. DULUTH, MISSABE & NORTHERN RAILWAY Effective January 1, 1911. ARTICLE I. Section 3. — Road crews will be allowed to stop for meals when convenient, and as near meal hours as possible. This does not apply to ore service. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY MINERAL RANGE RAILROAD Effective December 24, 1910. ARTICLE XXIV. — Enginemen will be allowed a reasonable amount of time for meals when it is necessary and especially in storms and long delays, but must notify the Dispatcher and receive permis- sion, thirty minutes under ordinary circumstances being considered a sufficient time. EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1910. ARTICLE XXV. (C). — Engineers in freight service will be allowed sufficient time for meals at convenient places. Dispatchers will be notified of their intention to eat. Operators will deliver mes- sages to eating houses within 1,000 feet of telegraph office. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. ARTICLE XXIX. — Engineers will be allowed reasonable time for eating at convenient places, but the train Dispatcher will be notified of their intention to eat and Operators will deliver all messages to eating houses. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE XXVII. — ^AU Engineers will be allowed reasonable time at convenient places for eating when they so desire. When an engineer orders a meal by wire for purpose of lessening delay and the message is not delivered to eating house, the engineer shall not be held responsible for unusual delay. 427 / GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGANS LOUISIANA & TEXAS RAILROAD & STEAM- SHIP COMPANY IBERIA & VERMILLION (Sunset Central Lines) Effective September 1, 1911. ARTICLE XIII. Section 11.— A maximum of 30 minutes for meals at the usual meal stations will be allowed Engineers in freight service. Operators will be required to promptly transmit all orders for meals and such orders will be delivered to any eating house within 1,000 feet of the telegraph station. GREAT NORTHERN RAILWAY Effective June 1, 1913.. RULE 28. (B). — Engineers will be allowed to eat as nearly as possible at the expiration of every six hours, providing they notify the Train Dispatcher and if they do not absent themselves from their engines over thirty minutes they will receive continuous time. Pas- senger, symbol, stock and fruit trains not to be delayed. This does not apply to slow freight trains run under symbol numbers. Engineers who do not stop between terminals to eat will not be required to do any switching on arrival at terminal except to put away caboose, without first being allowed time to eat. When switch- ing is required the outgoing crew whenever possible should do it. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE XX J4. — Engineers will be allowed a reasonable length of time for eating at convenient places, but will at all times notify Dispatcher. HOUSTON EAST & WEST TEXAS RAILWAY Effective December 24, 1910. ARTICLE II. Section (F). — A reasonable time for meals, not exceeding thirty minutes, will be allowed Engineers in freight service at designated meal stations on each division, to be arranged by the Superintendent of Transportation. Train Dispatchers to be notified a reasonable time in advance of stopping for meals. HOUSTON & TEXAS CENTRAL Effective December 24, 1910. A maximum of thirty minutes for meals will be allowed Engineers in freight service; Operators will be required to transmit orders for meals, and such orders will be promptly delivered. Superintendents to designate meal stations. 428 KANSAS CITY, MEXICO & ORIENT RAILWAY KANSAS CITY, MEXICO & ORIENT RAILWAY COMPANY OF TEXAS Effective July 1, 1912. ARTICLE XXV. — Engineers will be given ample time for meals at intermediate points, it being understood that they will give proper notice to Dispatcher where meals are wanted. KANSAS CITY SOUTHERN Effective September 1, 1911. ARTICLE VII. Section 4. — Road Engineers will be allowed not more than thirty minutes for meals while on the road, except that manifest and other trains handling live stock or perishable freight shall not be stopped for meals, unless there is a probability that the time consumed in making the trip will exceed eight hours and thirty minutes. Dead freight trains will not be stopped more than once for meals on any one district unless the time on road is liable to consume more than twelve hours. LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. SECTION 16. — Engineers will be allowed a reasonable length of time for eating at convenient places, but will first obtain permission from Train Dispatcher before stopping to eat. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. ARTICLE XXVIII.— Engineers on local will be allowed time to eat at convenient stations either by regular arrangement, or, failing that, meals will be ordered by the Dispatcher. Operator at indicated station will deliver the order promptly if eating house is convenient to depot or reached by telephone; thirty minutes will be considered suffi- cient time to eat. Trains will not be stopped more than once in twelve hours to eat, unless train is seriously delayed, indicating very late arrival. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE XXIII. — All engine crews will be allowed reasonable time at convenient places for eating when they so desire. When an Engineer orders a meal by wire for the purpose of lessening delays, and the message is not delivered at eating house. Engineer shall not be held responsible for delay. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective April 1, 1910. ARTICLE XXXII. — A reasonable time for meals will be allowed Engineers; the Train Dispatcher to be notified a reasonable length of 429 time before stopping and Operator shall transmit any message when it is necessary to wire eating houses of the crew's intention to stop for meals. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. RULE 36. — As far as practicable, Enginemen will be allowed to eat their meals at a regular eating house after a reasonable time on duty. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE XXIV. — The company will arrange to issue meal books or tickets good at designated eating houses on the system and arrange to have two eating houses at each place ; this to be left to the discretion of the Superintendent. Engineers will be allowed a reason- able length of time for eating at convenient places, but the Train Dis- patcher will be notified of the intention to eat and Operator will deliver all messages to eating houses. MISSOURI & PACIFIC RAILWAY Effective February 1, 1911. ARTICLE XXXIX. — Superintendents will make such arrange- ments as may be practicable to enable Engineers on freight trains to eat at reasonable hours. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE XIV. Section 3.^Engineers in freight service will be allowed a reasonable length of time for meals at convenient places, but in all cases the Train Dispatcher must be advised of the intention to eat. Operators will promptly transmit and deliver all meal order messages. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 102 — ^As far as practicable Engineers will be allowed to eat their meals at a regular eating house after a reasonable time on duty. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY GULF COAST LINE Effective August 1, 1911. RULE 38. — A maximum of thirty minutes for meals will be allowed Engineers and Firemen in freight service. Operators will be required to transmit orders for meals, and such orders will be promptly delivered. 430 SAINT LOUIS & SAN FRANCISCO RAILROAD— FRISCO LINES Effective December 24, 1910. ARTICLE XIII. Section 3. — Engineers will be allowed a reason- able length of time for eating at convenient places, but the Train Dis- patcher will be notified of the intention to eat and Operator will deliver all messages to eating houses. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE XII. Section 3. — Engineers will be allowed a reason- able length of time for eating at convenient places, but the Train Dispatcher will be notified of the intention to eat and Operator will deliver all messages to eating houses. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. RULE 20. Section NN. — Engineers will when practicable be allowed to eat as nearly as possible at the expiration of every six hours, provided they notify the Train Dispatcher, and if they do not absent themselves from their engines over 30 minutes they will receive con- tinuous time. Passenger and fast freight trains not to be delayed. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE XX. — Engineers in freight service will be allowed a reasonable time at convenient places for eating, after being on duty eight hours. Operators will send meal orders promptly when filed. In case message is not delivered to eating house. Engineers will not be held responsible for unusual delay. UNION PACIFIC RAILROAD Effective September 1, 1911. ARTICLE XXI. — Superintendents will make such arrangements as may be practicable to enable Engineers on freight trains to eat at reasonable hours. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 42. — Freight Engineers on other than stock or time freight trains will be allowed not to exceed twenty minutes for meals at con- venient places after getting the Dispatcher's permission. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE XXI. — On other than stock or time freight trains. Freight Crews shall be allowed not to exceed thirty minutes for meals 431 at convenient places, but they shall at all times notify Train Dispatcher in advance. Operators will transmit messages of Conductors ordering meals and receiving Operators will deliver such messages promptly. Engineers and Firemen will be granted reduced rates at all Company eating houses. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE XX. — All Engineers shall be allowed reasonable time at convenient places for eating when they so desire. When an En- gineer orders a meal by wire for the purpose of lessening delay, and the message is not delivered to eating house, the Engineer shall not be held responsible for unusual delay. 432 ENGINEERS EMPLOYED ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. ARTICLE II. — Fifty per cent of Engineers shall be hired and SO per cent promoted from the ranks of Firemen, if eligible, the Com- pany reserving the right to vary from the provisions of this Article as may be necessary. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912 ARTICLE II. — Engineers entering the service of the Company for the first time shall be employed by a Mechanical Superintendent or his assistant. Fifty per cent of the Engineers required shall be hired and 50 per cent promoted from the ranks of the Firemen, if eligible. BALTIMORE & OHIO CHICAGO TERMINAL RAILROAD Effective December 24, 1910. ARTICLE V. — In maintaining the service, 50 per cent of the Engineers shall be hired and 50 per cent promoted from the ranks of Firemen, when practical. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE XLIV. — If suitable men are available, one Engineer will be hired to one man promoted. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. ARTICLE XXVIII. — If suitable men are available, one Engi- neer will be hired for every three Firemen promoted. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 47. — When it becomes necessary to employ additional Engineers, Master Mechanics will, at their discretion, and so far as practicable, employ men from other divisions of the system who are satisfactory and have a good record. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE IX. — Fifty per cent of new Engineers required will be hired and 50 per cent promoted from Firemen, if eligible. The 433 Company reserves the right to vary from the provisions of this clause whenever conditions demand, or in cases of emergency. CHICAGO JUNCTION RAILWAY Effective May 26, 1913. ARTICLE XVIII.— The Company shall hire one Engineer to every two Firemen promoted. CHICAGO, MILWAUKEE & PUGET SOUND RAILWAY TACOMA EASTERN RAILROAD Effective December 24, 1910. ARTICLE XXIX.— One Engineer will be hired, when available, for each two Firemen promoted. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY CHICAGO, ROCK ISLAND & GULF RAILWAY Effective February 1, 1911. ARTICLE XXI. — One Engineer will be employed for each Fire- man promoted, and his seniority shall date from the time he is regu- larly assigned as an Engineer. CHICAGO & WESTERN INDIANA Effective February 1, 1911. ARTICLE XII. — The Company agrees to employ from outside the service SO per cent of the additional Engineers required, provided Engineers are available. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XLVII. — ^When it is necessary to increase the force of Engineers, there shall be one Engineer hired for every man pro- moted to the position of Engineer. COLORADO SPRINGS & CRIPPLE CREEK DISTRICT RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. ARTICLE XV. — Fifty per cent of Engineers will be hired from the time this schedule takes effect. No more Engineers will be em- ployed or assigned than are necessary to move the traffic offered with promptness and certainty. DENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. ARTICLE XII. — There may be one Engineer hired for each Fireman promoted. Engineers' and Firemen's seniority shall date from their first pay trip. 434 DENVER, NORTHWESTERN & PACIFIC RAILWAY Effective August 16, 1912. ARTICLE VIII. — When it becomes necessary to increase Engi- neers' force, one man will be hired to one promoted, hiring and pro- motion to alternate so far as practicable. Fifty per cent of the Fire- men employed shall be experienced men. DULUTH, MISSABE & NORTHERN RAILWAY Effective Januatiy 1, 1911. ARTICLE XXVI. — ^There shall be an Engineer hired for every Fireman promoted. In hiring Firemen experienced men shall be given preference. DULUTH & NORTHERN MINNESOTA RAILWAY Effective October 1, 1911. ARTICLE XXVIIL— One Engineer shall be hired for every Fireman promoted. ELGIN, JOLIET & EASTERN RAILWAY Effective December 24, 1910. ARTICLE XX. — ^There shall be at least one Engineer hired for each Fireman promoted when Engineers can be obtained. « EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1911. ARTICLE XXVI. — If it becomes necessary to increase the num- ber of Engineers in service, 50 per cent of them will be hired. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. ARTICLE XXXIIL— One Engineer shall be hired for each two Firemen promoted. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE XXIX. — If it becomes necessary to increase the num- ber of Engineers in service, SO per cent of them shall be hired. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. ARTICLE XXIX.— It is understood that not less than 50 per cent of the Engineers will be hired when practicable. 435 GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE I. — Engineers entering the service of the Company for the first time shall be employed by Mechanical Superintendent or by his authority. The Company will hire 50 per cent of the Engineers required if the same can be obtained. HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. ARTICLE VII. — There shall be one Engineer hired for each Fireman promoted. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. ARTICLE X. — There shall be one Engineer hired for each Fire- man promoted. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XL. — ^When two Firemen are promoted to Road Engineer on any seniority division, one Road Engineer will be hired. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. ARTICLE XXVIII. — When additional Engineers are required in the service, SO per cent will be employed and 50 per cent promoted. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE VIII. — When necessary to increase the number of Engineers, one Engineer will be employed to one Fireman promoted, alternately as near as practicable. KANSAS CITY TERMINAL RAILWAY Effective February 7, 1911. ARTICLE XII. — Fifty per cent of Engineers to be hired. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE XXX. — Fifty per cent of Engineers required for the service will be hired if available, and 50 per cent promoted from rank of Fireman, if qualified. MIDLAND VALLEY RAILROAD Effective October 1, 1912. ARTICLE XXI. — When necessary to increase the force of Engi- neers, one Engineer will be hired for each Fireman promoted, when available. 436 MISSOURI, KANSAS & TEXAS RAILWAY THE MISSOURI, KANSAS & TEXAS RAILWAY COMPANY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD COMPANY WICHITA FALLS LINES Effective February 15, 1913. ARTICLE LX. — For each Fireman promoted, one Engineer will be employed, if available. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE XXIX. — One Engineer will be hired for each Fireman promoted from date September 15, 1910. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE XXV. Section 1. — Engineers employed and assigned to service who may be retained for a period of sixty (60) days will not be dismissed account of unsatisfactory references. At least 50 per cent of experienced Engineers are to be hired on each district and yard. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. ARTICLE XXIV. — As far as practicable 50 per cent of Engi- neers shall be hired and 50 per cent promoted, the Company reserving the right to vary from such arrangement if found necessary. OREGON SHORT LINE RAILROAD Effective February 1, 1913. ARTICLE XIII.— As far as possible, 50 per cent of the En- gineers required will be hired. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE XIII. — When it is necessary to increase the force of Engineers, there shall be one Engineer hired for every Fireman pro- moted to position of Engineer. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE XLI. — The Company hereby agrees to hire at least 60 per cent of its Engineers. 437 SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY Effective August 1, 1911. RULE 32. — For each Fireman promoted there shall be one ex- perienced Engineer hired, and there shall be one experienced Fireman hired for each student Fireman promoted. Whenever an Engineer is hired or whenever a Fireman is promoted, they shall have the right to have an Engineer or Fireman present at the examination before any official. SOUTHERN PACIFIC COMPANY (Pacific System) Effective December 1, 1912. ARTICLE XXXII.— It is understood that not less than 50 per cent of Engineers will be hired, if available. SAINT LOUIS & SAN FRANCISCO RAILROAD FRISCO LINES Effective December 24, 1910. ARTICLE XV. — Fifty per cent experienced Engineers will be hired for each district or yard, when they are available. General Chair- man and Local Chairman will co-operate with officials of the Mechan- ical Department in procuring pro rata of experienced Engineers. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE XIV. — Fifty per cent experienced Engineers will be hired for each district or yard, when they are available. General Chair- man and Local Chairman will co-operate with officials of the Mechan- ical Department in procuring pro rata of experienced Engineers. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS Effective April 1, 1911 ARTICLE XXXVII.— It is the purpose of this Company to -ap- point at least as many Engineers as are promoted from Firemen. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. ARTICLE XXVL— When one Fireman is promoted to Road Engineer on any seniority district, one Road Engineer will be hired if available. UNION PACIFIC RAILROAD Effective September 1, 1911. ARTICLE XIII. — As far as practicable, the employment of Engi- neers and the promotion to that position will be on an equal basis. 438 WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE XXIX.— Fifty per cent of the Engineers, if available, will be hired and 50 per cent will be promoted from ranks of Firemen, if eligible. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE XXII. — If it becomes necessary to increase the num- ber of Engineers in service, 50 per cent of them shall be hired. 439 ENGINEERS TRANSFERRED ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. ARTICLE X. — Engineers after being permanently located on the districts, who shall be transferred at the request of the Company, shall have the privilege of returning to their respective districts before any others are hired or promoted on the districts from which they were transferred, and under such conditions will be furnished free trans- portation for themselves, their families and household goods. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912. ARTICLE XIX. — Engineers after being permanently located on a division, who are transferred at the request of the Company, shall have the privilege of returning to their respective divisions before any others are hired or promoted on the division from which they were transferred. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. ARTICLE XXVII. — Engineers transferred from one division to another or from another railway will rank as junior men respectively. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 5. — Engineers going to another division and remaining to exceed 90 days will rank as new men on that division and lose their standing on their old division unless they file in writing a desire to return to their old division, privilege to return within 90 days. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 49. — When an Engineer leaves one division of his own accord, or by order of the Company, to work on another division, he shall be considered as a new employee. If temporarily transferred by order of the Company, the same rights possessed on the first division shall be maintained on his return to the same, provided he returns within four months, but no Engineer shall be transferred against his wishes. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. ARTICLE Xyill. — When necessary to transfer Engineers from one division to another on account of shortage, the youngest men in the service shall be selected, if older men do not care to go. 440 Should an Engineer remain on the new division for a period of 90 days, he shall become identified, if he so desires, with such division and lose seniority on the division from which he came. This will apply to Switch Engineers entering road service and Road Engineers enter- ing yard service. ARTICLE XXI. — When an Engineer is required to move to a different terminal, transportation shall be furnished for himself, family and household goods. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE IX. — In case of a shortage of Engineers on one part of the road and a surplus on another, the surplus Engineers will be transferred temporarily to avoid hiring new Engineers, but will lose no seniority rights on the division from which they have been tem- porarily transferred. Engineers transferred will hold no rights on the division to which they are temporarily transferred. In reducing Engineers, the oldest Engineers transferred from some other division will be released in their turn, and no transferred Engineers will be retained to the detriment of the Engineers regularly employed on the division. CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES Effective December 24, 1910. ARTICLE XXI. — The Company will not transfer Engineers from one division to another, permanently against the wishes of the men; but if a request be made by an Engineer to be transferred he shall rank as a new man on the division to which he is transferred. Engineers may be transferred from one division to another at the Company's convenience; but if on account of business or other conditions a temporary transfer for a definite period is made, the man so transferred will be allowed to make full time. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE XIII. — Engineers may be transferred from one di- vision to another for a trip at the Company's convenience. Engineers will not be transferred from one division to another permanently against their wishes. In case of temporary transfer of Engineers to foreign divisions and there are no volunteers for such service, the youngest Engineer with 12 calendar months' experience as such, holding seniority on Engineers' list, shall be required to go first. Youngest available man to go first. Engineers temporarily transferred to foreign divisions will be guaranteed time at the rate of 26 days per month, each month to be treated separately, and so far as practicable the number of trans- ferred men will be kept down to permit of such men making 30 days per month. 441 An Engineer temporarily employed on other than his home di- vision desiring permanent transfer must make application within 30 days from date of initial trip. If application is approved his service date will commence with the day of first service on the division to which he is transferred. Application in writing after 30 days, service date will be given on the date of application. A man leaving tem- porary employment before application for permanent transfer has been approved must make further application for permanent transfer within 30 days after returning to the division to which he desires permanent transfer. CHICAGO & NORTH WESTERN RAILWAY Effective December 24, 1910. ARTICLE XIII. — When change of a division or train run re- quires men to change their place of residence they will be furnished free transportation for their families and household goods. ARTICLE XXIV. — Before employing Engineers for service the Foreman will consult with the Master Mechanic, and the Master Me- chanic with the Superintendent of Motive Power and Machinery, to the end that temporary transfers can be made, if possible, to give work to old employees. When Engineers transfer for their own benefit no deadhead time will be allowed them in passing from one division to another. If an Engineer entitled to guaranteed mileage of 2,600 miles per month displaces another Engineer on their, home division, similarly entitled, neither will be allowed any deadhead time. An Engineer sent to relieve another Engineer, temporarily, shall be paid deadhead time going and returning. When an Engineer is transferred by his own request to another division permanently, he shall take rank from the time of his first trip on the division to which he has been transferred. The Superintendent of Motive Power and Machinery will retain the right to transfer employees with rank when the interests of the Company require it. In case of temporary transfer of Engineers to foreign divisions, and there are no volunteers for such service, the youngest Engineers with 12 calendar months' experience as such, holding seniority on En- gineers' list, shall be required to go. Note : Twelve months' experience clause shall not apply to trans- fer of Engineers to Chicago terminals. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY Effective February 1, 1911. ARTICLE XXI. — Engineers promoted and brought from other divisions will hold their rights only on the division to which they are promoted, and at the expiration of 90 days will forfeit all rights on their home division. Engineers transferred from one division to another by the Com- pany's orders will be considered junior men on the division to which they are transferred, and at the expiration of 90 days will forfeit their rights on their home division, unless during that period they make written application to be returned to their former division. 442 CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910 ARTICLE XIV. — When a change of division or train run requires men to change their place of residence, they shall be furnished free transportation for their families and household goods. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XL. — Engineers transferred by the Company, except at their own request, from the division or district where they are em- ployed shall have the privilege of returning to their respective division or district before any additional Engineers are placed in service on that division or district; but in case they remain permanently they shall rank as new men. Engineers so transferred shall decide within three months whether they desire to remain permanently transferred or not. If Engineer desires permanent transfer, he shall make request in writing and present same at office of division Master Mechanic and get receipt for same, and his seniority date on division or district to which he is transferred will be the date of receipt of his letter re- questing such transfer. COLORADO SPRINGS & CRIPPLE CREEK DISTRICT RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. ARTICLE XXVI. — When a change of division or train run re- quires men to change their place of residence, they shall be furnished free transportation for their families and household goods to their new place of residence. DENVER & SALT LAKE RAILROAD Effective August 16, 1912. ARTICLE XXX. — ^When a change of division or run requires Engineers or Firemen to change their place of residence, they shall be furnished free transportation for. their families and household goods over the Company's lines to their new place of residence. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE LII. — ^When Engineers are transferred from one di- vision to another they shall be furnished free transportation for their families and household goods. When necessary to transfer men from one division to another, the youngest men shall in all cases be used. Engineers transferred by the Company, except by their own re- quest, from the division or district where they are employed, shall have the privilege of returning to their respective divisions or districts before any Engineers are promoted or employed on such divisions or districts. 443 GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 191 L ARTICLE XXIX. — Engineers temporarily transferred from one district to another lose no seniority rights on the first named district, provided they make application to be returned to service thereon within a period of 90 days from the date of the transfer, and provided return to the first district is not made at the Company's expense. In such cases the youngest available Road Engineer of the district from which transfer is made as determined by the Engineers' seniority list of such district taken in reverse order, will be transferred, unless in case other- wise agreed, and will have the privilege of returning at his own request before the force on the original district is otherwise increased. When a temporary transfer is afterward made permanent, the Engi- neer who had five years or more seniority rights on the district from which transferred shall date in seniority on the district to which trans- ferred, one year prior to date of temporary transfer ; less than five years, date of temporary transfer. GRAND TRUNK PACIFIC RAILWAY Effective July 15, 1912. ARTICLE XXI. — Station seniority to prevail for all extra work. The Company to transfer men unable to hold regular engines in prefer- ence to hiring or promoting men. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 61. — When Engineers are transferred from one division to another at the request of the Company, they shall be returned to their own division within six months, or before men are hired or promoted. RULE 62. — Engineers will not be held on divisions or districts other than their own when business decreases to the point where it can be handled by the men holding rights there. RULE 63. — When men are transferred at their own request they will be given six months in which to determine whether to retain rights on original division or districts or acquire rights on division to which they are transferred. Such requests and decisions to be made in writing. When Engi- neers are transferred at Company's request, the youngest men avail- able will be chosen unless older men wish to go. When a vacancy occurs on freight runs on any freight district on the division where the Engineers hold rights, the oldest man on the division will have the right to be transferred to such district. RULE 64. — In case of increase of business on any one or more divisions Engineers may, upon request, be transferred from one dis- 444 trict to another before men are hired or promoted, and will be returned to original district when business decreases to the volume prevailing when transfer was made. RULE 72. — When Engineers choose to take runs compelling them to. change their homes, transportation shall be furnished for their fam- ilies and household goods. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE XIX. — When a change of district or run requires En- gineers to change their residence, or by right of seniority, they will be furnished free transportation for their families and household good to their new place of residence. HOUSTON, EAST & WEST TEXAS RAILWAY Effective December 24, 1910 ARTICLE V. — When Engineers are transferred from one point to another on order from an official, the Company will furnish trans- portation for such Engineers and members of their immediate families, and for their household goods. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910 ARTICLE XIII. — When Engineers are transferred from one point to another on order from an official, the Company will furnish trans- portation for such Engineers and members ot their immediate families, and for their household goods. ILLINOIS CENTRAL RAILROAD .Effective March 1, 1913. ARTICLE XXXVII. — In transferring Engineers temporarily from one seniority district to another, the senior Engineers shall have preference, and when returned to home district will be readily fur- nished work to which they are entitled. An Engineer temporarily transferred, desiring to make it permanent, shall not be given credit for time served as temporary. ARTICLE XXXVIII. — Engineers permanently transferred from one seniority territory to another, forfeit their rank on the district or division which they leave and become new men on the territory trans- ferred to, their seniority beginning there (and ending on their former territory) from the date and time of their reporting for duty to the Master Mechanic or Foreman in charge at the terminal where they have been instructed to report. Said Master Mechanic or Foreman shall make a record of the date and hour they report. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. ARTICLE XXVII. — Engineers temporarily transferred from one district to another lose no seniority on the district from which they were transferred. In such cases the youngest available Engineer of 445 the district from which the transfer is made, as determined by the Engineers' seniority list of such district taken in reverse order, will be transferred, unless in case otherwise agreed, and will have the privi- lege of returning before the force on the original district is otherwise increased. When Engineers are transferred at the Company's instance or in accordance with any article of this Agreement, transportation for themselves, their families and personal effects will be furnished. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE VIII. — Engineers transferred from one division or- district to another by the Company may have the privilege of return- ing to their respective divisions or districts before Engineers are em- ployed or Firemen promoted, provided they state their choice to the Master Mechanic in writing within 60 days from date of transfer. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. ARTICLE XXII. — In the event of slack business on one di- vision and need of men on the other, Engineers may be temporarily transferred from one to the other division, and will retain their senior- ity on their assignment division and be returned to same before any new men are hired or promoted to service thereon ; but if such trans- ferred men desire to remain on the division transferred to they shall so notify the Master Mechanic in writing, and their seniority will date on reassigned division from date of transfer, and cease on the former division. When it becomes necessary under this clause to transfer Engineers, the junior men will be sent unless the senior men desire to go. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913 ARTICLE XLI. — Employees transferred from one point on the line to another by order of the Company will be furnished free trans- portation for their families and household goods, when such action is not in violation of the law. MINNESOTA & INTERNATIONAL RAILWAY Effective August 1, 1911. RULE 37. — When necessary for Enginemen to move from one place to another on account of lay-over or change of runs, they will be furnished free transportation for their household effects^ MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective January 1, 1911. ARTICLE XLVII. — ^When business is dull on either road, instead of hiring or promoting men on the road where men are required, the 44(5 extra men will be transferred to said road if they so desire and shall have the right to remain on the road to which they have been trans- ferred and hold rights from the time they were transferred. MISSOURI, KANSAS & ^TEXAS RAILWAY THE MISSOURI, KANSAS & TEXAS RAILWAY COMPANY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD COMPANY WICHITA FALLS LINES Effective February 15, 1913. ARTICLE LXV. — Engineers transferred by the Company from districts where they are assigned will have the privilege of returning to their respective districts before any Engineers are employed or Firemen promoted on district from which they were transferred; but should they remain permanently, they will rank as new men. Engineers must decide within 60 days whether or not they desire to remain permanently transferred. If they desire to return, they will give written notice to the Master Mechanic. When necessary to temporarily transfer Engineers the youngest in service will be transferred when practicable. The senior Engineers may, however, be transferred if they so desire. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XLV. — When decreased business requires it. Engi- neers suspended from service will be given employment, if possible, on other parts of the system, instead of hiring or promoting men. The senior men suspended will be given preference; should they decline, the junior men will be required to go. When transferred, they will hold seniority rights on their own territory for six months only, unless the Superintendent of the territory to which they are transferred finds it necessary to retain them for a longer period. When business on home territory requires their service, they will be recalled by their own Superintendent. Should they return to their own territory before they are recalled by their own Superintendent they will be considered new men on the territory. Men suspended and transferred as above will receive no pay for deadheading. ARTICLE XLVII. — When it becomes necessary for an Engineer to change residence on account of change of timetable, or division, or account of his seniority rights, he will be furnished free transportation for his family and household goods upon making written application to the Master Mechanic or foreman. 447 NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE XVIIL — In case there should be a surplus of Engi- neers on any district and Engineers are needed on any other district, Engineers will be transferred to meet the requirements of the service, and have the privilege of returning to their home district before any new men are placed in service on their home district. Should Engineers so transferred desire to remain permanently on district to which transferred, they will rank as new men. If they desire to return to the district from which transferred, they must give written notice to the Master Mechanic within 60 days from date of transfer. In transferring Engineers, the youngest in seniority will be transferred, unless others so desire. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 12 (C). — Engineers being transferred as per Rule 123 will be allowed one day for each calendar day while being transferred. RULE 103. — When necessary for an Engineer to move from one place to another on account of layover or change of runs, he will be furnished free transportation for his household effects. RULE 123. — In case of lack of force on one division and surplus on another. Engineers may be transferred temporarily and shall lose no rights on original division, provided they return within six months. Such men will be paid while en route from one point to another, and will have the privilege of returning before the force on original division is otherwise increased; if permanently transferred, will rank as new men from date of temporary transfer. RULE 124. — (a) When a portion of a division is added to an- other division, the transfer of Engineers will be made as follows : The Management will determine the number of Engineers to be transferred, and the Engineers on the division from which the portion is taken will be accorded the privilege, in the order of seniority, of electing whether they will transfer or not (but no Road Engineers will be transferred on switch engines, except those set back on ac- count of lack of business). This privilege will be extended down the list of Engineers until the requisite number have elected to transfer. In the event that the requisite number of Engineers do not elect to transfer, then the Master Mechanic may arbitrarily commence at the bottom of the list of Engineers and assign a sufScient number to make, with those who have elected, the number to be transferred. The Engineers will take rank on the division to which transferred according to their seniority in the service of the Company. All as- signed runs become vacant on the territory which is to be added to another division and will be filled by the Engineers who have elected to transfer according to their seniority, so that the assigned runs on the transferred territory will go to the new division manned by Engi- neers who are being transferred; thereafter those assigned runs will 448 be treated in precisely the same manner as other runs on the division to which they are transferred and filled according to seniority as va- cancies occur. This will not apply when part of a district is changed in name only, that is, where supervision of territory is changed with- out changing the terminals of crews, but when terminals are changed without changing supervision of territory, men will be temporarily assigned pro rata for each class of service affected. When all of one division is absorbed into another, the Engineers on the absorbed division will be transferred to the other division and take rank thereon according to their seniority in the service of the Company. When a division is abolished and portions added to two different divisions. Master Mechanic will decide how many Engineers should go to each of the two divisions, and the Engineers will be accorded the privileges according to their seniority of electing to which of the two divisions they wish to go, and as soon as the requisite number have elected to go to one division, then the remainder of the Engi- neers must go to the other division. Engineers will take rank on the division to which they have transferred according to their seniority in the service of the Company. When any railway is acquired by the Northern Pacific Railway and attached to any established division, the Engineers of the acquired railway shall enter the service of the Northern Pacific Railway, under the following conditions: The Management of the Northern Pacific will decide how many engines are required to handle the business under normal conditions. There shall be one Engineer taken into the service of the Northern Pacific Railway with each engine and one extra Engineer for each 10 engines, but no road Engineers will be transferred on switch en- gines except those set back on account of lack of business, and such Engineers will take rank as to seniority from the time of their last entry into continuous service with the acquired railway. Other En^- neers on said railway entering the service of the Northern Pacific come as new men. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE XXIII. — Engineers transferred by the Company from the division or district where they are employed will have the privi- lege of returning to their respective division or district before any Engineers are employed or promoted on districts from which they are transferred; but in case they remain permanently, they shall rank as new men. Engineers so transferred shall decide in writing to the Master Mechanic, within three months, whether they desire to remain permanently transferred or not. 449 SAINT LOUIS & SAN FRANCISCO RAILROAD FRISCO LINES Effective December 24, 1910. ARTICLE XXI. — ^When necessary to transfer Engineers from one district to another for permanent service, the oldest Engineers will be given the preference. Transferred Engineers will commence as new men, and unless they make application to General Superin- tendent of Motive Power and Local Chairman within 60 days, cannot return to their original district. When transferring Engineers from one board to another for temporary service the youngest man avail- able at the time of call shall be sent and no time will be allowed for deadheading. Positions on newly acquired territory shall be bulletined 30 days. This will apply to newly acquired territory of more than 100 miles. Engineers on newly acquired territory shall hold their rights. Engineers transferred for temporary service will be returned to home terminal when they can be relieved without interfering with the Company's business, unless they wish to remain and can be used to advantage on district where they have been temporarily assigned. When Engineers accept service permanently on the district where they have been temporarily assigned they must begin as new men, their seniority to date with their advent into new territory. When one of the older Engineers is used in a transfer and wishes to return home, the youngest extra man will be sent to relieve him and no deadhead time allowed. Agreed that Engineers be allowed to change districts with each other and to trade seniority. This change to be made after obtaining approval and consent of General Superintendent of Motive Power and all Engineers concerned, on each district affected, in writing, such written consent to be filed in the office of General Superintendent of Motive Power and the General Chairman of Engineers. The inten- tion is to permit men that are in ill health or not able to hold up to heavy service, to obtain light work if possible, on other parts of system. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE XIX. — ^When necessary to transfer Engineers from one district to another for permanent service, the oldest Engineer will be given the preference.. Transferred Engineers will commence as new men, and unless they make application to Master Mechanic and Local Chairman within 60 days, cannot return to their original district. When transferring Engineers from one board to another for tem- porary service the youngest man available at the time of call shall be sent, and no time will be allowed for deadheading. Positions on newly acquired territory shall be bulletined 30 days. This will apply to newly acquired territory of more than 100 miles. Engineers on newly acquired territory shall hold their rights. Engineers transferred for temporary service will be returned to home terminal when they can be relieved without interfering with the 450 Company's business, unless they wish to remain and can be used to advantage on district where they have been temporarily assigned. When Engineers accept service permanently on the district where they have been temporarily assigned they must begin as new men, their seniority to date with their advent into new territory. When one of the older Engineers is used in a transfer and wishes to return home, the youngest extra man will be sent to relieve him and no deadhead time allowed. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS LEASED, OPERATED AND INDEPENDENT LINES Effective April 1, 1911. ARTICLE XLVI. — ^When there are more Engineers on one di- vision or subdivision than are needed and Engineers are required on other divisions or subdivisions, the junior Engineers may be trans- ferred temporarily and will retain seniority on the division or sub- division from which transferred; but will acquire no rights ahead of the men on the division to which transferred, on date of transfer. Men transferred from one subdivision to another subdivision in the same division will acquire rights to which their seniority on the di- vision entitles them. Transfer will not be permanent unless the men transferred so desire. ARTICLE XLVIII. — ^When changes cause employees to move, free transportation will be furnished (including their families and house- hold goods), when not in violation of the law. SOUTHERN PACIFIC COMPANY PACIFIC SYSTEM Effective December 1, 1912. ARTICLE XXXII. — ^When Engineers are transferred from one seniority district to another, volunteers will be accepted according to seniority; failing to get sufficient volunteers the youngest available Engineers on the working list of the district from which the transfer is made shall be transferred, if a sufficient number of men can not be spared from the working list, the list will be supplemented from the emergency list, or senior demoted men, and the junior men then on the working list so augmented, will be transferred, and will have the privilege of returning at their own request, before the force on the original district is otherwise increased, and shall lose no seniority rights on the first named district, provided they make application to return to service thereon within a period of 90 days from the date of transfer. When a temporary transfer is afterwards made permanent, the Engineer who has five years or more seniority rights on the dis- trict from which transferred shall date in seniority on the district to which transferred, one year prior to date of assignment to working list* less than five. years, date of assignment to working list. 451 SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. RULE 20. — In case of increase of business on any one or more divisions. Engineers may upon request be transferred from one dis- trict to another before men are hired or promoted, and will be returned to original district when business decreases to the volume prevailing when transfer was made. Engineers will not be held on divisions or districts other than their own when business decreases to the point where it can be handled by the men holding rights there. When men are transferred at their own request, they will be given six months in which to determine whether to retain rights on original division or districts, or acquire rights on division to which they are transferred. Such requests and decisions to be made in writing. When Engineers are transferred at the Company's request, the youngest man available will be chosen unless older men wish to go. When a vacancy occurs on a run on any district on the division where the Engineers hold rights, the oldest man on the division will have the right to be transferred to such district. When a change of districts or runs requires Engineers to change their residence, they will be furnished with free transportation for their families and household goods. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. ARTICLE XXIX (B).— Any Engineer that takes a run on ac- count of his seniority or is transferred from one district to another, which changes his residence, will be furnished necessary transportation for household goods on request to proper officials, if it can legally be done. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 47. — When an Engineer leaves one division of his own ac- cord or by order of the Company to work on another division, he shall be considered as a new employee. If temporarily transferred by order of the Company, the same rights possessed on the first division shall be maintained on his return to the same, provided he returns within six months. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE XXVI. — Free transportation will be issued for families and household goods when employees are moved by order of the Com- pany. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE XL. — When Engineers are transferred from one sta- tion to another, they shall be furnished free transportation for their families and household goods. 452 YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. ARTICLE XXXVII. — In transferring Engineers temporarily from qne seniority district to another, the senior Engineers shall have preference, and when returned to home district will be readily furnished work to which they are entitled. An Engineer temporarily transferred, desiring to make it permanent, shall not be given credit for time served as temporary. ARTICLE XXXVIII. — Engineers permanently transferred from one seniority territory to another forfeit their rank on the district or division which they leave and become new men on the territory trans- ferred to, their seniority beginning there (and ending on their former territory) from the date and time of their reporting for duty to the Master Mechanic or Foreman in charge at the terminal where they have been instructed to report. Said Master Mechanic or Foreman shall make a record of the date and hour they report. 43) GUARANTEED MILEAGE CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE XXXIII. — Engineers on assigned runs not able to make 2,600 miles per month will be paid 2,600 miles, but may be held to that extent provided such service is not in yard service, and it must be understood that all passenger and mixed runs of SO miles or over are assigned runs. CHICAGO & NORTHWESTERN RAILWAY Effective December 24, 1910 ARTICLE IV. 1. — ^All regularly assigned Engineers will be guar- anteed a minimum of 2,600 miles per month. Any time they may lose on their own account will be deducted from the guaranteed mileage at the rate of 100 miles for each day lost. Such Engineers will report for duty each day until assigned to an engine or run, and the Master Mechanic or foreman may assign an Engineer to the engine or run held by the youngest assigned man running out of his home terminal, if necessary, to give the older Engineer his guaranteed mileage. This Article contemplates the allowance of duty days enough in each month to give all regularly assigned Engineers who have personally reported each day every working day in the month not covered by mile- age on the established basis of 100 miles for a day's work. If the total mileage of the month equals or exceeds the guaranteed mileage, no duty time will be allowed. It is, of course, understood that in the month of February, when there are only 24 days. Engineers will be guaranteed only 2,400 miles, and months when there are 27 days they will be guaranteed 2,700 miles. When there are legal holidays, and men are held off on account of same, said legal holidays will be deducted from the total number of working days in each month. 2. If an extra Engineer is kept in the service as such, awaiting his time for service or assignment, no duty time shall be returned, and the time of such Engineer will be computed as provided by Article III. 3. Master Mechanics and Foremen will endeavor, as far as pos- sible, to enable the men on the extra list to make an average mileage of not less than 500 miles per week. CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910 ARTICLE V. — Minimum monthly compensation will be based on a mileage of twenty-six hundred .(2600) miles per month. If the mileage of a regularly assigned Engineer is less than twenty-six hun- dred (2600) miles in any one month, and he has been ready for service, losing no time on his own account, full time for twenty-six hundred miles will be allowed. This does not apply to men on extra list. 454 COLORADO SOUTHERN RAILWAY Effective February 1, 1911 SECTION 2. — ^When one regular Engineer is assigned to service between Hartville Junction and Orin Junction, the Engineer so assigned will be guaranteed a minimum of 2,600 miles per month, or its equivalent. Days when no mileage is made, but necessary work is done on locomotive by Engineer, actual time required for repairs will be allowed, and at other times when necessary repairs are made by Engineer actual time for doing work will be allowed; the amount so earned to be in- cluded in making up equivalent of 2,600 miles per month. The Engineer and locomotive so assigned may be run around other Engineers and locomotives at Hartville Junction or Cheyenne for work train service or to go to shop for repairs, or to return from shop after receiving repairs. It is understood that this Engineer can be run south of Hartville Junction if desired, but if so used in regular freight service will take his turn with other engineers. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY Effective December 24, 1910 ARTICLE IX. Section 2. — Twenty-six hundred miles will, be paid all Enginemen for assigned road service when time is such that it cannot be made. ARTICLE XIII. Section 1.— Extra Enginemen held at outlying points other than Marquette and Calumet, when their monthly time falls below 2,600 miles in any month, will be paid for such time, Sundays and holidays excepted, and will send time slips in to cover such days. Section 2. — The youngest available Engineman in extra service will be chosen for extra work at outlying points, unless older men wish to go. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 14 (A). — On branch runs where Engineers are not required to run six days each week, they will receive not less than 2,400 miles per calendar month. Engineers shall not be run off their respective branches to make up any deficit in the 2,400 miles guarantee. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective April 1, 1910. ARTICLE XXIX. — Minimum mileage for Engineers shall be 2,600 miles in freight and switching service, and 3,000 miles in passen- ger service for all men assigned to duty as Engineers and no Engineer will be held out of service after having made 2,600 or 3,000 miles re- spectively per month. On portions of the road where Engineers are required to run over two or more districts, such Engineers shall make not less than 3,000 miles per month. 455 NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 11. — ^Except in cases of unavoidable interruption to traffic, • men on assigned runs will be paid for every working day, provided they hold themselves in readiness to perform any required service as Engi- neers ; overtime to apply to the trip on which made. Every working day means the number of days in the calendar month that runs are carded for or engines are supposed to work. SOUTHERN PACIFIC CO.— PACIFIC SYSTEM Effective December 1, 1912 ARTICLE XII. — When from any cause more Engineers are as- signed to a certain run that can (per actual mileage of said run) make full time at the standard pay for service, and division on which such runs occur, mileage in excess of actual miles run will be allowed sufficient to give such Engineers full time. Full time as herein referred to shall be understood to mean 100 miles at the standard rate for the district and service for each Engineer assigned to the run for each day per week that the train or trains are scheduled to run, but in no case under the provisions of this Article shall an Engineer receive less than full pay for six days per week, provided Engineer is available for service on assigned or other runs. This Article shall in no way apply to runs, the daily number of trains composing which are uncertain. 456 HEADLIGHTS, GREASE CUPS, WEDGES AND SUPPLIES ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. ARTICLE XLI. (A). — Wedges will be taken care of by round- house forces when reported by Engineers as requiring setting up. (C). — ^The Company will care for and clean headlights at Albu- querque, Belen, Gallup, Winslow, Seligman, Needles, Barsto, Bakers- field, Fresno, Richmond, San Bernardino, Los Angeles and National City ; the Engineers will perform this service at all other points. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912. ARTICLE XXVIII. — Roundhouse forces will take care of wedges when Engineers report that they require setting up. They will also care for and clean headlights and fill grease cups. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE XVII. — Engines will be supplied with coal broken to a suitable size, v/ater, sand, all firing tools, stores, oil and waste by roundhouse staff, but Engineers will see that engines are so provided. All lamps will be filled, cleaned and lit before the engine is turned out for night run, except switch engines. ARTICLE XLIII. — Wedges to be set up on all engines if booked. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 40. — ^At terminals Engineers shall be relieved of all pack- ing or work on engines, filling and putting pressure on grease cups, setting up wedges and cleaning or repairing headlight — oil or electric. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. ARTICLE XXVII. Section 3. — Engineers will not be required to do any packing or work on engines, fill grease cups, set up wedges or repair headlights, either oil or electric, where the Company has facilities for doing same. Engineers will be relieved of responsibility for proper equipment being placed on engines at terminals, but will be held responsible for tools being replaced that are used on the road and will report seals on tool boxes when broken. Section 4. — Hostlers shall light all headlights before taking engines out of roundhouse between the hours of 4:00 p. m. and 7:00 a. m. during winter months, or in summer time after 7:00 p. m. 457 Engineers will be held responsible for the care of headlights while on the road, and will extinguish same when leaving engine at terminal during daylight. They will also see that markers are put out and flags taken in. Section 8. — Roundhouse employees will place oil, waste and tool boxes on engines before they leave roundhouse. Engineers on arrival at terminal will fill out requisitions to cover amount of oil required for trip just completed. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE XII. Section 15. — At terminals where there are roundhouse forces employed the Company will fill and light all lights of all engines leaving the engine terminals between darkness and day- light. Engineers will not be relieved from seeing that this "work is done by firemen if necessary to avoid delays. Company forces at all such points will fill lubricators, grease cups, collars, set up wedges, put in water glasses and pack steam joints in and out of cabs. Section 16. — At terminals where roundhouse forces are employed the Company will place on all engines such supplies as tool boxes, oil cans, shovels, coal picks, shaker bars, clinker hooks, ash hoes, water buckets, cab lights, classification and signal lights and flagging equip- ment. It will also provide for equipping such engines that require it with flue scrapers. Engineers will not be relieved from knowing that engine is properly equipped. CHICAGO JUNCTION RAILWAY and CHICAGO RIVER & INDIANA RAILROAD Effective May 26, 1913. ARTICLE VIII. — All packing and adjusting of wedges, caring for headlights and filling of grease cups to be done by roundhouse force. CHICAGO, MILWAUKEE & GARY RAILWAY Effective March 1, 1913. ARTICLE XIII. — Fires will be cleaned not more than two hours before leaving. Grease cups will be filled and tightened down by shop force. Engines will be supplied with coal, water and sand at terminals by hostlers. CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES Effective August 28, 1910. ARTICLE XXXIV. — Engines will be equipped with heavy tools and supplies such as frogs, chains, jacks, etc., but Engineers will not be relieved from the responsibility of reporting the loss or need of same. Engineers will not be required to care for lights except the 458 headlight; repairs to headlights will be made when reported. Grease cups will be filled by roundhouse force. Boiler fittings will be packed and wedges will be adjusted by round- house force when reported. CHICAGO, MILWAUKEE & SAINT PAUL Effective March 28, 1913. ARTICLE XXIV. (A).— The packing of all cocks in cabs, air pumps, throttles, injectors, valve stems, pistons and the adjustment of wedges will be done by the roundhouse force when reported by Engineer. (B.). — ^At points where a foreman and roundhouse force are em- ployed the filling of grease cups and the cleaning and filling of head- lights will be done by roundhouse force. (C). — ^At points where a foreman and roundhouse force are em- ployed tools and supplies will be placed on engines by roundhouse force. In case of shortage it will be reported by the Engineer. (D). — All Engineers in road service running out of points where a foreman and roundhouse force are employed will be furnished with individual tool boxes, same to be placed on and taken off engines by roundhouse force. CHICAGO & NORTHWESTERN RAILWAY Effective December 24, 1910. ARTICLE XXII. — Engines shall be equipped with tools and necessary supplies. All cab lights, classification signals and headlights will be cleaned and filled and put in good order before Engineers are required to take charge of engine. This will not relieve Engineers from the responsibility of knowing that their engines are properly and fully equipped with tools and sup- plies for the trip. CHICAGO, PEORIA & SAINT LOUIS RAILWAY COM- PANY OF ILLINOIS Effective November 1, 1912. P. 17. 3. — Engineers or Firemen will not be required to remove Company's property from road engines running into Peoria, East St. Louis, St. Louis shops, nor will they be required at terminals to clean headlights, set up wedges, fill grease cups, pack air pumps, cocks in cab or throttles, this not to apply to branch runs or the proper care of engines while on the road. P. 18. 5.— -Firemen at terminals will not be required to fill hand lamps, cab lights, headlights or classification lamps or remove empty oil cans from engines, but must see that lamps are properly filled, cleaned and in proper shape before starting on trip, it being understood that Firemen will be held responsible for said lamps and Firemen's tools while in his charge. 459 CHICAGO, ROCK ISLAND & PACIFIC RAILWAY Effective February 1, 1911 RULE 14. P. 24. — Grease cups will be filled on all road engines and wedges set up on road engines in pool service only at division terminals where roundhouse forces are located. This work will also be done on yard engines as far as practicable at points where regular roundhouse forces are located. CHICAGO & WESTERN INDIANA RAILROAD and BELT RAILWAY COMPANY OF CHICAGO Effective February 1, 1911 ARTICLE XX. — Where the Company has a regular engiijehouse force, the Company will take care of the terminal, care of and filling of grease cups on engines equipped with 8 or more grease cups, but this will not relieve the Engineers from the care and filling of them on the road. DENVER & SALT LAKE RAILWAY Effective August 16, 1912. ARTICLE XXIII. — Supplies, oils and tools will be placed on engines and tanks filled with coal and water where roundhouse forces are maintained, but the responsibility will rest with the engine crew in knowing that engines are fully equipped before departing from ter- minal. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. ARTICLE XX. Section 4.— Oil and all other supplies will be placed on engine and headlight, markers and lamps will be filled by roundhouse force when engines are laid up at points where round- houses are located. DULUTH, MISSABE & NORTHERN Effective January 1, 1911. ARTICLE VII. — ^The Company to do the filling of grease cups and packing of cocks on cabs on hill or pooled engines running out of Proctor. ARTICLE XXVII. — Firemen will not be required to do cleaning on road and hill engines, or fill headlights, markers or cab lamps at Proctor. They will take the oil cans to the oil house with requisition for oil and it will be delivered to the engine. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY Effective December 24, 1910. ARTICLE X.T — Boiler head fittings including air pumps and engine throttles on all engines will be packed and headlights on all pool engines cleaned; and all necessary work done. Engines in passenger service and regular freight runs will not be considered as pooled engines. 460 ELGIN, JOLIET & EASTERN RAILWAY Effective February 1, 1911. ARTICLE XV. — All packing and filling of grease cups and set- ting up of wedges On road engines to be done by roundhouse force when reported on work book. All engine headlights to be cleaned and trimmed by roundhouse force when engines are in roundhouse. EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1910. ARTICLE XXIV. — Engineers will not be required to set up wedges, pack throttles, valves or cocks in cabs, put in water gauge glasses, lubricator glasses, clean or maintain headlights or pack air pumps at terminals; except that Engineer will be responsible for the application of lubricator or water glasses breaking after he takes charge at terminal. FORT SMITH & WESTERN RAILROAD SAINT LOUIS, EL RENO & WESTERN RAILWAY Effective December 1, 1912. ARTICLE XVII. — Engineers will be relieved of the care of headlights and the filling of grease cups where engines are dispatched from points where an engine force is maintained. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE LI. — The Company will set up driving box wedges when properly reported by Engineer and will fill grease cups and screw down grease cup plugs. This does not apply to branch runs or work trains. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD & STEAM- SHIP COMPANY IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. ARTICLE XXIV. — The Company will not require Engineers to do any more work on engines than is required to be done on other well regulated railroads similarly situated. It will be the duty of Engineers to see that engines are provided with necessary tools, etc., except tools under seals on engines in pooled service, before starting out on any trip. Section 2. — Engineers will not be required to put on or take off engines any tools, oil cans or other equipment at division terminals. Section 3. — Engineers will not be held responsible for broken seals on tool boxes, except when broken in their charge. 461 GRAND TRUNK PACIFIC RAILWAY— LINES WEST OF FORT WILLIAM Effective July 15, 1912. ARTICLE XLII. — Section 2. — Duties at Roundhouse Termi- nals. — To see that locomotive has its proper equipment and full supply of oil, sand, water, coal and other supplies before leaving the round- house to go out on a run. In the case of locomotives requiring to be equipped with tools before going into service, such work will be at- tended to by the shop staif . Section 17. — ^To clean and care for head lamp, reflector, burner, chimney and the glass to the cage. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 69. (A). — Engineers will not be required to carry tools or supplies to and from engines or trains. (B). — It is agreed that supplies will be placed upon engines at least thirty minutes before engine is ready to leave designated track. Engineers must not leave without having proper supplies on engines, unless authorized by some Division Officer. RULE 70. (A). — All mountings in cabs shall be kept packed and headlights cleaned at all main line terminals. (B). — ^The filling of rod cups on Mallet engines will be taken care of by roundhouse force. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE XXXIII^.— Wedges will be taken care of by roundhouse forces when reported by Engineers as requiring setting up. The Company will care for and clean headlights. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE XLIV. (A). — At terminals where engine house force is maintained Engineers will not be required to clean or care for headlights, but they will be responsible for their proper condition when leaving terminals. (B). — Engines will be properly equipped with tools and supplies at terminals, and Engineers will not be held responsible when such equipment is not furnished upon request. Grease cups will be filled and when reported by Engineers wedges will be adjusted. (C). — Wedges falling down between terminals will be adjusted on the road by Engineers. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XXXIII. (B).— Engineers will not be required to pack engine trucks, tender trucks, driving boxes, valves, nor cocks in cab, air pump, clean nor care for headlight, put in water or lubricator glasses, set up wedges or fill compression grease cups at terminals. 462 ARTICLE XXXVII.— Engineers will not be compelled to fill oil cans, lubricators, torches or draw supplies such as carbon, oil and waste when needed and will not be held responsible for depth of water or fuel oil 'in tanks, leaving or after arrival at terminals, or make out statements or requisitions governing supplies. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. ARTICLE XXII. (A). — Engines will be supplied with neces- sary tools and prepared for service at all terminals. (B). — The filling and cleaning of all lamps and rod cups and packing of all steam fittings will be done by shop forces. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE VII. Section 3A.— The cleaning and filling of head- lights, lamps, oil cans and grease cups and the adjustment of driver box wedges will be done at terminals by the engine house force where such force is employed. Engines on branch runs, helpers and work trains will have such work done by Engine Watchman. (B). — Engine house force will be held responsible to see that sup- plies and tools are on locomotives before leaving engine house. KANSAS CITY TERMINAL RAILWAY Effective February 7, 1911. ARTICLE X. — Engineers will not be required to work on engines such as packing and setting up wedges and filling grease cupsi If the roundhouse force fails to do this work. Engineers are not to cause unnecessary delays in having it done. ARTICLE XL — Engineers will not be required to clean or fill headlights, oil or electric, but will be required to see that the headlights on their engines at all times meet the requirements of the laws and of rules of the Company. ARTICLE XIII. — Roundhouse foreman will be held responsible for the following equipment of engines leaving roundhouse: Frogs, switch chains, pinch-bars and other necessary equipment. Roundhouse foreman will put supplies on engines. MARSHALL & EAST TEXAS Effective March 1, 1913. ARTICLE XXIX.— Grease cups will be filled at Marshall and headlights will be cleaned and kept in proper condition by roundhouse force. • MIDLAND VALLEY RAILROAD Effective July 1, 1913. ARTICLE XXIV. — Roundhouse foreman will see that necessary equipment is placed on engines before leaving roundhouse or terminals, but Engineers will be responsible for knowing that engines are prop- erly equipped. 463 Engines will be gotten ready for road service at Tulsa, Muskogee, Fort Smith and Excelsior. This is understood to cover a supply of coal, water, sand, oil, waste and all tools necessary for road, ash pans cleaned, grease cups filled, headlights cleaned and oil lamps filled. En- ginemen will see that this work is done at other points. . MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE XXXIII. — Engineers will not be required to fill grease cups, fill or clean headlights, where engine house men are employed, and will not be required to remove from or place on engine oil cans, tool boxes or supplies. ARTICLE XXXIV. — Engineers will not be required to pack throttles, cocks on boiler heads, engine or truck boxes where shop facilities exist for doing such work. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective April 1, 1910. ARTICLE XXXVI.— At Gladstone, Shoreman, Glenwood, En- derlin, Harvey, Wishek, Thief River Falls, Ashland, Abbotsford, Fond du Lac and Kolze Engineers will not be required to pack throttles, set up wedges, pack boiler head fittings, clean headlights or fill rod grease cups, but Engineers shall see that cups have been filled and will report work to be done on wedges. At other than the above points this work will be done by the Engineer. Repairs to cabs necessary to make them tight will be made when work is reported by Engineer. ARTICLE XL. — Where a roundhouse force is employed they will take oil cans off and put them on engines and draw oil and waste, pro- viding tickets are left at roundhouse on arrival. Engineers must see that necessary supplies and tools are on engines so there will be no delay to trains. At Fond du Lac all engines passing the oil house shall stop and leave their oil cans at that point. Engines arriving at Fond du Lac shops which do not pass the oil house will have their oil cans taken off at the roundhouse. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. RULE 10. — Engineers will be held responsible for seeing that they have proper supplies on their engines before starting out on runs. RULE 38. — So far as it is practicable to do so, the throttle of all engines will be packed and wedges set up by Brainerd and Be- midji roundhouse forces, and on all pooled engines boiler head fittings, including water glass and gauge cocks, lubricator and injectors, throt- tles and air pumps will be packed and headlights cleaned by Brainerd and Bemidji, roundhouse forces. 464 MISSOURI, OKLAHOMA & GULF RAILWAY LEASED AND OPERATED LINES Effective July 1, 1913. ARTICLE XXXII. — Roundhouse forces will place necessary equipment on engines before leaving roundhouse or terminal. Engi- neers will see that the following supplies are placed on engines : Frogs, carbons, individual tool boxes and signal flags. They will also oil dynamo. Engines will be gotten ready for road service at terminals. This is understood to govern a supply of coal, water, sand, oil and all tools necessary for road trips; ash pan cleaned, grease cups filled, wedges set up and headlights cleaned. ARTICLE XLI. — Engineers will not be required to fill oil cans, lubricators, or draw supplies such as carbon, oil and waste at division terminals and will not be held responsible for depth of water or fuel in tanks or make out statements or requisitions governing same at these points. ARTICLE LVIII. — Engineers' tool boxes will be taken off and put on engines by roundhouse force and when Engineers are dead- headed the same force will put tool boxes and oil cans on train. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE XXIII. Section 2. — Engineers will not be required to do any packing or work on engine, fill grease cups, set up wedges, clean or repair headlights (oil or electric), signal lamps or marker, where the Company has facilities for doing same. Section 3. — Roundhouse foreman will be responsible for the fol- lowing equipment on locomotives leaving terminal : Car replacers, jacks and bars, switch chain, pinch bar and journal bearings. Roundhouse foreman will have supplies put on engine, but Engi- neers will be held responsible for knowing engines are properly supplied. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 95. — So far as practicable throttles of all engines will be packed and wedges set up by roundhouse force, and on all engines boiler head fittings, including water glass and gauge cocks, lubricators and injectors, throttles and air pumps will be packed and headlights cleaned. Engineers will not be required to fill grease cups on pooled road or Mallet engines. An engine with more than one crew, except on regularly double crewed engine, will be considered pooled. At all points where roundhouse force is inadequate to do all or any part of this work it will be done by Engineers. RULE 104. CB). — Engineers will be held responsible for having proper supplies on their engines, but will not be required to carry sup- plies, tool boxes and oil cans to and from engines. 465 OREGON SHORT LINE RAILROAD Effective February 1, 1913. ARTICLE XVI. — ^All supplies will be placed on engines and head- lights cleaned and cared for at terminals and Company will fill carbide generators for acetylene headlights and see that wedges are set up when reported by Engineers and fill dope cups at points where shop forces are employed. The above does not relieve the Engineer of responsibility of knowing that the worjc is done. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE XI. Section 2. — Hostlers, hostler helpers or someone assigned for that purpose will put all supplies on engines in road service upon arrival at terminal points, or at points where supplies are usually obtained. Firemen will be held responsible to see that neces- sary supplies are on the engine before starting out. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Conference January 26, 1912, and April 25, 1912. — ^Where me- chanical department forces are available at terminals, Enginemen will not be required to clean headlight before departure therefrom. This, however, should not be construed as excusing an Engineman from the responsibility of seeing that his headlight is in proper condition on leaving terminals. In accordance with understanding reached at conference in my office, I have instructed that hereafter grease cups will be filled by roundhouse employees. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY GULF COAST LINE Effective August 1, 1911. RULE 36. Section B. — Enginemen and Firemen will not be re- quired to do any work on engines such as filling grease cups, set up wedges, clean or repair headlight or put engine over turn-table where Company has facilities for doing same. Roundhouse foreman will be responsible for the following equip- ment on locomotives leaving terminals : Car replacers, jacks and bars, switch chains, pinch bars, journal bearings. Roundhouse foreman will put supplies on engines, but Engineers will be held responsible for knowing that engines are properly supplied. Where engine crews are required to take engines over table or take necessary supplies, they shall be allowed one hour in addition to any other time made on that date. At Kingsville Enginemen will accept and release engines on designated track near the roundhouse. It is understood that taking engines over turn-table includes fuel, oil and water when necessary. 466 SAINT LOUIS & SAN FRANCISCO RAILROAD— FRISCO LINES Effective December 24, 1910. ARTICLE XXII. Section 1. — Engineers will not be required to do any packing or work on engines, fill grease cups, set up wedges, clean or repair headlights (oil or electric), where Company has facili- ties for doing same. Roundhouse foreman will be responsible for the following equip- ment on locomotives leaving terminal: Car replacers, jacks and bars, switch chain, pinch bar, journal bearings. Roundhouse foreman will put supplies on engine, but Engineers will be held responsible for knowing that engines are properly supplied. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE XX. — Engineers will not be required to do any pack- ing or work on engines, fill grease cups, set up wedges, clean or repair headlights (oil or electric), where Company has facilities for doing same. Roundhouse foreman will be responsible for the following equip- ment on locomotives leaving terminal: Car replacers, jacks and bars, switch chain, pinch bars, journal bearings. Roundhouse foreman will put supplies on engine, but Engineers will be held responsible for knowing that engines are properly supplied. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS LEASED, OPERATED AND INDEPENDENT LINES Effective April 1, 1911. ARTICLE XLIX. — In the preparation of engines for road service at terminals, Engineers will not be required to turn them, clean fires or ash pans, put tool boxes on, fill or screw down grease cups, nor to supply them with coal, sand, water, oil, waste or carbons. This does not apply to turning and supplying with coal, w^ter, sand and carbons at points enumerated in Paragraph B and Sherman in Paragraph A of Article XXXVI. The Company will continue to perform such of these services as has been customary heretofore. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. Section hh. — Except in emergency cases, Engineers will not be required to carry tools or supplies to and from engines and trains, but must see that engine is properly equipped before leaving terminal. Section ii. — All mountings in cabs shall be packed and headlights cleaned at all main line terminals. Rule 14. (D). — Except in emergency cases, Engineers will not be required to fill grease cups on inside connecting rods at regular engine terminals where proper force is maintained for doing such work. 467 TEXAS & PACIFIC RAILWAY Effective March 1, 1913. ARTICLE XIX. (B).— Engines will be gotten ready for road service at points where roundhouse forces are maintained, this to in- clude oiling of dynamo and trimming of headlights. Engineers will before leaving on trip see that headlights will burn properly. (C). — ^Wedges to be set up by roundhouse force when reported by Engineers. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE XXXVII. — Engines will be gotten ready at terminals for road service. This is to include supply of coal, sand, water, ice, waste and all necessary supplies, ash pans cleaned and fires spread. UNION PACIFIC RAILROAD Effective September 1, 1913. The Company will set up wedges when reported by Engineers at such terminals where men are employed for this purpose. This does not relieve the Engineers from attending to this duty when engines do not run into terminal or are away from terminals where men are employed. The Company will fill dope cups at such places where shop forces are employed. This does not relieve the engineer from responsibility of knowing that the dope cup is filled and operative. The Company will clean and care for headlights at terminals and fill carbide generators for acetylene headlights where shop forces are employed. However, this will not relieve the Engineer from respon- sibility for having headlight in proper condition. ARTICLE XVII. — ^All supplies will be placed on engines at terminal points. WABASH RAILROAD COMPANY ^Effective March 1, 1913. RULE 44. (A). — ^Roundhouse foremen shall see that engines are placed on outbound lead at engine houses, with necessary tools, sup- plies, proper signals and marker equipment. This does not relieve the Engineer from knowing that the engine is properly equipped. RULE 45. — Engineers will be relieved from the care Of head- lights and grease cups, inspection of engine underneath, oiling and doping or filling waste or grease cellars or journal boxes where engines are dispatched from points where an enginehouse force is maintained. WESTERN PACIFIC RAILWAY Effective May 1, 1911 ARTICLE XXXIV.— Firemen shall be relieved of all cleaning of engines. Supplies will be placed on all engines, except switch engines. This does not relieve engine crews of responsibility for seeing they are put on. 468 Wedges will be set up, valves in cab kept packed, hard grease j cupe filled and pit inspection made by roundhouse force. This will not relieve Engineers from careful inspection from outside and reporting all necessary work on engines. When individual tool boxes are used, they will be taken off and put on engines by roundhouse force. All lamps on engines will be filled at terminals. Headlight will be taken care of and at night lighted by roundhouse force. This will not relieve engine crews of responsibility of seeing that they are filled and in good order before leaving terminals. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE XXXVIIL— At points where the Company has the necessary mechanical organization they will set up driving box wedges when properly reported by Engineer, fill grease cups and screw down grease cup plugs. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912 ARTICLE XLIV. (A) . — At terminals where enginehouse force is maintained, Engineers will not be required to clean or care for head- light, but they will be responsible for their proper condition when leaving terminal. (B). — Engines will be properly equipped with tools and supplies at terminals and Engineers will not be held responsible when such equipment is not furnished upon request. Grease cups will be filled and, when reported by Engineers, wedges will be adjusted. (C). — Wedges falling down between terminals will be adjusted on the road by Engineers. 469 HELD AWAY FROM HOME TERMINAL ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINE Effective December 24, 1910. ARTICLE XXXIV.— It is not the intention to cut out Engineers between terminals, but it is recognized that the exigencies of the service will sometimes require this, notably at such points as Ash Fork, Bell- mont cinder pit and Williams. It is understood that conditions may arise at other points similar to those now existing at the points above mentioned. Engineers so cut out, if not regularly assigned, shall stand first out with respect to crews similarly cut out, and after twelve hours shall receive pay at the rate of forty cents per hour for each hour so held up to ten hours, for each calendar day, provided that Engineers so held shall report for service daily by wire to the Trainmaster. CANADIAN NORTHERN RAILWAY Effective October 1, 1912 ARTICLE XII. (A).— After the expiration of eighteen hours. Engineers on unassigned runs held away from home terminal will be paid minimum passenger rates for each hour up to nine hours, and after that at the same rate for the last nine hours for each succeeding twenty-four hours so held. The eighteen hours as above mentioned must be in excess of any time occupied in taking rest that was booked. This clause not to be operative if due to blockade, nor will it include Sundays. (B). — Engineers will not be required to make more than two turn- arounds on any subdivision before being returned to their home ter- minal. CANADIAN PACIFIC— WESTERN LINES Effective September 16, 1911. ARTICLE XXXVIII. — Engineers taking engine from one station to another will be furnished transportation to return home at once, and will not be expected to run out of "any other than their home station, unless agreeable to them, or in cases of emergency, in which case they will not be held for more than one round trip. Engineers will not be run off subdivisions they are assigned to except in traffic emergency and then only for one round trip. Engineers will not be held away from home terminal to make more than two round trips in turnaround service, or for more than two full days in short run work. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE XII. Section 5. — Engineers will not be turned more than one time away from home terminal unless there are no other men available. This does not apply to turn-around trips (see Article VI, Section 2). Engineers losing their engines will not be held at terminal away from home terminal more than twenty-four hours. 470 CHICAGO, MILWAUKEE & SAINT PAUL Effective March 28, 1913 ARTICLE XXII. (A). — Engineers in freight service other than assigned service will be paid 100 miles for the first 30 hours held at other than their home terminal and 100 miles for each complete twenty-four hours so held thereafter, except in case of wrecks, washouts, snow blockades, etc. COLORADO SOUTHERN RAILWAY Effective February 1, 1911 ARTICLE LI. — In case Engineers assigned to regular runs or locomotives are held away from their home terminals beyond the time they would have gone out on their regular turns or runs on account of their locomotives being used on another district over which they have no district rights, they shall be paid ten hours for each twenty-four hours so held. FORT WORTH AND DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE XXX. Section 2. — Engineers held away from home terminal after required rest is up shall receive one day's pay after being held twenty-four hours; for each additional twenty- four hours or less or deadheaded home, rate to apply as per class of engine handled. GRAND TRUNK PACIFIC— LINES WEST OF FORT WILLIAM Effective July 15, 1912 ARTICLE XIII. — The handling of freight crews in the movement of traffic under normal conditions will so far as practicable be so ar- ranged by the Company as to avoid excessive lay-overs at other than home terminals. MISSOURI, KANSAS & TEXAS Effective February 15, 1913 ARTICLE LVI. — Engineers will not be kept away from home ter- minal an unreasonable length of time ; when the necessity of the service results in the bunching of regularly assigned crews at one terminal away from the origin of traffic on the division they will be deadheaded or run back in such manner as to protect the business of the Company with the number of regular assigned crews on division. MISSOURL OKLAHOMA & GULF RAILWAY Effective July 1, 1913 ARTICLE XXXV.— Engineers will not be kept away_ from ter- minals an unreasonable length of time; when the necessity of the service results in the bunching of the regular assigned crews at one ter- minal away from the origin of traffic on the division they will be dead- headed or run back in such a manner as to protect the business of the Company with the regular assigned crews. 471 ARTICLE XLVII. — When an Engineer is run off his home di- vision he shall, upon completion of trip, be deadheaded back to his home division at deadhead rates. If held to work back, his time shall commence after being held 24 hours (except where held by wrecks, washouts or line is blocked by other causes) and the same rate of pay will be allowed for all time held as per the previous trip, after held 24 hours. SAN ANTONIO AND ARANSAS PASS RAILWAY Effective August 17, 1912 ARTICLE XII. — Engineers other than Engineers assigned to pas- senger trains or local or work trains, or Engineers arriving on other than local trains but leaving on local trains, held sixteen hours at ter- minals other than San Antonio, Yoakum, Houston, Waco, Alice and Corpus Christi will receive 100 miles and will receive an additional 100 miles for each complete eight hours they are held after the expiration of the first sixteen hours. SOUTHERN PACIFIC COMPANY PACIFIC SYSTEM Effective December 1, 1912 ARTICLE XXX. (B). — When layover of pooled Engineers away from home terminal is excessive, the matter will be corrected by the Superintendent. 472 INSPECTION OF ENGINES AND WORK ON ENGINES ATCHISON TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910 ARTICLE XLI. (B). — Engineers shall make the best inspection possible on arrival at terminals, but they shall not be required to go underneath engines to do so unless such are on pit. ATCHISON, TOPEKA & SANTA FE RAILWAY— PROPER Effective December 1, 1912 ARTICLE XXVIII. — Engineers will make the best inspection pos- sible on arrival at terminals, but they will not be required to go under- neath the engines to do so unless engine is on pit. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE XLIII. — Engines to be inspected by shop force when covered with snow or frozen up, if booked. CANADIAN PACIFIC RAILWAY— WEST Effective September 16, 1911. 1. — Engineers to make a careful outside inspection on arrival at terminals and when opportunity offers on the run. Engines arriving covered with snow and ice will be examined by shop staff when so booked. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 40. — Engineers shall inspect engines from outside, report all necessary work or repairs. They shall not be required to go under- neath engine at terminals to make inspection or to do work. Engineers shall do the necessary work on engines while on the road between terminals or when laying away from terminals so far as they are able to avoid failure. CHICAGO AND EASTERN ILLINOIS RAILROAD Effective September 1, 1911 ARTICLE XXVII. — Engineers will inspect their engines from the outside and report necessary work, including hot bearings of all kinds. In addition to this Engine Inspectors will be provided at the following roundhouses, viz., Dolton Junction, Momence Junction, Oak- lawn, Brazil, Villa Grove, Salem, Lennox, Jackson, Terre Haute and Evansville. Section 9. — Engineers on branch runs or on engines not laying at roundhouse where machinists are employed will, when obliged to make such repairs as do not appertain to the duties of an engineer, be paid for all time thus employed at rate of pay for service in which such engine is used. 473 CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE XII. Section 16. — At terminals where roundhouse forces are employed Engineers will be relieved of inspecting under- neath engines and will not be held responsible for conditions. CHICAGO, PEORIA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. Engineer will not be held responsible for the inspection of engines underneath when they can not place engine promptly on arrival over pit that is safe and in good condition. They shall in such case report on work book: "Inspect engine underneath." This does not excuse Engineers from giving engine best possible inspection from outside. CHICAGO, MILWAUKEE & SAINT PAUL^PUGET SOUND LINE Effective August 28, 1910 ARTICLE XVII. (B). — If Engineers perform roundhouse or shop work at points where no roundhouse force is employed they shall make out in connection with their time slip a work report showing in detail the work performed, and they shall be paid for same at the rate the class of engine entitles them to. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913 ARTICLE XXIV. (A). — Engineers performing roundhouse or shop work at points where there is no roundhouse force employed shall make out, in connection with the time slip,- a work report showing in detail the work performed and they will be paid for same in addition to the allowance for road service at the rate the class of engine entitles them to. (E). — All engines arriving at Chicago terminals, Milwaukee, Por- tage, La Crosse, St. Paul, Minneapolis, Montevideo, Aberdeen, Madi- son S. D., North McGregor, Mason City, Sanborn, Mitchell, Murdo, Mackenzie, Dubuque, Savanna, Marion, Perry, Council Bluffs, Sioux City, Des Moines, Nahant, Ottumwa junction, Coburg, Tomahawk, Green Bay and Channing, also all regular pooled road engines will be inspected by roundhouse force. Engineers will be relieved of the responsibility of the pit inspection of engines that are inspected by the roundhouse force. CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910 ARTICLE II. Section 2. — Engineers on branch runs will be allowed not less than five hours each week for working on their engines. 474 COLORADO & SOUTHERN RAILWAY Effective February 1, 1911 ARTICLE XXVII. — Engineei-s on branch runs, not having access to repair shop, will do light repairs on their locomotives on days when no mileage is made and will be allowed full time. COLORADO SPRINGS & CRIPPLE CREEK DISTRICT RAILWAY Effective November 1, 1911. ARTICLE XXI. Section 1. — Engineers not having regular access to repair shops will do light repairs on engines and will receive pay for same at overtime rates for actual time consumed. Section 2. — Engineers will not be required to pack air pumps. * DENVER AND SALT LAKE RAILWAY COMPANY Effective August 16, 1912. ARTICLE XX. — Engineers or Firemen will not be required to clean out tanks, pack throttles, valve stems, valves in cab, driver boxes ■ or cellars or air pumps or on pooled engines, adjust wedges. When such work or running repair work becomes necessary at points where machinists are not employed. Engineers will notify Superintendent of Motive Power and receive prompt answer, and when instructed by Superintendent of Motive Power will do such work and be paid fifty (SO) cents per hour. Firemen thirty-seven and one-half (37 j4) cents per hour for all time thus consumed. When it is impossible to reacli the Superintendent of Motive Power by wire or Company telephone, Engineers or Firemen will do necessary work and receive pay as stated. DULUTH, MISSABE & NORTHERN RAILWAY Effective January 1, 1911. ARTICLE VIII. Section 1. — All Engineers and Firemen as- signed to runs away from the shops and required to do Sunday work on engines shall be allowed one-half day for each Sunday when work has actually been performed. Time slips must show on back what work has been done. Section 2. — When Enginemen at outside points are required to do repairs to the engines they are running other than usual care of engine, they shall receive overtime at schedule rate for actual time consumed doing the work. Work done shall be shown on time slips. DULUTH, IRON RANGE RAILROAD Effective March 1, 1912 ARTICLE XVII. Section 1. — Enginemen shall make such in- spection of their engines and such reports of work that may be called for from time to time by the proper authority, but it is understood that when engines are pooled Enginemen will not be required to make pit inspection of their engines. 475 DULUTH, SOUTH SHORE & ATLANTIC RAILWAY and MINERAL RANGE RAILROAD Effective December 24, 1910 ARTICLE XXIX. — When engines are tied up away from shops and Enginemen are obliged to do necessary repairs that would be con- sidered machinist or shop work, they shall be paid actual time for same, wages to be governed by class of engine they are running; time slips to state work performed. ARTICLE XXXI. — Engineers will make inspection of engine after each trip and report necessary work, but will not be held re- sponsible for pit inspection of engines when engines are in such condi- tion as to make it impossible. EL PASO AND SOUTHWESTERN SYSTEM Effective December 24, 1910 PAGE 17. — In figuring Enginemen's time the fifteen minutes allowed for inspection of engine at the terminals will be considered as terminal overtime and paid in that class, under the terhis of Article VI ; that if in the future the El Paso & Southwestern Company should locate engine inspectors at designated division points and relieve the Engineers of the duty of inspecting their engines at terminals the arbitrary fifteen minutes allowed under Article XIV will be eliminated at such points as engine inspectors are furnished and Engineers relieved of that duty. PAGE 18. — Switch Enginemen to be relieved of responsibility of inspecting their engines at the close of the day's work, but they are not relieved of making the usual work report. FORT SMITH & WESTERN RAILROAD SAINT LOUIS, EL RENO & WESTERN Effective December 1, 1912 ARTICLE XVII. — When Engineers are required to do work on their engines when away from roundhouse points, they will be paid for such work at hourly rates. ARTICLE XXVII. — Engineers will be considered on duty until they have inspected their engines and reported such work as is needed. FORT WORTH AND DENVER CITY RAILWAY Effective December 24, 1910 ARTICLE LI. — This Company will furnish inspectors at all di- vision terminals to inspect engines. This will not relieve the Engi- neers from inspecting and reporting all visible defects that can be seen from outside inspection. 476 GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY Effective September 1, 1911. ARTICLE XVII. — Engineers on branches or other portions of the road where engines do not run into roundhouse where machinists are located and are obliged to make such repairs on engines as do not appertain to the duties of an Engineer shall be paid for the time thus employed 44 cents per hour. GRAND TRUNK PACIFIC RAILWAY— LINES WEST Effective July IS, 1912 ARTICLE XLI. Section 6.— To make light repairs which may be necessary to keep the locomotives in good condition for service until they can be taken to the roundhouse or terminal. ARTICLE XLII. Section 1.— To make the usual hammer test inspection of the locomotive both before and after leaving terminal, Engineers will be held responsible for any defects found inside the frame of engines except where they have booked inspection to be made, which must be only at points where and at times when there are no means of making inspection. GREAT NORTHERN RAILWAY Effective June 1, 1913 RULE 75. — Engineers will make such inspection of their engines and such reports of work required as may be called for from time to time by proper authority. Engineers assigned to regular engines will not be held for pit inspection of same when they can not get engine over pit, but will report when inspection is not made. At places where engines are pooled Engineers running pooled engines will not be required to make pit inspection of their engines. Engines will be considered in the pool when assigned to more than one engine crew. At roundhouses where inspectors are employed Engineers haying regular engines will not be required to make pit in- spection. This will not relieve Engineers from reporting defects of which they know. RULE 31. — In case Engineers are required to perform work on their engines before or after trips, they shall be paid for actual time so occupied at schedule rate. This not to apply to the usual work re- quired of Engineers having assigned engines or otherwise covered in this schedule. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911 ARTICLE XXIV. — On branch runs where engines do not run into terminals where repairs can be made on engines, Engineers will be paid forty-four (44) cents per hour for doing necessary work on his engine not pertaining to his calling as an Engineer, Mechanical Superintendent to be the judge as to this. 477 ARTICLE XXVII. (A).— It is the purpose of the Company to furnish engine inspectors at important points whenever suitable men are available. Their assignment to this work, however, is not intended to release Engineers from the duty of inspecting their engines and making written report in the book provided for this purpose. HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910 ARTICLE X. — All repairs, packing throttle, valve stem, filling rod cup, etc., on engines in main line service and on branches where engines go into regular terminals will be done by regular shop men. Engineers on engines running on branches where they do not reach terminals where shop men are kept will be expected to do running repairs to keep their engines in service, without compensation. All other repairs consisting of caulking flues, mud ring, applying springs, hangers, putting brasses in and other necessary repairs to keep engine in service shall be paid for at the rate of forty-one and one-half cents per hour for all time consumed. HOUSTON & TEXAS CENTRAL ARTICLE I. Page 15.— Same as Houston East & West. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911 ARTICLE VII. Section D. — Engineers on branch lines of 35 miles or less will be allowed $5.00 extra per month for making neces- sary repairs on their engines. ARTICLE XXXV. — Engineers will not be held responsible for the inspection of engines underneath at terminals after arrival, but they will report on roundhouse register "Inspect engine underneath." This shall not excuse Engineers from giving engines the best possible inspection under the circumstances. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE VII. Sections. (A). — Engineers will not be required to do any repair or renewal work on engines where the Company has facilities for doing the same. (B). — Engineers will inspect engines and report necessary work that comes under their observation or which can be determined from the working of the engine. LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. • SECTION 14. — Engineers will not be required to do any packing or work on engines where the Company has facilities for doing same. Engineers will inspect engines and report work necessary to be done. 478 SECTION 21. — Engineers on regular local trains will be allowed five hours' pay on Sundays and Engineers handling last local train into terminal prior to Sunday will be allowed this time. Because of this extra allowance, Engineers will do necessary work on their engines. LOUISIANA RAILWAY AND NAVIGATION COMPANY Effective March 1, 1912 ARTICLE XXX. — Where Engineers are required to do work on their engines before starting or after day's work is done or on Sundays or lay-over days they will be paid at regular overtime rate for all time so put in; this not to be construed as covering such work as cleaning headlights, filling lubricators or rod cups or keying up rods or setting up wedges. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913 ARTICLE IV. — Engineers laying over with their engines on Sunday, when required to do running repairs on their engines shall be paid 50 cents per hour and Firemen 35 cents per hour. Engineers in all cases will specify such work on separate time slip. MIDLAND VALLEY RAILROAD Effective July 1, 1913 ARTICLE XV. — Engineers will be paid 40 cents per hour when required to do necessary work on engines away from terminals, before the beginning or after the completion of the day's work, or on days when no other time or mileage is made, provided that authority for doing such work must be obtained from Master Mechanic or General Superintendent. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective April 1, 1910 ARTICLE XXXVI. — Engineers willnot be held responsible for inspection of underneath pairts of engines. MINNESOTA AND INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY RULE 38. — So far as it is practicable to do so, the throttle of all engines will be packed and wedges set up by Brainerd and Bemidji roundhouse force, and on all pooled engines boilerhead fittings, includ- ing water glass and gauge cocks, lubricators and injectors, throttles and air pumps will be packed and headlights cleaned and pit inspection of engines made by Brainerd and Bemidji roundhouse forces, but at all other points this work will be done by the Engineer. This will not relieve Engineers from as careful inspection as can be made from out- side, and reporting all necessary work on engines. 479 MISSOURI, KANSAS AND TEXAS RAILWAY MISSOURI, KANSAS & TEXAS RAILWAY COMPANY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD WICHITA FALLS LINES Effective February 1, 1913 ARTICLE LIII. — Engine Inspectors will be kept at Parsons, Denison and Smithville. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913 ARTICLE XXXIII.— Engine inspectors will be kept at Mus- kogee and Denison and will be responsible for proper inspection of all engines arriving and departing from thesie terminals. This is not understood to relieve Engineers from making reasonable outside in- spection. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY ' Effective February 1, 1911 ARTICLE XL (A). — Engineers laying over with their engines on Sundays when required to do running repairs on their engines will be paid 50 cents per hour; same to be paid for washing out boilers during hours on duty. Helper Engineers required to wash out boilers when not on duty with their engines will be paid 44 cents per hour for such service. (B). — Engineers will in all cases specify such work on a separate time slip. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913 ARTICLE XXIII. Section 1. — In case of engines failing on line of road, Engineers will do such work as conditions permit, in order to get engine to terminal. Engineers called "upon to work on engines after completing trip, at points where the Company has no facilities to repair same, shall be paid for such service. A minimum of one hour to be allowed, and actual minutes in excess of one hour, at terminal delayed rates for class of service and engine. Where engines are pooled, a competent inspector shall be furnished. Engineers will inspect engines from outside, and report necessary work to be done, 480 NORTHERN PACIFIC RAILWAY Effective January 1, 1913 RULE. — Engineers who may be required to do . repair work, where the roundhouse force is inadequate as above provided, will be paid for such service at engine rates. Engineers will not be relieved frorn as careful inspection as can be made from the outside and re- porting all necessary work on engines. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. ARTICLE X. Section 1. — Engineers on branch runs, or work trains tying up at points where machinists are not located, and making such repairs to engines as do not appertain to their duties as Engine- men, shall be paid for time thus employed, at 40 cents per hour. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912 ARTICLE XXXIV. — Whenever it is necessary for an Engineer at outside terminals to make any repairs to an engine where competent help is not available, actual time will be allowed at overtime rates as per class of service working in, with a minimum of one hour. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY GULF COAST LINE Effective August 1, 1911 RULE 36. Section A. — Engineers and Firemen will be required to do any light emergency repairs which may become necessary while on runs, in order to get trains into terminals without unnecessary delay. Section B. — Engineers and Firemen will not be required to do any work on engines, such as filling grease cups, set up wedges, clean or repair headlight or put engines over turntable where Company has facilities for doing same. Where engines are pooled, a competent in- spector shall be furnished. Engineers will inspect engines from out- side and report necessary work to be done. SAINT LOUIS AND SAN FRANCISCO RAILROAD FRISCO LINES Effective August 24, 1910 ARTICLE XXII. Section 1. — Engineers will not be required to do any packing or work on engines, fill grease cups, set up wedges, clean or repair headlights (oil or electric) where Company has facilities for doing same. Where engines are pooled, a competent inspector shall be furnished. Engineers will inspect engines from outside, and report necessary work to be done. 481 , ,1, I SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH AND RIO GRANDE RAILWAY Effective December 24, 1910 ARTICLE XX. Section 1. — Engineers will not be required to do any packing or work on engines, fill grease cups, set up wedges, clean or repair headlights (oil or electric) where Company has facilities for doing same. Where engines are pooled, a competent inspector shall be furnished. Engineers will inspect engines from outside, and report necessary work to be done. SAINT LOUIS & SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS Effective April 1, 1911 ARTICLE VI. — Working on Engines. When required to do work on engines, in addition to usual maintenance work required of engineers, they will be paid for actual time consumed in such work when not drawing other pay, at rate provided for class of engine and service to which assigned. Engineers will not be required to do any meaintenance work on engines at shops. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911 Section C. — In case Engineers are required to perform work on • their engines before or after trips, they shall be paid for actual time so occupied at schedule rate. This does not apply to the usual work re- quired of Engineers having assigned engines or otherwise covered in this schedule. Section OO. — Engineers will make such inspection of their en- gines and such reports of work required as may be called for from time to time by proper authority. At places where engines are pooled, En- gineers running pooled engines will not be required to make pit in- spection of their engines. Engines will be considered in the pool when assigned to more than one engine crew. At roundhouses where in- spectors are employed, Engiheers having regular engines will not be required to make pit inspection. This will not relieve Engineers from reporting defects of which they know. TEXAS AND PACIFIC RAILWAY Effective March 1, 1913 ARTICLE XL — When an Engineer is held subject to orders he shall be paid for all time lost. When Engineers are required to wash out boilers and do necessary repairs they shall be allowed one day's pay. TRINITY AND BRAZOS VALLEY Effective December 24, 1910 ARTICLE XXXV. — Engineers will not be held responsible for the inspection of engines underneath at terminals after arrival, but they will report on roundhouse register, "Inspect engine underneath." This shall not excuse Engineers from giving engines the best possible in- spection under the circumstances. 482 UNION PACIFIC RAILROAD Effective September 1, 1911. ■ Engine Inspectors. — Engine inspectors will be maintained at dis- trict terminals, but this will not relieve Engineers from responsibility. WABASH RAILROAD COMPANY Effective March 1, 1911 RULE 45. — Engineers will be relieved from inspection of engines underneath where engines are dispatched from points where an engine house force is maintained but are required to make proper report of any work requiring special attention. WICHITA VALLEY RAILWAY Effective January 1, 1913 ARTICLE XXXVIII. — At points where Company has necessary mechanical organization they will have engines inspected. This will not relieve Engineers from inspecting and reporting all visible defects that can be seen from outside inspection. 483 INTERMEDIATE DELAY AND WORK ATCHISON, TOPEKA & SANTA FE RAILWAY COAST LINES Effective December 24, 1910. ARTICLE XXXV. — ^The icing of cars, or loading or unloading of stock by Road Crews at Albuquerque (including Abajo), Belen, Gallup, Winslow, Williams, Ash Fork, Seligman, Needles, Barstow, San Bernardino, Los Angeles, San Diego, National City, Mojave, Bakersfield, Fresno or Richmond shall be paid for at overtime rates, in addition to the trip, if time of trip exceeds ten hours or miles one hundred. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD COMPANY Effective December 1, 1912. ARTICLE IV. — ^Where stock is loaded or unloaded at division terminals by road Engineers or is loaded or unloaded between term- inals by trains other than the one hauling same. Engineers will be paid therefor at overtime rates in addition to the trip if the time of trip exceeds ten hours or the mileage one hundred. When through or irregular freight Engineers are delayed at any point more than one hour loading or unloading material they will be paid for such service at regular overtime rates; provided, however, that any time allowed for such service will not be paid for as overtime at the expiration of the run. When through or irregular freight Engineers are delayed more than one hour doing switching, loading or unloading freight not in connection with their own trains, they shall be paid twenty-five cents per hundred miles or ten hours, in addition to rate applying to same class of engine in through service. Such delays shall be accumulative for each trip. CANADIAN PACIFIC— WESTERN LINES Effective September 16, 1911. ARTICLE XI. — Trains required to switch (except in specified runs) other than picking up and setting out cars belonging to their \^\ own train will be paid through freight rates for time so occupied, each ~ - six minutes to count as one mile. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 11. — When ordered to do construction work in course of a trip, full time will be paid by the hour for such work. RULE 41. — If Engineers are required to shovel coal onto engines in emergencies, a minimum of one hour will be allowed at their regular rates, in addition to pay for trip. 484 CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE I. Section 7. — For placing coal at chutes, ten (10) miles per hour with a minimum of ten ( 10) miles, in addition to trip, will be allowed on through freight trains only. This will not be construed as applying to trains reducing tonnage or setting out Company coal at its billed destination. CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES Effective August 28, 1910. ARTICLE IX. (B). — When Engineers in through freight service are stopped at intermediate stations to do station switching or are used in work train or helper service, they shall be paid for such extra service in excess of mileage or hours made. For each six minutes one mile will be allowed according to class of engine. (C). — ^When Engineers in passenger service are stopped at inter- mediate stations to perform work or helper service, they shall be paid for such extra service in excess of mileage or hours made. For each six minutes one mile will be allowed according to class of engine. _ Note. — Paragraph B of Article IX is understood to mean that picking up or setting out cars of their own trains is not station switch- ing; nor does it apply to branch runs when the mileage in the aggre- gate is (80) eighty miles or less. ARTICLE X. (B). — Engineers will be paid for all time con- sumed loading or unloading stock, one mile will be allowed for each six minutes so engaged. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE V. (B). — Engineers on other than designated way freight trains, required to perform two hours station switching in the aggregate at one or more stations, or required to perform station switching or load or unload freight at four or more stations between division terminals, shall be allowed way freight rates. This will not apply to through trains picking up or setting out cars. (C). — ^When main line trains are sent to branch lines for switch- ing or unloading freight, they will be allowed to include the branch line stations at which they switch or handle freight with the stations on the main line to give them the required number to get the way freight rate. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY Effective February 1, 1911 ARTICLE XXXI. — Engineers on main line freight trans which may be required to do local switching, loading or unloading freight, will be paid local rates. This does not apply to cases where trains may be required to do emergency work that is not in connection with their own trains and does not apply to through freights filling or dropping tonnage. 485 CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. ARTICLE VIII. Section 4. — Engineers delayed on the road by accidents, washouts or snow, shall be paid for all time lost, provided it exceeds one hour. This shall apply to passenger service only. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XIV. Section 3. — Loading or unloading stock at any intermediate point or station between terminals shall be paid for in addition to other mileage and overtime made on run; actual time so employed to be allowed, provided that less than thirty minutes is not to be counted, and it is understood such time is not to be figured twice in computing overtime. ARTICLE XVI. Section 5. — :Engineers on Clear Creek District laying over at Silver Plume between the local passenger trains during the day will be allowed one hour for caring for locomotive and perform- ing necessary movements between Silver Plume and end of trade. Other Engineers on Silver Plume passenger runs will not be allowed this time; Section 6. — Overtime rates to be paid on the basis of one-tenth of a day, per hour per class locomotive used. ARTICLE XXII. — When Engineers in freight service are re- quired to interrupt a through or turn-around trip, or schedule short run, to be constructive or work train work or work incident thereto, al or between stations they shall be allowed actual time for such service at overtime rate per hour per class of locomotive used in the service and on the district engaged. It is understood that such time is not to be counted twice in computing overtime for trip. On any district or run where constructive mileage is allowed, such mileage, expressed in hours, is to be deducted from time made as above ; mileage allowed for turning on wyes not to be regarded as constructive mileage; and in cases governed by this article, five miles will be computed for turning on wye. ARTICLE XXXV. — On continuous trips Cheyenne to Orin Junc- tion, or from Orin Junction to Cheyenne, Engineers compelled to change from large to small locomotive or vice versa, at Hartville Junc- tion, and when necessary for them to do the work of preparing the locomotive at Hartville Junction for the trip, one hour overtime to be allowed for getting such locomotive ready ; this time not to be computed twice in figuring road overtime. COLORADO SPRINGS & CRIPPLE CREEK RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. ARTICLE VII. — Freight crews when required to make deliveries to mills on Reduction Mills branch will be allowed one hour overtime if time consumed amounts to less than one hour and thirty minutes. Time in excess of one hour and thirty minutes at regular class over- time rates. 486 Time consumed in above service to be deducted from total time consumed on road before overtime allowance is made for trip service, thus avoiding an allowance of double pay for single service. ARTICLE VIII. Section 2.— When Road Crews are detained on trip for purpose of loading, unloading or distributing Company ma- terial, they shall be paid for such work as overtime, it being under- stood that time so consumed shall be added to the regular trip time before other overtime is allowed. When Road Crews are required to dump rock for the purpose of filling bridges, they will be allowed one hour overtime ; and if over one hour and twenty-nine minutes is consumed, will be paid per Article VI of schedule, time so consumed to be added to the regular trip time before other overtime is allowed. This article does not refer to loading or unloading of local freight. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. ARTICLE II. — Section 1. — Following time, as shown, will be allowed to the local freights the year around, with the exception of at Tower Junction, which is provided for in Section 6 of Article II of this schedule : Between Two Harbors and Ely North: Allen Junction, 30 min- utes; Tower Junction, 30 minutes. Between Two Harbors and Ely South : Tower Junction, 30 min- utes ; Allen Junction, 30 minutes ; Highland, 30 minutes. Between Two Harbors and Fayal North : Allen Junction, 30 min- utes ; Biwabik, 30 minutes. Between Two Harbors and Fayal South: Biwabik, 30 minutes; Allen Jtmction, 30 minutes ; Highland, 30 minutes. Between Two Harbors and Tower Junction North: Allen Junc- tion, 30 minutes. Between Two Harbors and Tower Junction South: Allen Junc- tion, 30 minutes ; Highland, 30 minutes. Between Two Harbors and Biwabik, North: Allen Junction, 30 minutes. Between Two Harbors and Biwabik, South: Allen Junction, 30 minutes; Highland, 30 minutes. Between Two Harbors and Stephens Mine, North: Allen Junc- tion, 30 minutes. Section 6. — In case the delay time on local freight exceeds thirty minutes at Tower Junction, the actual delayed time will be allowed ; if under thirty minutes, no time will be allowed. Section 7. — Enginemen on through freight or ore runs required to stop at any intermediate point to do work train work will be paid actual delayed time at schedule rate while doing such work, in addition to terminal time and miles run. Section 8. — Enginemen weighing trains at Highland will be al- lowed thirty minutes or five miles. Section 10. — On all freight trains running through Two Harbors and coaling or turning engines, Enginemen will be allowed thirty minutes. 487 DULUTH, MISSABE & NORTHERN RAILWAY Effective January 1, 1911. ARTICLE IV. Section 2. All trains except regular passenger trains shall be paid for all delayed time at Iron Junction and Alborn of thirty minutes or over, a,nd for all delayed time at Wilpen. Section 9. — On local freight trains the actual delay time shall be allowed at Alborn, Iron Junction and Rainy Junction. Section 11. — All trains delayed account of snow blockades, wash- outs, loading' or unloading bridge or building material, gravel, ice, sawdust, coal at stations of water tanks, cinders, thawing out tanks or frost boxes, cutting in or out boarding cars," pile' drivers, steam shovels, will be allowed actual delay time doing such work, wrecks, engine failures or repairing engines when broken down consuming twenty minutes or over, actual delay time will be allowed. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY Effective December 24, 1910. ARTICLE VI. — On extra runs when the mileage equals or exceeds 100 miles, Enginemen will be paid for work done at the turning point, when the delay exceeds thirty minutes. ARTICLE VII. — When it is necessary for Enginemen to go in on branches of one-half (j4) mile in length or more, extra mileage will be allowed. EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1910. ARTICLE VII. — Engineers will receive 12j4 miles per hour class rates for bedding cars, loading or unloading or waiting for stock be- tween terminals ; first thirty minutes to constitute an hour, and hour for hour thereafter ; no time to be computed twice. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE XI. Section 1. — Through freight crews delayed at an intermediate point more than one hour performing local work, construction work, loading or unloading stock, icing cars or switching cars in station order, shall receive overtime rate according to class of engine used; one hour will be allowed for the first full hour, after first full hour on minute basis. In case of construction work, time to be computed in bulk between terminals. It is understood that double overtime will not be paid. Section 2. — On runs where constructive mileage is paid, it is understood that overtime as per Section 1 will not be allowed until the number of hours consumed in such work exceed the number of constructive miles at the rate of ten miles per hour. 488 GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGANS LOUISIANA & TEXAS RAILROAD & STEAM- SHIP COMPANY IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. ARTICLE IX. Section 2. — When an Engineer is required to do switching at the turning point of a turn around trip of less than 100 miles, he shall be paid for all such time at overtime rate of 55 cents per hour, irrespective of time on road. ARTICLE XXI. Section 4. — Engineers switching Cline Tap will be paid 15 miles therefor; overtime after one hour at 55 cents, irre- spective of trip rate and overtime. ARTICLE XXII. — When Engineers are required to interrupt a trip to load or unload stock, perform work train service, load or un- load Company material, or perform wrecking service, or do work incident to either service, they will be paid for such service at over- time rate of 55 cents per hour irrespective of time on road. Fractions of an hour less than 30 minutes not counted. Fractions of 30 minutes or over one hour. When less than 30 minutes is consumed such time will be included in road delay. It being understood that in computing road overtime, time thus consumed will not be counted twice. GREAT NORTHERN RAILWAY Effective June 1, 1913 RULE 22. — When Engineers are delayed between terminals, on account of wrecks, washout or snow blockades, they shall be paid for the first ten hours so held, in addition to time or miles made that day and for each succeeding day will be allowed not less than 100 miles at the rate per class of engine. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE V. (D). — Engineers on all through freight runs, other than local, delayed at any one point one hour or more loading or unloading stock, switching, loading or unloading freight, turning engine, or held for stock or perishable freight at junction points with other railroads will be paid extra for such service, at regular overtime rate, regardless of time consumed to complete the trip. This time will not be computed twice. (E). — Engineers in through freight service required to interrupt a trip in such service for the purpose of performing work train service, hot exceeding five hours, will be paid regular overtime rate for the hours so employed. If this time so used in work train service exceeds five liours, it will constitute a separate trip and will be paid as a work train day. Work train service cannot be required of Engineers here- under either before starting on or after arriving from a trip in freight service. 489 ARTICLE XI. (B). — Engineers on regular passenger trains whose schedule holds them at any station more than one hour, will re- ceive pay at thirty (30) cents per hour, for all time so held for taking charge of erigines, unless hostlers are furnished, regardless of over- time earned on the trip, according to Article II. (This does not apply to turn-arounds.) It is understood that hostlers will not be furnished for trains 63 and 64 at Dallas. HOUSTON EAST & WEST TEXAS RAILWAY Effective December 24, 1910. ARTICLE V. Section E. — Engineers will be paid ten miles for working Garrison brick yard. No Engineer will be run through ter- minals where other Engines are lying. Freight Engineers will be run first in, first out of terminals. Section G. — Engineers running" engines on through trip service required to interrupt a trip in such service for the purpose of perform- ing work train or wrecking service, loading or unloading stock, shall be paid at the rate of fifty-five cents per hour for all time thus delayed, thirty minutes and over to be counted one hour, less than thirty minutes not to be counted ; this not to be computed as overtime. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE XVIII. (B).— Engineers on all freight and mixed trains performing wreckj work train or construction work en route will be paid therefor in addition to their regular trip compensation, at overtime rates ; when the time aggregates more than thirty minutes, one hour will be allowed ; one hour and thirty-one minutes, two hours, and so on. ARTICLE XIX. — When Engineers in through or irregular freight service arc required at intermediate points to perform switch- ing not incidental to their own train, they will be paid at overtime rates in addition to their regular trip compensation ; when time so con- sumed aggregates more than thirty minutes, one hour will be allowed ; one hour and thirty-one minutes, two hours, and so on. Setting out cars at destination or picking up additional tonnage will be considered incidental to trip. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE IX. — Through freight trains doing work other than that connected with their trains, such as loading or unloading stock or material, switching at stations, coal mines, lumber mills or any other similar work shall be paid for same at regular overtime rates, according to class of engine run, independent of any other mileage or overtime made on trip. Time consumed at each station to be added together; when total time is less than thirty minutes, nothing will be allowed; when over thirty minutes and less than one hour, one hour will be allowed. 490 KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. ARTICLE II. (B).— When through freight crews are required to do local work such as loading or unloading freight, or switching at stations they will be paid at through freight overtime rates for time consumed, independently of any other time or mileage made on trip. Time used doing such work on each trip to be added together and allowed on the minute basis. (C). — When through freight crews are required to load or un- load Company material, load or unload stock, or do switching incident thereto, they will be paid for the time consumed at through freight overtime rates. Time used performing this character of service on each trip to be added together and allowed on the minute basis. When the time delayed doing this work occasions road overtime, it is not to be paid for twice. ARTICLE X. (B) . — Engineers required to turn engines or trains will be allowed a minimum of thirty (30) minutes at overtime rates for their class of engine and service for each engine and train turned. This to be independent of all other time, except terminal time when trains or engines are turned at terminals. Time consumed turning engines or trains not to be included in switching time. ARTICLE XVII. — Through freight Engineers will be allowed one hour for placing loads on or removing empties from incline coal chutes, except where service is paid for as terminal time. KANSAS CITY & SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE V. Section 1. — When crews on through or irregular freight trains are required over any portion of their runs to unload or load Company material or revenue freight (exclusive of water or live stock) or to weigh or switch at intermediate stations or turn around points cars which are not taken on or set out of their train, local pay per mile will be allowed for the entire trip. Section 3. — When passenger Engineers are required to switch, turn or put away their trains, they will be paid for same at the regular over- time rate. Section 6. — Engineers on through or irregular freight trains required to load or unload live stock or to ice cars will be paid for such work at overtime rates after 100 miles, or ten hours service or equivalent thereof. Terminal detention will not be allowed for time so worked. Section 16. (A). — Cars made up in trains at terminals or picked up enroute, which are to be set out on district over which Engineer runs, will, when practicable, be classified according to destination, and placed at head end of train. (B). — When extra switching is required enroute, of cars in train or at stations, which is not necessary to pick up, set out, fill out or re- duce train, local rate per mile for entire trip will be allowed. mi ^ LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. ARTICLE VI. — When Engineers are required to turn engines on "Y" at Pineville, Baton Rouge or New Orleans, when not passing such point enroute on his regular trip, he will be allowed one hour special pay. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE XIV. — When Engine Crews in through freight service are required to interrupt a trip to load or unload stock, perform work train service, load or unload Company material, or perform wrecking service, or do work incident to either service, they will be paid for such service at overtime rates, irrespective of time on road. It is understood that in computing road overtime, this time will not be counted twice. ARTICLE XV. — ^Through freight crews required to load or un- load freight, or do station switching at Gilmer will be paid local rates for the entire trip. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective April 1, 1910. ARTICLE XXIII. — Any work train service to exceed one hour and thirty minutes done by crews while on freight runs will be paid at the rate of ten miles per hour, in addition to mileage of run at schedule rate. The time so consumed to be deducted from any over- time made on the rtm, it being understood that double overtime will not be allowed. MISSOURI, KANSAS & TEXAS RAILWAY MISSOURL KANSAS & TEXAS RAILWAY COMPANY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD WICHITA FALLS LINES Effective February 15, 1913 ARTICLE VII. — Time consumed by Engineers in through freight service loading or unloading stock, or material at or between stations, switching at stations and other similar service, will be paid for on the following basis as overtime : No overtime will accrue unless time aggregates thirty minutes; in periods of ten minutes or more, thirty minutes to sixty minutes will be counted as one hour; in excess of sixty minutes actual time will be allowed. On runs straight away or turn around, aggregating less than 90 miles, no overtime will be allowed under this article until the equivalent of 90 miles in either miles or hours has been given. ARTICLE VIII. — Engineers in through freight service on the Holden Division will be allowed one hour each round trip for putting 492 away and making up trains at Paola, and Engineers in through freight service on the Shreveport Division will be allowed one hour each round trip for putting away and making up trains at Hughes Springs. ARTICLE XXVIII. — Overtime earned under the above article win be deducted from road overtime when time allowed under this article is used in computing road overtime. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE III. — Time consumed by Engineers in through freight service loading or unloading stock, or material at or betewen stations, switching at stations, and other similar service, will be paid for on the following basis as overtime. No overtime will accrue unless time aggregating thirty minutes in periods of ten minutes or more; thirty minutes to sixty minutes will be counted as one hour; in excess of sixty minutes actual time will be allowed. On runs straight away or turn around aggregating less than 90 miles, no overtime will be allowed under this article until the equivalent of ninety miles in either miles or hours has been given. MISSOURI PACIFIC RAILWAY Effective February 1, 1911. ARTICLE XXVIII. — Engineers in through and irregular freight service required to load or unload stock or material, or to ice or weigh cars, or to replace cars derailed by other trains, will be paid for such work at regular overtime rates. The time consumed in performing one or more of the above mentioned classes of service at or between different points to be cumulative. (B). — The time used switching incident to miscellaneous work will be included in the time of such work and is not to be computed as switching between terminals under Article XXIX. (C). — In case road overtime has been made on a trip, the time paid as miscellaneous work will be used to offset part or all of such overtime as the case may be, providing the time consumed doing the miscellaneous work occasions the road overtime. (D). — No allowance for miscellaneous work will be made on runs of less than 50 miles for which 100 miles is paid, but should the time consumed on such runs exceed five hours exclusive of terminal time paid for, the time in excess of five hours will be allowed as overtime. ARTICLE XXIX. — Engineers in through and irregular freight service consuming two hours or more picking up or setting out cars or doing other switching between the terminals of their runs, will be paid local freight rates for such trips. The only time to be counted under this article is that necessarily required in doing the work. (B). — On runs where Engineers are allowed time, independently of road overtime, for making up or putting away trains or switching, the time so allowed will not be used to make up the two hours stipu- lated herein. (C). — This article will not apply to a run of less than 50 miles 493 for which 100 miles is allowed when made in five hours or less, ex- clusive of any terminal time paid for on such run. (D). — ^This article to apply on the following lines or districts only: St. Louis to Pueblo, Omaha to Alexandria, via Coffeyville and McGhee, St. Louis to Texarkana, Dupo to Ferriday via Para- gould, Eastern Division River District, Omaha Division Talmage Dis- trict, Omaha Division Kansas City to Virginia, Northern Kansas Divi- sion Atthison to Downs, Joplin Division except' Madison Branch, White River Division except Springfield Branch, Wichita Division, Fort Scott to 'Geneseo, Southern Kansas Division Coffeyville to Con- way Springs, Belmont District Bismark to Charleston, Cairo District Poplar Bluffi to Charleston, Memphis District Bald Knob to Memphis. NEW ORLEANS, TEXAS & MEXICO RAILROAD Effective February 1, 1913. ARTICLE VI. Section 6. — Engineers switching, loading or un- loading stock, iciiig or bedding cars at points where switch engine is in service shall be paid extra for such service at regular overtime rates. Such allowance will not be computed as overtime at expiration of run. ARTICLE X. Section 4. — ^When local trains are annulled and through freight trains do local work, local rates of pay shall apply to that trip. Engineers in through or extra service handling a local package car to or from which freight is handled, or doing station switching at intermediate points other than to set out or pick up cars for their own train, shall be paid local rates over entire division for class of engine. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 17. — Engineers of trains required to do work not incident to trip will be paid for time held, in addition to time or miles made on trip. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE IX. Section 2. — When road Engineers are used to pick up or set out cars, or do any yard work at stations where yard crews are on duty, a minimum of one hour overtime will be allowed, irrespective of the time consumed ; if the time is one hour and thirty minutes two hours will be allowed and so on. ARTICLE X. (A). — At turn-around points Engineers will be paid for time consumed switching at overtime rates on the basis of thirty minutes as one hour, one hour and thirty minutes two hours, and so on. (B). — All time consumed by Engineers turning engines, taking oil and water or other necessary supplies will be included ; if any over- time is made on the basis, the actual time consumed switching will be deducted to arrive at the amount of overtime earned on trip. 494 (C). — On passenger turn-around runs where time is not con- tinuous, Engineer will be allowed a minimum of one hour for putting away train and also a minimum of one hour for making up train. ARTICLE XVI. — At way stations all hours loading stock will be paid for in addition to any time on the trip, one hpur will be counted one hour, one hour and thirty minutes two hours and so on. Overtime rates to apply. ARTICLE XVII. (A). — Engineers on other than regular work trains actually employed working at wrecks, pulling drift or unloading or loading Company material, except ties, when delayed to exceed 59 minutes will be allowed one hour, a delay of over one hour and thirty minutes will constitute two hours and so on. Loading and unloading Company material all delays over twenty-nine minutes can be added togetiier. If any overtime is claimed on this basis, the actual time consumed performing this class of work will be deducted to arrive at the amount of overtime earned. (B). — Engineers on runs of less than 100 miles working at their own wreck will, not be paid for wrecking until five hours are exceeded on passenger trains, eight hours on through freight trains and ten hours on local and mixed trains. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD' Effective January 1, 1912. ARTICLE V. — At all turn-around points of main line trains, where the mileage exceeds sixty miles (one way) when there is to ex- ceed one hour's switching attending the making up of trains or load- ing of stock, when performed by road engines it will be paid for at schedule rate of pay per hour for overtime for such work. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY GULF COAST LINE Effective August 1, 1912. RULE 12. Section B. — Time made on spurs leading from main line, two and one-half miles or over in length, shall be paid for as overtime, independent of other time made on trip, 30 to 60 minutes to constitute the first hour. It is understood that this time will be deducted from the regular road time. Example: A crew going in on spur track at 9:25 p. m. and re- turning at 11:25 p. m., there would be two hours deducted from the schedule time. This interpretation will also apply to Rule 16 on runs in excess of 100 miles. RULE 16. — Through or irregular freight trains handling local cars or doing station switching will be paid local pay. On through or irregular and local or mixed runs of more than 100 miles all hours delayed loading or unloading stock will be allowed in addition to actual mileage. On runs less than 100 miles no allowance will be made for loading or unloading stock until eight or ten hours are ex- ceeded, except at terminals. Double overtime shall not be paid. RULE 17. — Engineers and Firemen in other than regular work train service actually employed working at wrecks, pulling drift or 495 unloading Company material to exceed 59 minutes will be allowed one hour; a delay of one hour and 29 minutes will constitute two hours and so on. Delays over 29 minutes can be added together. SAINT LOUIS & SAN FRANCISCO RAILROAD FRISCO LINES Effective December 24, 1910. ARTICLE VIII. Section 2. — Through freight crews delayed at any intermediate point more than one hour performing local freight work or doing construction work shall receive the overtime rate ac- cording to class of engine used. This to apply to loading or unload- ing stock, bedding or icing cars when more, than thirty (30) minutes are consumed. After first hour fractions of thirty minutes or over count as second hour; the amount so allowed to be deducted from any overtime made on the run. Section 3. — Mixed or local crews switching, loading or unloading stock, icing or bedding cars at places where switch engines are in service shall be paid extra for svich service at regular overtime rates. Such extra allowance will not be computed as overtime at expiration of run. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE VII. Section 2. — Through freight crews delayed at any intermediate point more than one hour performing local freight work or doing construction work shall receive the overtime rate ac- cording to class of engine used. This to apply to loading or unloading stock, bedding or icing cars when more than thirty (30) minutes are consumed. After first hour fractions of thirty minutes or over count as second hour ; the amount so allowed to be deducted from any over- time made. Section 3. — Mixed or local crews switching, loading or unloading stock, icing or bedding cars at places where switch engines are in service shall be paid extra for such service at regular overtime rates; such extra allowance will not be computed as overtime at expiration of run. SAINT LOUIS SOUTHWESTERN SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS Effective April 1, 1911. ARTICLE XVII. (A). — Engineers on through and irregular freight trains required to do station or mill switching, rerail cars de- railed while switching, load or unload stock or Company material or re-ice cars one hour or more at one point will be allowed overtime for such delays after 10 hours' service or 100 miles run. (B). — Engineers on through and irregular freight trains delayed between two consecutive stations loading or unloading Company ma- terial may add such delays together (time consumed moving one point to another not to be counted), and if the total delay is one hour 496 ( or more, such delays will be paid for at overtime rates after 10 hours' service or 100 miles run. (C). — Engineers (except work) when delayed one hour or more loading or re-railing cars derailed while in charge of other crews will be paid for such delays at overtime rates after 10 hours' service or 100 miles run. (D). — Overtime under this Article will be computed as follows: The first hour must be full sixty minutes and will cdunt as ten miles and an additional mile will be allowed for each succeeding six minutes. ARTICLE XVIII.— Overtime earned under Articles 12 and 17 will be deducted from road overtime when such time is used in com- puting road overtime. ARTICLE XIX. (A). — Engineers on through and irregular freight trains delayed loading or unloading perishable or local freight vvill be paid for such delays at overtime rates, regardless of other time or mileage made on the trip, when the total time consumed in this service amounts to one hour or more. This does not apply to runs of less than 100 miles for which 100 miles are allowed. (B). — Overtime earned under this article will be computed as follows : The first hour must be full sixty minutes and will count as ten miles and an additional mile will be allowed for each succeeding six minutes. ARTICLE XXXI. — ^Under no circumstances will the Company pay double time except as provided in Article XIX. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. ARTICLE XII. — Engineers on through or irregular freight trains (other than locals) doing work such as loading or unloading stock or material, or when required to pick up or set out cars in ex- change, switching at stations, coal mines, stone quarries and other similar work will be paid for the actual time consumed doing such . work at the regular overtime rate; time to be added together; 30 minutes to constitute the first hour ; this time to be allowed independent of any other overtime or mileage made on trip. (B). — On turn-around runs of less than 100 miles for which 100 miles is paid the above will not apply unless ten hours have been consumed. (F). — Freight Engineers will be allowed one hour for turning en- gines and cleaning fires at the following points : Sierra Blanca, Mona- hans, Colorado, Cisco, Mingus, Mineola, and other points on the railway where conditions are the same and fires require cleaning and engines turning. This to be allowed independent of any other time or mileage. Where the mileage for the round trip is less than 100 miles the above will not apply unless 10 hours or more are consumed. 497 TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE X. — Engineers on freight trains which may be re- quired to do local switching, loading or unloading freight shall be paid local rates. This does not apply to through freights filling or dropping tonnage. WABASH RAILROAD Effective March 1, 1911. RULE 27. (A). — Engineers on freight trains ordered to do con- struction work accumulating one hour or more on the trip will be paid for the time so engaged at the established overtime rates; such allowance to be added to the mileage of the trip in computing over- time. (B). — Through freight Engineers ordered to put up coal on in- cline coal chutes will be allowed one hour at established overtime rates; such allowance to be added to the mileage of the trip in com- puting overtime. (C). — Engineers on through freight trains ordered to do local freight work such as loading or unloading freight or station switching not connected with their own trains accumulating one hour or more on the trip will be paid for the time so engaged at the established overtime rates; such allowance to be added to the mileage of the trip in computing overtime. This has reference to the loading or unload- ing of package freight and not intended to include the loading or unloading of live stock. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE XVIII. — In case of delay due to wrecks, washouts, slides or other interruption. Engineers and Firemen will be paid for the first ten hours so held in addition to time or miles made that day, and for each succeeding calendar day will be allowed not less than 100 miles at rate of pay for class of service engaged. ARTICLE XIX. — Through freight trains stopped to do con- struction work will be paid for at rate of one mile for each six minutes so occupied, which will be deducted in computing overtime of trip. Engine crews of through freight trains required to do local freight work such as loading or unloading freight or station switching (other than picking up or setting out cars) at four or more stations will be paid local rates. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE IX. Section 1. — Through freight crews delayed at an intermediate point more than one hour performing local work, construction work, loading or unloading stock, icing cars or switching cars in station order shall receive overtime rate according to class of engine used. One hour will be allowed for the first full hour, after 498 first full hour, on the minute basis. In case of construction work time will be computed in bulk between terminals. It is understood that double overtime will not be paid. Section 2. — On runs where constructive mileage is paid it is un- derstood that overtime as per Section 1 will not be allowed until the number of hours consumed in such work exceeds the number of con- structive miles at the rate of ten miles per hour. YAZOO & MISSISSIPPI VALLEY Effective January 1, 1912. ARTICLE XVIII.— In through, mixed and local freight service extra compensation will be paid Engineers for loading and unloading Company material, wrecking and other construction work; when time consumed aggregates thirty-one minutes one hour will be allowed, one hour and thirty-one minutes two hours and so on. This to be paid at freight overtime rates independent of the trip. ARTICLE XIX.— Through freight Engineers required to do switching at intermediate points not incidental to their own train will be paid overtime rates in addition to their regular trip compensation; when time so consumed aggregates thirty-one minutes one hour will be allowed, one hour and thirty-one minutes two hours and so on. Setting out cars at destination or picking up additional tonnage will be considered incidental to trip. 499 LEAVE OF ABSENCE ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. ARTICLE VIII. — Engineers must obtain permission for leave of absence from Master Mechanic or Foreman and give sufficient notice of desire to lay off so as to prevent delay. Having received leave of absence they will not be called for service until they report for duty or at the expiration of time granted in leave of absence. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 16. — A leave of absence for a period of over 30 days will not be granted Engineers by anyone except the Superintendent. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE IX. — Engineers may be granted 90 days' leave of ab- sence by written permission of the Division Superintendent, during which time they will retain their seniority. On request of the Engineer interested, a second leave of absence for a period not to exceed another 90 days may be granted in the same manner, during which second period he will retain his seniority rights. Copies of all such permissions will be posted on bulletin boards. CHICAGO & NORTH WESTERN RAILWAY Effective December 24, 1910. ARTICLE XXVII. — Master Mechanics may grant leave of ab- sence for a period not exceeding 60 days. If a longer leave of absence is asked for, the Master Mechanic must arrange it with the Superin- tendent of Motive Power and Machinery for his approval, and that proper record may be made. Engineers must not engage in other business while on leave of absence, without permission from the Superintendent of Motive Power and Machinery. CHICAGO, PEORIA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. No employee will be given leave of absence for more than 30 days unless meritorious service will warrant and circumstances permit. When reasonable notice has been given any member of a com- mittee of adjustment will be granted leave of absence when on com- mittee business. . 500 CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. ARTICLE XVIII. — An Engineer desiring to leave the motive power department to engage in train service or other business may, by \Yritten application to and under consent of the Superintendent of Motive Power and Machinery, have not exceeding six months' leave of absence without affecting his priority rights. This shall not affect Engineers who are unable to work on account of sickness or injuries. But Engineers so disabled must, at the end of six months, make appU- cation, in writing for extension of leave, and if retained on the service list renew application at the end of each succeeding six months' period. He shall cease to hold his rights after one year, except extension may be granted on his written application or that of the General Committee in his behalf, when approved by the General Superintendent. An Extra Engineer may be given leave of absence not to exceed six months with permission to run an engine elsewhere. If he returns when wanted, he will not lose his rights on Engineers' list. DENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. ARTICLE V. — Leave of absence will not be granted to exceed 90 days, except in sickness or when business on the road requires em- ployees to seek other employment; in that event an extension of time will be granted not to exceed 60 days, same to be given on approval made by the committee representing the employees and the manage- ment. Any Engineman who does not report for duty before the expiration of that time shall lose his rights. DENVER & SALT LAKE RAILROAD Effective August 16, 1912. ARTICLE XIII. — Ninety days will be the maximum period of leave of absence, except in case of sickness. When an Engineer or Fireman asks for leave of absence he will be relieved as soon as possible, and returned to his work upon report- ing for duty, and will not be required to work his way to and from his regular work. ARTICLE XXXI. — Engineers or Firemen, who are members of committee on matters pertaining to the service or to the B. of L. E. or to the B. of L. F. & E., will be promptly relieved and not considered available until again reporting to their proper official. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. ARTICLE VIII. — Any Engineer having rendered meritorious service as such for one or more seasons shall, at the close of the sea- son's business, be entitled to a leave of absence, if he requests it, such leave of absence being understood, if accepted by him, to reserve all rights as to seniority of service, provided he gives 30 days' notice in SOI writing before his leave of absence expires that he will report for duty before the expiration thereof, unless his leave of absence shall have been extended. Seniority rights do not commence until date of expiration of such leave of absence or extension thereof. Such leave of absence will not be granted for a longer period than six months, unless otherwise agreed upon by the Superintendent of Motive Power and respective Committee of Engineers. DULUTH & NORTHERN MINNESOTA RAILWAY Effective October 1, 1911. ARTICLE XXIV. — Any Engineer having rendered meritorious service, at the close of business, there being no work for him, shall be entitled to a leave of absence, if he requests it. . Such leave of absence being understood if accepted by him, to reserve all rights as to sen- iority of service, he to give 15 days' notice in writing to the Master Mechanic before his leave of absence expires, that he will report for work, unless his leave of absence has been extended. ELGIN, JOLIET AND EASTERN RAILWAY Effective February 1, 1911 ARTICLE XXXIII.— Members of Grievance Committee shall, when business will permit, be relieved when required for committee work, and such committee will not be censured by officials for acting in such capacity. ARTICLE XXXIV. — Except in case of sickness or personal in- jury leave of absence will not be granted for more than ninety (90) days. If longer leave is desired, request must be made on the Superintendent of Motive Power. EL PASO & SOUTHWESTERN RAILROAD Effective December 24, 1910. ARTICLE XXXIV. — Any Engineer who has been in the service of the Company for five consecutive years or more will be granted leave of absence for one year should he so desire. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. ARTICLE XXV. — Engineers on committee business when such business has reference to grievances concerning the Company and its Engineers will be granted all necessary leave of absence and furnished with passes to the offices of the officials. 502 GRAND TRUNK PACIFIC RAILWAY Effective July IS, 1912. ARTICLE XXXIX. — Leave of absence must be obtained from the Foreman in charge. In the event of illness notice must be immediately given so that a substitute may be provided. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 46. — When the business of the Company will permit, Engineers v^rill be granted leaves of absence for periods not exceeding six months, and will hold their rights on Engineers' lists during that time. This will not be granted more often than once in two years, except if required in slack times for the purpose of securing work elsewhere. HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. ARTICLE V. — Engineers will be granted leave of absence from time to time on personal business or otherwise, providing such leave of absence will not interfere with the Company's business, and will be granted transportation for themselves and members of their immediate families over the system. Transportation will be granted Engineers by Roundhouse Foreman in case of an emergency. ARTICLE VIII. — Engineers on committee business, when such business has reference to grievances concerning the Company and its employees, will be granted leave of absence, and will be furnished with necessary transportation over the Company's lines. Unlimited leave of absence will be granted in case of sickness or injury, or in case of official promotion, whether with the Company or with organizations. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. SECTION H. — Engineers will be granted leave of absence from time to time on personal business or otherwise, provided such leave of absence will not interfere with company's business, and will be granted transportation for themselves and members of their immediate families over the system. Engineers on committee business, when such business has refer- ence to grievances concerning the Company and its employees, will be granted all necessary leave of absence and will be furnished with the necessary transportation over the Company's line. Unlimited leave of absence will be granted in case of sickness or injury, or in case of official promotion, whether with the Company or with the Organi- zation. 503 INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XXIX. — Engineers will be allowed leave of absence for good and sufficient reasons. ARTICLE XXXIX. — Local or General Chairmen will be granted, on request, indefinite leave of absence in the interest of the men they represent. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. RULE 27. — After an Engineer has been on the Engineer's seniority list for 10 years or more, he may be granted a one-year leave of ab- sence. This will not permit an Engineer to take employment as an Engineer with another railroad. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911 ARTICLE XXXIX. — Engineers may be granted leave of absence for a period of three months, which leave of absence may be extended by the Master Mechanic when requested to do so by a committee of Engineers. MISSOURL KANSAS & TEXAS RAILWAY Effective February 15, 1913. ARTICLE LXVIII.— Engineers who are selected by the Brother- hood of Locomotive Engineers to act as representatives of the Organi- zation will be granted an indefinite leave of absence and their seniority rights retained. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913 ARTICLE LIX. — The Engineers Committee will be granted leave of absence and will be furnished with M. O. G. annual transportation. ARTICLE LXI. — An Engineer who has been in the service of this Company one year or more and feels that he could better his condition by going into business other than running an engine will be given a leave of absence for one year, subject to the approval of the Engineers, and should he fail to return at the end of the year, he shall be considered as out of the service, and if they accept a position running an engine on another railway without the consent of the Engineers affected, they shall lose their seniority; this is not to apply to Engineers who have been cut off the board in reducing the force on account of slack business. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 115. — After an Engineer has been on the Engineers' sen- iority list for 10 years or more he may be granted a one-year leave of absence. 504 Note. — This will not permit an Engineer to take employment as an Engineer with another railroad. RULE 122. — Engineers on suspended list may hold their seniority rank while on leave of absence, provided they return to work, when management requests. When unusual business conditions prevail, promoted men may have choice of extra road or yard service at discretion of division officials. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY Effective August 1, 1911. RULE 35. — Engineers shall be granted leave of absence and trans- portation over this line from time to time on personal business or otherwise; provided, such leave of absence does not interfere with the_ Company's business. Engineers will be furnished transportation for themselves and immediate family and household goods, when changing location for permanent runs. Committeemen shall be granted the necessary leave of absence with transportation over this line for the purpose of adjusting any difference that may arise between the em- ployees and the management of the railroad Company; provided, it can be done without interference with the Company's business. SOUTHERN PACIFIC COMPANY PACIFIC SYSTEM "" Effective December 1, 1912. ARTICLE XXXII. — It is understood that any Engineer having been in the service of the Company as an Engineer for the space of five years be granted leave, of absence for one year and retain his' seniority rights; provided, he does not accept a position on any other railroad. After six months, and less than one year, on application as provided in preceding paragraph of this schedule, he will have the privilege to displace any Engineer his junior. When an Engineer is on leave of absence of less than six months, he is presumed to retain his full seniority and will, therefore, be con- sidered as entitled to the privilege of such seniority and may bid for a run by bulletin, as hereinbefore provided, or make application as heretofore provided, to displace any Engineer his junior, should his run be taken by an Engineer his senior. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. RULE 20. — ^When the business of the Company will permit. En- gineers will be granted leave of absence for periods not exceeding six months, and will hold their rights on Engineers' list during that time. This will not be granted more often than once in two years, except if required in slack times for the purpose of securing work elsewhere. 505 TEXAS & PACIFIC RAILWAY Effective March 1, 1913 ARTICLE XXIX. (A). — Engineers on committee business, when such business has reference to the Company and its Engineers, will be granted all necessary leave of absence and be furnished with necessary passes to the office of the officials. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE XXX.— Employees will be allowed to lay off on ac- count of sickness, of themselves, their families, or for other good and sufficient reasons, of which the proper official will be the judge, pro- vided due notice be given the proper official, so their places may be filled with other men. ,..^ WESTERN PACIFIC RAILWAY % Effective May 1, 1911. ARTICLE XXVIII.— Leave of absence will not be granted for more than 90 days, except in case of injury or sickness. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE XXII. — In case of dull business. Engineers will be given up to six months' leave of absence. 506 PHYSICAL REQUIREMENTS COLORADO MIDLAND RAILWAY Effective November 1, 1911. ARTICLE XXIX. (A). — Examination for color perception, acuteness of vision and hearing will be conducted by regular authorized medical examiners appointed by the Company. (B). — In the event of the indoor test disclosing deficiency that might impair usefulness, such test shall be followed by a field test, the result of which shall determine the standing of the person examined. (C). — If vision can be made normal with the use of glasses and the test is satisfactory, such person to be retained in the service. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE LXVII. — In the re-examination for color perception and acuteness of vision and hearing, if the regular indoor test discloses a deficiency of perception that might impair usefulness, such test shall be followed by a field test, result of which shall determine the standing of the Engineers examined. In case of failure to pass the test when examined without glasses, and further examination shows that with glasses the test can be met satisfactorily, the acceptance of the Engineer examined is optional. The right of appeal in matters relating to phys- ical examination is conceded to Engineers ; in conducting examinations for the ascertainment of bodily defects, such examination shall be con- ducted in a manner to avoid needless embarrassment to the Engineer examined. DENVER & SALT LAKE RAILROAD Effective August 16, 1912 ARTICLE XXXIV. Section 1. — Examinations for color percep- tion, acuteness of vision and hearing will be conducted by regularly authorized medical examiners appointed by the Company. , Section 2. — In the event of an indoor test disclosing deficiency that might impair usefulness, such test will be followed by a field test, the result of which shall determine the standing of the person examined. Section 3. — If vision can be made normal with the use of glasses, and the test is satisfactory, such person to be retained in the service. EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1910 ARTICLE XXXI.— In the qualification of Engineers for em- ployment, age will not be taken into considerationif applicant is physi- cally able and otherwise competent to fill the position. In the re-examinations for color perception, acuteness of vision and hearing; in event of the indoor test disclosing a deficiency of per- ception that might impair usefulness, such a test shall be followed by a field test, the result of which shall determine the standing of the per- son examined. 507 In case of failure to pass the test when examined without glasses, and further examination shows that with glasses the test can be met satisfactorily, the acceptance of the person examined is optional. The right of appeal in matters relating to physical examination is conceded to Engineers. In conducting examinations for the ascertainment of bodily defects, such examinations shall be conducted in a manner to avoid needless embarrassment to the person examined. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD Effective September 1, 1911. ARTICLE XXVIII.— Age Limit and Physical Examination (as agreed to at Chicago Conference, January 16, 1907) . "Agreement: As to the modification of the age limit, the Man- ager's Committee is of the opinion that the fixing of such limit is a matter to be determined by the railroads individually, and it is not within the province of the Committee to determine the limit of age at which Engineers shall be employed. "The Manager's Committee agrees to recommend in the re-exami- nation for color perception, acuteness of vision and hearing, that in the event of the indoor test disclosing deficiency of perception that might impair usefulness, such test shall be followed by a field test, the result of which shall determine the standing of the person examined. "In case of failure to pass the test when examined without glasses, and further examination shows that with glasses the test can be met satisfactorily, the acceptance of the person examined is optional. "The right of appeal in matters relating to physical examination is conceded to employees. "In conducting examination for the ascertainment of bodily defects, such examination shall be conducted in a manner to avoid needless embarrassment to the person examined." HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. ARTICLE XII. Section (a) . — It is agreed in case of re-examina- tion of Engineers for color perception, acuteness of vision and hearing, that in the event of the indoor test disclosing a deficiency of perception that might impair usefulness, such test shall be followed by a field test, the result of which shall determine the standing of the person examined. In case of failure to pass the test when examined without glasses, and further examination shows that with glasses the test can be made satisfactorily, the acceptance of the Engineer examined will be at the discretion of the Superintendent of Motive Power. In conducting examination for the ascertainment of bodily defects, 508 such examination shall be conducted in a manner to avoid needless em- barrassment to the Engineer so examined. The right of appeal in matters relating to physical examination is conceded to Engineers. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. ARTICLE XVI. Section (a). — It is agreed in cases of re-exam- ination of Engineers for color perception, acuteness of vision and hear- ing, that in the event of the indoor test disclosing a deficiency of per- ception that might impair usefulness, such test shall be followed by a field test, the result of which shall determine the standing of the person examined. In case of failure to pass the test when examined without glasses, and further examination shows that with glasses the test can be made satisfactorily, the acceptance of the Engineer examined will be at the discretion of the Superintendent of Motive Power. In conducting examination for the ascertainment of bodily defects, such exaipination shall be conducted in a manner to avoid needless em- barrassment to the Engineer so examined. The right of appeal in matters relating to physical examination is conceded to Engineers. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XLI. Section (a). — In the qualification of Engineers for employment or retention in the service, age will not be taken into consideration if applicant is physically able and otherwise competent to fill the position. Section (b). — Engineers now in the service, or who enter later, when examined for bodily defects will be examined in a manner to avoid needless embarrassment to persons examined. Section (c). — Engineers examined for color perception, acute- ness of vision and hearing, will be given the indoor test now in vogue. In event the indoor test discloses a deficiency of perception that might impair usefulness, such test shall be followed by a field test, the result of which shall determine the standing of the Engineer examined. Field test will be made with the flags, lamps and signals used in daily opera- tion of trains, with or without glasses, for distance or reading. Dis- tance test for eyesight not to exceed 2,000 feet for maximum and 800 feet for minimum for the reading of semaphore arm lights, hand, lamp or flag signals. Any Engineer failing to pass field test when examined without glasses and further examination shows that with glasses the test can be met satisfactorily, the acceptance of the person examined is optional. Hearing test : To be able to hear ordinary conversation and air whistle signals. Section (d). — In addition to the foregoing sections of this Article, it is understood that the right of appeal in matters pertaining to physical examinations is conceded to Engineers. 509 KANSAS CITY, MEXICO & ORIENT RAILWAY COMPANY and the KANSAS CITY, MEXICO AND ORIENT RAILWAY COMPANY OF TEXAS Effective July 1, 1912. ARTICLE XXX. (a). — Engineers in the service of the Company will be re-examined whenever in the opinion of the Superintendent he lias reason to believe that an Engineer's color perception, acuteness of vision, or hearing has become impaired to an extent that might render his service unsafe. (b). — Should the indoor test disclose a deficiency of perception that might impair usefulness, such test shall be followed by a field test, under the personal direction of the Superintendent, the result of which shall determine the standing of the person examined. (c) . — ^A field test shall be conducted in the following manner : For vision : With flags, lamps and signals used in the daily oper- ation of trains, with or without glasses, at a distance not to exceed 2,000 feet, for the correct observation of semaphore arms and lights, and of lamp or flag signals. For hearing : Ability to hear ordinary conversation and -air whistle signals under service conditions. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE VIII. Section 26. — In re-examination for color per- ception and acuteness of vision and hearing, in the event of the indoor test disclosing a deficiency of perception that might impair usefulness, such test shall be followed by a field test, the result of which shall deter- mine the standing of the person examined. In case of failure to pass the test when examined without glasses and further examination shows that with glasses the test can be met satisfactorily, the acceptance of the person examined is optional. Section 27. — The i-ight to appeal in matters relating to physical examination is conceded to employees. Section 28. — In> conducting examinations for the ascertainment of bodily defects, such examinations shall be conducted in a manner to avoid needless embarrassment to the person examined. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE 2)7. (a). — Engineers in the service of this Company may be re-examined whenever in the opinion of the General Manager he has reason to believe that an Engineer's color perception, acuteness of vision, or hearing, has become impaired to an extent that might ren- der his service unsafe. (b). — Should the indoor test disclose the deficiency of perception that might impair usefulness, such test shall be followed by a field test under the personal direction of the General Manager, the result of which shall determine the standing of the person examined. (c). — A field test shall be conducted in the following manner: For vision: With the flags, lamps and signals used in the daily 510 operation of trains, with or without glasses, at a distance not to exceed 2,000 feet for the correct observation of semaphore arms and lights, and of lamp or flag signals. For hearing : Ability to hear ordinary conversation, and air whistle signals, under service conditions. MINNEAPOLIS, SAINT PAUL AND SAULT SAINTE MARIE RAILWAY Effective April 1, 1910. ARTICLE L. — In re-examination for color perception, acuteness of vision and hearing, in the event of the indoor test disclosing a defi- ciency of perception that might impair usefulness, such test shall be followed by a field test ; the result of which shall determine the standing of the person examined. In case of failure to pass the test when exam- ined without glasses, a further examination shows that with glasses the test can be successfully met, the acceptance of the person examined is optional. The right of appeal in matters relating to physical examina- tion is conceded. In conducting examination for the ascertainment of physical defects, such examination shall be conducted in a manner to avoid needless embarrassment to the person examined. Such examina- tion shall be conducted so as to avoid loss of time or mileage to the Engineer. MISSOURI PACIFIC RAILWAY COMPANY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY COMPANY Effective February 1, 1911. ARTICLE XLVIII. (a). — Engineers in the service of this Com- pany will be re-examined whenever in the opinion of the Superintendent he has reason to believe that an Engineer's color perception, acuteness of vision, or hearing has become impaired to an extent that might ren- der his service unsafe. (b) . — Should the indoor test disclose a deficiency of perception that might impair usefulness, such test shall be followed by a field test, under the personal direction of the Superintendent, the result of which shall determine the standing of the person examined. (c) . — A field test shall be conducted in the following manner : For vision: With the flags, lamps and signals used in the daily operation of trains, with or without glasses, at a distance not to exceed 2,000 feet, for the correct observation of semaphore arms and lights, and of lamp or flag signals. For hearing : Ability to hear ordinary conversation and air whistle signals under service conditions. 511 NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE XX. — Re-examination for color perception, acuteness of vision and hearing, should the indoor test disclose a deficiency of perception that might impair usefulness, such test shall be followed by a customary field test, the result of which shall determine the standing of the person examined. In case of failure to pass the test without glasses, and further examination shows that with glasses the test can be met satisfactorily, the acceptance of the person examined is optional. The right to appeal in matters relating to physical examination is conceded to employees. For color perception Engineers will be required to distinguish only standard colors used. In conducting examination of men entering the service or those already in the service, for the ascertaining of bodily defects, such examinations shall be conducted in a manner to avoid needless embarrassment to the person examined. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD COMPANY Effective January 1, 1912. ARTICLE XIX. — In re-examination for color perception, acute- ness of vision and hearing, in the event of the indoor test disclosing a deficiency of perception that might impair usefulness, such test shall be followed by a field test, the result of which shall determine the stand- ing of the person examined. In case of failure to pass the test when examined without glasses, and further examination shows that with glasses the test can be met satisfactorily, the acceptance of the person examined is optional. The right of appeal in matters relating to physical examination is conceded to employees. In conducting examinations for the ascertainment of bodily de- fects, such examinations shall be conducted in a manner to avoid need- less embarrassment to the person examined. SAINT LOUIS & SAN FRANCISCO RAILROAD COMPANY— FRISCO LINES Effective December 24, 1910. ARTICLE XV. Section 2. — In the re-examinations for color per- ception, acuteness of vision and hearing, should the indoor test dis- close a deficiency of perception that might impair usefulness, such test shall be followed by a field test, the result of which shall determine the standing of the person examined. In case of failure to pass the test when examined without glasses, and further exarnination shows that with glasses the test can be met satisfactorily, the acceptance of the person examined is optional. 512 The right of appeal in matters relating to physical examination is conceded to employees. In conducting examinations of men entering, service or those al- ready in service for the ascertainment of bodily defects, such examina- tions shall be conducted in a manner to avoid needless embarrassment to the person examined. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY COMPANY FORT WORTH & RIO GRANDE RAILWAY COMPANY Effective December 24, 1910. ARTICLE XIV. Section 2. — In the re-examination for color perception, acuteness of vision and hearing, should the indoor test dis- close a deficiency of perception that might impair usefulness, such test shall be followed by a field test, the result of which shall determine the standing of the person examined. In case of failure to pass the test when examined without glasses, and further examination shows that with glasses the test can be met satisfactorily, the acceptance of the person examined is optional. The right of appeal in matters relating to physical examination is conceded to employees. In conducting examinations of men entering service or those al- ready in service for the ascertainment of bodily defects, such examina- tion shall be conducted in a manner to avoid needless embarrassment to the person examined. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS Effective April 1, 1911. ARTICLE LIII. (a). — When necessary to re-examine Engi- neers in service for color perception, acuteness of vision and hearing; if the indoor test discloses a deficiency of perception that might impair usefulness, such tests shall be followed by field tests, the result of which shall determine the standing of the person examined. (b). — The right to appeal in matters relating to physical examina- tions is conceded to the employee, and it is understood that such exam- inations shall be conducted in such manner as will avoid needless em- barrassment to the person examined. (c). — ^This article applies to men in service and not to men making application for employment. TRINITY & BRAZOS VALLEY RAILWAY COMPANY Effective December 24, 1910. ARTICLE XXXIX. — In the qualification of Engineers for em- ployment, or retention in the service, age will not be taken into con- sideration if applicant is physically able and otherwise competent to fill the position. Engineers now in the service, or who enter later, when examined for bodily defects will be examined in a manner to avoid needless em- barrassment to person examined. 513 Engineers examined for color perception, acuteness of vision and hearing, will be given the indoor test now in vogue. In the event the indoor test discloses a deficiency of perception that might impair use- fulness, such test shall be followed by a field test, the result of which shall determine the standing of the Engineer examined. Field test will be made with flage, lamps and signals used in daily operation of trains, with or without glasses, for distance reading. Distance test for eye- sight not to exceed 2,000 feet for maximum and 800 feet for minimum for the reading pf semaphore arm, lights, hand, lamp or flag signals. Any Engineer failing to pass field test when examined without glasses, and further examination shows that with glasses the test can be met satisfactorily, the acceptance of the person examined is optional. Hearing test: To be able to hear ordinary conversation and air whistle signals. In addition to the foregoing sections of this Article, it is under- stood that the right of appeal in matters pertaining to physical exam- inations is conceded to Engineers. WESTERN PACIFIC RAILWAY Effective May 1, 1911 ARTICLE XXXIII. — No person defective in hearing, sight, or color perception shall be employed in any branch of service involving the use of signals or movement of trains. All persons thus employed will be required to pass examination by one of the authorized examiners as to hearing, sight and ability to distinguish colors. The use of glasses for refraction and age shall not be held as cause for rejection of application. Re-examination will be required as follows : a. Once in every four years. b. After acute affection of the eyes, eyelids or of the ears. c. When, by reason of any accident or occurrence, raising a sus- picion of defect in hearing, sight, or color perception, a re-examination may be ordered by the Superintendent. In case any employee fails to pass the office test upon re-exami- nation, he shall have the right to a field test and his passing the field test shall be sufficient. Any employee rejected upon re-examination shall have the right of appeal to the Chief Surgeon. In conducting examination for the ascertainment of bodily defects, such examination shall be conducted in a manner to avoid needless em- barrassment to the person examined. WICHITA VALLEY RAILWAY Effective January 1, 1913 ARTICLE XXVIII. — In the qualification of Engineers for em- ployment, age shall not be taken into consideration, if applicant is physically able and otherwise competent to fill the position and passes physical examination. 514 REDUCTION OF FORCE ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. ARTICLE XL. — The purpose of the Company is not to assign' any more Engineers than are necessary to move the traffic with promptness and dispatch. In case of light business the Engineers youngest in service, according to seniority if hired, shall be laid off; if promoted, returned to firing service. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912 ARTICLE XV. — The purpose of the Company is not to assign any more Engineers than is necessary to move the traffic with prompt- ness and dispatch. In cases of light business, the Engineer youngest in service on the division, if hired, shall be laid off ; if promoted, re- turned to firing service, but when business increases, if available, they shall be returned to service according to seniority. BALTIMORE & OHIO CHICAGO TERMINAL RAILROAD Effective December 24, 1910. ARTICLE VI. — In case of depression of business, it becomes nec- essary to reduce the force, Engineers will be set back as per their seniority taken in reverse order. Note: No Engineer shall be entitled to a position as fireman except when he has been promoted from Fireman's list. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE XXVII. — No more Engineers will be retained in the service than are necessary to handle the business with safety and dispatch. Locomotive Foremen and Engineers' Committee to decide. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. ARTICLE XXVII. — Engineers put back firing on reduction of staff will have choice of run according to seniority. Alberta, Manitoba and Saskatchewan Divisions — Should traffic de- crease so that 2,600 miles per month cannot be made, the number of Engineers will be reduced. The junior Engineers to be placed firing, passenger Engineers to have what their runs call for. The Master Me- chanic with the Engineers' Committee to be the judge of the number of spare men to be maintained. This Article is not to be construed to mean that 2,600 miles is a maximum mileage which Engineers should make. 515 British Columbia Division. L. — The number of freight Engineers will be regulated so that they will make not less than 2,600 miles per month. Engineers will make reasonable mileage in excess of 2,600 miles, but not more than 4,000 miles per month while reduced Engi- neers are firing. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 33. — In case a reduction in force becomes necessary the youngest Engineer will be assigned to service as a fireman in accord- ance with seniority. He will hold his rights as an Engineer. When the force is increased. Engineers will be returned to service as Engi- neers in accordance with seniority, provided they report when called upon within 10 days. RULE 41. — Increase and decrease of forces of Engineers will be made in accordance with business. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE SO. — ^When traffic becomes so light that reasonable monthly wages can not be made, the number of Engineers will be reduced. Other things being equal, the Engineer youngest in point of service will be reduced in rank. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE IX. — Extra boards will be kept reduced so that men may make reasonable mileage. ARTICLE XI. — When time freight or pool Engineers are unable to make 2,800 miles in any calendar month, the force will be reduced according to seniority. CHICAGO JUNCTION RAILWAY Effective May 26, 1913. ARTICLE XXI. — ^When it becomes necessary to reduce the force of Engineers on the extra list on account of slack business, it shall be done by taking Engineers off, per Engineers' seniority list, taken in reverse order. CHICAGO, MILWAUKEE & GARY RAILWAY Effective March 1, 1913. ARTICLE XI. — In case it becomes necessary to make a reduc- tion in the number of Engineers, the junior Engineers will be dropped from the list. 516 CHICAGO, MILWAUKEE & ST. PAUL— PUGET SOUND LINES Effective August 28, 1910 ARTICLE XXIV. — No more Engineers will be assigned than can handle the business of the Company with certainty and dispatch; in case it, becomes necessary to make a reduction, three thousand miles per month will be the basis to govern. The oldest Engineer in service to be given preference of employment. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE XV. — Engineers who, on account of slack business, are returned to firing service, will be assigned as follows : First. The Engineer promoted as such on his home division shall be assigned to the class of service he may select as a Fireman,, except that he must take the youngest man's place in like service, with the understanding that he shall be allowed to take the run or position which will give him his Sunday or principal lay-over at home. Second. A permanently transferred Engineer returning to firing service will take the place of the youngest Fireman in regular road service out of his home terminal. It will be understood, however, that this clause is not retroactive, and an Engineer who may have trans- ferred prior to May 28, 1911, will be considered the youngest Engineer and the oldest Fireman on the date of such transfer. Third. A hired or re-employed Engineer will have no rank either as an Engineer or Fireman prior to the date of his employment or re- employment. Fourth. It being understood that it shall be left to the discretion of the Company, so far as displacing a Fireman is concerned, who has failed of promotion. ARTICLE XII. — In the event of a surplus of Engineers, the oldest men shall have the preference of employment, ability and merit being equal. As near as practicable the number of men in the service will be kept down to correspond with the volume of business so that they may make not less than 3,000 miles per month. When an engine is shopped for repairs, the Engineer will, when practicable, be assigned to another engine; otherwise he shall have the preference as an extra man. CHICAGO & NORTH WESTERN RAILWAY Effective December 24, 1910 ARTICLE II. — In the event of there being a surplus of Engineers for the service of the road, the older Engineers will have preference in employment. 2. Engineers reduced to Firemen will have preferred positions firing or dispatching according to their seniority in the service. 517 CHICAGO, PEORIA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. When traffic becomes light and a request is made for the reduc- tion of crews it shall be made. In establishing new runs or making a change in runs they will be so arranged that crews on passenger and mixed train runs will approximate a mileage of 3,700 miles and manifest freight 3,100 miles per moiith. Engineers on irregular freight 2,500 miles, conductors and brekemen on irregular freight 3,000 miles per month. When necessary to reduce the board the junior man will be taken. Employees suspended through reduction of force will retain their seniority rights until again needed and will be recalled by the proper official, provided they keep him advised of their whereabouts. Should an employee thus recalled not respond within a reasonable length of time, his seniority rights shall cease. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY Effective February 1, 1911. ARTICLE XXI. — Should it be necessary to reduce the force, the junior Engineer in the service will be the first reduced, and so on in the same order as they were advanced. A' surplus shall not be con- sidered as existing while freight engineers are making 3,000 miles per month. CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. ARTICLE XVI. — ^When such a large number of Engineers are listed extra that many long in the service are not able to secure more work than some recently promoted, it is agreed that after assignment of such regular Engineers as the Company considers necessary, there shall be a less number of Engineers than heretofore bulletined as extra, and care taken to have seniors in service so listed and younger En- gineers provided with situations as Engine Dispatchers or Firemen held by them previous to promotion, soon as it can be conveniently arranged. COLORADO SPRINGS & CRIPPLE CREEK DISTRICT RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. ARTICLE XVII. — Restrict the number of crews so that each may make equivalent of 24 Cameron trips. It is agreed that the Chairman of the Adjustment Committee will call on the Master Mechanic or other proper official whenever it is considered necessary to reduce the number of crews in service, and the Master Mechanic or other proper official will adjust the matter as far as possible without injury to the service. 518 When there is a reduction of Engineers on account of decrease in traffic, Engineers who have been promoted from Firemen may, if they so elect, go back to firing and resume their rights. DENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. ARTICLE XVIII. — Should it be necessary to reduce the force, Engineers and Firemen will be reduced in the same order and line as they were advanced. Surplus shall not be considered as existing while freight crews are making 2,600 miles per month. DENVER & SALT LAKE RAILROAD Effective August 16, 1912. ARTICLE VIII. — When it becomes necessary to reduce Engi- neers' or Firemen's force for any cause, reduction will be made from bottom of list, according to seniority. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. ARTICLE. VIII. — When a reduction in the number of Engineers is necessary, the junior Engineer shall resume firing according to his age on the firemen's list. ARTICLE XVI. Section 1. — No more men will be employed in the service than are, in the judgment of the Company's Officials, neces- sary to move the traffic with promptness and dispatch ; the number con- stituting the surplus to be determined by the Superintendent of Motive Power and Committee of Enginemen. Business is not to be delayed to get the conference referred to, but prompt action will be taken and adjustment made afterwards; if adjustment or changes are required under this rule such will be made with reference to seniority rights ; but in no case will the number of crews in the ore service be reduced as long as they make an average of six (6) trips per week. DULUTH, MISSABE & NORTHERN Effective January 1, 1911. ARTICLE XXIV. Section 1. — No more Enginemen shall be kept in service than are required to transact the Company's business, the number to be kept to be determined by the Superintendent of Motive Power and the Engineers' or Firemen's Committees. DULUTH & NORTHERN MINNESOTA RAILROAD Effective October 1, 1911. ARTICLE XXVI. — No more Engineers shall be retained on extra list than are required to handle the Company's business. The number so retained to be determined by the Master Mechanic and the Engi- neers' Committee. S19 DULUTH, SOUTH SHORE & ATLANTIC RAILWAY and MINERAL RANGE RAILROAD Effective December 24, 1910. ARTICLE XVI. — When it becomes necessary to reduce the num- ber of Engineers, the youngest Engineer in road service will be re- duced to yard service, the youngest Yard Engineer to be Hostler, and the youngest Hostler to be ,Fireman, and the right of any Hostler so reduced to Fireman will be governed by his position on the Fire- man's list, it being undeirstood that no Yard Engineer will be reduced to Hostler or Fireman to make room for an Engineer from the road service who is a younger Engineer in the service of the Company. ELGIN, JOLIET & EASTERN RAILWAY Effective December 24, 1910. ARTICLE XXVIII. — Engineers who have been promoted from Firemen and served as such, and on account of reduction of force have been put back firing, will be given seniority in regard to run or engine. In all cases seniority will prevail. EL PASO & SOUTHWESTERN RAILROAD Effective December 24, 191.0. ARTICLE XXII. — At no time will more men be kept in the service than is necessary to move the traffic with promptness and dis- patch, and should the Engineers at any time feel they are not earning sufficient pay, a request from the Engineers' Committee will be con- sidered by the Superintendent of Motive Power sufficient cause to re- duce the number of Engineers in service. (B). — When it becomes necessary from surplus of Engineers to reduce the force, reduction will be made from the bottom of list ac- cording to seniority. ARTICLE XXVI. — Engineers who are suspended by reason of dull business will retain their rights until needed. When Engineers are needed after having been thus suspended, Engineers' Committee will be notified by the Master Mechanic. If an Engineer fails to report for work within 15 days after such notice, he will forfeit all rights. When, from any cause, a shortage of Engineers exists. Master Mechanic will have the right to fill vacancies until regularly employed Engineers suspended from service account of dull business can report for duty within the above designated limit. Men used in such emergencies will hold their rights on the board until displaced by a regularly employed Engineer. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. ARTICLE XXXIII. — Should it become necessary to reduce tlie number of Engineers on account of slack business, those who have been promoted from the ranks of Firemen will take such position as their seniority as Firemen will entitle them to and will again resume 520 their ranks as Engineer in tvirn when necessary to increase the number of Engineers, provided they will take service as such when called upon. Engineers who have been hired will return to service in turn, providing they keep the Master Mechanic advised of their whereabouts and report for duty within 15 days after having been notified to do so. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE XIX. — There will be no more Engineers employed on any division than is necessary to handle the Company's business, and in case of business falling off to such an extent that Engineers cannot make a living the board will be cut down to where living wages can be made by the remaining men. ARTICLE XXIX. — When it becomes necessary, from surplus of Engineers, to reduce the force, reduction shall be made from the bot- tom of the list, according to seniority. In case of dull business. Engi- neers will be given up to six months' leave of absence. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. ARTICLE XXIX. — When it becomes necessary to reduce the force of Engineers in road service on any district, it shall be done by taking oS Engineers per Engineers' road seniority list of such district, taken in reverse order; Engineers thus set back from road service shall be placed on the road extra list. When it becomes necessary to reduce the force of Engineers on the road extra list, it shall be done by taking off Engineers per En- gineers' road seniority list of such district, taken in reverse order. Engineers thus set back from road extra list shall have the privilege of taking positions in yard service, provided they do not displace Engineers in yard service who are classed as fixtures or are not in line of promotion to road service, or Engineers who are in line of promotion, but whose seniority as Yard Engineer is greater than the seniority of the Road Engineer in both road and yard service com- bined. Whenever the regularly assigned road or yard lists of Engineers are cut, all such Engineers thus set back shall be considered as stricken from the list the date reduction is ordered and will be taken out of that service as Engineers on arrival at home terminal or point where assigned. Engineers who are set back from extra list and left without employment and who may desire to accept temporary employment on other railroads, pending opportunity to return to further service with this Company may do so. Such Engineers will keep the proper officer informed of their whereabouts and if desirable, when requested by 521 proper officer, they shall return to service with this Company, such return to be within 10 days. If returned to service within six months they shall lose no seniority. GRAND TRUNK PACIFIC— LINES WEST OF FORT WILLIAM Effective July 15, 1912 ARTICLE XXVII. — The number of crews on a district shall be regulated so far as possible as to enable the men to make at least twenty-six hundred miles or twenty-six days per month. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 58. — ^When it becomes necessary to reduce the number of Engineers, the youngest Engineer in road service will be reduced to yard service, the youngest Yard Engineer to the position his rank on the Fireman's seniority list entitles him to. RULE 59. — No more men will be employed in the service than are necessary to move the traffic with promptness and dispatch. The number constituting a surplus to be determined by the division Master Mechanic, and a committee representing the Brotherhood of Locomo* tive Engineers. Business not to be delayed to get the conference referred to. Prompt action will be taken and adjustment made after- wards. If adjustment changes are required under this rule, such will be made with reference to seniority rights. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE XVII. — In case of light business, should 50 per cent or more of the extra Engineers at any home terminal make less than 2,000 miles in the preceding 30 days and present complaint in writing to Master Mechanic, the Engineers youngest in point of seniority as Engineers at that home terminal, if hired, shall be laid off; if pro- moted, returned to service employed in prior to promotion at that home terminal. Engineers laid off or set back shall hold their seniority in road service, and will be returned in the order taken off as soon as business will permit, provided they return to road service when called upon. HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. ARTICLE VIII. — When a depression in business requires a re- duction in the number of Engineers, this to be decided by the En- gineers' Committee and Superintendent of Motive Power, they shall be allowed to take switch engines, regardless of whether they are promoted or hired. Engineers thus relieved or displaced will thereby forfeit no seniority rights, and will keep their committee posted as to 522 their whereabouts, and. when notified will respond at once. This not to apply to Switch Engineers who are not eligible to road service. Engineers promoted from Firemen shall be set back to firing, but will hold rights as Engineers, and seniority shall date from the date of his promotion, and also he shall be called first to resume his posi- tion as an Engineer before another Engineer is hired or promoted. This is only to apply to men promoted or hired from February 1, 1907. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. ARTICLE X. — When a depression in business requires a reduc- tion in the number of Engineers, this is to be decided by Engineers' Committee and Superintendent of Motive Power. They shall be allowed to take switch engines, regardless of whether they are pro- moted or hired. Engineers thus relieved or displaced will thereby forfeit no seniority rights, and will keep their committee posted as to their whereabouts and when notified will respond at once. Engineers promoted from Firemen shall be set back to firing, but will hold rights as Engineer, and seniority shall date from date of promotion, and he shall be called first to resume his position as an Engineer before another Engineer is hired or promoted. This is to apply only to men promoted and hired from November 1, 1905. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE XLI. — When necessary to decrease the number of Engineers, the senior Engineers will be given preference of work to the extent of full time. On districts of 110 miles or less, when chain-gang Engineers make less than 3,200 miles per month, the board may be reduced; when over 3,600 miles are made, the board may be increased. Overtime not included. Engineers suspended through reduction of force will retain their seniority rights until again needed, and will be recalled by the Master Mechanic, provided they keep him advised of their whereabouts. Should an Engineer thus recalled not respond in a reasonable time, his seniority rights shall cease. Engineers who were promoted in the service will be returned to their former positions until again needed as Engineers. INTERNATIONAL GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XXXVL— Should an Engineer feel himself aggrieved by the assignment of too many Engineers, he may notify the Local or General Chairman of the Brotherhood of Locomotive Engineers, who shall promptly investigate the complaint. Whenever a decrease of business creates a surplus of Engineers, the Engineers last promoted shall be returned to their former posi- tions, and the Engineers hired but suspended on account of the dull 523 business shall retain their rights until again needed, of which they shall be notified by the Master Mechanic if he is kept advised of such Engineers' whereabouts and desires as to re-entering the service. Should he not re-enter the service when offered his ^ former rights and position, he shall have no more rights to claim on such district. The Engineers promoted and set back shall also have their rights in road service. In addition to the foregoing, it is agreed that when business of the Company is such that it is necessary to transfer Engineers from one division to another, the junior Engineers will be transferred tem- porarily, and such Engineers shall retain their rights on the division from which they were transferred. Engineers will not be transferred permanently unless they so desire, and will not be allowed to take their rights ahead of Engineers on divisions to which they are transferred. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. ARTICLE XXI. — No more Engineers will be retained in the service than necessary to move the traffic promptly. When Engineers are promoted from the ranks of Firemen and are afterward demoted on account of depression of business, and re- turned to the ranks from which they were promoted, they will retain standing on the Engineers' roster, provided they return to the rank of Engineer in their regular order when business conditions justify. Employed Engineers who are removed from service on account of depression of business will retain their seniority on the Engineers' roster and will be returned to service in their regular order when Engineers are needed, provided they keep the mechanical department advised of their whereabouts. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE VIII. — When necessary to reduce force, men young- est in the service will be taken off first, the promoted Engineers re- turning to firing service and the hired men being placed on the sus- pended list. When the force is again increased, Engineers will be returned to service according to seniority. KANSAS CITY TERMINAL RAILWAY Effective February 7, 1911. ARTICLE XX. — An extra Engineer filling a temporary vacancy in the service shall not exercise the seniority of the Engineer he repre- sents, and in pulling off crews or reducing extra board, the youngest Engineer will be displaced regardless of whether he has been regularly assigned or filling a temporary vacancy. 524 MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE XXX. — In case of a surplus of Engineers in road service, the youngest in service shall be taken off. A surplus shall not be considered as existing while Road Engineers are making 2,600 miles per month. When a reduction is found to be necessary, the Master Mechanic will arrange for same with a committee of Engi- neers. In case of a surplus of Engineers existing on the extra list, the youngest in service shall be taken off; the oldest Engineer to be given preference. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective December 24, 1910. ARTICLE XXXVIII.— When a reduction in the number of En- gineers is necessary, the junior Engineer shall resume firing accord- ing to his age on Firemen's list. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. RULE XXXIII. — In the event of reduction of force, Engineers will be suspended or set back, beginning at the foot of list and work- ing up; promoted men going back to switch engines or firing, and men hired as Engineers being placed on the suspended list. MISSOURL KANSAS & TEXAS RAILWAY MISSOURL KANSAS & TEXAS RAILWAY COMPANY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD COMPANY WICHITA FALLS LINES Effective February 15, 1913. ARTICLE LXIII. — No more Engineers will be assigned than are necessary to move the traffic with promptness and dispatch. This will be determined by the Master Mechanic and a committee of En- gineers to the satisfaction of the Master Mechanic and the Engineers affected. When traffic is so light on any district that Engineers are not ma,king reasonable wages, the number assigned will be reduced so that those remaining in service can make approximately 3,300 miles per month. ARTICLE LXVI. — When the number of Engineers on extra list is reduced, those who have been promoted from Firemen and who are affected by the reduction will hold their rights as Firemen and will take such runs as they are entitled to under their seniority rights. When again necessary to increase the number of Engineers, such Firemen will hold the same rights as Engineers as formerly held by them, provided that Firemen will take service as Engineers when the necessity of the service requires an increase in the number of En- gineers employed. S2S MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE LIII. — Should it become necessary to reduce the number of Engineers on account of slack business, thbse who have been promoted from rank of Firemen will take such positions as their seniority as Firemen would entitle them to, and will again resume their rank as Engineers in turn when necessary to increase the number of Engineers, provided they will take service as such when called upon. Engineers who have been hired will be returned to service in turn, provided they keep the Master Mechanic and Chairman advised of their whereabouts and report for duty within 30 days after having been notified to do so. ARTICLE LXII. — ^When it becomes necessary for Engineers to change their residence on account of change of card or division, or on account of seniority, they shall be furnished free transportation for their family and household goods, by making written application for same through their Master Mechanic or Foreman when same does not conflict with the law. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XLIV. — When decreased business requires it. En- gineers suspended on such account will retain their seniority rights until again needed, of which they shall be notified by the Master Mechanic, providing he is kept -advised of their whereabouts, nature of the work they are engaged in and their desire to return to the service. Should an Engineer within a reasonable time not return when offered service, his rights shall cease. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE XVIII. — ^When it becomes necessary to reduce the extra board, or Engineers assigned to any class of service, it shall be done by taking off Engineers as per seniority list of Engineers' roster, in reverse order; senior Engineers, from point of service, to have preference of employment. Same conditions apply to Road, Yard or Incline Engineers. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 122. — In the event of reduction of force, Engineers will be set back beginning at the foot of the list and working up; promoted men going back to firing, and hired Engineers being placed on the suspended list. When the force is increased, Engineers will be re- turned to service according to their seniority. 526 OREGON SHORT LINE RAILROAD Effective February 1, 1913. ARTICLE XIII. — During dull business reductions will be made in regular freight service on basis of 3000 miles per month, and extra Engineers to a minimum of $80 per month, as nearly as practicable. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE XII. — In case business decreases and there is a surplus of Engineers so reasonable wages cannot be made, the number of Engineers will be reduced, beginning with the youngest Engineer, until those left in service can make reasonable wages ; Engineers tem- porarily reduced under this rule will lose no rights as Engineers. PEORIA & PEKIN UNION RAILWAY Effective January 7, 1911. ARTICLE IV. — ^The number of Engineers shall be kept at the lowest possible limit necessary to perform the work, and when reduc- tions are made in the force the youngest men shall be taken off first. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 1, 1912. ARTICLE XL. — The purpose of the Company is not to assign any more Engineers than is necessary to move the business with promptness and dispatch. In case of decrease of business, the Engineer youngest in the service, if hired, will be laid ofif; if promoted, may be returned to firing service. When business demands it. Engineers who were laid off, or who were returned to firing service as per above paragraph, provided they are available, will be returned to service in the order of their seniority before any new Engineers are hired or promoted. The record of Engineers absent, or otherwise engaged, due to reduction of force, will be investigated, and if satisfactory they and the General Committee of Adjustment will be notified in writing that they are required for service as Engineers, and any Engineer failing to report in IS days after being notified will forfeit all seniority standing. SAINT LOUIS & SAN FRANCISCO RAILROAD Effective December 24, 1910. ARTICLE XV. — In reducing the road extra board, seniority will govern, and Engineers reduced will, unless told by proper officer of the Company that thev are not desired for further service, return to service without loss of seniority, provided they report for duty within 527 15 days when called upon to resume their former position with the Company, unless granted further time in which to report for duty. If they are available, hired Engineers will be marked on extra board before promoted men are assigned to the board, as -far as this may be necessary in order to comply with requirements to hire 50 per cent of experienced Engineers, and hired Engineers will be assigned to the extra board in the order in which they are employed. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE XIV. — In reducing the road extra board, seniority will govern, and Engineers reduced will, unless told by proper officer of the Company that they are not desired for further service, return to service without loss of seniority, provided they report for duty within 15 days when called upon to resume their former position with the Company, unless granted further time in which to report for duty. If they are available, hired Engineers will be marked on extra board before promoted men are assigned to the board, as far as this may be necessary in order to comply with requirements to hire 50 per cent of experienced Engineers, and hired Engineers will be assigned to the extra board in the order in which they are employed. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS LEASED, OPERATED AND INDEPENDENT LINES Effective April 1, 1911. ARTICLE XLV. — ^When a reduction in number of Engineers is necessary, a sufficient number will be laid off beginning with the youngest man. When reduced out of service account of depression in traffic, En- ginieers promoted from ranks of Firemen will retain their seniority as Engineers. Appointed Engineers reduced from service and returning within 30 days after having been directed to do so by the proper officer of the Company will retain their seniority rights. SOUTHERN INDIANA RAILWAY CHICAGO SOUTHERN RAILWAY Effective August 1, 1910. ARTICLE LX. — Promoted Engineers temporarily reduced may take service as Firemen, according to seniority rights they held previ- ous to promotion. SOUTHERN PACIFIC COMPANY (Pacific System) Effective December 1, 1912. ARTICLE XXXII. — ^When there is a surplus of Engineers for the business of the district, the oldest Engineer in point of seniority shall have preference for employment, 528 When it becomes necessary to reduce the force of Engineers in road service on any district, it shall be done by taking off Engineers per Engineers' road seniority list of such district, taken in reverse order; Engineers thus set back from road service shall be placed on road^ extra list. When it becomes necessary to reduce the force of Engineers on the road extra list, it shall be done by taking off Engi- neers per Engineers' road seniority list of such district, taken in re- verse order; Engineers thus set back from road extra list may be placed on an emergency list and shall have privilege to take positions in yard service, provided they do not displace Engineers in yard serv- ice who are not in line of promotion to road service, and further pro- vided they do not displace Engineers in yard service who are in line of promotioti to road service, whose seniority in yard service is greater than the seniority of the road Engineer in both road and yard service combined. Road Engineers taking positions in yard service or being placed on emergency list on account of slack business forfeit thereby no seniority rights, provided return to road service is made in regular order of road seniority. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. RULE 20. — When it becomes necessary to reduce the number of Engineers, the youngest Engineer in road service will be reduced to the position his rank on the Firemen's seniority list entitles him to. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. ARTICLE XXIII. — Whenever a decrease of business creates a surplus of Engineers, the Engineers last promoted shall be returned to their former positions, and the Engineers hired but suspended on ac- count of the dull business shall retain their rights until again needed, of which they shall be notified by the Master Mechanic, if he is kept advised of such Engineers' whereabouts and desires as to re-entering the service. Should an Engineer not re-enter the service when of- fered his former rights and position he shall have no more right to claim on such district. The Engineers promoted and set back shall also have their rights in road service. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE XXXVI. — The Company agrees not to assign any more Engineers than is necessary to move the traffic with promptness and dispatch, and should iny Engineer feel himself aggrieved by the assignment of regular or extra Engineers, said Engineer shall state his complaint in writing to the Master Mechanic, and the Master Me- chanic, together with the Chairman of the General Committee of Ad- justment, shall promptly investigate the complaint, and the Master Mechanic shall act upon the decision reached. Whenever a decrease of business creates a surplus of Engineers, the Engineers last promoted shall be returned to their former positions, 529 and the Engineers hired but suspended on account of the dull business shall retain their rights until again needed, of which they shall be notified by the Master Mechanic if he is kept informed of such Engi- neers' whereabouts and desires as to re-entering the service. Should he not re-enter the service when offered his former rights and posi- tion, he shall have no more right or claim on such district. The Engi- neers promoted and set back shall also have their rights in road service. In addition to the foregoing, it is agreed that when the business of the Company is. such that it is necessary to transfer Engineers from one division to another the junior Engineers will be transferred tem- porarily, and such Engineers shall, retain their rights on the division from which they were transferred. Engineers will not be transferred permanently unless they so de- sire, and will not be allowed to take their rights ahead of Engineers on divisions to which they are transferred. UNION PACIFIC RAILROAD Effective September 1, 1911. ARTICLE XIII. — When it becomes necessary to reduce the En- gineers' lists, it shall be done in the reverse order of seniority. Road Engineers taking positions in yard service on account of slack busi- ness forfeit thereby no road seniority rights, providing return to road service is made in regular order of Road Engineers' seniority. WABASH RAILROAD—LINES WEST OF DETROIT Effective March 1, 1911. RULE 47. — In case it becomes necessary to make a reduc- tion in any class of service the youngest Engineer in point of service shall be reduced. This does not apply to Engineers assigned to passen- ger service prior to May 1, 1905. In the case of an Engineer assigned to passenger service prior to May 1, 1905, arid subsequently reduced on account of reduction of force, he shall be restored to passenger serv- ice when a vacancy occurs in that service, in the order in which he was originally promoted to that service. RULE SO. — When the traffic of any division becomes so light that a majority of the Engineers request the force reduced, it shall be done. RULE 51. — If it becomes necessary to reduce the force on account of slack business, the Engineers taken out of service shall be permitted to resume service in the order in which they were taken out when the force is increased, provided they report promptly when called upon. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE XXVI. — ^When decreased business requires it, the number of Engineers and Firemen will be reduced. When reduction is made, the Engineer or Fireman youngest in point of service will be reduced in rank. An Engineer or Fireman laid off on this account may, if he desires, retain his seniority until again needed, provided Master Mechanic is kept informed of his whereabouts. When notified there is 530 work for him, must at once upon receipt of such advice answer Master Mechanic of acceptance of such service, but if he does not report for duty within twenty days of date of such advice, seniority rights shall cease. When business requires reduction in force. Engineers or Firemen suspended on this account will be given temporary emplo)rment, if possible, on other districts or divisions of the road instead of hiring or promoting other men. ARTICLE XXIX. — ^When depression in business or any other cause necessitates a reduction of Engineers' seniority lists. Engineers thus taken off, according to their seniority, who have been promoted from ranks of Firemen on division, may resume their former rights as Firemen, and men returned to firing service on this account shall retain their seniority as Engineers, provided they return to the higher grade of service in regular order unless prevented by sickness or other good cause. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE XV. Section 4. — There will be no more Engineers employed than is necessary to handle the Company's business, and in case of business falling off to such an extent that Engineers can not make a living, the board will be cut down to where living wages can be made by the remaining men. ARTICLE XXII. — ^When it becomes necessary from surplus of Engineers to reduce the force, reduction shall be made from the bot- tom of the list according to seniority. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. ARTICLE XLI. — ^When necessary to decrease the number of En- gineers, the senior Engineers will be given preference of work to the extent of full time. Engineers suspended through reduction of force will retain their seniority rights until again needed, and will be recalled by the Master Mechanic, provided they keep him advised of their whereabouts. Should an Engineer thus recalled not respond in a reasonable time, his seniority rights shall cease. Engineers so reduced will be employed as Switching Engineers or as Firemen. 531 REST ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. ARTICLE IX. — Engineers will not be required to go out when in their judgment they need rest, in which case they must so indicate in writing on the roundhouse register under the column headed "Re- marks" at the time they record their arrival. Eight hours' actual rest shall be considered sufficient time. Eight hours' actual rest means eight hours in bed, one hour being allowed from time of arrival until rest begins. On long trips, i.e.,. 16 hours or more, as much rest in excess of eight hours will be given as the Engineer desires. It . is understood that Engineers taking advantage of this provision, designed for their comfort, and thereby needlessly delaying the business of the Company, will be subject to discipline therefor. When an Engineer has asked for rest he will not be called until rest is up; and in case he is assigned to a regular engine, the latter will be held until his rest is up, if such rest is not in excess of 10 hours, but Engineer may be called or engine taken if necessary to move a passenger train or relieve an interruption to the main line. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912 ARTICLE XII. — Engineers shall not be required to go into service when they need rest, and when rest is needed they must report the fact to the Roundhouse Foreman when they register their arrival. Ten hours off duty shall be considered sufficient. BALTIMORE & OHIO CHICAGO TERMINAL RAILROAD Effective December 24, 1910. ARTICLE VII. — Engineers arriving at home terminal after being on duty 12 consecutive hours may claim the right to ask for rest, which in no case shall exceed eight hours. An Engineer claiming time for rest must so indicate on roundhouse register at the time of register- ing his arrival. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE XVI. — Engineers will not be required to leave term- inal until they have had at least eight hours' rest, if requested. Such request must be entered when booking in on register. Trains may be laid up between terminals for Engineers to obtain rest, after they have been 15 hours on duty, upon advice to Train Dispatcher, but if Dis- patcher will cut out all way work and switching trains may be taken through to terminals. Engineers to be judge of their own condition. 532 CANADIAN PACIFIC RAILWAY— EASTERN LINES Effective July 1, 1911. ARTICLE XIX. — Engineers will not be required to leave term- inals until they have had at least eight hours' rest if requested, but such rest must be booked on arrival. Upon advice to Train Dispatcher, trains may be laid up between terminals for Engineers to obtain rest after 15 hours on duty. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. ARTICLE XX. — Engineers will not be required to leave terminals until they have had at least eight hours' rest if requested, but such rest must be booked on arrival. Trains may be laid up for Engineers to obtain rest between terminals after they have been on duty 15 hours upon advice of Train Dispatcher. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. ARTICLE IX. — ^When at home terminals Engineers feel that they require 10 hours' rest, they shall so report to the Roundhouse Foreman, and it will be allowed. This means 10 hours from the time registered until the time at which called. Engineers will not be ex- pected to work when sick, but if compelled to lay off on account of sickness, must in some manner promptly notify Roundhouse Foreman. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE XII. — Engineers who desire more rest than that called for by the Hours of Service law will, on arrival at terminal, register in book the hour they will be available for service. CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES Effective October 24, 1910. ARTICLE XVIII. — When Engineers have been in service so long as to require rest they will not be required to go out until sufficient time has been allowed them to recuperate. Engineers to be the judge of their own physical condition. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE X. — When Engineers have been in continuous service so long as to require rest, they will not be required to go out until sufficient time has been allowed them to recuperate ; men to be judges of their own physical condition. 533 CHICAGO & NORTH WESTERN RAILWAY Effective December 24, 1910. ARTICLE IX. — No fault will be found with an Engineer who refuses to go out on account of needed rest. Ten hours being consid- ered sufificient rest under ordinary circumstances, time to be figured from the time the Engineer registers at the roundhouse until time called. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY CHICAGO, ROCK ISLAND & GULF RAILWAY Effective February 1, 1911. ARTICLE XX. — Engineers will not be required to continue on duty when they reasonably need rest, they to be the judge, but in extreme cases the Engineers on their part will tender every means in their power to assist the Company, it being understood that trains shall not be unreasonably tied up between terminals and that due notice will be given when rest is required, if possible to do so. CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. ARTICLE X. — No fault shall be found with any Engineer who refuses to go out without needed rest; 10 hours being considered sufficient under ordinary circumstances. COLORADO MIDLAND RAILWAY Effective November 1, 1911. ARTICLE XXII. — ^Engineers will not be required to go out when they need rest. Of this each man shall judge for himself, and when an Engineer is of the opinion that he needs rest and will be unable to go out, he shall report the fact to the Roundhouse Foreman or Hostler on duty, at the expiration of his prior trip. This section is amenable to United States and State laws. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XXXVII. — When written request is made on register on arrival at end of trip, Engineers will be allowed 10 hours' rest, except in emergencies. DENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. ARTICLE XVII. — Engine crews will not be required to continue on duty when they reasonably need rest, they to be the judge; but in extreme cases, the crew on their part will tender every means in their power to assist the Company; it being understood trains shall not be tied up between terminals unreasonably, and that due notice will be given when rest is required, if possible to do so. S34 DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. ARTICLE XL — Enginemen will be given time for such rest, as in their judgment they require, and whenever they require such rest their request for the same shall be entered at the end of their run in proper book provided for that purpose ; in case any run should termi- nate where rest register books are not provided, they shall immediately upon termination of such run make a similar request upon the Super- intendent for such rest. DULUTH, MISSABE & NORTHERN RAILWAY Effective January 1, 1911. ARTICLE XX. — Engineers will be given such time for rest as in their judgment they require, and requests shall be entered at the end of their runs in roundhouse register. In case any run shall term- inate where register books are not provided, they shall immediately upon termination of such run make a similar request to the proper ofificials. Engineers will not be required to be on duty more than 14 hours. Prior to and after the ore season, all runs will be arranged as nearly as practicable not to exceed 12 hours per day. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY Effective December 24, 1910 ARTICLE XXV.— No fault will be found with any Engineman who refuses to go out on account of needed rest ; ten hours being con- sidered sufficient. Enginemen on long run shall not be required to double-head or make short runs at expiration of trip in stormy weather. EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1910. ARTICLE XXV. — After 16 hours or more continuous services Engineers will have the privilege of tying up for rest between term- inals; eight hours being considered sufficient time for rest in such cases. Engineers will not be required to go out when they need rest. When Engineers feel that they require rest and will be unable to go out they must report the same on roundhouse register when they register their arrival. Ten hours will be considered sufficient time for rest. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910 ARTICLE XXVI. Section 1.— Engineers will not be called to go out when they need rest. Engineers shall be the judge. They must report the same on roundhouse register when they register their arrival. Twelve hours shall be considered maximum time for rest requested. S3S GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 191 L ARTICLE XIV. — No Engineer will be required to be on duty when he needs rest, nor shall an Engineer be permitted to run on the road when his physical ability has been fairly taxed by previous service before he has had needed rest. Engineers will be allowed not exceeding 13 hours and 30 minutes off duty at home terminal; if rest is required at any terminal other than home terminal, he will be allowed not less than eight or more than 10 hours off duty. Engineer must indicate on roundhouse reg- ister, on arrival, hours' rest required. Engineers will not be relieved or tied up between terminals to pre- vent paying time, except when tied up under the law. GRAND TRUNK PACIFIC RAILWAY Effective July 15, 1912. ARTICLE XXXVIIL— Engineers will not be required to leave a terminal until they have had at least eight hours' rest, if requested, but such rest must be booked on arrival. Trains may be laid up between terminals for Engineers to obtain rest after they have been on duty 15 hours, upon advice of dispatcher, providing train cannot be brought to terminal within two hours. When trains are laid up, Engine Crew will take care of engine between them until relief can be arranged. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 28. — Engineers will at all times be given opportunity for proper rest. They shall specify the amount of rest they require on register where their arrival is registered. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE XX. — Engineers shall not be required to go on duty when they need rest, and are expected to judge for themselves whether they need rest or not. When Engineers feel that they require rest, and will be unable to go out, they must register the same in a book provided for that purpose when they register their arrival. Ten hours will be considered sufficient rest, at the expiration of which time they shall be ready for service on any engine. 536 HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. ARTICLE II. — No Engineer will be permitted to be on duty when he needs rest, nor shall an Engineer be permitted to run on the road when his physical condition has been fairly taxed by previous service, before he has had needed rest. On arrival at terminals, if an Engineer feels that he needs rest, he must so indicate in writing on the round- house register at the time he registers his arrival, giving the number of hours he requires, which in no case must exceed 12. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. ARTICLE XV. — On arrival at terminal, if an Engineer feels that he needs rest, he must so designate in writing on roundhouse register, at the time he registers his arrival, giving the number of hours' rest he requires, which in no case must exceed 12. No Engineer will be required to be on duty when he needs rest, nor shall an Engineer be permitted to run on the road when his physical condition has been fully taxed by previous service before he has had needed rest. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE XXXI. — If it is evident that an Engineer after arrival at a terminal or an intermediate terminal will have been on duty an excessive number of hours before another trip shall have been com- pleted, he shall be allowed sufficient rest. Rest period begins at time of registry at enginehouse and ends at the time Engineer is called. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XXV. — When Engineers feel that they require rest or are not able to go out at home or foreign terminals, through sick- ness or other good cause, they will so report at terminals and they may deadhead to their home terminal, and Crew for their relief will also deadhead to their home terminal without expense to the Company. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. ARTICLE XXXI. (A) .—No Engineer will be required to go out when he needs rest, nor shall any Engineer be required to run on the road when his physical ability has been reasonably taxed by previous service. In such cases. Engineers will give advance notice before tying up for rest, when possible to do so. Engineers must indicate upon register upon arrival at terminal the amount of rest required. 537 KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE V. Section 7. — Rest between district terminals will be granted at the expiration of sixteen hours from the time pay com- mences, provided that this rule will not apply to Engineers engaged in wrecking or reUef train service, and provided further that the train cannot be gotten into the terminal within one additional hour. ARTICLE VII. — Engineers will not be required to go out of terminals when they claim they need rest (they will be expected to judge for themselves) nor will they be permitted to go out when, in the judgment of the Company they require rest. Should they consider they require rest they should report the same upon the enginehouse register upon arrival. Ten hours shall be considered sufficient rest at terminals. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE XXIV. — Engineers will not be required to go out when they claim they need rest, nor will they be permitted to go out when in the judgment of the Company they require rest. Ten hours off duty will be considered sufficient rest. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective January 1, 1911. ARTICLE XXXIII. — When Engineers are on duty to exceed 15 hours it will be their privilege to tie up until they shall have had sufficient rest. In case Engineers have been on duty 14 hours they will not be required to go out without eight or more hours' rest; the Engineer to be the judge. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. RULE XIX. — Except in emergencies, Enginemen who have been in continuous service for 14 hours will not be required to leave ter- minals until they have had an opportunity for at least 8 hours' rest. No trains will be tied up between terminals except by permission of the General Manager. MISSOURL KANSAS & TEXAS RAILWAY MISSOURL KANSAS & TEXAS RAILWAY COMPANY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD COMPANY WICHITA FALLS LINES Effective February 15, 1913. ARTICLE XXXIX. — Engineers will not be required to go out when they claim they need rest, nor will they be permitted to do so when in the judgment of the Superintendent or Trainmaster they need rest. 538 MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XXXV.— After continuous service of 16 hours, En- gineers will be entitled to and allowed 10 hours for rest before being called to go out, except in cases of wrecks, washouts or similar emer- gencies. And where trains are on road unusually long hours, and Engineers require rest, permission must be had by wire or verbally before tying up. ,. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE XXI. — Engineers will not be required to go on duty when they need rest, and they are expected to judge for themselves whether they need rest or not. When they need rest, they must regis- ter same on register provided for that purpose, on arrival, stating number of hours' rest wanted. Ordinarily 10 hours' rest will be con- sidered sufficient, at the expiration of which time they will be ready for any engine. In cases of extra long hours on duty, or exceptionally hard trips, 12 hours' rest will be allowed, on request. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 96. — Except in emergencies. Engineers who have been in continuous service for 14 hours or more will not be required to leave terminals until they have had an opportunity for at least eight hours' rest. OREGON SHORT LINE RAILROAD Effective February 1, 1913. ARTICLE XI. — When Engineers require rest, they will so specify on roundhouse register, and a reasonable amount will be given them. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE XX. — Engineers will not be relieved between term- inals to prevent paying overtime, and when relieved between terminals for rest, time not to exceed 10 hours off duty at any one period, if possible, will be tied up where accommodations can be had. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE XXXIX. — When an Engineer requests rest he will be entitled to same. If Chain Gang Engineer requests rest, he will be first out at the expiration of rest period, provided all Chain Gang Engineers are out who were in prior to his arrival. 539 If necessary to use an Engineer on account no Chain Gang En- gineer available, the first Engineer out on extra board will be used and will be considered in extra service and will be placed back on extra board on his return to Yoakum. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. ARTICLE XVII. — Engineers will not be required to go out when they claim needed rest, but timely notice of such must be given. SAINT LOUIS & SAN FRANCISCO RAILROAD Effective December 24, 1910. ARTICLE XIII. — When Engineers feel that they require rest, or are not able to go out, they will so report at terminal, and register number of hours required for rest. After continuous service of 16 hours (or earlier if worn out) Engineers will be allowed 10 hours' rest ; in each case sending Assistant Superintendent a message stating when they will be ready for service. When Engineers are compelled to rest away from home terminal or are compelled to lay off on ac- count of sickness, and their engine is ordered out, they may deadhead to their home terminal, and Crew for their relief will also deadhead to their terminal without expense to the Railroad Company. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE XII. — When Engineers feel that they require rest, or are not able to go out, they will so report at terminal, and register number of hours required for rest. After continuous service of 16 hours (or earlier if worn out) Engineers will be allowed 10 hours' rest; in each case sending Assistant Superintendent a message stating when they will be ready for service. When Engineers are compelled to rest away from home terminal or are compelled to lay off on account of sickness, and their engine is ordered out, they may deadhead to their home terminal, and Crew for their relief will also deadhead to their terminal without expense to the Railroad Company. SOUTHERN PACIFIC COMPANY (Pacific System) Effective December 1, 1912. ARTICLE XXX.— No Engineer shall be required to be on duty when he needs rest, nor shall an Engineer be permitted to run on the road when his physical ability has been fairly taxed by previous service before he has had needed rest. When an Engineer feels he needs rest, he must so indicate in writing on the roundhouse register at the time he registers his arrival, or by wire if on the road between terminals, giving the number of hours he requires, which must in no case exceed 12 hours; the hours to be considered from time of registering in until time called. 540 UNION PACIFIC RAILROAD Effective September 1, 1911. ARTICLE XII. — Engineers will not be required to go out when they need rest and will decide for themselves. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE XIX. — Engineers will not be called to go out when they need rest. Engineers shall be the judge. They must report the same on roundhouse register when they register their arrival. Twelve hours shall be considered maxifhum time for rest requested. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. ARTICLE XXXI. — If it is evident that an Engineer, after arrival at a terminal or an intermediate terminal, will have been on duty an excessive number of hours before another trip shall have been com- pleted, he shall be allowed sufficient rest. Rest period begins at time of registry at enginehouse and ends at the time the Engineer is called. 541 RIGHTS TO RUNS AND ENGINES ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. ARTICLE IV. — ^Rights to preferred runs shall be based on sen- iority. Senior Engineers who refuse what they deem preferred runs forfeit their rights to such runs until such runs are again vacant, except in cases of senior Engineers being displaced or runs taken from them through no fault or actions of their own — ^when the said En- gineers who have been displaced shall have a claim on any remaining runs their seniority would entitle them to, but must take the engine held by the youngest man in the class of service or run or district chosen; provided that the mileage or lay-over is the same. Rights to preferred work in switching service shall be based on seniority. All permanent vacancies shall be advertised in the same manner that road work is and closed in by bids. Engineers in switch- ing service will have the right to take the yard or class of work in a yard, either day or night, which they deem preferred. Engineers who refuse what they deem preferred work in this class of service forfeit their rights to such places until they again become vacant, except in case of senior Engineer being displaced through no fault or actions of his own — when said Engineer who has been displaced as above shall have a claim to any remaining place in this service which his seniority would entitle him to. All newly created or vacant runs will be posted as vacant for a period of seven days, after which the oldest bidder will be placed upon the run. Engineers not having had an opportunity to know of such run will not lose their rights to the run, but will be given seven days in which to bid it in after they have learned of it. Runs will be bul- letined when the mileage is changed 20 miles or more, or when the leaving time or arriving time is changed three hours or more. ARTICLE XI. (A).— Engineers will be kept on the districts to which they may be assigned and will be run off their districts only in case of emergency. (B). — Engineers will not be required to make a second trip off their assigned districts before having made an intermediate trip on their assisrned districts, except in case of emergency. ARTICLE XXXIX. — Passenger Engineers assigned to regular engines whose engines are held for repairs or transferred to another district shall have the privilege of going out on the engine which takes the run. Engineers in freight service will be run first in first out on their respective districts, exceoting when assigned to certain runs. When a regularly assigned engine is sent to the shop for repairs, its Engineer may do one of three things : (a) He may wait, witiiout compensation, for the engine to come out of shop, provided his services are not required by the Company, in which case he will be provided with another engine; (b) he may go on the extra board until his engine comes out of shop; or, (c) he may take the youngest man's engine when it arrives at terminal if he so desires, provided there is 542 no other engine which can be assigned to him; it being understood that the Company is not to be committed to any expense in making the change. It is further understood that the provision under clause (c) is not to be used as an argument for taking an engine away from another man when the one going to the shop will be detained only for a few days for light work, but that this provision refers particularly to engines going in for general repairs. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912 ARTICLE XIV. — Engineers in freight service will run first in first out of terminals. Passenger Engineers will, so far as practicable, be kept on regular runs. New Mexico Division Passenger Engineers will run first in first out on their assigned districts. All Freight Engineers will run first in first out on assigned dis- tricts except locals and work trains assigned. Engineers assigned to regular runs, local or work service, shall be furnished an engine at the terminal from which they are expected to start on their regular trip out. ARTICLE XVI.-r— When Passenger Engineers run over more than one division. Freight Engineers will be promoted to passenger service on each division in proportion to the mileage of each division over which the run extends. ARTICLE XX. — Engineers having two years' experience as Road Engineer on other lines after having had six months' experience on this line and other divisions over which they will run, will be allowed to handle passenger trains. In case of men promoted from Firemen to Engineers on this line, it should be understood that they are not to be called for passenger service unless they have had two years' experience as Road Engineers and six months' experience on the division on which to be used in passenger service. BALTIMORE & OHIO CHICAGO TERMINAL RAILROAD Effective December 24, 1910. ARTICLE III. — ^The rights of Engineers to preference of runs shall be governed by seniority in service as Engineers, other things being equal. An Engineer losing his run by reason of it having been discon- tinued or having been taken by an Engineer his senior, or for any reason not brought about by fault or action of his own, shall be en- titled to take any run held by an Engineer his junior in seniority, provided that where on the run he chooses there are more than one Engineer thus his junior, he may displace only the junior of such Engineer. Note: It is understood by this Section that when the Engineer 543 vacates a run he has no right to again choose the same run, unless it becomes vacant or unless he has lost his run as above paragraph. An Engineer having lost his run through no fault or action of his own, must make claim for the run he desires and is entitled to within five days of date he is displaced. Any new run that is created shall be considered open for seniority choice of Engineers for a period of five days. ARTICLE VIII. — Regular men in passenger service shall be assigned to regular runs. In passenger, transfer or yard service, the regular Engineer shall be entitled to the engine taking the place of the one going into shop for repairs. ARTICLE XV. — Engineers in yard and transfer service shall be assigned to regular engines when it can be arranged without hampering the Company's business. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE XIV. — ^Work trains will be manned by the youngest Engineer on assigned engine, but the oldest man on freight may have same by applying if he considers it preference. ARTICLE XVIII. — Engineers accepting positions in Company's service, or employed by the B. of L. E., will retain their rights on the seniority list. ARTICLE XXI. — Switch engines will be manned by the young- est man on the spare board, but senior man may have the same if he considers it preference, but must keep the same for the life of the timecard, unless he can hold a regular road engine, or through a reduc- tion of staff. Engineers being incapacitated so that they cannot perform on road service will be given preference in yard service, only in so far as their seniority will permit. In case of a temporary vacancy, switch engines will be manned by a man first out on spare board. ARTICLE XXV. — Engineers being incapacitated so they could not perform road or yard service will be given work as hostlers when practicable. ARTICLE XXVI. — Engineers in freight service will run first in first out in their respective subdivisions. Engineers assigned to regu- lar runs will be entitled to any engine placed on such run, except in cases of engine failure, when they will follow their own engine to terminal. ARTICLE XXIX. — Engineers on regular assigned runs will not be compelled to run freight when their engine is ordered out for the same, except when the time card or delayed train makes it necessary to run engine to the other end of subdivision to take opposite regular runs. Engineers who get off their regular runs through interruption of traffic or other causes will follow their respective runs. , ARTICLE XXXV. — Engines being held in shops for six days or more for repairs, the Engineer will be entitled to the youngest Engineer's assigned engine on that subdivision until his regular engine 544 comes out. When an engine is held in shop a second time within the same year for a period of less than six days, the Engineer will be entitled to the youngest Engineer's assigned engine on that subdivi- sion at once, until his regular engine is returned to service. ARTICLE XXXIX. — Engineers assigned to regular engines will be allowed to take their engine if same is not returned in four days, provided engine was lost through booking rest, sickness or suspension. No deadhead mileage to be paid in either case, and Engineers will be returned to home terminal at once. ARTICLE XLII. — Seniority rights will be recognized on the entire system west of Port Arthur. The senior Engineer regularly assigned will have choice of run out of home station at change of timecard, but in case of change and timecard discontinuing their run the Engineers so affected will have the choice of any run not occupied by senior man. When vacancies occur or new runs are created they shall be advertised, and the senior man applying for same must take the same. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. ARTICLE XXIV. — ^When an engine is sent to the shop for re-* pairs, or transferred, the Engineer will be assigned without delay to an engine suitable for his run, or to the engine run by the junior Engi- neer in the class to which his seniority entitles him. Alberta Division: Engineers losing their engines on account of engine being as- signed to shop, work train or other service, shall immediately be as- signed to engine run by the junior Engineer out of same station, in the class to which his seniority entitles him. Senior Engineers in service shall have preference to regular passenger and mixed runs, when such runs are superior to freight on a basis of 2,600 miles per month; when an Engineer on a regular, run lays off, the senior Freight Engineer at that station shall have the option of taking such run. When a vacancy occurs at any station and it becomes necessary to move men in line of promotion, the Engineer accepting such pro- motion will be placed senior to the Engineer refusing such promotion at the station where the vacancy occurs ; but Engineers who have re- fused such promotion shall have the chance of any subsequent vacancy at any station. This rule does not apply to mixed runs in so far as compelling engineers to move from their home stations. Senior Engineers in freight service will be assigned to way freight trains. If senior Engineer does not desire the run he loses right to it during time that timetable is in force. The Master Mechanic, with the Engineers' Committee, will de- cide which class of engine and which subdivision shall be considered preference engines and preference subdivisions out of their respective stations. When Yard Engineers refuse their turn for road work they forfeit their rights to road service, except in case of sickness of themselves 545 or family. In such case they may be granted yard service for a period not exceeding six months. In extreme cases, with Master Mechanic's approval, this period may be extended if evidence is furnished that they are unfit for road service and likely to improve in yard service. Men who have voluntarily been in yard service for the past two. years are now considered permanent Yard Engineers; senior En- gineers in service shall have preference to day work, and preference assignment in yard service. In the event of an Engineer not being entitled to an engine or a run at his home station, he shall have the privilege of moving to any station on the Alberta Division where there is an engine or run manned by a junior Engineer. British Columbia Division: All permanent passenger and mixed runs to be advertised by Master Mechanic and awarded to senior applicant. Engineers in other service to have choice of work on any subdivision to which their seniority entitles them. Senior men to have choice of runs on their subdivision at change of timetable. "When Engineers prefer to remain at yard work rather than be promoted to road work, they forfeit their rights to road services, except in cases of sickness of themselves or family. In such cases they may remain in yard service for a period not exceeding six months. In extreme cases, with the approval of the Master Mechanic, this period may be extended if evidence is furnished that they are unfit for road service and likely to improve by continuing in yard service. Senior Engineers in freight service will be assigned to way freight trains. If senior Engineer does not desire the run he loses his right to it during period that timetable is in force. Manitoba Division: Engineers losing their engines on account of engine being as- signed to work train service shall take the engine run by the junior Engineer out of the same station in the class to which his seniority entitles him. Senior Engineers in service shall have preference to passenger, mixed, way freight, and freight train runs. To choose run at change of timetable and will stay with run chosen during period timetable is in force. Should trafHc decrease at any one divisional point and En- gineers are required at any other point, the Master Mechanic shall regulate the mileage by sending the junior Engineer to the point where needed. Senior Engineers to have preference on application. Engineers so transferred will be returned to their home station when business permits, unless they make written request to the Master Mechanic that they desire to remain, when that terminal shall then be considered their headquarters. Engineers will decide within 90 days from time being transferred as to which will be their home station. Should traffic decrease so that 2,600 miles per month cannot be made, the number of Engineers will be reduced, the junior Engineers to be placed firing, Passenger Engineers to have what their runs call for. The Master Mechanic with the Engineers' Committee to be the judge of the number of spare men to be maintained. 546 All new or first class runs permanently established or permanently vacant will be advertised at each terminal on Manitoba Division and will be filled by senior Engineer applying. Engineers ' on assigned passenger runs will not be compelled to run freight, when their engine is ordered out for same, except when timetable or delayed train makes it necessary to run engine to the other end of subdivision to take opposite regular train. The Master Mechanic with Engineers' Committee will decide which class of engine will be considered the preference engine out of their respective stations. When Yard Engineers refuse their turn for road work they for- feit their rights to road service, except in case of sickness of them- selves or family. In such case they may be granted yard service for a period not exceeding six months. In extreme cases, with Master Mechanic's approval, this period may be extended if evidence is fur- nished that they are unfit for road service and likely to improve in yard service. Men who have voluntarily been in yard service for past two years are now considered permanent Yard Engineers. Senior En- gifaeers in service shall have preference to day work and preference assignment in yard service. When regular Passenger Engineers on Kenora Subdivision lay off, the engine will be manned by Kenora men when available. In the event of an Engineer not being entitled to an engine or run at his home station, he shall have the privilege of moving to any station on Manitoba Division where there is an engine or run manned by a junior Engineer. Saskatchewan -Division : Engineers losing their engines on account of engines assigned to other service shall take the preference engine run by the junior En- gineer, but it is understood that nothing in this Article prevents the Engineer from taking an engine run by the junior man in an inferior class. Senior Engineer in service shall have preference to passenger, mixed, way freight and freight train runs. He will choose run at change of timetable and will stay with run chosen during period time- table is in force. Should traffic decrease at any one divisional point and Engineers are required at any other point, the Master Mechanic shall regulate mileage by sending the junior Engineer to the point where needed. Senior Engineer shall have preference on application. Engineers so transferred will be returned to their home station when business per- mits, unless they make written request to the Master Mechanic that they desire to remain, and that terminal shall then be considered their headquarters. Engineers will decide within 90 days from time being transferred as to which will be their home station. Should traffic decrease so that 2,600 miles per month cannot be made, the number of Engineers will be reduced. The junior Engineers to be placed firing. Passenger Engineers to have what their runs call for. The Master Mechanic with Engineers' Committee shall adjust and judge as to number of men to be maintained at each station. S47 When a vacancy occurs at any station and it becomes necessary to move men in line of promotion the Engineer accepting such pro- motion will be placed senior to Engineer refusing such promotion at the station where the vacancy occurred. But Engineer who has re- fused such promotion shall have the choice of any subsequent vacancy at any station. This rule does not apply to mixed runs, way freight or freight in so far as compelling men to move from their home sta- tion. Engineers on assigned runs shall not be compelled to run any other class of service when engine is ordered out for same, except when timetable or delayed trains make it necessary to run engine to other end ,of division to take opposite regular run. After timecard changes at home or auxiliary station Engineers will have option of taking any run their seniority entitles them to, but must hold run taken until timecard changes, unless train is discontinued or men moving up in line of promotion, when they may again have privilege of choice. The Master Mechanic with the Engineers' Committee will decide which class of engine will be considered the preference engine out of their respective stations. When Yard Engineers refuse their turn for road work they foi-- feit their rights to road service, except in the case of sickness of them- selves or family. In such case they may be granted yard service for a period not exceeding six months. In extreme cases, with the Mas- ter Mechanic's approval, this period may be extended if evidence is furnished that they are unfit for road service and likely to improve in yard service. Men who have been voluntarily in yard service for past two years are now considered permanent Yard Engineers. Senior Engineers in service shall have preference to day work and preference assignment in yard service. All regular passenger and mixed runs becoming vacant or cre- ated permanently shall be advertised. In the event of an Engineer not being entitled to an engine or run at his home station he shall have the privilege of moving to any station on the Saskatchewan Division where there is a junior Engineer assigned to an engine or run. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 4. — Engineers will have preference to runs or engines, com- petency and seniority to govern. RULE 6. — It is understood Road Engineers do not hold rights in yards, or Yard Engineers in road service. RULE 10. — Extra Engineers will run first in first out, and will have their names posted in a conspicuous place convenient to all con- cerned. RULE 13. — ^Vacancies will be bulletined as soon as run becomes vacant, or a new run is put on, and will remain open for 10 days from date of bulletin. The Engineer who accepts the run will hold it against all claimants and will have no claim to any other run until there is ? 548 vacancy, except if a run is discontinued the Engineer displaced will have a choice of run in accordance with seniority. RULE 14. — On established runs where the lay-over terminal is changed or arrival or departure is changed as much as five hous, Engineers will have the right to leave them, and upon request of senior Engineer the run will be posted vacant. In either case action must be taken within 10 days from the time the above mentioned changes become effective. RULE 29. — Engineers, except in case of assigned run, will run first in first out of all terminals, except when an Engineer has been ordered for a continuous trip to relieve an Engineer that has been tied up by the sixteen-hour law, or other cause not specified. When called the Engineer must be notified that it is for a continuous trip through or out of the terminal and must not be relieved or held on arrival at terminal. When necessary to change engines at terminals, the outgoing en- gine must be placed out in yard ready for the trip, so' there will be as little delay as possible at the terminal. It is understood that continuous trip will not be in excess of twenty-five (25) miles beyond the terminal which is to be run through. When twenty-five (25) miles are exceeded, the established rule of the schedule will prevail, as per Rule No. 26. RULE 37. — Engineers in yard service will have the right to take any run in yard, competency and seniority to govern as per Rule No. 4. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 13. — Engineers not assigned to regular runs will run first in first out. RULE 46. — ^Assignment to regular runs, when character, merit and ability are equal, will be governed by seniority, the Master Me- chanic to be the judge as to the qualifications of the men. RULE 48. — When a run extends over two or more divisions, each division will be entitled to representation on a mileage basis. When the number of Engineers required on such through runs is such that each division can not be given its exact proportion, temporary changes will not be made to equalize the mileage. RULE 55. — When a run becomes vacant, or a new run is put on, it will be bulletined for 10 days and be given to the oldest competent man in point of service who signs for it. When monthly mileage is increased or decreased 350 miles or more, the run is to be considered a new one. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. ARTICLE XVI. — The oldest Engineers in point of service shall have preference of runs on their respective divisions, merit and ability being equal. Seniority will be based on date Engineers are regularly assigned to road service. The oldest Engineer in switching service shall have preference in yard work and in promotion to road service when capable. 549 On March 1, 1909, the Indiana Division was consolidated with and became part of the Chicago Division. Indiana Division Engineers retain seniority on Indiana Division territory, and Chicago Division Engineers on old Chicago Division territory, as before the consolida- tion. Seniority of Indiana Division Engineers on old Chicago Division territory, and seniority of Chicago Division Engineers on Indiana Division territory dates from March 1, 1909. All vacant runs shall be bulletined for 10 days. An Engineer not wanting a run shall not be compelled to take it, and does not lose his rights with regard to future vacancies. Should his run be taken off later, he may then take any run to which his seniority entitles him. When a vacancy occurs and the oldest man does not take the run, the Engineer who does can hold it over the Engineer who did not accept it when vacant, except as above. Engineers in yard service shall not have rights in road service, and Road Engineers shall not have rights in yard service. Men of either class entering the other service shall rank as new men, both with reference to preference for runs and promotion. When the mileage of a timetable run is increased or decreased 400 miles or more per month, time changed from day to night or night to day, time changed six hours or more at either end of the run, or the lay-over point changed five miles or more, such run shall be de- clared vacant and bulletined. Men on runs so affected will retain same until expiration of the bulletin period. ARTICLE XIX. — When a run extends over two divisions, each Engineer shall have the privilege of the lay-over on his home division, assignment of Crews to be made on a mileage basis. Engineers on runs extending over two or more divisions must lay off at the division point where their seniority roster is posted. Wherever the pro rata mileage on runs extending over two or more divisions has been established, this pro rata shall be maintained by filling future vacancies by the oldest man belonging to the same territory or division point of man vacating run. ARTICLE XXV. — When an engine in any class of service breaks down and is relieved by another engine between terminals, the re- lieving crew will remain with their engine. This does not apply when the relieving Engineer is not familiar with the road or has not had the required experience. ARTICLE XXVIII. — Engineers accepting official positions with the Company, or employed by the Brotherhood of Locomotive Engi- neers with the Company's approval, will retain their rights on the Engineers' seniority list. ARTICLE XXIX. — Extra Engineers to be run first in and first out on their respective districts. The number of extra Engineers will be kept down on extra board so that they can make a reasonable amount of pay. ARTICLE XXX. — Crews not assigned to regular runs shall run first in and first out on their respective districts, and Crews will be kept on districts to which assigned, except in case of absolute necessity. When it is necessary to use a Crew on other than its assigned district, SSO it shall stand first out for return to its home district, after rest is up. On return to home district it shall stand with the rest of the Crews in the order of its arrival. ARTICLE XXXI. — A crew required to take a train north of yard center, upon their return to yard center shall stand as the register shows their arrival from the south, providing their rest is up. If rest is not up when their turn comes, other crews will be run around them until their rest is up. ARTICLE XXXII. — ^When crews assigned to regular runs tie up for rest at terminal stations and pool service crews are sent out on their runs, assigned crews shall be placed first out after their time of rest is up and run to their home terminal. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE IV. — Engineers who may not be called and lose work on account of no fault of their own, will be paid for one round trip. If a regular or assigned man, he will await his turn. If an extra man, he will be last out. In cases where vacancy in regular or assigned runs is being filled and the extra man loses the opportunity of filling the vacancy, account of not being called, he will have the right to claim such vacancy on the return of engine after one round trip. ARTICLE IX. — Such runs as may be designated by Superintend- ents will have regular Crews assigned them. Engineers, except those on extra list not assigned to regular runs, will run first in first out on their respective divisions or districts and must not be run around each other. Engineers who, voluntarily and by their individual selection, take positions as Engineers on switch engines in yard service for more than 12 consecutive months will not be eligible to passenger service until after they have worked at least six consecutive months in freight serv- ice and satisfied the Division Superintendent that they are capable of performing the service required. No Engineer shall be hired or promoted for yard service ex- clusively, but this does not prevent men being used as emergency Engineers in yard service temporarily. Men so used will hold no seniority rights on Engineers' roster. In the choice of runs the Engineer on that division who has been longest in the service will have preference, provided he is competent. Whenever regular runs are materially changed or whenever a train is taken off or put on, the runs effected will be bulletined and remain open for 10 days. Whenever, through the necessities of the Company, forces are reduced and Engineers are displaced, they will have the right to select the choice of runs to which their seniority entitles them; but in dis- placing other men on runs on which there are two or more Engineers working under the same conditions, they will displace the junior men. Vacancies in regular runs and on yard engines will be bulletined and remain open for 10 days. 551 Whenever Engineers select and are assigned to bulletined runs, they must remain thereon, unless their physical condition will not per- mit, until there is a vacancy, a new run put on, or some material change made in existing runs. An Engineer who may select a new run and vacate the run on which he is working will have ho right to make bid for the run which he is vacating until after it is filled and later becomes vacant through his successor vacating or losing the run. Except when runs are bulletined, an Engineer assigned to a regu- lar run will have no claim on any other regular run. Engineers will run over any portion of their respective divisions, except as follows : Engineers working on main line of Northern Divi- sion will have no rights on branch lines between Mankato and Winona, or between Osage and Simpson, and vice versa. Passenger Engineers on Northern Division running over main line and branch lines may equalize mileage by main line passenger men running over branch lines, or vice versa, provided there is no extra expense to the Company. Engineers appointed to official positions will retain their seniority rights not to exceed six months. Engineers leaving the service, or remaining away more than 90 days, without written permission, will lose all seniority rights, unless their absence is on account of sickness or serving on committee. Section 7. — When regular Engineers are laying ofif, they should report for duty before the return arrival of their engine or run ; but a regular Engineer will be permitted to take his run, provided he reports for duty before calling time of his engine or run. Regular assigned Engineers will not be required to hold themselves in readiness for service on their lay-over days. Section 8. — When assigned Engineers are so delayed that they do not arrive at terminals in time to come out on their regular runs, they shall, after proper rest, stand first out, in order to reach their proper terminals in time to bring out their regular run without loss of time. This will not apply on short local runs, or in cases where additional expense to the Company will be involved. Section 10. — Regular assigned Engineers will be assigned to reg- ular runs or engines and will go out on their runs regardless of engines furnished. In case an engine is disabled or breaks down at an inter- mediate point, Engineers will exchange engines and stay on their runs. CHICAGO JUNCTION RAILWAY and CHICAGO RIVER & INDIANA RAILROAD Effective May 26, 1913. ARTICLE XVI. — Rights of Engineers to preference of service shall be governed by seniority in the service of the Company as Engi- neers, and an Engineer shall have the right at any time to take run held by an Engineer younger in seniority. ARTICLE XX. — Engineer accepting official position with the SS2 Company, or Engineer employed by the Brotherhood of Locomotive Engineers, with the Company's approval, will retain their rights on the Engineers' seniority list. ARTICLE XXL — When hired Engineers are laid off on account of slack business, they will retain all seniority rights, provided they return to service within 30 days after being notified that their services are required. CHICAGO, MILWAUKEE & GARY RAILWAY Effective March 1, 1913. ARTICLE VIII. — The rights of Engineers to runs or engines will be determined by seniority and ability when found competent. When the ability of an Engineer in line of promotion is questioned, he will be given an opportunity to prove his competency. ARTICLE IX. — Vacant positions, new runs or temporary vacan- cies will be advertised for five days. If the senior Engineer makes application for vacancy within five days he will be assigned at once; otherwise the vacancy will be filled at the expiration of five days by the senior Engineer making application. Engineers absent on account of sickness or by permission from proper officers, when returning to duty will have the right to displace any junior Engineer from a run or engine that he has bid in during their absence. ARTICLE XL — Engineers will be run first in first out in their respective classes, it being agreed that the Company will not assign any more Engineers than will handle the business of the Company with dispatch. In case it becomes necessary to make a reduction in the number of Engineers, the junior Engineers will be dropped from the list. In case their service is again required they will return in the same order in which they were reduced and will retain what seniority they held prior to being reduced, provided they will return to the serv- ice in their regular order when called. CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES Effective December 24, 1910. ARTICLE XI (E). — ^When Engineers are available they will be used in their turn. If an Engineer is run around when available, he will be paid twenty-five (25) miles and stand first out. Exceptions to this rule will be made when Engineers are assigned to regular engines and the engines are held for repairs. ARTICLE XII (P). — In instances where an engine^ on a pas- senger train becomes disabled, making it necessary to furnish another engine to complete the run, the passenger Engineer will stay with his run. ARTICLE XVII. — When an engine is shopped for repairs, the Engineer will be assigned to another engine or shall have the prefer- ence as an extra man. ARTICLE XIX. — Promotion of Engineers will be made accord- ing to their seniority and ability when found competent. When the SS3 ability of an Engineer in line for promotion is questioned he will be given an opportunity to prove his competency. That the seniority rule applies to a promoted Engineer returning to firing service, with the understanding that he shall accept the youngest man's run in like service, with the exception that he shall be allowed to take the run which will give him his Sunday or principal lay-over at home. The different services shall be considered, to wit: Through passenger, local passenger, way freight, throiagh freight, switching and work train service. If on account of a run being abandoned, or the terminal so changed as to make it a new run, or an Engineer loses his run to an older man, he will be entitled to any run held by a junior man ex- cept it be a bulletined branch run, or work train service or yard serv- ice bulletined for a period. Any run shall be classed as a branch run where the principal lay- over is at other than the regular division terminal. No run shall be classed as a branch run that has its principal lay-over at a regular division terminal of the division to which the run belongs. Any Engineer will be entitled to take a bulletined branch or period run when there is no other run for him as an Engineer. Assigning an Engineer to the extra list shall not be considered as a run unless the extra running gives him practically full time. The above has reference to seniority rights only. An Engineer losing his run to a senior man may ask for a run held by a man his junior in the service ; but before the run is regularly assigned, it must be bulletined and assigned to the oldest man making application for the same. The above refers to regular or bulletined runs. In case there is a vacancy in assigned runs, either on account of a new run being put on, or a run becoming vacant, the same shall be bulletined and assigned to the oldest qualified Engineer desiring the same. In case a man loses his run on account of the discontinuance of the same, he shall be given the run to which his age entitles him. ARTICLE XX. — Engineers will run first in first out, except on regularly assigned runs. Engineers assigned to regular runs will be entitled to any engine placed on said run. In cases where Engineers are run around at terminals, their en- gines being available, they shall be allowed 50 miles and stand first out; if not called within eight hours they shall be allowed the mileage or time made by the Engineer running around them. (A). — The Lake Hill pusher service will be divided, half of the service to be given to the Chicago and Milwaukee division road Engi- neers and half to the Milwaukee terminal yard Engineers. So far as the road men are concerned the run to be bulletined for a period of 90 days. The man accepting the place to retain it until an older man applies for it. The older man in the service between the yard and main line to have the preference run. ARTICLE XXI (A). — So far as practicable the mileage of Engi- 554 neers in service between Dubuque and Nahant will be equally divided between the Dubuque and Chicago and Council Bluffs, Iowa, divisions, but all deadheading to accomplish this will be at the expense of the Engineers. ARTICLE XXII. — ^When a run extends over two or more seniority districts, each district will be entitled to representation on a mileage basis. When the number of Engineers required on such a run is such .that each district cannot be given its exact proportion, temporary changes will not be made to equalize the mileage; excep- tions to this rule will be made when the undivided mileage exceeds 1,000 miles per month. When mileage does not divide even, give the odd mileage to the district having the largest fraction of undivided mileage. In pro-rating of mileage. Engineers will deadhead at their own expense. ARTICLE XXIII. — Vacant positions, new runs or temporary vacancies will be advertised for 10 days; if the senior Engineer on the division where the vacancy occurs makes application for the same within 10 days he will be assigned at once; otherwise the vacancy will be filled at the expiration of 10 days by the senior Engineer making application. All applications to be made in writing. (A). — Reasonable consideration will be given to the pooling of engines on request of the Engineers and if the conditions warrant doing so, request will be granted. In that case Engineers will run first in first out, regardless of engines. This does not affect regularly assigned runs. (B). — On divisions where engines are pooled, when consistent, the men running in the pool will be allowed to make 3,500 miles per month. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE XII. — Engineers will run first in first out as far as practicable. In case there is a vacancy in assigned runs, either on account of a new run being put on, or a run becoming vacant, the same shall be bulletined for a period of 10 days and assigned to the oldest competent Engineer desiring same. If on account of a run being abandoned or the terminal so changed as to make it a new run, or an Engineer loses his run to an older man, he will be entitled to any run held by a junior man, except it be a bulletined branch run where the principal lay-over is at other than a regular division terminal, but before the run is regularly assigned it must be bulletined and given to the oldest man making application for same. An Engineer applying for and opening a run under this clause may be immediately assigned to and hold the run until the expiration of the bulletined period, when permanent assignment will be made in accordance with seniority. Engineers who now held main line runs, which were classed as branch runs prior to January 1, 1909, and who accepted same prior .to that date, will not be disturbed. Exceptions will be made to this rule in cases where senior men are incapacitated for main line service. 555 When two or more Engineers are assigned to the same branch line and it becomes necessary to reduce the Crews owing to reduction in service, the junior man shall be displaced. Any Engineer will be entitled to a bulletined branch run when there is no other run for him as an Engineer. Assigning an Engineer to the extra list shall not be considered as a run unless the extra run- ning gives him practically full time. The above has reference to seriiority rights only. In the event of a run being bulletined during the absence of an Engineer through sickness, leave of absence, or working on a foreign division, he may, upon reporting for service, apply for such run and cause same to be rebuUetined, provided same is being held by a junior man. All turn-around, short runs, pusher and helper service on main lines, except passenger service, will be bulletined for a period of 90 days. At points where switch engines are bulletined for a period, such period shall be for 90 days. When a run extends over two or more divisions, each division will be entitled to representation on a mileage basis. When the num- ber of Engineers required on such a run is such that each division cannot be given its exact proportion, temporary changes will not be made to equalize mileage. Exceptions to this rule will be made when the undivided mileage exceeds 1,000 miles per month. When the mileage does not divide even, give the odd mileage to the division having the largest fraction of undivided mileage, this with the under- standing that any arrangement in effect prior to February 1, 1907, will not be changed. In the pro-rating of mileage Engineers will dead- head at their own expense. . There shall be Engine Dispatchers at such stations or terminals as may be designated by the Company who shall take engines to and from roundhouses. They will not be required to knock out fires or fire up engines. Positions will be filled by bulletining and will be for a period of 90 days. If there be not enough applications from Engineers to take care of the service, then Firemen of three years' experience to be eligible for the places and to hold same until the end of the bulletined period. If not enough Firemen with three years' experience apply under the bulletin, then the youngest Fireman on the division with more than three years' experience as such will be the first to be pressed into dispatching service, he to hold same for a period of 30 days. It being understood the youngest Engineer who is in service other than running an engine may be pressed into the dispatching service when the work requires the services of a promoted man. Engineers incapacitated for road or yard service, or reduced from the ranks of Engineers, may apply for the positions of Dispatcher in the order of their seniority in the service on locomotives of the Com- pany. This will make no change with men now holding permanent posi- tions as Dispatchers. 536 When Engineers voluntarily leave the service of the Company and are subsequently re-employed they shall rank as new men. In the event of a surplus of Engineers the oldest men shall have the preference of employment, ability and merit being equal. As near as practicable the number of men in the service will be kept down to correspond with the volume of business so that they may make not less than 3000 miles per month. When an engine is shopped for repairs the Engineer will, when practicable, be assigned to another engine; otherwise, he shall have the preference as an extra man. CHICAGO & NORTH WESTERN RAILWAY / Effective December 24, 1910. ARTICLE yil. — ^When an Engineer is assigned to switching service, and desires to retain his rights to road service, he must apply for his rights at once, and must take his place in road service when called upon or forfeit all rights in that service. Engineers in road service who desire to enter switching service of their own choice, can only do so by forfeiting their rank and rights in road service, when approved by the Master Mechanic. The Superintendent of Motive Power and Machinery may assign Engineers to switching service temporarily, without loss of rank in road service, where the service requires it or where it is necessary to reduce forces on account of slack business or where there may be a case of sickness on the part of an Engineer or his family, but such Engineer must return to road service when called upon or must for- feit his rights in road service. (4). — Engineers disabled from service as such, or set back tem- porarily or permanently, are entitled to positions dispatching, according to their seniority in the service. ARTICLE X. — All Engineers will run first in first out, with the exception of those assigned to regular runs or short turn-arounds or- dered for two or more trips, when they have had their required rest. ARTICLE XXVI. — The oldest men in rank will have preference for new runs or vacancies, if competent. The division officers are to be the judges as to competency. If an applicant is rejected for incompetency, a full report in writing will be made to the Superintend- ent of Motive Power and Machinery, and such applicant may have a hearing before him, if desired. In selection of runs. Engineers will confine themselves to what are known as regular runs on time schedules; that is, trains 1 and 2, 3 and 4, 5 and 6, etc., and cannot select a portion of two or three dif- ferent runs. Where special engines are running the rounds or are placed on runs for the good of the service, men can make claim to runs, but cannot make claims to engines. The oldest Engineer will have preference of lay-overs where engines are running the rounds or preferred runs, when practicable. When an Engineer takes a run in gravel or work train service by bulletin and such service is discontinued, he will be permitted to 557 take such position as his seniority entitles him to. This rule shall also apply to runs bulletined pending some man's return. Runs bulletined temporarily pending a man's return shall be re-bulletined on the man's leaving the service permanently. ARTICLE XXVII. — Engineers, while on leave of absence, will not be allowed to apply for bulletined runs, but on their return to the service will be allowed to take any run that their age and rank will entitle them to, which has become vacant, or which has been bulletined during their absence. ARTICLE XXVIII. — Engineers must not claim another man's run without good and sufficient cause. In assignment of runs, if an agreement cannot be made with the Master Mechanic or Foreman, the case may be referred to the Superintendent of Motive Power and Machinery to be settled with the Chairman of the General Committee of Adjustment. A change of time from day to night, from regular passenger service to freight service, points of lay-over or curtailment of the mileage to the extent of 400 miles per month may be considered as sufficient cause for an Engineer to claim another or more desirable run to which he may be entitled by age and rank, provided such claim is filed within 10 days after the change is made. ■ It will not be .considered sufficient cause for change if a man still makes 3,500 miles per month, nor if a small amount of extra mileage is made and the man not overworked. All new or vacant runs will be bulletined for 10 days and open to all that are eligible. If a run is taken off and the Engineer thrown out of employment, he will be entitled to a younger man's run and a vacancy will be made for him, provided application is made for same within 10 days. ARTICLE XXXI. — Engineers of three year' (36 months) expe- rience as such are eligible to any class of service. CHICAGO, PEORIA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. Assignment to regular runs, when qualifications are equal, will be governed by seniority, the Superintendent Mechanical Department and the Trainmaster to be the judges of the qualifications. All vacancies caused by changes in timecard or otherwise shall be bulletined for 10 days, oldest man applying to be assigned to same. Employee refusing a run to which he is entitled shall lose his rights to same (only) except when vacancy occurs or he loses the run that he had at the time he refused said run. Employees who are promoted in the service will return to their former position until again needed, except when in the opinion of the Superintendent Mechanical Department or Trainmaster they should be used in other service. Employees on hill and switch engines shall hold no road rights, but will be classed in separate service, and when vacancy occurs the oldest in service shall have the preference, and in case of reduction of force the youngest in service shall have the privilege of going to the foot or the road list. Employees in yard service shall have no 558 rights. in road service nor shall road men hold any rights in yard service; the Company reserving the right to use yard employees to fill a temporary vacancy in road service, or vice versa. (1). — If an engine should break down and be unable to continue on the run and another takes the train, the crew on the disabled engine will remain with the engine, unless otherwise instructed by the Super- intendent of the Mechanical Department or by the Trainmaster, except that on regular runs the crew will remain on the run and the Engineer and Fireman from the relief engine will take charge of the disabled engine. If on account of obstruction it becomes necessary to transfer, the crews will remain on the run. Crews not regularly assigned will be run first in first out, except crews arriving at terminals in service less than 10 hours will stand first out and may be run out of such terminals in continuous service, except as trains 44 and 47 (preferred runs). When crews regularly assigned do not get to other than home terminals in time to come out on regular runs under hours of service law, they will come out on first train after they have been off duty length of time required by law except as above provided. When a run is discontinued and again put on or the pay increased or decreased it shall be considered a new run and bulletined. After five days, work train, construction train or water train will be considered as regularly assigned runs. It is not the intention to use crews assigned to regular freight runs in other classes of service, but the Company reserves the right to use any employee in any class of service, should the circumstances require. (2). — Engineer and Fireman on a regular run will stay on the run regardless of the engine furnished him ; when an engine is used in other service or held for repairs he will be given an engine to use on his run. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY CHICAGO. ROCK ISLAND & GULF RAILWAY Effective February 1, 1911. ARTICLE XXIII. — When a run or engine has been vacant for 30 days, the run or engine will be advertised for five days, and the senior Engineer applying for same will be placed on the run and remain on it until the regular Engineer returns to work. When the mileage of a run is increased or decreased 400 miles or more per month, the time changed from day to night or night to day, the time changed six hours or more at either end of the run, or the lay-over point is changed, the run will be declared vacant and advertised. Seniority in service will govern the choice of runs or engines, it being understood there will be no choice as between engines of the same class. ARTICLE XXIV. — Engineers on assigned runs will stay on their runs regardless of engines furnished. When an Engineer's engine is used for other service, or held for repairs, the Engineer will be fur- nished an engine to enable him to go out in his turn ; the Master Mechanic will pool the engines if necessary to do this. If the Engineer is not furnished with an engine within 24 hours from the time he was 559 due out in his turn, he will be paid 100 miles for each 24 hours so held. At outlying points where there are no engines to be pooled and none to furnish the Engineer, the Company will have 48 hours to make repairs on the engine before Engineer is entitled to pay. ARTICLE XXVI .^An Engineer of an engine disabled between terminals and giving up train will remain with his engine when prac- ticable. ARTICLE XXIX. — When not otherwise required by the Com- pany's necessities, all freight Engineers will run first in, first out (except those assigned to regular runs and on turnarounds) from all terminals and relay stations on their respective districts. All Engineers running on extra list will register on their arrival in a book provided for that purpose and be called in rotation when the service of an extra man is required, except as provided for in Article XXIII. The turn-around clause in this rule must not be applied at district terminals or relay stations. , _^ CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. ARTICLE III. — In the event of there being a surplus of Engi- neers for the service of the road, the older Engineers will have prefer- ence in employment. ARTICLE VII. — ^When new runs are put on or vacancies occur, they shall be bulletined on enginehouse bulletin board for a period of 10 days. The oldest Engineers shall have choice of runs, if competent; otherwise next oldest shall be taken. ARTICLE XL — Engineers will run first in, first out, except those assigned to regular runs. CHICAGO & WESTERN INDIANA RAILWAY and BELT RAILWAY OF CHICAGO Effective February 1, 1911. ARTICLE VIII. — Strict seniority will prevail — merit and ability being equal. ARTICLE XIV. — Engineers not assigned to regular runs shall run first in, first out. ARTICLE XIX. — Regular engines will be assigned to and kept on all regular runs when practicable. COLORADO MIDLAND RAILWAY Effective November 1, 1911. ARTICLE X. (c). — Promoted men shall render one year, and hired men six months' service before they are eligible to passenger service. ARTICLE XV. (a). — No more Engineers will be employed or assigned than are necessary to move the traffic offered with promptness and certainty. 560 (b). — Engineers will be kept on their respective districts and runs except in case of necessity, and will go where called for and will be returned to their districts as soon as possible. ARTICLE XVI. — The Engineer longest in continuous service with the Company will have the right to indicate the run he prefers, and such run will be assigned him, providing he is competent. That selec- tion of runs will be permitted only in event of new timecard taking effect, new runs created, runs abolished, or vacancy occurring. An Engineer once having made his selection of runs, in accordance with the provisions of this Section, loses his right to make further changes, that is, so long as the conditions relating to his chosen run are not materially altered. ARTICLE XVII. — When a run or engine becomes vacant, there being no applicant, the youngest Engineer shall be assigned. Fifty per cent of the Engineers required for road service shall be hired, when practicable. ARTICLE XVIII. — In promoting men from freight to passenger service, the oldest in service will be given the preference, everything being equal. In promoting Switch Engineers to Road Engineers the oldest Engineer on switch engine, continuously counting, will have the right to go on the road, everything being equal. ARTICLE XXIII. — When an engine is in for repairs, its En- gineer shall rank as extra man, and shall take his turn on the extra list ; but when an engine goes in the shop for a period of 10 days, the Engineer will have the privilege of taking the youngest man's engine. When an engine has been in for repairs, the regular, Crew will be granted the privilege of breaking engine in and getting engine ready for road service. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XXIII. — Any Engineer holding a regular freight or passenger run will be entitled to any locomotive placed on said run, out of terminals. Should the locomotive become disabled on the road between terminals, he will stay on the disabled locomotive until arrival at terminal, except that any Engineer employed as such will not be eligible for passenger until he has been in the service of this Company six months ; and any Engineer promoted on this line will not be eligible for passenger until one year's service after promotion. ARTICLE XXIV. — Engineers shall be run first in, first out, in the same class of service, except on assigned runs, or when locomotives are held for repairs, or rest needed by crew. When an Engineer is run around he shall be allowed one-half day, and if not called on duty within ten hours one day shall be allowed. This rule will not apply to fast mail or passenger trains, or on Gray Creek Branch on New Mexico District, when it would be detrimental to the service, at discretion of the Master Mechanic. In double-heading locomotives of the same class, first locomotive out will be train locomotive and will go through. ARTICLE XXV. — When permanent vacancies occur on existing runs or new runs are added, the senior Engineer making application will be assigned. 561 I Should an Engineer so affected decline to fill the vacancy created at this time, he does not lose his seniority or rights to the next vacancy. Engineer off duty account accidents, sickness or absence, may apply for any run open during his absence from such cause; it being understood that such application must be made within five days of the time he reports for duty. When new regular runs are added that make a minimum of less than 2,600 miles per month, the new runs and mileage may be divided between the regular run Engineers on that district, already in that class of service, provided it can be done without interfering with proper handling of the service; it being understood that 2,600 miles or over per month made by pew regular runs will cause new runs to be bulletined as vacancies. ARTICLE XXXIV. — Engineers assigned to regular freight loco- motives and to preferred runs shall not be compelled to go out on any except their regular locomotives or preferred runs until, in the judg- ment of the Master Mechanic, the extra board is absolutely exhausted. ARTICLE XXXIX. — Rights to locomotives and runs will be gov- erned by seniority on the respective districts. ARTICLE XL. — Regular Engineers shall be confined to the dis- trict to which they have been assigned and where rights are located. Extra Engineers will be confined to the districts to which they have been assigned, except in cases of emergency, when they can be called for any district, but shall be entitled to the first regular locomotive open on the district to which they belong; rights on the different dis- tricts to be established by the Superintendent of Motive Power and the Engineers concerned. ARTICLE XLI. — No more Engineers shall be assigned than are necessary to move the traffic with promptness and regularity. ARTICLE XLII. — When passenger locomotives are run over more than one district, Engineers shall be promoted to such passenger service, off these districts, in proportion to the mileage of each district over which the run extends. ARTICLE XLV. — ^When a locomotive is in the shop for five days or more, will be considered in for general repairs. In such case, upon their request. Engineers will be furnished with another locomotive in the same class of service at once, except when a locomotive is shopped for general repairs, the regularly assigned Engineer may, if he so de- sires, wait for repairs to be completed on the locomotive to which he is regularly assigned, that he may resume service on this locomotive. Should there be an extra or unassigned locomotive on his district he may be temporarily placed on the extra or unassigned locomotive. It is understood that nothing in this schedule or agreement shall be construed or interpreted to deprive any Engineer of his established and recognized rights as existing at date of this agreement taking effect. 562 COLORADO SPRINGS & CRIPPLE CREEK DISTRICT RAILW^AY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. ARTICLE XIII. — When practicable, engines in freight service will he run first in first out on all runs. When engine is run around, Engine Crew will be allowed one-half day's pay and stand first out. The Company reserves the right to designate what engine will be used in special or passenger service, and Engineers first out, who are qualified, shall be called to run them in their turn. All Passenger Crews will have assigned runs, but the Company reserves the right to at any time suspend this rule and use assigned Crews in special or emergency cases when necessary. ARTICLE XIV. — Engineers assigned to regular runs will be en- titled to any engine placed on such run. When Engineers in chain gang or pool service are deprived of their engines from any cause another engine will be furnished. If an extra engine cannot be provided, they may, if their seniority permits, displace the junior Engineer in regular service. ARTICLE XV.; — The right to engines and runs in road and yard service will be governed by seniority in the service as Engineer; but this rule will not be construed to displace any Engineer or Fireman holding an engine or run on this date, October 31, 1911 ; except that such Engineers or Firemen may be displaced in future by provisions of this schedule governing selections of runs. Engineers hired, after having been in road service with this Com- pany six months, will be considered eligible to perform passenger service, and promoted Engineers after one year. The Engineer or Fireman longest in the service of the Company will have the right to indicate the run each prefers, and such runs will be assigned them, merit and qualifications being equal. Selection of runs will be permitted in the event of a new timetable taking eflFect, new run created, run abolished, or vacancies occurring An Engineer or Fireman having made his selection of runs in writing loses his right to make further selection; that is, so long as the conditions of his chosen run are not materially altered. ARTICLE XVI. — In promoting men from freight to passenger service, the oldest in service will be given the preference; and in promoting Switch Engineers to road service, the oldest Engineer on switch engine will have the right to go on the road, merit and qualifica- tion being equal. DENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. ARTICLE IV. — ^When a run becomes vacant, it shall be bulletined and the oldest Engineer applying for run will be placed on run, the bulletin to be posted 10 days, same to apply to new runs established. ARTICLE XIX. — When a vacancy exists on a passenger train, the oldest Freight Engineman shall be placed on the vacancy so existing. ARTICLE XX. — Seniority in road service will govern the choice 563 of runs or engines, it being understood there will be no choice of engines of the same class. An Engine Crew. of an engine disabled between terminals and giving up train will stay with their engine. Engine Crews held for any service by the Company's orders will receive 100 miles for each 24 hours. DENVER & RIO GRANDE RAILWAY Effective March 22, 1911. ARTICLE XIV. — Engines shopped for repairs exceeding 10 days, engine crew will stand ahead of the oldest men on the extra list, and stand first out at all times ahead of the extra list men. ARTICLE XV. — Branch engines sent to the shop for repairs and changed off with road engines, the engine crews will remain on re- spective engines unless otherwise authorized. ARTICLE XXI. — Engines of the same class will be run first in, first out, excepting such as are assigned to regular runs or an emer- gency. ARTICLE XXVII. — Engineers will be kept on their respective districts, except in cases of necessity, and will be returned to their dis- tricts as soon as practicable. ARTICLE XXXIL— Engineers' district rights will be as follows : Ogden to Helper and all branches between these points will be known as the First District; Helper to Grand Junction and all branches be- tween said points will be known as the Second District. Engineers will not hold rights on district other than the one to which they are assigned. ARTICLE XXXIII. — All preferred runs and class engines will be bulletined, and Engineers will sign such bulletins, either accepting or declining the same. Article XXXIV. — Engineers regularly assigned in switching service will not acquire road rights while held in such service. DENVER & SALT LAKE RAILWAY Effective August 16, 1912. ARTICLE VIII. Section 4. — No Engineer or Fireman will be considered as regularly assigned to any service except for a period of seven (7) days or more. Section 5. — Engineers or Firemen assigned to regular runs shall not be required for runs other than those to which assigned, except in case of emergency. This not to interfere with Engineers' or Fire- men's seniority to preferred runs. Section 6.— Unassigned Engineers or Firemen will be run first in and first out of all terminals in all classes of service, excepting un- assigned helper out of Denver, Utah Junction, and Fraser, and official specials. Section 7. — Engineers or Firemen not called in their turn will be allowed one-half day at class rate of engine used on trip for which they were not called, and stand first out, and if not used within ten hours from time of call of Engineer or Fireman who were run around them, they will be allowed one day at class rate of engine used in their turn and stand last out. 564 Section 11. — All Engineers or Firemen will hold equal rights in all branches of the service and on all divisions, or in other words, sys- tem rights to prevail. Any Engineer or Fireman promoted to an official position or in the service of his grganization will hold all his rights and those that may accrue. Section 13. — Engineers and Firemen will be assigned to the runs, and so far as practicable to the engines, but assignments to the engines are not to interfere with the assignments of runs. Preference of runs to be at the option of Engineers or Firemen in their line of seniority. Section 18. — Engineers or Firemen shall be considered as qualified for all service as follows : In case of a hired Engineer after six months of service, in case of a promoted Engineer after one year of service, in case of experienced Firemen after one month's service, in case of promoted Firemen after three months' service. Section 19. — No more Engineers or Firemen will be employed or assigned than are absolutely necessary to handle the traffic of the road. ARTICLE IX. — All runs will be bulletined for five days as soon as created or becoining vacant, or when office of Superintendent of Motive Power has had notice that such runs are to be created and bulletin notice will be sent to each terminal and junction point as soon as possible. Senior extra man when available, will be placed on run, otherwise extra man first out will hold run until senior extra man is available. Senior Engineer or Firemen making claim for new run or any runs which may become vacant through changes resulting from the bulletin of new or vacant runs, will be placed on their runs upon expiration of final bulletin. It shall be at the option of the Superin- tendent of Motive Power to make assignments on expired bulletins before expiration of final bulletins. No Engineer or Fireman holding a regular run will be permitted to take another run, which is open by bulletin, if he had held such run at any time during the period of six months previous to the date he took the run to which he is assigned at that time. The date of posting will be entered on bulletin by party posting, such date to be date of bulletin; copy of bulletin will be furnished Engineers or Firemen not having access to bulletins, for which he will acknowledge receipt. If an Engineer or Fireman be off duty, in case of sickness or leave of absence, when a run is bulletined, he shall be allowed to claim such run, provided he makes claim to such run in writing within five days from date he reports for work. An Engineer or Fireman refusing a run when it is open and bulletined does not thereby forfeit any seniority rights. Engineers or Firemen holding preferred runs cannot claim another run unless said run is vacant or a material change is made in his run, the question of the material change to be decided by the Engineers or Firemen. When such change is made at the request of the Engineers or Firemen no time will be allowed for deadheading. An Engineer or Fireman having lost his run through no fault or action of his own must make claim in writing for run to which he is entitled within five days from date he was displaced. An Engineer or Fireman who by reason of his seniority is entitled to a run when it is opened and bulletined, forfeits all rights to that run 565 if he does not make claim in writing. to said run when it is opened and bulletined until it is again open. ARTICLE X. — Engineers or Firemen suspended by reason of dull business will retain their rights and keep Superintendent of Motive Power advised of their whereabouts, and when Engineers' or Firemen's force is increased, Superintendent of Motive Power will notify them and the Engineers' or Firemen's Committee, and such suspended En- gineers or Firemen will be reinstated, provided they report for work within fifteen days from date notification is sent them. ARTICLE,XVIII. — When an engine becomes disabled on the road and it is necessary to use another engine, the crew of the disabled engine will take the relief engine. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. ARTICLE VII. Section 6. — Switch Engineers declining promo- tion to road service shall be set back on Engineers' list immediately be- hind the last Engineer entering road service. ARTICLE VIII. — The rights to regular engines and runs shall be governed by seniority and capacity, unless otherwise agreed upon between the Superintendent of Motive Power and Enginemen inter- ested. Any question as to capacity shall be referred to the Superin- tendent of Motive Power and the Superintendent. ARTICLE IX. — All Engineers assigned to regular runs or turns, to run first in and first out, as far as practicable, excepting those assigned to other runs. From the commencement of the ore season until the close, any Engineer assigned to the service known as the "extra list" will run first in and first out for 15 days, and at the expira- tion of IS days the run will be open to the oldest Engineer, provided that the regular Engineer does not return to work, and also provided that the extra man holding such run is entitled to a place on the extra list. Any Engineer accepting a run during the ore season, which run appears to be of a permanent nature, shall not change from such run without relinquishing his rights to same. In such case he shall only be assigned to former run when run last taken is discontinued or he is relieved by a senior Engineer. If such run should be temporarily sus- pended for one or more days, such Engineer will be entitled, if he so desires, to take any other run to which his seniority rights may entitle him. Prior to the opening and after the closing of the ore season the oldest Engineer in the service will be given a preference to work. During that period any runs that appear to be permanent shall be assigned to the oldest Erigineer desiring the same, who shall hold them as regular runs. Men so assigned shall not be given irregular or extra runs, unless there are no other men available. Irregular or extra men will be required to take rest upon arrival at Two Harbors as specified by Sixteen Hour law. Section 4. — Any freight vacancy thus created will be open to any Engineman desiring it. Seniority of rights to govern. ARTICLE X. — The handling of engines on foreign roads will be 566 given to oldest Engineer making application for such work, and in case no application is made the Company will call the first man out on extra list, if in the summer season, and if in the winter, the oldest Engineer not holding a regular run, subject to the decision of the Superintendent of Motive Power as to capacity. ARTICLE XIV. Enginemen occupying official positions in the Company's service or employed by the Brotherhood of Locomotive Engineers with the Company's approval will retain their rights on the Engineers' list. DULUTH, MISSABE & NORTHERN RAILWAY- Effective January 1, 1911. ARTICLE I. — Engineers and Firemen longest in the Company's service with equal qualifications shall have preference to employment or runs as Engineers or Firemen. The rights to regular engines and runs shall be governed by seniority unless otherwise agreed upon between the Superintendent of Motive Power and the Committees. ARTICLE IX. Section 1. — At northern terminals in yard service, the oldest Enginemen will be given opportunity to work full time, ex- cept in the case of Sunday work, the same shall be alternated in the service to which the men are assigned. Enginemen to be given seniority rights to runs. ARTICLE XVII. — When a regular man's engine is held for re- pairs, he shall be furnished in his turn with another engine of the same class, if available, should he so desire. In Hill ore service at Proctor, the youngest Engineer will lose the time when full number of Crews are not used. ARTICLE XVIII. — After two seasons' work for promoted or hired Engineers, and after passing any special examination required, an Engineer shall be allowed to handle any run in the service, pro- vided he is, in the opinion of the Superintendent of Motive Power and Engineers' Committee, fully competent to handle safely such run. ARTICLE XIX. Section 2. — Positions for Engine crews in ore dock service will be bulletined April 1 of each year, and these positions will revert to the oldest Enginemen making application for same, and they will hold these positions during the entire ore season. ARTICLE XXII. — In case regular men are required to run specials over foreign lines, they shall receive not less than what they would have made in their regular turn. The oldest available man at the time the run is marked up shall be called. In cases where two Crews are called for special service, in order to meet the Sixteen Hour law requirement both Crews, will receive full mileage and delay time made during the trip. Section 1. — Where a number of engines are assigned to certain service, the Enginemen shall run first in first out, except where engines are assigned to time card runs, and in that case they shall run as assigned. Section 4. — Enginemen assigned to day and night sorting jobs and night switch engine in Proctor yard shall hold these jobs from May 1 567 until November 15, except in cases of a depression in business; after five (5) days older men may take these runs until there is an increase in business when these runs will revert to the former crews. These runs will be bulletined: Consolidated Engine Hill rate will apply for this service from May 1 to November 15 only. DULUTH & NORTHERN MINNESOTA RAILWAY Effective October 1, 1911. ARTICLE XV. — Engineers assigned to regular engines will have the right to follow their engines except when tied up for rest. In the event of an engine being used while Engineer is tied up for rest, He will have the privilege of using another engine when rest is up. ARTICLE XVII. — Engineers shall hold rights according to seniority. The rights to engines and runs to be governed by seniority. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY MINERAL RANGE RAILROAD Effective December 24, 1910. ARTICLE XV. — The oldest Engineer will have the preference of runs in either passenger, freight or switch service, ability to govern. Engineers assigned to passenger service shall at all times be en- titled to go out of terminals on their runs, but will not be called for freight runs except in case of emergency. ELGIN, JOLIET & EASTERN RAILWAY Effective December .24, 1910. ARTICLE X. — Yard Engineers shall be assigned to regular runs in yard service day and night according to seniority. Road Engineers shall be assigned to regular runs or engines according to seniority. ARTICLE XI. — When a regular run becomes permanently va- cant, or new assigned runs are put on, same will be advertised for a period of 10 days for road engines and five days for switch engines to allow the oldest engineer, in point of service, to apply for places, and provided he qualifies within 15 days, assignment will be made accordingly. Engineers who are away on leave of absence or on account of sickness at the time runs or vacancies are advertised and have no knowledge of such advertisements, will be permitted, if they so desire, to make application for the runs or vacancies as advertised, provided they do so within three days after returning to work. ARTICLE XVI. — Extra Engineers to run first in first out on extra list; Chain Gang Engineers to run first in first out, except when engine is held in for necessary repairs, it being understood that engine will be repaired as soon as possible. When a regular Engineers' engine goes into back shop, he shall be furnished an engine. ARTICLE XIX. — Choice between ten-wheel and consolidated engines and Class A, B and C, and so on, to be allowed by seniority. ARTICLE XXII. — When a run has been established in yard service five (5) days or in road service ten (10) days, it shall be bul- letined. 568 ARTICLE XXIX. — System rights to govern the employees of the Elgin, Joliet & Eastern Railway Company, and seniority to prevail in all cases. ARTICLE XXX. — Road crews will be assigned to runs outside of yard limits. This Article not to be considered as applying to runs on which switch crews are now used, nor where an occasional trip is made outside of yard limits. EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1910. ARTICLE IV. — When necessary for helper engine to go to a, division terminal for repairs, the road engine run by the youngest regular Engineer on the division will be given to the assigned Helper Engineer and run by him until the regular engine returns. When youngest man's engine is not available for change-off, the first avail- able engine will be taken, which engine will be relieved by youngest man's engine as soon as possible. In such cases, another engine will be furnished the change-off Engineer, if available, otherwise he will be allowed to go on the extra board until engine goes into service. ARTICLE XVII. — On the respective districts or divisions on which they are employed, rights of Engineers to preference of runs and class of engines in both freight and passenger service will be gov- erned by seniority in service as Engineers ; this includes Switch Engi- neers. ARTICLE XIX. — Engineers on assigned runs will at all times be entitled to go out on their runs on engines used. (A). — All Engineers with regular engines not on assigned runs will be run first in first out of terminals on their respective districts or divisions, provided engine can be gotten ready to go out in its turn. Nothing in this Article will be construed to prevent running En- gineers from one district to another as emergency may demand. ARTICLE XX. — It is understood that after being off, when an Engineer reports for duty, if on an assigned run, he will be sent out in his turn, and if in first in first out service, in the turn of the engine to which he is assigned. ARTICLE XXI. — When an engine goes in shop for heavy re- pairs, the Engineer who has been regularly assigned to such engine will have the preference of going on the extra list, and waiting until his engine comes out, or displacing the youngest Engineer on the class of engine to which he is eligible. Engines held in the shop for seven days or over will be considered in for heavy repairs. ARTICLE XXVIII.— All runs will be bulletined for 10 days as soon as created or becoming vacant, and bulletin notice will be sent to each terminal or junction point as soon as possible. The date of posting will be entered on bulletin by party posting ; such entry to be the date of bulletin. Copy of bulletin will be furnished all Engineers not having access to bulletins, for which they will acknowledge receipt. An Engineer having lost his run through no fault or action of his 569 own must make claim for run he is entitled to within 10 days from the date he was displaced. An Engineer who, by reason of his seniority, is entitled to a run, and does not make claim for said run when it is opened and bul- letined, forfeits all rights to that run until it is again open. All runs will be considered open and will be re-bulletined when any of the following changes occur. Class rate of pay, lay-over, home terminal, location of terminal, day to night run, night to day run, mixed run changed to solid freight run, change in distance of run 15 miles or more, and when scheduled speed of passenger run is changed from 33 miles or less per hour to exceed a speed of 33 miles per hour. Note: A daylight run will be considered between the hours of 6 a. m. and 6 p. m. ; night runs between the hours of 6 p. m. and 6 a. m. When a run covers a portion of both periods, the predominat- ing hours will govern as to whether day or night runs. ARTICLE XXX. — ^An Engineer with seniority rights on any division accepting an official position in the service of the Company, or being exclusively employed by the B. of L. E. on the lines of this Com- pany retains in either case his seniority rights. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. ARTICLE XXXIV. — All permanent vacant runs or new runs will be bulletined for a period of five days as soon as made vacant or estalblished. An Engineer deprived of his regular run for any cause shall by application to the Master Mechanic take a run within five days if entitled to one or remain on the extra board list until another run of his choice is open. The bulletins to all runs shall be closed at 3 p. m. on the fifth day. Engineers absent during the bulletin period will be allowed five days after returning to duty to bid thereon. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE XVI. — Engineers in preferred service, both freight and passenger, or men on regular engines or runs, will not be required to run switch engines, after another Engineer can be obtained. ARTICLE XVII. — All engines and engine crews shall be run first in and first out in the same class of service on their respective divisions, the crews of engines run around shall be allowed one-half day, and if not called on duty within ten hours, one day shall be allowed, except when engines are held for repairs or on account of crews claiming rest. ARTICLE XIX. — Rights to engines and runs on entire system will be governed by seniority. When an engine in passenger service is disabled and it is necessary to replace same by another engine, the Passenger Engineer will hold the run and will take the available engine. When an extra man is on an engine, until displaced, he will have the same rights, privileges and immunities as a regular man. 570 ARTICLE XX. — There shall be no distinction or preference shown between Engineers. All engines and runs, whether regular or extra, shall be governed by seniority. ARTICLE XXI. — Switch engines will be bulletined to Engineers and when accepted they shall remain on them for a period of not less than one year, unless displaced by becoming entitled to a regular road engine, or reduction of force. In event none of the Engineers bid for the switch engine vacancy, the youngest extra Engineer will be com- pelled to go on the engine for a period of not less than six months, subject to above conditions. When the youngest regular Road En- gineer loses his engine through no fault of his own, he will have the preference to switch engine or work entitled to on extra board on his district. This does not apply to permanent or disabled Engineers. No Engineer shall be assigned to passenger run, after one year continuously in switch engine service, until he has worked in road service three months subsequent to said switching service and prior to such assign- ment to passenger service. No Engineer will be placed as a permanent Switch Engineer with- out consent of the Management and the General Committee of Adjust- ment of the B. of L. E. In case of extra Engineers being called to run switch engines, they will be taken from the foot of the extra list and remain on the switch engine until displaced by regular assigned Switch Engineer. ARTICLE XXXI. — All new runs, or runs having become vacant, shall be bulletined for seven days, and bulletin notice will be sent to each terminal or junction point. The date of posting shall be entered by party posting. Such entry to be date of bulletin. A copy of bulletin shall be furnished all Engineers not having access to bulletin, for which they will acknowledge receipt. An Engineer having lost his engine or run, through no fault or action of his own, must make claim for another engine or run to which he is entitled, within 10 days from date he was displaced, and be placed at once ; slide valve engines in freight service considered preferred. An Engineer who by reason of his seniority is entitled to a run, and does not make claim for said run when it is opened or bulletined, forfeits all rights to that run until it is again open, unless Engineer can show that he did not have access to bulletin. ARTICLE XXXIV. — An Engineer with seniority rights on any division, accepting an official position in the service of the Compainy, or being exclusively employed by the Brotherhood of Locomotive Engineers on the lines of this Company, retains in either case his seniority rights. ARTICLE XXXVIII. — After engines and runs will have been bulletined, the assignment of Engineers to engines and runs shall be made immediately after expiration of the bulletin. ARTICLE XXXIX.— When Engineers lose their engines by being assigned to other service or runs. Engineers will be entitled at once to the youngest man's engine in the same class of service to which he has been or may be assigned. ARTICLE XLVII. — An Engineer refusing a run vacant or open 571 to his . choice by reason of his seniority rights, forfeits thereby no seniority rights, but can not thereafter claim the run refused, except of its being again vacant, or in case he is thereafter deprived through no fault of his own of a run which he holds. Application for such vacancies must be made and then assigned within 10 days. In event there is more work than can be done by regularly assigned extra pas- senger men to preferred runs, the oldest freight men shall be called to do such work. ARTICLE XLVIII. — When an engine goes into the shop for repairs requiring five days or more, the Engineer will be furnished with an engine in the same class of service, unless it is his desire to wait for the engine, and if it is his desire he shall be privileged to go on extra board. ARTICLE XLIX. — Engineers assigned to regular engines or runs shall not be required for other engines or runs than those to which they are assigned, after other Engineers can be obtained. ARTICLE LV. — In case road Engineers are disabled from road service, they shall have preference to switch engines. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 191L ARTICLE VIII. Section 10. — Engineers who are available for service and who are run around at any district or subdistrict terminal by other Engineers in like service, through no fault of their own, will be allowed 50 miles and stand first out ; if not called for service within the limit of 10 hours, 100 miles will be allowed and stand last out. In all cases where Engineers are held from service through no fault of their own, dates shall change at hour held from service, and time lost on such account shall be counted accordingly. ARTICLE XIII. Section 2. — When an Engineer is called for a certain run, and from any cause another run in the same service in which said Engineer is assigned is ordered and will leave ahead of the run for which the first Engineer is called, roundhouse Foreman shall change Engineers to their proper turn out; provided, neither engine has been placed on the train or taken an unreasonable distance from the roundhouse and men can be notified without delay of train. Section 4. — When Engineers are called to deadhead in road service they will be called in regular turn, first in and first out, but in case two or more Engineers in like service are called for the same train, the last out will run the engine and they will register at terminal point of trip as per turn out of initial point. Section 5. — All regular Engineers will be assigned to divisions and will be run first in and first out on their respective divisions, and runs assigned from all points where there is an engine house and foreman or hostlers, except relay terminals where Engineers are assigned to run over two or more divisions. In such cases. Engineers will be run first in 572 and first out, in the direction headed until it becomes necessary to turn men, and men will then turn first in and first out, but will not be turned from home terminal more than once if other men are available that have not been turned. ARTICLE XX. — When a relief engine is sent to take the place of a disabled engine in passenger service, the passenger train Engineer will be entitled to take relief engine and complete his trip. ARTICLE XXIX. — Engineers found on roads acquired or leased and thereafter operated by these Companies as a part of any district, shall lose thereby no seniority rights to runs on the district or part of district thus added, and will take seniority rights on the entire district thus formed in accordance with seniority rights in service as an En- gineer. When it becomes necessary to readjust the service of the merged roads on account of runs extending over other districts or a part thereof such runs shall be assigned as provided for in Section 5 of this Article. Should this rule be impracticable on account of insufficient mileage in roads merged. Engineers found employed thereon will take seniority rights on the entire district to which added in accordance with senior- ity date in service as an Engineer on absorbed road. Section 5. — When established runs are so changed as to cause Engineers to run over more than one district or part thereof, vacancies or open runs thereon shall be filled in such service from each district in proportion to the mileage of each district over which the runs extend. Section 6. — Rights of Engineers to road service shall be gov- erned by seniority in service as Road Engineers. Section 7. — Rights of Engineers to preference of yard service shall be governed by seniority in the service of the Company as Engi- neers. Note: It is understood under Sections 6 and 7 of this Article that hereafter if, for any reason, the senior eligible man is not available and a junior qualified man is promoted and used in actual service out of his turn, whatever standing the junior man so used estabUshes on the Engineers' seniority list shall go to the credit of the senior eligible man. When there is a surplus of Engineers for the business of the dis- trict, the oldest engineers in point of seniority shall have preference for employment as Engineers. Road Engineers taking positions in yard service from any cause forfeit thereby no road seniority rights. Section 8. — The Company will not assign any more Engineers to each district or run than is necessary to move the traffic with prompt- ness. When from any cause the mileage on any main line passenger run falls below the general average, of the system, and sections of passenger trains, double-heading passenger trains, passenger specials are run, or passenger Engineers lay off, the remaining Engineers on the run will be allowed to do the work if they can handle it with certainty and without interfering with proper rest. Section 10. — All permanent vacant or open runs, including 573 yard engines, shall be bulletined for 10 days for seniority choice of all Engineers, provided the senior Engineer or Engineers of the dis- trict do not make application for said run or runs or yard engines prior to the 10 days' limit, but in case the senior Engineers make applica- tion for the runs, he or they shall at once be assigned and bulletin withdrawn. In case a run remains bulletined for 10 days and no application is made therefor, the junior Engineers of the district shall be assigned. Bulletin notice shall be sent to each terminal of the district as promptly as possible and the date of the bulletin shall be the date on which the bulletin is posted. When a Crew is added or a run becomes vacant in pooled freight service, the oldest Engineer on the extra list at point where run is put on or becomes vacant will be assigned during life of bulletin. This rule is not to interfere with the bulletining of runs as provided for in this section. An Engineer refusing a run vacant or open to his choice by reason of his seniority rights, forfeits thereby no seniority rights, but cannot thereafter claim the run refused except in case of it being again vacant or in case he is thereafter deprived, through no fault of his own, of a run which he holds. Note. — When the mileage on a regularly established run is in- creased or decreased 300 miles per month, it will be considered a new run and bulletined as per this section. This not to apply to pooled serv- ice where the mileage is uncertain. Section 16. An Engineer losing his run by reason of it hav- ing been discontinued, or having been taken by an Engineer his senior, shall be entitled to take any run on the same seniority district held by an Engineer his junior in seniority, provided that where on the run he chooses there are several Engineers his junior and no distinct pref- erence of regular run or lay-over days, he shall displace only the junior of such Engineers; provided that the Company will be at no expense for deadheading or time lost on account of such changes. Section 17. — An Engineer with seniority rights on any district accepting an official position in the service of the Company or being exclusively employed by the Brotherhood of Locomotive Engineers, on the lines of these Companies, retains in either case his seniority rights, and on application as provided for in the preceding paragraph will have the privilege to displace any Engineer his junior. Section 18. — When Engineers on two districts desire to ex- change runs and district rights, they will be allowed to do so, pro- vided, with the approval of the proper officials, they secure a two- thirds majority vote of the Engineers on the district affected, taking the junior Engineer's rights in both cases. GRAND TRUNK PACIFIC RAILWAY Effective July 15, 1912. ARTICLE XXIII. — Senior Engineers will have precedence in promotion and runs, dependent upon their general good conduct, faith- ful discharge of duty, and ability to assume increased responsibility, 574 the Master Mechanic to be the judge. At change of timecard all Engineers may have the choice of runs out of their own station accord- ing to seniority. ARTICLE XXIV. — Any Engineer refusing a run to which he is assigned will forfeit his rights to that run to the man accepting it. ARTICLE XXV. — If an engine assigned to a regular run is taken off such run the Engineer assigned to such run will be furnished with another engine. ARTICLE XXVI. — When an engine in freight service is held in for repairs for over four days, the Engineer assigned to such engine will, if he so desires, be supplied with the junior man's engine in the same class of service until repairs are made, and junior man to take spare service. ARTICLE XXVIII. — Should an Engineer through sickness or injury become incapacitated for performing his work, he may be as- signed to such other service as he is capable of performing. ARTICLE XXXI. — Through freight locomotives and Engineers not assigned to preferred freight runs will be run first in first out on the district to which they belong, as far as practicable, in the service to which they are assigned. ARTICLE XXXVII. Section 2. — Engineers assigned to regular runs of one hundred (100) miles or more shall not be called for other than their regular runs except in case of emergency. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 27. — ^When Engineers are run around at their own request or for their own convenience, or when they cannot be found, they will not be paid for time lost. When not sent out in turn through no fault of their own, they will be paid 100 miles for being run around and will stand last out. RULE 41. — When new lines are built by the Great Northern Railway Company the work train service will be supplied by Engineers from the division which will afterwards be affected by the diversion of traffic ; and when lines constructed under contract are turned over to the Great Northern Railway Company for operation, the Local Chair- man from the division thus affected, and General Chairman in con- ference with officials, will determine an assignment of Engineers for the new territory. RULE 42. — Engineers on freight trains will, as far as practicable, run first in first out on their respective districts, except on districts where other arrangements are agreed upon by representatives of the Brotherhood of Locomotive Engineers and the Division Master Mechanic or Superintendent. On passenger trains. Engineers may run over one or more districts. RULE 43. — Engineers senior in service will have preference to runs on their respective divisions. Preference runs are understood to include passenger trains, mixed trains, way freight trains, regular freight trains on branch lines, work trains, snow service, regular trans- fer service and regular helper service. 575 A run affected by either a change of time from day to night, points of lay-over or by change of 400 or more miles per month, will be considered vacant. An Enginer holding such run may return to his former run unless a run has been created which is preference to his former run, provided claim for same is- made within 30 days after such run is established. RULE 45. — Engineers who have been three years in the Com- pany's service and who accept official positions in the Company's service, or who shall be employed by the Brotherhood of Locomotive Engineers witji the Company's approval, shall retain their rights on the Engineers' list. RULE 50. — In transferring Engineers from yard service to road service, the Engineer oldest in the Company's service will be entitled to promotion first. It is understood, however, that in promoting men the following considerations will govern: First. Fitness for position. Second. Previous record for faithful service. Third. Length of such service. RULE 5L — Yard Engineers will have seniority rights to such vacant positions as they consider preference in yard service. Road Engineers desiring to enter yard service may do so when there is an opening, but when business decreases to where it will affect yard Engineers who hold rights in yard previous to their entering, they will be returned to road service. This rule not to affect En- gineers who are physically or otherwise unable to perform road duties. (C).— ^he Master Mechanic may assign Engineers to switching service temporarily without loss of rank in road service where the serv- ice requires it, or where it is necessary on account of lack of business, or where the Engineer or members of his family may be ill, but such Engineers must return to road service when called on. (D). — When an Engineer is compelled to give up a run on ac- count of his physical condition, he may exercise his seniority and take another run, provided arrangements are agreed upon between repre- sentatives of the Brotherhood of Locomotive Engineers and Officers of the Company. RULE 52. — If a Fireman when promoted to position of Engineer is assigned to switching service and desires to retain his rights in road service, he must take his place in road service at the first opening or forfeit all rights thereto to the next man in order accepting it. Any Engineer declining road service shall do so in writing, and a record of this declination shall be made opposite his name on Engineers' list. RULE S3. — ^Rights of Engineers will be governed by their posi- tion on Engineers' list. The oldest man will have a choice of runs, but any Engineer declining a run to which he is entitled will forfeit his rights to that run to the Engineer accepting it and to him only. RULE 54. — Failure to apply for a vacant run in 30 days will be considered a declination of such run. It is understood that any man accepting a run after an older man has declined it, shall not hold such fun if it becomes his turn to be reduced to other service on account of reduction in force. Vacancies and new runs will be bulletined by Master Meclianic 576 or Roundhouse Foreman at district terminals where men are affected. RULE 66. — When regular switch engines and yard crews are used there shall be a switch Engineer and Fireman assigned. When road men are temporarily assigned to yard service, the youngest available man will be used. RULE 67. — Chain gang Engineers will be permitted to earn an equivalent of 3,000 miles per month. This rule will not operate to pre- vent Engineers from making more than 3,000 miles per month. RULE 68. — If new trains are put on between Duluth and Will- mar, or between Duluth and St. Paul by way of Fergus Falls Division, the rights of Engineers to such runs will be determined by track mileage of such trains. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE IV. (F). — It is understood that when there are any road Engineers on the extra board and it becomes necessary to call road Engineers for switching service, the first man on Engineers' extra board will be called and will serve until switch Engineer is available. If he should be relieved within three days he will stand first out on road extra board. If he holds the switch engine to which he is assigned for more than three days, then Article XXVI, Section B, will govern. ARTICLE VIII. (E).— Extra board Engineers will be placed at all home terminals. Extra Engineers may be placed at other points when necessary; it being understood that the youngest Engineer in point of seniority in that home terminal district will be selected unless older men claim the right to go. (F). — In the event of a shortage of extra Engineers at any home terminal at a time when there are more than are needed at other home terminals, the Mechanical Superintendent will ascertain if any extra Engineers desire to go to the terminal needing men. If not, he will then send the youngest Engineers from such terminal or terminals as in his judgment can best be spared, it being understood that they will be returned to their home terminals as soon as business will permit. The above arransrement shall remain in effect until January 1, 1913, after which the Mechanical Superintendent shall hire or promote such Engi- neers as are available, and whom he considers competent and eligible, at any home terminal before compelling extra Engineers from other home terminals to accept such service. The Mechanical Superintendent shall, however, have the privilege at anv time to offer temoorary employment to extra Engineers away from their home terminals, and such extra Engineers shall have the privilege of accepting the same without inter- fering with their seniority when they return to their respective home terminals. ARTICLE XIV. — Engines will be run first in first out on their respective districts, with the exception of those assigned to regular runs, or in case of full trains of stock or perishable freight, or some extraordinary emergency, when the Company shall have the right to call for anv engine. This is not to be construed in any way to conflict with Article XVI. It is understood and agreed that such portions of Articles XIV, 577 XV and XVI as apply to the regular assignment of engines will not be effective during such period as the Company may find it necessary to pool their engines over any districts of the road, but that when pooling ceases and engines are regularly assigned again, these Articles shall become effective and govern in every particular. Reasonable notice to be given to Engineers when going into the pool and 10 days' notice in advance of the time set for engines going out of the pool. This notice to be posted on the bulletin for Engineers by the Master Mechanic, and such notice will state the part of the road which is to be affected and the probably length of time. ARTICLE XV. — All Freight Engineers shall be assigned to home terminals and to regular engines out of their home stations according to seniority in road service; this to apply to all terminals on all divi- sions, it being understood that in case of sickness or other reasonable necessity. Engineers may change locations with each other upon the mutual consent of themselves and Division Master Mechanic, in such cases the parties exchanging location will retain their rights on seniority list. No extra Engineer shall be entitled to a regular engine on any district not running into his home station, and any extra Engineer refusing to take a regular engine when he becomes entitled to it, run- ning out of his home station, shall be placed at the bottom of the seniority list. ARTICLE XVI. — ^When regular Engineers with their engines are assigned to district, they are not to be run off their districts, except in case of wrecks, blockades or washouts and as provided below. In case the movement of traffic or other necessity requires it. En- gineers regardless of their age on the district are to run two ways out of Bellville Yard, Gainesville and Brownwood ; Engineers on first district Lampassas Branch, to run three ways out of Temple; Engi- neers on second district, Lampassas Branch, to run over Fort Worth & Rio Grande Railway when business demands it. Dallas Branch Engineers and the youngest available Engineers with their engines on fourth district to run three ways out of Cleburne only, being on the fourth district, Dallas Branch and Weatherford Branch; it being understood that when they are run off their district under the provi- sions of this Article they are not to be run farther than the first ter- minal in either direction, beyond their home district, and on their arrival there they shall stand first out for return to their own district if they so desire, and they are not to be again used for a trip off their own district until after a round trip has been made on their home dis- trict, and if engine is used for second trip off district, Engineer will be paid for all time lost by engine being run off district. Under the provisions of this Article Engineers may be run one freight district beyond their home district on any foreign line or on any portion of the Gulf, Colorado & Santa Fe Railway. In case of necessity, Southern Division Crews arriving at Fort Worth over foreign lines may be run to Temple over main line, or when Galveston Division Crews are run to Beaumont Division over foreign lines with train for Beaumont Division may be run to Bellville Yard via Beau- mont Division and Somerville. 578 The above is not to be construed to give division officers the authority to use engine off their district indiscriminately, and when- ever engines are run off their district under the provisions of this Article a proper necessity must exist for doing so. The Division Mas- ter Mechanic must not allow engines to be run off their districts with- out personal request from Superintendent of the division, who will be held accountable for so doing. ARTICLE XVII. — ^There shall be no more regular Engineers with their engines assigned to their respective districts than is necessary to move the traffic with promptness and certainty, and a minimum of twenty-six hundred miles per month to govern. The purpose of the Company is not to assign any more extra En- gineers than are necessary to move the traffic with promptness and dispatch. ARTICLE XXII. — ^When a work train is discontinued for a period of seven days or less, the Engineer may, if he so desires, go on the extra board and take his run back when again put on. In case the work train is discontinued for a longer period than seven days he may select a work train run by the youngest man if his seniority per- mits, and have choice of Sunday lay-over. If he gives up the work train of his own volition, he shall take a vacant engine or the youngest man's engine. If he is displaced by a senior man, he will have a right to an3rthing to which his seniority entitles him. (b) When an engine goes in the shop for repairs the Engineer shall be furnished another engine out of his home terminal on his regular assigned district, according to seniority, but will have the privilege of going on the extra board, if he so desires, and may take his own engine back when ready for service regardless of whether he takes another engine or not, if put on the same district and service. This not to apply in cases where repairs can be done in three days when another engine will not be furnished, but Engineer can go on extra board if he so desires. This does not apply to preferred service then regular Engineers will stay on their runs. The only exception to the above specified time will be by mutual agreement between the men affected and the Master Mechanic or his representative. (c) The engine used under conditions outlined in paragraph (b) of this Article will be selected, first, from those available and suitable at the terminal affected. It is understood that the class and condition of power, and service in which it is to be engaged, shall be taken into consideration, and that the Mechanical Department representatives shall be the ones to decide as to the condition and proper class to be used. Unless the assigned engine so taken is from the youngest man on the district affected, the Engineer whose engine is taken may go on the extra board until he can get the engine he is entitled to by seniority, or may wait for the youngest man's engine at the terminal, as he may elect. The object of this arrangement is to relieve the youngest runner who must go on the extra board. If an unassigned engine is available and is suitable for the service, it will be given to preferred man whose engine is taken in for a period of less than three days, in which case engines will not be doubled. If engine is taken from regular man, to relieve engine going to shop, or for other rea- 579 sons, an engine shall be given in its place as provided in first part of this paragraph (c), excepting that if the man thus relieved desires to go on extra board he shall take his place on same. (d) An Engineer in any class of service will remain wjth his disabled engine until its return to the initial terminal. This not to apply to short branches or at outlying points where engines do not get to shops, in which case Section c, this Article, to govern. ARTICLE XXV. — Mixed, local freight or work trains, or any other trains to which regular Engineers are assigned (except passen- ger) shall be known as preferred runs and be governed by seniority in road service, with home terminal rights to govern. Passenger serv- ice will be governed by seniority rights in road service with system rights to govern, and no Engineer having regular run or engine will have a right to claim any other regular run or engine unless it be- comes vacant or a new run or additional engine is put on. Engineers in all preferred service will be entitled to go out on their runs with whatever engine is put on the run out of their termi- nals, except as before provided. When the class of service is changed or mileage made on a run increased or decreased, and the pay thereby increased or decreased by either or both to the amount of $20.00 per month or more, or a change of terminals where men live when they take the run, the same will be considered a new run. An Engineer taking a run in preferred service or engine in chain- gang service by right of seniority must select the engine run by the youngest man in similar service and will haye choice of Sunday lay- over when his seniority entitles him to it. In case of an epidemic or of serious washouts or any other such cause requiring the Company to annul their regular trains, thereby affecting the Engineers holding preferred runs by reason of their seniority, after 10 days such Engineers, if they so desire, shall have the privilege of taking other preferred runs which they may be entitled to by seniority, but they must again return to their regularly assigned runs when the runs are resumed. (c) In case it becomes necessary to change the class of power by reason of applying lighter, heavier or more appropriate engines to certain runs in groups, still not changing the mileage, class of service or runs, excepting assigning the men to separate runs instead of on the group of runs affected, it shall be understood that the men as- signed to the particular runs shall retain them, the senior Engineers having the choice of same. If additional Engineers on these runs re- quired are by reason of the changes referred to, they shall be applied for in the usual way. ARTICLE XXVI. — In case an Engineer is disabled by serious sickness or injuries and his attending physician has reason to believe he will not be able for work for 60 days or more, his run or engine shall be posted as vacant until he is able to resume his former position and the several Engineers changed by virtue of this Article are to revert back to their former runs or engines. ARTICLE XXX. — New or vacant preferred runs will be posted as vacant in bulletin book or on bulletin board to be kept at each 580 terminal roundhouse, for territory affected, for the information of Engineers, and after being posted for seven days for passenger and four days for all other service, vacancy will be filled by the senior Engineer making application in writing for same. Engineers shall ^ot be permitted to again apply for runs which have just been vacated by them. It is understood that senior Engineers who have not had oppor- tunity to know that such runs are vacant will be given preference if they make application within seven days from time they shall have been informed. Vacant freight engines will be posted as vacant in bulletin book or on bulletin board at roundhouse at each end of district upon which vacancy occurs for four days, and vacancy will be filled by the senior Engineer making application in writing for same. Engineers shall not be permitted to again apply for engines which have just been vacated by them. It is understood that senior Engineers who have not had oppor- tunity to know that such runs are vacant will be given preference if they make application within four days from time they shall have been informed. ARTICLE XXXII. — Engineers accepting permanent position as switch Engineers will waive all rights to road seniority, incapacitated Engineers excepted. The Company reserves the right to fill fifty per cent of such positions from the ranks of road Engineers. The purpose of this is that the Company may take care of such of its Engineers and Firemen as may become incapacitated for further road service, but are able to render efficient service on switch engines or as hostlers, it being the understanding that incapacitated Engineers are eligible for either the position of switch Engineer or hostler, and incapacitated Firemen for that of hostler only. Seniority shall govern in adding to or reducing the force of switch Engineers or hostlers, incapacitated men to have preference and are not to be displaced by senior men not incapacitated. In case an in- capacitated man becomes able, and elects to return to road service, he shall be given his former rank when a vacancy occurs. Vacancies in switch engine and hostler positions must be posted in bulletin book or on bulletin board at each terminal roundhouse for the information of Engineers, and after being posted for four days, vacancy will be filled as per Article 30, division rights to govern. It is understood that Engineers who do not make application within four days will have no right to obtain the run, except that any Engineers who have not had an opportunity will be given four days to decide after being informed of the vacancy. In case the Company is unable to fill vacancies on switch engines as provided for above, the Company may employ Engineers to fill them. The Mechanical Superintendent, when the conditions justify it, may create at any terminal or terminals the position of extra switch Engineer or Engineers, who will have preference to all extra switch engine work on such territory as inay be covered by bulletin, same to be posted as per Article XXX. When the positions of extra switch Engineers are abolished, which may be done whenever the Mechanical Superintendent 581 deems it expedient, the men will be provided for as per next para- graph of this Article. There shall be no more switch. Engineers assigned to their re- spective stations than necessary to properly man the engines. Should the switch Engineers feel themselves aggrieved by the assignment of too many switch Engineers at their respective stations, they shall make their complaint in writing to the Mechanical Superintendent, through the Division Master Mechanic, who will equalize the switch Engineer's board should the circumstances warrant, transferring them to other points on that division, if there is a vacancy. If sufficient reductions cannot be made in this manner, he will make necessary reductions by allowing the youngest promoted men to return to such service as em- ployed in prior to their promotion ; it being understood that when pro- moted Engineers have been in switch service for more than one year they are not then to receive the benefits of this Article as promoted En- gineers, but will then be treated on the same basis as hired switch Engineers. If further reduction of the extra board is necessary, it will require application signed by not less than fifty per cent (50%) of the men affected, in which case the Mechanical Superintendent will reduce the board by taking off the youngest hired switch Engineers. (This to apply only to point affected.) In case of a reduction whereby the promoted men are set back or the hired men cut off, they shall hold their seniority in switch service, provided, however, that they shall return to switch service when again called upon. See ruling of October 15, 1908, on page 62. HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. ARTICLE VI. — Any Engineer will respond to the call to run a switch engine in case of extreme emergency, but he must take at least eight hours' rest before again going on duty. ARTICLE VIII. — Rights of Engineers in preference to runs shall be governed by seniority with the Company as Engineer. AH permanent, vacant or open runs shall be bulletined for 10 days, provided the senior Engineer or Engineej-s do not make appli- cation for said run or runs prior to the 10-day limit. But in case the senior Engineer makes application for the run he shall at once be assigned and the bulletin withdrawn. In case the run remains bulle- tined for 10 days and no application is made therefor the junior En- gineer of the road shall be assigned. An Engineer refusing a run vacant or open to his choice by reason of his seniority rights, forfeits thereby no seniority rights, but cannot thereafter claim the run refused, except in case of it again being open or vacant, or in case he is thereafter deprived, through no fault of his own, of the run he holds. When a regular engine is taken out of service for any cause for a period of seven days or more. Engineer may go on the extra board at home terminal until his regular engine returns for service, and may claim it as his regular engine again, or he may have the privilege of 582 taking the junior Engineer's engine after seven days; but if he dis- places the junior Engineer of the regular engine, he cannot thereafter claim another engine unless the engine he now holds is taken out of service or assigned to another district. This does not apply in cases where repairs can be made in seven days or less, when another engine will not be furnished, but Engineer can go on extra board if he so desires. On preferred runs Engineers will stay on their runs regardless of engine furnished. In case engines on regular assigned runs fail, the Engineer shall have the privilege of taking the engine furnished, either at or between terminals. This applies to passenger and mixed trains only. When a depression in business requires a reduction in the num- ber of Engineers, this to be decided by the Engineers' Committee and Superintendent of Motive Power ; they shall be allowed to take switch engines, regardless of whether they are promoted or hired. Engineers thus relieved or displaced will thereby forfeit no seniority rights, and will keep their committee posted as to their whereabouts, and when notified will respond at once. This not to apply to Switch Engineers who are not eligible to road service. Engineers promoted from Fire- men shall be set back to firing, but will hold rights as Engineer, and seniority shall date from the date of his promotion, and also he shall be called first to resume his position as an Engineer before another Engineer is hired or promoted. This is only to apply to men pro- moted or hired from February 1, 1907. Should the Houston East & West Texas Railway and the Houston & Shreveport Railroad be absorbed by another railroad com- pany, the Engineers on the H. E. & W. T. Ry. and the H. & S. R. R. shall retain their seniority rights on the H. E. & W. T. Ry. and the H. & S. R. R. as theretofore. Should it become necessary to readjust the service of the merged roads, the engines and runs shall be manned by the Engineers of the respective roads, in proportion, as near as practicable, to the mileage run on the territory of each road. When an Engineer is promoted from freight to passenger service and is afterwards deprived of his run and has to return to freight service, he will be placed back in the service and on the division from which he was promoted. When a preferred run is changed making a difference of 20 miles or more a day, it shall be considered a new run and bulletined. Section B. — When men are assigned to regular runs, such runs shall be considered as preferred runs. Section J. — Engineers who are available for service and who are run around at any terminal by another Engineer in same service, through no fault of their own, will be allowed SO miles and stand first out. If not called for service within ten hours after being run around, 100 miles will be allowed and stand last out. ARTICLE XIII. — Engineers shall be run first in first out of their respective terminals, except at relay stations. In such cases Engineers will run first in first out in the direction headed, until it becomes necessary to turn men, and men will turn first in first out, but will not be turned from home terminal more than once when 583 other men are available that have not been turned. All other condi- tions being equal, the Engineer that has been out of Houston longest shall have preference. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. ARTICLE I. Section F. — When a regular engine is taken out of service from any cause for a period of seven days or more, Engineer may go on the extra board at home terminal until his regular engine returns for service, and may claim it as his regular engine again, or he may have the privilege of taking the junior Engineer's engine for a regular engine after seven days, but if he displaced the junior Engineer of the regular engine, he cannot thereafter claim another engine unless the engine he now holds is taken out of service or assigned to another district. This does not apply in cases where repairs can be made in seven days or less, when another engine will not be furnished, but En- gineer can go on extra board, if he so desires. ARTICLE IX. Section F. — Engineers who are available for serv- ice and who are run around at any terminal by another Engineer in same service through no fault of their own will be allowed 50 miles and stand first out. If not called for service within limit of ten hours after being run around, 100 miles will be allowed and stand last out. ARTICLE X.— The seniority list of April 29, 1902, shall remain in full force as published. Seniority standing of locomotive Engineers shall govern at all times. An Engineer refusing a run vacant or open to his choice by reason of his seniority rights forfeits thereby no seniority rights, but cannot thereafter claim the run refused, except in case of it again being open or vacant, or in case he is thereafter deprived, through no fault of his own, of the run he holds. On preferred runs Engineers will stay on their runs regardless of engine furnished. In case engine on regular assigned run fails, Engineer shall have the privilege of taking engine furnished, either at or between terminals. This applies to passenger, local and mixed trains only. All permanent, vacant or open runs, including switch engines, shall be bulletined for 10 days, provided the senior Engineer or En- gineers do not make application for said run or runs prior to the 10-day limit. In case the senior Engineer makes application for the run he shall at once be assigned and the bulletin withdrawn. In case the run remains bulletined for 10 days and no application is made therefor, the junior Engineer of the road shall be assigned. An Engineer bidding in a run under this Section must be as- signed at once and cannot give up such run voluntarily for a period of 60 days, unless before that time he shall become entitled to some other run. Any Road Engineer who bids in a switch engine under this clause and retains same as long as 12 months before going back into road service, should he elect to do so, shall stand and successfully 584 pass a thorough examination on rules, regulations, timecards, etc. It is understood, however, that Engineers at present employed on switch engines are not to be displaced, except as permanent vacancies occur. When a depression in business requires a reduction in the num- ber of Engineers, this is to be decided by Engineers' Committee and Superintendent of Motive Power. They shall be allowed to take switch engines, regardless of whether they are promoted or hired. Engineers thus relieved or displaced will thereby forfeit no seniority rights, and will keep their committee posted as to their whereabouts and when notified will respond at once. Engineers promoted from Firemen shall be set back to firing but will hold rights as Engineer, and seniority shall date from date of promotion, and he shall be called first to resume his position as an Engineer before another Engineer is hired or promoted. This is to apply only to men promoted and hired from November 1, 1905. When an Engineer is promoted to preferred service and if after- wards deprived of his run and has to return to freight service, he will be placed back in service on the district from which he was promoted. When a preferred run is changed to make a difference of 20 miles or more a day, it shall be considered a new run and bulletined. Regular Engineers will be assigned to all local freight runs. ARTICLE X. Section I. — Engineers on the extra list when called upon to run switch engines will respond; the senior Engineer will have preference if he wants it for regular, or he can have his preference to the extra list. But the junior Engineer will be required to take the switch engine, if same is refused by senior Engineer ; any Engineer, if called upon, will be required to run a switch engine until relieved. ARTICLE XI. — All regular Engineers will be assigned to di- visions and will be run first in and first out on their respective divis- ions, except in case of emergency, and when run on foreign divisions will be returned home as soon as possible. This is not to be interpreted as giving Engineers division rights, as they will be expected to go to foreign divisions when necessary. Engineers will be allowed as much of their lay-over as possible at terminals where shops are located, or where the majority of men on the run reside, when it can be done without detriment to the service or expense to the Company. When Engineers are required to go on foreign divisions they will stand first out when rest is up and returned to their home division. This not to displace Engineers assigned to regular runs. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE VIII. (D). — Engineers that ar,e available and not called in their turn will be paid 50 miles and stand first out. ARTICLE XXXIII. — Engineers in regular chain-gang service will be run first in first out, but the right is reserved to depart from this rule when the interests of the Company require it. Engineers assigned to extra board will be run first in first out. However, when it is known that there are as many vacancies to fill in road service as there are Engineers on the extra board, such extra 585 Engineers will be held for the road vacancies in preference to being used for switching vacancies, and reserve men will be used therein. This Section not to apply at Chicago. Engineers shall hold rights on their respective seniority terri- tories and have preference of work, irrespective of engines transferred from other districts. (E). — Engines will be assigned to run as the interests of the Company require. (F). — Engineers on regular runs will go on their runs regardless of engines furnished. (G). — Engineers on assigned runs laying over at terminals await- ing or protecting their regular runs will not be required to go on other runs, except in cases of emergency, and if their services be so needed they will be notified sufficiently in advance of the time of departure to enable them to obtain proper rest. (H). — Should an Engineer in regular service be used for service on his layover day when an extra Engineer is available, the extra En- gineer will be entitled to a trip, except as further provided in Sections I and J. (I). — Engineers in passenger service on runs paying not to exceed $150.00 per month of thirty days will be permitted to work for one another to the extent of three round trips per month, or to make three additional trips, if vacancies occur on the runs to which they are assigned. (J). — Where passenger runs pay more than $150.00 and less than $168.00 per month of thirty days, the Engineers may work for one an- other to the extent of three round trips per month. Any such changes inust be completed within a period of thirty days, otherwise Section H of this Article will govern. (K). — Engineers eligible to fill short temporary vacancies (less than thirty days) in passenger service may waive claim to such work by filing with the Master Mechanic or General Foreman in charge a writ- ten notice of such desire, said waiver to remain in effect until recalled in writing, and covers all character of passenger runs. ARTICLE XXXIV. — ^The preferment of Engineers in the service will be governed by seniority, merit and ability being equal. The Engineer longest in the service will have the preference. ARTICLE XXXV. — ^When new runs are created or vacancies occur in assigned service Master Mechanics shall so notify all Engi- neers concerned by posting a bulletin, and assignment cannot be made through other method. An Engineer vacating a run will have the right to apply for that particular vacancy. ' An Engineer not applying for a run he is entitled to shall lose his rights to same until it is again vacant or he loses the run he had at the time he refused said run. An Engineer absent by reason of sickness, suspension or leave of absence if entitled to a bulletined run, may apply and take it on return. An Engineer losing an assigned run must, within 30 days there- after, make application for such other run as he prefers and is entitled to, or revert to chain-gang or other unassigned service, pending further vacancies. 586 Note: A run changed from daily to daily except Sunday, dr vice versa a change of 10 or more actual miles added to or taken from a run, or the change of a terminal; a change at home terminal of three and one-half hours or more in the schedule lay-over period, or a change of one hour or more in the listing time of a yard engine, or a change from regular to irregular runs, will permit Engineers who are assigned to such runs to vacate them for other runs that they may be entitled to, as well as to open such changed runs for assign- ment by regular application. Regular yard engines are those going on between 6 and 8 o'clock. Others are irregular. Also notice that a run has been discontinued, or in five days after a run is abolished if not notified, the Engineer to be given such work as he may be entitled to during this period. ARTICLE XXXVI. — Engineers holding road rights will not be permitted to remain in switching service for a longer period than thirty days after becoming entitled to a regular turn on the road without per- manent relinquishment of road rights. (Chicago, Freeport, Amboy and Indianapolis districts excepted.) However, upon request of the local Committee of Engineers, the Master Mechanic or Superintendent may, in cases of ill health or to avoid temporary change of location, grant to Engineers making written application permission to remain on or take switch engines temporarily, provided it does not operate to displace an Engineer with "switching rights only." INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, IPU. ARTICLE VII. Section B. — Switch or pusher Engineers or host- lers shall not be allowed to hold seniority rights to main line service. Engineers giving up switch engine or pusher service or hostling and entering main line service will rank as junior Engineers and their seniority rights to main line service will date from the time they enter main line service last time. Engineers on brarich lines will hold main line rights. Engineers holding main or branch line runs at present not to be molested. Section C. — In case of vacancy in branch line service the same will be bulletined and the oldest Engineer making application for same will be assigned under conditions as outlined in Section B of this article. ARTICLE XXVII. — Engineers at all times shall be run on the principle first in first out. This does not apply to Engineers assigned to regular runs. ARTICLE XXVIII.— It is understood and agreed that the rights to regular engines or runs on their respective districts shall be gov- erned by seniority and capacity in regular road service. All permanent, vacant or open runs shall be bulletined for five days, provided the senior Engineer or Engineers of the division do not make application for the said run or runs prior to the five days' limit, but in case the senior Engineer makes application for the run he or they shall at once be assigned and the bulletin withdrawn. In case it remains bulletined for five days and no application is made therefor for five days the junior Engineer of the division shall be 587 assigned. An Engineer being absent on account of sickness, suspen- sion or leave of absence, if entitled to a bulletined run may claim and take it on his return. An Engineer refusing a run vacant and open to his choice by reason of his seniority rights forfeits thereby no seniority rights, but cannot thereafter claim the run refused, except in case of it being again bulletined, or in case he is thereafter deprived of a run which he holds through no fault of his own. When mileage of a preferred run is increased or decreased 300 miles or more per month, the time changed from day to night or night to day, or if time of lay-over away from home terminal is changed three hours or more, or if the lay-over point is changed, it will be declared vacant and bulletined. Should Engineers on assigned runs desire to give them up, they will be required to remain on said run until expiration of bulletin. Engineers on regular or preferred runs shall not be required to wait for engines entering shop for repairs, but will take their share of work on engines still on the run or any engine assigned to the run. Engineers on assigned runs will be allowed to remain with their runs between terminal points regardless of the engine placed on run. If necessary to be towed in^ Engineer in charge of disabled engine will be paid on a mileage basis for miles run and regular overtime rates paid for each hour Engineer remains with disabled engine. Engineers' assigned to regular freight engines in freight service will not be required to wait for engines entering shop for repairs or sent to another division, but he shall be placed on the junior Engi- neer's engine in the same class of service on the same division or where his seniority preference would place him without further delay, and if his regular engine is in the shop or if sent to another division for not more than 30 days, when coming out of the shop or returned to home division, he shall be required to again assume duty on his own engine. This Section not to apply to new engines which the Company may in future buy or where an engine comes out of the shop without a claimant. Where a through freight engine is used on preference runs or run off their home division, the Engineer assigned to said through freight engine will take his turn as on the principle of first in first out on the division he is assigned, regardless of the engine sent. An Engineer losing a trip through no fault of his own shall be paid for time lost. (This not to apply when occasioned by National or State rest laws.) In no case except that of extreme emergency or special trains shall a regular Engineer be required to leave his home division. Should the engines on any division be insufficient to handle the business, and should it be necessary to use the power from another part of the sys- tem, the Engineer shall not be required to follow their engines to such part of the system for more than one trip, and upon their return to their home division they shall be classed first out of their home term- inal regardless of engine sent. None of the provisions of the foregoing Sections relative to the .; 588 seniority rights of Engineers shall be held to make any change in the respective division seniority lists as already made out and officially acknowledged by both the Company and the Engineers. The Company will furnish semiannually to each B. of L. E. Divi- sion on the system a complete seniority list of Engineers upon request. KANSAS CITY, MEXICO & ORIENT RAILWAY KANSAS CITY, MEXICO & ORIENT RAILWAY COMPANY OF TEXAS Effective July 1, 1912. ARTICLE XX. — All regular Engineers will be assigned to divi- sions and will be run first in and first out on their respective divisions and runs assigned. Engineers assigned to extra list shall be run first in and first out of all division terminals where boards are located. Engineers who are available for service and who through no fault of their own are run around at any division terminal by other En- gineers in like service, will be allowed SO miles ; if not called for service within 10 hours they will be allowed 100 miles, and in either event will stand first out. ARTICLE XXIV. — When an engine becomes disabled on the road and it becomes necessary to change engines, Engineers will remain with the disabled engine, except in passenger service. ARTICLE XXVII. — ^When a vacancy occurs Engineers oldest in the service will be entitled to the run. If the senior Engineer does not accept, the next in seniority will be privileged to claim the vacancy or run. An Engineer refusing a run open to his choice by reason of his seniority cannot thereafter claim the run refused except upon its being again vacant, or in case he is thereafter deprived, through no fault of his own, of a run which he holds or which is affected by a change in timecard. All permanent vacancies or open runs, including yard engines, will be bulletined for a period of six days for seniority choice of all Engineers, provided that the senior Engineer of the district does not make application for said run or yard engine prior to the six-day limit. In case the senior Engineer makes application for the run he shall at once be assigrned and bulletin withdrawn. In case a run remains bul- letined for six days and no application is made therefor, the junior Engineer of the district shall be assigned. KANSAS CITY SOUTHERN RAILROAD Effective September 1, 1911. ARTICLE VIII. — ^Rights to preferred or regular runs will be governed by seniority in road or yard service, as the case may be. If Engineers accept promotion in yard service voluntarily they forfeit road rights. This does not apply to yard engines established at intermediate points between district terminals; such positions will be given to Engineer oldest in service making application for them. Passenger runs will be preferred, and Engineers assigned to these runs will be entitled to any engine the Company may assign to such runs out of terminals. Local and fast scheduled freight runs will be 589 regular. Regular Engineers will be assigned to these runs and remain on them unless it is necessary to use them on other runs on account of no other Engineers available. Engineers will be assigned to regular districts. District rights will be as follows: Switch Engineers Kansas City to Belt Junction (in- cluding Sugar Creek and Independence Branches) for switching, and Kansas City to Grandview for work train service. Road Engineers, Kansas City to Pittsburg; Pittsburg to Stilwell; Stilwell to DeQueen (including Fort Smith Branch and Arkansas Western Railway) ; DeQueen to Shreveport; Shreveport to Port Arthur (including Lake Charles Branch) . This will not prevent the Company from using En- gineers over other districts in case of emergency, but they will not be run off their district unnecessarily. All regular chain-gang freight Engineers will be run first in first out on their respective districts. When the engine handling the pile driver is vacated permanently, it shall be bulletined and assigned to the senior Engineer in service on that division bidding for same, and he will have the right to go any- where on the division. Should pile driver go to another division temporarily such En- gineer will not be changed. Should pile driver go to another division indefinitely or permanently, the engine shall be bulletined and the senior Engineer in service on that division bidding for the same will be assigned. When a vacancy occurs, the Engineer oldest in the service shall be entitled to the run; if he does not accept, the next Engineer in seniority will be called, and so on down the list until accepted. Such Engineer cannot be displaced by an Engineer older in the service unless he has been displaced from the run he had preferred. An Engineer displaced from a run which he has held for a year or more may take any run on his seniority district held by an Engineer younger in service. An Engineer displaced from a run which he has held for less than one year shall return to the run he held before taking the one from which he was displaced, providing his seniority entitled him to his old run and it has not been changed sufficiently to make a new run. Such Engineer may also take any new or vacated run to which his seniority entitles him. When a run extends over two districts, or one district and 20 miles or more of another, each district shall have its representation; in case of short runs lapping two seniority districts, each shall have its representation provided each has 20 per cent or more of the total mileage of the run, and if not the district having the greater mileage will man the run. The older Engineer in seniority will have preference in the lay-over. Positions in yard service in Kansas City will be laid out in runs so far as practicable, and regular Engineers shall be assigned to the runs in the different localities in the yard. The rights to such runs shall be governed by seniority in regular yard service. An Engineer accepting a regular run or block on any district establishes his seniority on that district, and cannot change to another 590 district without becoming the youngest man on the district to which he is changed. This will not prevent Engineers who have been set back to the extra board from taking their runs or blocks on other districts according to their seniority ; provided such other district is within their seniority territory. Any Engineer covered by this Agreement and having established his rights, entering the service of the Kansas City Southern Railway Company or the Brotherhood of Locomotive Engineers in an official capacity shall retain his rights on his district. Section 4. (B). — Engineers on the suspended list who have gone elsewhere will keep the Master Mechanic posted as to their address and they will be notified and will be returned to the service if they avail themselves of the opportunity within thirty days after such notification. Section 9. (A). — Engineers on regularly assigned runs which do not reach the established home terminals will be allowed to lay off and go to work at the destination of their run at which they reside. , (B). — At district terminals other than home terminals there will be a like number of chain gang engine and train crews maintained. When more engine crews accumulate than there are train crews, the additional Engineers will be deadheaded to home terminals under pay unless opportunity to equalize crews occurs within twenty-four hours from the time the extra crew obtains. KANSAS CITY TERMINAL RAILWAY Effective February 7, 1911. ARTICLE III. — The oldest Engineer in service will be given preference in runs in case of vacancy, dependent upon the faithful dis- charge of all duties, and capacity for increased responsibilities. ARTICLE XIV. — An Engineer will not be required to serve shop time, and will be furnished an engine on his regular run when neces- sary to stop his regular engine. ARTICLE XVII. — Engineers accepting official positions with the Company or employed by the Brotherhood of Locomotive Engineers with the approval of the Company will retain their rights on the En- gineers' seniority list. ARTICLE XXI. — ^When an engine is in service more than five days it will be considered a regular run, and will be given to oldest Engineer applying for same. ARTICLE XXIII. — No more Engineers are to be employed than necessary to handle the Company's business. This number shall be de- termined by the Master Mechanic and with the Committee of Engineers to the satisfaction of all concerned. LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. SECTION 13. — All regular Engineers will be assigned to runs and will be run first in and first out of terminals; except when regularly assigned to local or preferred runs. SECTION 18. — Engineers will be promoted and hold rights ac- cording to their seniority and capacity. 591 When any run becomes permanently vacant and the Engineer entitled to same refuses the run, he loses his rights to this vacancy only, but will retain his rights according to seniority to the next permanent vacancy that may occur. When Engineers are assigned to regular runs, the senior Engineer •on the run will have choice of established lay-over. SECTION 19. — Engineers accepting official positions with the Company, or employed by the Brotherhood of Locomotive Engineers, with the Company's approval, will retain their rights on Engineers' seniority list. SECTION 22. — There will be no more extra Engineers nor regular men with their engines than is necessary to move the traffic with prompt- ness and certainty. SECTION 23. — ^When necessary to assign a regular Engineer to work train service, it shall be optional with him whether he remain in such service for a longer period than six days ; the Engineer will notify the Master Mechanic as to his wishes in this respect. SECTION 27. — ^All new and vacant runs will be bulletined" for five days. The oldest Engineer making application will be assigned. When a run is pulled off and again restored, it will be considered as a new run and bulletined. When a run is changed, so that regular estab- lished terminal is changed, it will be considered a new run and bul- letined. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. ARTICLE XIX. — Engineers will be entitled to regular service according to seniority. Passenger, mixed and such freight runs as the officials of the Company may designate shall be classed as preferred runs and shall be governed by seniority; this not to imply that a man must be retained on a particular run of service for which he proves to be unsuited. Any Engineer who has given up a preferred run or failed to claim it when vacant cannot thereafter claim such run until it again becomes vacant, except it be the case that he has lost his run either through timetable change, business depression, or the return of an absentee to service. ARTICLE XXV. — When new runs are put on or existing runs are vacated it shall be bulletined for 10 days, at the end of which time the senior applicant will be given the run. ARTICLE XXXI. — Engineers assigned to any special class of service by the Company will retain their seniority rights. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE XIX. — When an engine in passenger service is dis- abled and it is necessary to replace same by another engine, the regular passenger Enginemen will hold their regular run and will take the available engine out of terminal, but should engine break down on road, ■ they will stay on disabled engine to terminal. ARTICLE^ XX. — Engineers in like service will be run first in and 592 first out, and if run around, through no fault of their own, at a ter- minal, shall be allowed 50 miles and stand first out ; 'if not called for service within 10 hours, 100 miles will be allowed and stand last out. ARTICLE XXV. — An Engineer or Fireman refusing a run vacant or open to his choice by reason of his seniority rights, forfeits thereby no seniority rights, but cannot thereafter claim the run refused, except in case of it being again vacant, or in case he is thereafter deprived, through no fault of his own, of the run which he held. Applications for new or vacant runs must be made within 15 days; in case a run is open for IS days and no application made therefor, the youngest En- gineer of the district shall be assigned. Runs that are changed in time as much as one hour or more, or a difference in pay as much as $10.00 or more per month, shall be considered a new run. ARTICLE XXXI. — ^Rights to a regular engine or run shall be governed by seniority. ARTICLE XXXIL— The Master Mechanic and General Chair- man of the Engineers by agreement will assign to a territory or division, no more Engineers than are necessary to move the traffic with dispatch. Engineers will be assigned to runs, and not to engines. MIDLAND VALLEY RAILROAD Effective October 1, 1912. ARTICLE XIX. — Senior Engineers shall be entitled to preference of runs and assignments where regular Crews are assigned. When any run is created, or permanent vacancy in a run occurs, the senior Engineer will be entitled to such run, provided he asks for it within 10 days after such vacancy occurs. If he fails to do so he will forfeit his rights to such run until it again becomes vacant, and it will be open to other Engineers in the order of their seniority. ARTICLE XX. — Engineers in through freight service will run first in first out of terminals. No more regular Crews will be kept in service than is necessary to handle the business with promptness and dispatch. In addition to which there will be an extra board kept, and the extra men will also run first in and first out. ARTICLE XXVI. — Engineers leaving service of the Company to engage in other business or accepting a position with the Company other than that of Engineers shall lose all rights, unless they shall have a joint understanding with the Master Mechanic and the Engineers af- fected. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE XXII. — Engineers not assigned to regular runs will be run first in first out as nearly as practicable. ARTICLE XXIII. — Engineers assigned to regular runs will be required to go out on such runs regardless of the engine placed on the runs. ARTICLE XXXVI. — Seniority among Engineers will govern in 593 all cases, merit being equal; this to be determined by the Master Mechanic, and the choice of engines and runs will be based on this principle; but in all cases the senior Engineer who bids in a run will be given a reasonable trial to demonstrate his ability to hold the run. When consistent to do so, and men are competent. Engineers on switch engines, except Engineers permanently assigned to switching service, will be considered in line of promotion to service on road engines. ARTICLE XXXVII. — Engineers entitled to advancement or to preferred runs under the preceding Article shall make application therefor within 10 days, otherwise they lose their rights to them. Exception to this will be made in case of the absence of an Engineer who would be entitled to promotion or to the preferred run. New or preferred runs will be bulletined for 10 days. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective January 1, 1911. ARTICLE XXX. — At terminals where Engineers are assigned to extra list, the number so assigned shall be kept down to a point where the men can make not less than twenty-six hund'red miles per month. ARTICLE XXXIV.— (b) When an Engineer takes a run he will not be allowed to change unless new or preferred runs are established. Between January 1 and May 1 Engineers will not be permitted to change to passenger service from one district to another, unless they familiarize themselves with the district over which they desire to run, General Mechanical Superintendent or his representative to be the judge. ARTICLE XXXIV.— (c) An Engineer declining a run will not lose his seniority rights, but will not be allowed to take such run unless it again becomes vacant or he loses his run through no fault of his own. ARTICLE XXXIV. — (d) New passenger and preferred runs, and vacancies exceeding 30 days in length, will be bulletined and given to the oldest Engineers making application for them. Vacancies for 90 days or less will be filled by Engineers in the districts in which vacancies occur. Districts are defined as follows: Weyerhaeuser to Sault Sainte Marie. Weyerhaeuser to Glenwood (including Superior Division). Glenwood to Portal. Winnipeg Division. Missouri River Division. ARTICLE XXXIV. — (e) A change of timecard or numbers of trains does not create a vacancy. ARTICLE XXXIV.— (f) A change from freight to mixed or from freight or mixed to passenger, or from day to night runs, or vice versa, shall be declared a vacancy. ARTICLE XXXIV.— (g) When an engine run is lengthened or shortened, a distance of 10 miles or more, it shall be considered vacant and subject to seniority choice. ARTICLE XXXV. — (a) All Engineers assigned to regular en- gines will run first in first out, as far as possible, with the exception of those assigned to regular runs. Engineers who are assigned to regular 594 engines and may have their engines taken from them for service or repairs for a period exceeding 48 hours at Shoreham, Gladstone, Glen- wood, Enderlin, Thief River Falls, Ashland, Abbotsford and Fond du Lac, and 36 hours at other points, shall be provided with work subject to their seniority rights, or receive 100 miles for every 24 hours out of service in excess of the time specified. If at the expiration of the time limit the Engineer does not get his engine he will be paid for all time lost. In case of engine failure on road, Engineers will continue their regularly assigned run regardless of engine. ARTICLE XXXV. — (b) Engineers assigned to regular runs will not be called for other runs except in case of emergency or for runs thesame or superior to those to which such Engineer may be regularly assigned. When Engineers on regularly assigned runs are notified that they may be wanted on their lay-over day, and are not wanted, they shall be paid one day for being so held. At outlying points permission shall be asked of the train dispatcher. ARTICLE XLV. — When considering conditions relative to En- gineers brought about by the leasing of the Wisconsin Central Railway by the Minneapolis, St. Paul and Sault Sainte Marie Railway, it is plainly understood that the fact that men on one road run over a por- tion of the track of the other road does not make it necessary to readjust the service, unless such changing discontinues trains on the other road, when such merged service will be manned by the Engineers of the respective roads as near as possible according to the mileage run in the territory of each. ARTICLE XLVI. — Yard engine service at joint terminals will be allotted in proportion to the volume of business brought in over the roads entering such joint terminals. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 191L RULE 20. — Whenever Engineers assigned to a regular engine of regular run, or chain-gang run, have engine taken from them tem- porarily, they shall be furnished with another engine to continue their run, provided it can be done without involving the Company in any additional expense. RULE 21. — No more Enginemen will be retained in the service than are necessary to handle the business with safety and dispatch; management to decide, but due consideration to be given to representa- tions on the subject made by the Enginemen. RULE 28. — Engineers will be promoted with reference to the fol- lowing, the Management to decide : First. Fitness for position. Second. Previous record for faithful service. Third. Length of service. RULE 29. — Enginemen not assigned to regular runs will run first in, first out. RULE 30. — ^When a run becomes vacant or a new run is put on, it shall be bulletined at once for a period of seven days. The oldest man making application in writing shall be assigned thereto. This S9S includes work train and pushers, location of same on district to be given. RULE 31. — A change of timecard or of numbers of trains does not create a vacancy, but Engineers oldest in Company's service will have choice of runs in the class that may be on when such runs are aiifected by change of timecard, but cannot change from one district to another unless there is a vacancy. When an engine run is lengthened or shortened a distance of 10 miles or more, said run shall be considered vacant and subject to seniority choice. RULE 32. — The oldest Switch Engineer shall have choice of runs or shifts within a yard in which they are employed, but this does not apply to any temporary arrangement that may be found necessary during a busy season or when Switch Enginemen are called away for temporary duty. When it is necessary to assign a Roa.d Engineer to temporary duty as Switch Engineer, the next Engineer in rank avail- able shall be chosen, but the question of availability shall be decided by the Management. Engineers in yard service, except those permanently assigned, will be advanced to road service in accordance with their seniority. RULE 35. — ^When an Engineman has had his rest, he shall stand first out if his turn has come. MISSOURI, KANSAS & TEXAS RAILWAY MISSOURI, KANSAS & TEXAS RAILWAY COMPANY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD WICHITA FALLS LINES Effective February 15, 1913. ARTICLE XXXV. — Engineers will not be run off their respective districts except in cases of emergency or where changes in terminals make it necessary to run over a part of another district. Engineers in work train service may be run off their district when the work in which they are engaged requires the movement of such trains back and forth from one district to another. In such cases the service will be fairly divided between Engineers from the districts concerned as far as possible. When regular Engineers or extra men representing regular Engi- neers are run off their home districts in emergency they will be returned promptly, regardless of their turn out. This Article does not apply to special trains. ARTICLE XLI. — ^When Engineers in through freight service, in their turn, catch a temporary work train, they will, on arrival at a terminal, after their day's work is completed, be allowed to take their turn out in through freight service. Engineers will be notified when they are assigned to work train service and when called for temporary work train service will be so notified when the information is at hand. ARTICLE XLIV. — Engineers in through freight service will be run first in, first out, and if run around at terminals through no fault of their own, they will receive one day's pay and will take their turn out 596 behind other Engineers in their assigned service; this not to apply to Enginers held in compliance with the hours of service law. The Com- pany will not assign through freight Engineers to regular runs unless satisfactory to a majority of the Engineers on the district affected. ARTICLE XLVI. — Engineers assigned to regular runs will be entitled to any engine placed on such run. On runs to which two or more engines are assigned, should one or more engines be taken out of service, the Engineer losing regular engine will have the privilege of doing an equal amount of running on such run. Engineers will not be taken off their runs to give other men trips unless satisfactory to the men on the runs. When engines are taken into shops for repairs. Engineers who have been assigned to such engines will be assigned to whatever engine they may be entitled as soon as it can be done without inconvenience or expense to the Company. Engineers will, if they so desire, be allowed to wait until their engines come out of shops. ARTICLE LIV. — When engines are pooled a regular list of Engi- neers necessary to move the traffic will be established and balance of Engineers placed on the extra list. ARTICLE LIX. — Any Engineer accepting a position with the Company other than that of Engineer shall lose seniority rights unless he shall have a joint understanding with the Master Mechanic and the Engineers of the seniority district. ARTICLE LXII. — The rights to regular engines, also the right and preference to regular runs, will be governed by seniority and ability in regular road service on the respective districts to which Engineers may be assigned. ARTICLE LXIV. — Should service be reduced, preference of runs will be governed by seniority on the respective districts. When any run is created or vacant on a district, the senior Engineer on such district will have the right to such run. Should he decline to accept it, or fail to ask for it within 15 days after such vacancy occurs, he will forfeit his right to such run until it again becomes vacant, and it will be open to each Engineer who is younger in service in accordance with above provisions. A run will be vacant when terminal is changed to the extent of two or more miles, or when vacated by the Engineer holding it. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE XII. — Engineers if run around at terminal through no fault of their own will receive one day's pay and will take their turn out behind other Engineers in their assigned service; this not to apply to Engineers held in compliance with the hours of service law. ARTICLE XVIII. — The right to regular engines or runs in switching or good service shall be governed by seniority, but when an Engineer fails to accept or claim an engine or run that may become vacant, he thereby waives right to same until vacant again, except where an Engineer loses an engine or run through no fault of his own, he will then be assigned according to his seniority. All engines or runs 597 becoming vacant will be advertised 10 days before assignments are made. ARTICLE XX. — Engineers in through freight service will run first in and first out of terminals. Section A.' — No more engineers will be assigned than are necessary to move traffic with promptness and dispatch. This will be determined by the Master Mechanic and the Engineers' Committee. When traffic is so light on any district that Engineers are not making reasonable wages, the number assigned will be reduced so that those remaining in service can make approximately 3,000 miles per month. ARTICLE XXXIV.— When engines are pooled, a regular list of Engineers necessary to move the traffic will be established and balance of Engineers placed on the extra list. Engineers will not be changed from pool system to regular assigned or vice versa without ten days' notice. ARTICLE XXXIX. — ^When mileage on any run is increased or decreased three hundred miles or more per month, the time changed from day to night, or night to day, or if time or layover away from home terminal is changed three hours or more, or if the layover point is changed, it will be declared vacant and bulletined. Runs will, as far as practicable, be so arranged that the principal layover will be at home terminal. No pay will be allowed for deadheading when changes are made in accordance with this Article. ARTICLE XL. — Engineers accepting an official position with the Company or employed by the Brotherhood of Locomotive Engineers, will retain their rights on Engineers' seniority list. ARTICLE XLIV.— Should at any time the Missouri, Oklahoma & Gulf Railroad change hands or be absorbed by any other railway, rail- road or system, all Engineers employed by the M., O. & G. Ry. Co. will hold their rights and seniority the same as before and not be displaced by the Engineers from the absorbing line. ARTICLE XLVI. — Engineers will be assigned to separate dis- tricts according to seniority, and will have rights to new vacant or pre- ferred runs over the entire system, and will be assigned to run accord- ing to their seniority. All new and vacant runs will be advertised 10 days before assignment is made. ARTICLE LV. — Engineers will be assigned to regular timecard runs or pool turns regardless of engine furnished. ARTICLE LXIV — All motive power in road or yard service will be handled exclusively by Engineers in active service holding rights as locomotive Engineers on our seniority list, and all engines going over the road under steam will be in charge of an Engineer. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XLII. — Rights to regular engines or runs shall be governed by seniority and ability in service. When territory is transferred to, consolidated with or merged into other territory, the Engineer or Engineers thereby affected must be 598 listed on the established, consolidated or merged territory according to their seniority. When runs in road service or switching positions are put on or become permanently vacant, they shall be posted by the Local Chairman at division or terminal points for 10 days. The senior .Engineer on the territory making written application to him will be assigned to the run or switching position. The Engineer vacating the run or switching position will not have the right to apply for that vacancy, and senior Engineers failing to apply for that vacancy will lose their rights to such vacancy. Should a senior Engineer lose the run he held in preference at time of posting he will have the right to exercise his seniority on the territory. An Engineer with seniority rights who accepts an official position in the service of this Company, or in the service of the Brotherhood of Locomotive Engineers of the Missouri Pacific System exclusively, will retain his seniority as an Engineer. When runs or work extend into or over one or more territories, the Engineers affected will be assigned to run out the mileage or work on a pro rata basis under methods approved by the Superintendent and Local or General Chairman. No pay for deadheading will be allowed under this paragraph. An Engineer will not be permitted to run on territory other than that to which he is assigned, except in case Engineers assigned to such territory are not available. This will not apply to System Officers' specials. Engineers on regular runs are entitled to engines assigned to their runs. Each Engineer is entitled to his share of the mileage of such runs, whether regular engines are or are not assigned to same. When an engine on a regular run becomes disabled or is changed off, the Engineer will continue the trip unless the Master Mechanic, for special reason, deems it necessary that he remain with his engine and requests the Trainmaster or Superintendent so to arrange. ' Chain-gang Engineers will be run first in first out of terminals. Available Chain-gang Engineers run around by Engineefs of their own territory or those of others will be allowed 50 miles. Engineers will not be permitted to run by terminal points where it affects other En- gineers in like service, except in case of wrecks or washouts ; but this will not abridge the rights of the Company to establish regular runs through terminal points without change of Engineers. Positions in yard service will be laid out in runs and regular En- gineers assigned to such runs in the different localities. In case of emergency, such as engine breaking down, transfer of stock, blockade of yard, or any other cause, making it necessary to change Engineers temporarily. Engineers will not refuse to go out of their location, but be ready to do all duty when called upon. If dissatisfied, they may. present their case to the proper officer for adjustment. Engineers on regular runs prior to March 24, 1885, or Engineers who held regular helper positions on or before October 30, 1903, and Switch Engineers holding rights in switching service on or before October 1, 1907, will not be affected by this Article ; nor shall a Helper Engineer who had a regular helper position on October 30, 1903, nor a S99 Switch Engineer who had a regular switch engine or switching posi- tion on October 1, 1907, who had no road rights on those dates, acquire any by remaining in helper or switching service, but will retain seniority as of the above dates in their respective classes of service. If necessary on account of decreased business to reduce extra Hsts, Engineers cut off the board will have the right to displace junior Engineers wherever found on the territory, but if it becomes necessary to remove a Switch Engineer, the position will be posted vacant. ARTICLE XLIII. — ^The Superintendent and the local Chairman of the Engineers, by agreement, will assign to a division or territory no more Engineers than are necessary to move the traffic with dispatch. ARTICLE XLVI. — On established runs where the layover ter- minal is changed, or arrival or departure is changed as much as three hours, or changed from day to night, or night to day, Engineers will have the right to leave them, or upon request of senior Engineers through the local Chairman, the runs will be posted vacant. In either case action must be taken within ten days from the time above men- tioned changes become effective. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE IV. Section 4.— There shall be a blackboard at all roundhouses upon which shall be kept posted the leaving time of all trains and the names of all extra Engineers on hand. The first Engineer arriving at terminals will be first Engineer out in their respective service, regardless of arrival terminal delay, except that in cases where an En- gineer is deadheading on a train, being pulled by an Engineer in same class of service, the Engineer deadheading shall be listed out ahead of Engineer puUing train. Section 5. — Engineers who may be run around through no fault of their own will be allowed fifty (50) miles at through freight rates and stand first out. ARTICLE VIII. Section 1. — Engineers on regular assigned runs will run any engine placed on run leaving terminals. In case of engine failure on line of road in passenger service, passenger Engineer will take relief engine and complete trip. Engineers regularly assigned will be kept on their respective runs as near as possible, and if used in any other service or on other runs, they shall be changed back to their regular runs at first opportunity, without cost to the Company or inter- fering with proper rest. ARTICLE XV. — The right to preference of regular runs and relay points, and preference to engines of superior class or highest rate of pay, will be governed by seniority and ability. The Company re- serves the right to assign any engine to any class of service. Engineers found employed and in actual service as Engineers on roads acquired or leased and thereafter operated as any division of lines affected by this Agreement, shall lose thereby no seniority rights on such roads leased or acquired, and only acquire seniority rights on other parts of the system from date the line on which they were 600 employed was absorbed by this Company. Should runs be merged in the future. Engineers will be run on a pro rata of mileage, according to seniority. Engineers engaged in yard or incline service will hold seniority among themselves, and age shall date from date regularly assigned to such service. Should a Road Engineer become disabled or otherwise incapacitated for road service, and is capable of filling the position of Yard Engineer, the Master Mechanic to judge, it is agreed such En- gineers will be given employment in preference to hiring or promoting new men. A Road Engineer regularly assigned to yard service at his own request will rank as a new man, and will forfeit his road seniority rights. _A Road Engineer accepting temporary yard work shall not be considered as regularly assigned, and will retain his road seniority. Section 6. — Engineers accepting ofificial positions on lines affected by this agreement, or working in the interest of the Brotherhood of Locomotive Engineers; Engineers granted leave of absence account of ill health or to engage in any legitimate business other than running a locomotive; Engineers reduced by decrease of business, if put back to work within six (6) months ; Engineers dismissed from the service and afterwards put back to work within one (1) year, will retain seniority without prejudice. Leave of absence for a period longer than six (6) months can only be extended one time by the unani- mous consent of all Engineers affected, and in no case shall more than one (1) year's leave of absence be granted, and the Chairman of the Engineers' Committee shall be advised in writing by the Master Me- chanic when such leave of absence is granted. Engineers reduced- by decrease of business shall have preference of employment to hiring or promoting new men, provided they keep the Master Mechanic advised as to their whereabouts ; past records to be considered in reassignment. ARTICLE XVII. — Runs discontinued and again re-established, runs where home relay is changed (except in branch service), new service created, runs on which mileage is increased or decreased to the extent of 600 miles per month, thereby making the run more or less desirable, or the arriving or leaving time at home terminal is changed to the extent of six hours, and work train service, will constitute new runs. Merely the changing of timecard schedule numbers of train shall not constitute a new run, so long as class of service remains unchanged. Engineers displaced under this provision will not be allowed deadhead time when going to accept service at other points. Runs created or made vacant as herein provided, on any district, or work trains put on for a period of 10 days or over, will be bulletined on all bulletin boards for a period of 10 days, except senior Engineer in line of promotion makes application for same, in which case he will be immediately placed thereon. Otherwise, at the expiration of 10 days the oldest Engineer, from point of seniority, entitled to bid, making application for run, will be assigned to same. The senior passenger, freight and extra Engineers will be considered oldest Engineers in line of promotion in their respective service. All bids must be made in writing and a duplicate sent to the Chair- 601 man of the Engineefs' Committee, and in no case will a bid be cott"- sidered if not made during period run is bulletined. An Engineer refusing an advertised run shall lose his rights to said run only, nor can he take run so refused, except when it again becomes vacant or he loses the run through no fault of his own, that he had at the time he refused said run. Should an Engineer be absent or under discipline at the time runs are bulletined, it shall in no way affect their rights to bid for same, nor will they be denied the right to take such runs on their return to duty. ARTICLE XVIII. — Separate districts will be designated as fol- lows : First District : Houston, Texas, to De Quincy, Louisiana. Second District: De Quincy, Louisiana, to New Orleans, Louis- iana. Third District : Orange, Texas, to Newton, Texas. In future, should any extension be constructed or acquired, con- necting with either of these districts, such extension shall become part of the district with which they connect. Runs created or made vacant on the First or Second districts, when bulletined, will be opened to the bidding of all Engineers running on these districts, except as herein provided. In accepting an assigned run on either the First or Second district the Engineer so accepting relinquishes all future rights to regular runs on the opposite districts. Agreed: No district rights are established by bidding in work trains since such service can be run through any terminal. If, from any cause, it should become necessary to reduce regular runs or Engineers employed on any run or district, the youngest En- gineers, from point of seniority, on said district or run will be reduced. Engineers thus reduced shall run extra as previous to choice of district by bidding, but future rights to regular runs will be confined to district where rights were established by bidding and assignment. Section 5. — No more Engineers will be assigned to any district or run than is actually necessary to handle the business promptly under ordinary conditions and without interfering with proper rest. The proper adjustment to be determined by the Master Mechanic and the General Committee of Adjustment of the Brotherhood of Locomotive Engineers, to the satisfaction of all concerned. Section 8. — Engineers in chain gang freight service will be run first in and first out on their respective districts, except in cases of emergency. Section 9. — Engineers on assigned runs will be run first in and first out on runs to which they are assigned. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 14. (A). — Engineers on extra list, Engineers in chain gang, Engineers in mountain helper service and Engineers in pusher service will run first in, first out in the service and on the district or divisions to which they are assigned. If not sent in turn they will be paid 25 miles for each time run 602 around, but in no instance more than one hundred (100) miles for each calendar day. This does not apply to assigned runs. RULE 98. — Whenever an Engineer assigned to a regular engine or regular run, or chain-gang run, has engine taken from him tem- porarily, he shall be furnished with another engine to continue his run, provided it can be done without involving the Company in any addi- tional expense. RULE 99. — No more Engineers will be retained in the service than are necessary to handle the business with safety and dispatch and so fai as practicable chain gang men will be enabled to make 3,000 miles per month ; management to decide, but due consideration will be given the Engineers' Committee on the subject on the division. When it be- comes necessary to rearrange runs, the Engineers will be permitted to exercise their choice of runs, or groups of runs, in accordance with their seniority. RULE 116. — Engineers will be promoted on their respective divi- sions with reference to the following, the Management to decide : First. Fitness for position. Second. Previous record for faithful service. Third. Length of service. RULE 117. — An Engineer employed as salaried Chairman will be considered as being in the service of the Company and retain his date on seniority list. (a) Engineers assigned to other duties may be reinstated as En- gineers at the discretion of the management. RULE 118. — Engineers will have seniority rights to runs on their respective divisions, including branches, when there is a vacancy. (b) A change of timecard or of numbers of trains does not create a vacancy, but Engineers oldest in Company's service will have choice of runs in the class they may be on when such runs are affected by change of timecard, but cannot change from one district to another unless there is a vacancy. Engineers will be required to make a choice of runs within seven days after change of timecard. When the mileage of any run is changed to the extent of 300 miles per month, it will be considered vacant and subject to seniority choice. A change from a freight to a mixed, or from a freight or mixed to a passenger run, shall be declared a vacancy, and vice versa. When an Engineer loses any run to which he has been assigned, except under provisions of paragraph (b) of this rule, he must exercise his seniority right in the selection of a run within seven days ; failure to do this forfeits his seniority rights to all except the extra list until a vacancy occurs. Work trains and transfer engines are preference service. Loco- motive Engineers will have preference on rotary snow plows. When there is any assignment in any class of service that runs or works over a part of two or more seniority districts to the extent of 6,000 miles or 600 hours in the aggregate of one year on either it will constitute a lap run, and Engineers on both districts shall be represented. If the aggregate mileage or hours is less than outlined above on either district, the run will go to the one having the greatest. In computing such runs, if freight or passenger, they will be computed on a mileage 603 basis ; if helper or otherwise, they will be computed on the hour basis. (h) Engineers shall be kept on the district to which they are assigned except in cases of emergency and then they will be returned as soon as possible. (i) Except in cases of extreme emergency Engineers will not be run off their own divisions and will be returned as soon as possible, the in- tent being to return them to their own division after one round trip. When engines are transferred from one division to another, Engi- neers will not be transferred with them if there are Engineers available on divisions to which transferred. RULE 120. — When a run becomes vacant or a new run is put on, it shall be bulletined at once for a period of seven days. The oldest man making application in writing shall be assigned thereto. This includes work trains and pushers, location of same on district to be given. RULE 12 L — Engineers in yard service, except those permanently assigned, will be advanced to road service in accordance with their seniority. The oldest Switch Engineers shall have choice of runs or shifts within a yard in which they are employed, but this does not apply to any temporary arrangement that may be found necessary during a busy season or when a Switch Engineer is called away for temporary duty. When it is necessary to assign a Road Engineer to temporary duty as Switch Engineer, the next Engineer in rank available shall be chosen, but the question of availability shall be decided by the Management. Engineers who by reason of old age or physical disability are incapacitated for road service, but capable of performing yard service, may be placed in yard service at the discretion of the Mechanical Superintendent. When such action is under consideration the repre- sentations of Engineers' Committee will be given consideration. Permanently assigned Yard Engineers will be shown as such on Engineers' seniority list. RULE 124. — ^When a portion of a division is added to another division, the transfer of Engineers will be made as follows : The Management will determine the number of Engineers to be transferred, and the Engineers on the division from which the portion is taken will be accorded the privilege, in the order of seniority, of electing whether they will transfer or not (but no Road Engineers will be transferred on switch engines, except those set back on ac- count of lack of business). This privilege will be extended down the list of Engineers until the requisite number have elected to transfer. In the event that the requisite number of Engineers do not elect to transfer, then the Master Mechanic may arbitrarily commence at the bottom of the list of Engineers and assign a sufficient number to make, with those who have elected, the number to be transferred. The Engineers will take rank on the division to which transferred according to their seniority in the service of the Company. All as- signed runs become vacant on the territory which is to be added to another division and will be filled by the Engineers who have elected to transfer according to their seniority, so that the assigned runs on the transferred territory will go to the new division manned by Engi- neers who are. being transferred; thereafter those assigned runs will 604 be treated in precisely the same manner as other runs on the division to which they are transferred and filled according to seniority as vacancies occur. This will not apply when part of a district is changed in name only, that is, when supervision of territory is changed without changing the terminals of Crews, but when treminals are changed without changing supervision of territory, men will be tem- porarily assigned pro rata for each class of service affected. When all of one division is absorbed into another the Engineers on the absorbed division will be transferred to the other division and take rank thereon according to their seniority in the service of the Company. When a division is abolished and portions added to two different divisions Master Mechanic will decide how many Engineers should go to each of the two divisions, and the Engineers will be accorded the privileges according to their seniority of electing to which of the two divisions they wish to go, and as soon as the requisite number have elected to go to one division then the remainder of the Engineers must go to the other division. Engineers will take rank on the division to which they have transferred according to their seniority in the service of the Company. When any railway is acquired by the Northern Pacific Railway and attached to any established division, the Engineers of the acquired railway shall enter the service of the Northern Pacific Railway under the following conditions: The Management of the Northern Pacific will decide how many engines are required to handle the business under normal conditions. There shall be one .Engineer taken into the service of the Northern Pacific Railway with each engine and one extra Engineer for each 10 engines, but no Road Engineers will be transferred on switch en- gines except those set back on account of lack of business, and such Engineers will take rank as to seniority from the time of their last entry into continuous service with the acquired railway. Other Engi- neers on said railway entering the service of the Northern Pacific come as new men. RULE 125. — In cases of unavoidable interruption of traffic as- signed Engineers will be used in service to which assigned, in prefer- ence. Trains detoured over other roads, returning over this road, will be handled by Engineers of division on which such detoured trains are run. i NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. ARTICLE XXIII. — All runs must be bulletined at terminals for 10 days, as soon as created, or become vacant, if such runs are to be maintained or remain vacant for a period exceeding 30 days. Date of bulletin will be date on which posted. A run will also be bulletined when changed from freight to pas- senger or from passenger to freight, or when change involves change in home terminal of the Engineer. An Engineer having taken a bulletined run and held same 10 days 60S without demand for such run in writing by a senior Engineer, shall hold such run unless claimed by senior Engineer whose run has been taken from him through no fault of his own. ARTICLE XXIV. — Rights of Engineers to preference of runs shall be governed by seniority in service as Engineers, other things being equal. If an Engineer is deemed less competent by officers of the Company, they, if requested, will give in writing reasons for such opinions. An Engineer on leave of absence of less than six months retains his full seniority and may on his return bid for a bulletined run, or displace any Engineer his junior, if his former run has been taken by a senior Engineer. OREGON SHORT LINE RAILROAD Effective February 1, 1912 ARTICLE II. — Engineers assigned to regular runs will hold such runs regardless of engines furnished. When engine is disabled en route, and another engine substituted, Engineers will remain on their respective runs. ARTICLE XI. — Assigned Engineers will run first in and first out in same class of service on their respective districts, except when held for rest. Engineers run around will be allowed fifty miles for each run around and stand first out. ARTICLE XIII. — ^The right to regular runs will be governed by seniority in regular road service. Right in yard service will be gov- erned by seniority of Engineers in such service. Where an Engineer desires to transfer from one district to another within his territory of rights he can do so when there is a vacancy and retain his right ac- cording to seniority within his territory of rights. Engineers will be confined to districts where rights are located as far as practicable. Rights on different districts to be established by the Superintendent and Engineers concerned. No more Engineers will be assigned than are necessary to move traffic with promptness and certainty. Engineers transferred by the Company from the division or dis- trict where they are employed will have the privilege of returning to their respective divisions, or districts, before any Engineers are employed on districts from which they were transferred; but in case they remain permanently, they will rank as new men. Engineers so transferred must decide within three months whether they desire to remain permanently transferred or not. When a vacancy occurs or mileage is increased or decreased 25 miles or more per day, it will be bulletined at all terminals concerned, and any Engineer entitled to and desiring such run must make appli- cation within 15 days or forfeit his right to such vacancy. Where an Engineer has been discharged and afterwards reinstated, it is the un- derstanding within the meaning of this Article that no vacancy existed. Engineers with seniority rights on any district accepting an offi- cial position in the service of the Company do not lose their seniority rights. 606 Any Engineers being absent on account of sickness, suspension or leave of absence or employed where bulletins are not regularly posted, will have the right to displace younger Engineers from runs if such have been bid in during their absence, if written application is made within five days after having access to the bulletin book. An Engineer failing to apply for a vacancy does not forfeit any seniority rights, but cannot thereafter claim the run unless it be re- bulletined or in case he is thereafter deprived, through no fault of his own, of a run which he holds. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE XI. — Engines and Engineers will be run first in, first out, in same class of service except when held for repairs or for rest needed. The Engineers of engines run around will be allowed one-half day and if not called on duty within ten (10) hours, one day will be allowed. This rule will not apply to fast mail, passenger or pas- senger freight service, when it should be detrimental to such service at discretion of proper official. ARTICLE XII. — It is hereby agreed that rights to regular serv- ice will be governed by seniority. Right to yard service will be gov- erned by seniority of Engineers in such service. Engineers will have a right to a choice of regular service only when vacancies occur or a new regular service is created, except in cases where a regular service is abolished. The Engineers of such abolished service will be entitled to a choice. Work trains going into service for 15 days or more will be considered regular service. All new or vacant regular service will be bulletined for 10 days at the various points where Engineers inter- ested are located. If a regular Engineer enters other service without the consent of the proper official and Engineers concerned, he forfeits all previous road rights. Road men voluntarily accepting regular yard service forfeit their road rights, and vice versa. Engineers will be confined to districts where rights are located. Rights on different districts will be established by the proper official and Engineers concerned. When it becomes necessary to run an Engineer off his own district in an emergency case, when he returns to the terminal where he left his own district he will be marked up in his turn with other Engineers on his own district. ARTICLE XIII. Section 1. — The Company agrees not to assign any more Engineers than are necessary to move the traffic with prompt- ness and dispatch. ARTICLE XXII. — If an engine is in the shop for seven days or more, it will be considered in for general repairs. In such case the Engineer will report in person every morning at the regular shop hours to the local Foreman, under whose jurisdiction employed, and be allowed half time, or be furnished with an engine according to his seniority of service, while engine is in shop. 607 PEORIA & PEKIN UNION RAILWAY Effective January 7, 1911. ARTICLE IV. — Lists shall be kept in the records of the Company showing the age of the men in the service. The oldest Engineers shall be given preference in work and runs, all other conditions being equal, the Master Mechanic to be the judge. Engineers who accept an official position with the Company shall retain their seniority rights. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE XXIII. 1. (A) .—Engineers will run first in, first out, as per service they are in. This does not apply to Engineers on regular runs. (B). — Chain gang Engineers catching regular runs or work trains, whether under bulletin or not, except as per Section 2, Article XXVI, will run first in, first out of terminals, same as if in regular chain gang service. (C). — A chain gang Engineer will be used out of San Antonio on any irregular run with train crew that he brought in, irrespective of class of service in which used, provided no other chain gang Engineer is available as per above section. ARTICLE XXIX. — When Engineers are doubleheading and one engine is cut out, first Engineer will go through to destination, and Engineer cut out will be first out over turn arounds at the point where cut out, but will be second out on any train passing through with orders to pick up second engine. ARTICLE XXX. 1. (A).— When an engine fails and it is neces- sary to send relief engine, Engineer will remain on the run he is on when the failure occurred, and Engineer bringing the relief engine will re- turn with the disabled engine; except when the failure appears to be due to low water conditions the above will not apply, but Engineer having such failure will remain with the disabled engine. ARTICLE XXXV.— Their rights to regular runs will be gov- erned by seniority in road service. On similar runs on same division senior Engineer will have choice of lay-over or location. ARTICLE XXXVI. — ^When a permanent vacancy occurs on a regular passenger, freight or mixed run, or when a new passenger freight or mixed run is established, it will be bulletined at least five days, and in the case of new run as much in advance of its inaugura- tion as possible, to enable selection of regular Engineer at time run goes into effect. In case senior Engineer signing for the bulletined run is not available, the next senior Engineer signing for the run will be placed on it. Engineers on regular runs are entitled to chain-gang service after giving the Company notice in writing. On receipt of notice, run will be bulletined. When a regular assigned Engineer, located at points other than Yoakum and San Antonio, has secured some other run by bulletin, he may be relieved as soon as such facts are known by an extra Engineer so as to enable him to go to his preferred run as soon as possible, and the extra Engineer so relieving him will not receive pay for dead- heading either to or from such runs; provided, however, that extra Engineer shall not be used in any other service either going or return- ing from such run, and should he be used contrary to the above, he shall receive pay for all deadheading. Such deadheading only applies to the above cases, and that all Engineers deadheading as above will be deadheaded from Yoakum. Failure of an Engineer to sign for a bulletined run signifies he declines it, unless absent on account of sickness or leave of absence. When an Engineer refuses a run he thereby loses his rights to that particular run until a vacancy occurs on it so long as his last preferred run is open to him that he declined the run for. When a regular Engineer loses his run through no fault of his own, either owing to the run being abolished or by being displaced by senior Engineer, if his last preferred run is open to him he will take it whether under bulletin or not ; if his last preferred run is not open to him he will take any run his seniority entitles him to, whether under bulletin or not. A regular run shall be bulletined when the pay of the run is aifected, except that terminal or road overtime will not be included in the pay of the run; or when the lay-over at either terminal is changed to exceed five hours; or when the run is changed from day to night or from night to day. ARTICLE XXXVIII. — In the event of an Engineer accepting an official position with this Company, or devoting his whole time to the interests of the Brotherhood, or becoming incapacitated by accident or illness so that the time of his return to the service cannot be definitely determined, or obtaining a leave of absence for over 60 days, his run shall be declared permanently vacant and be bulletined and a regular Engineer assigned thereto. But in the event of his return to service as an Engineer, nothing in this Article shall prevent him from resum- ing his run that he vacated, or any other run that his age would have entitled him to had he remained in service as an Engineer. Should an Engineer accept service with some other Company or should he engage in other business, he loses all seniority rights, unless a specified time has been agreed upon in writing between the Super- intendent of Motive Power and General Committee of Adjustment of the Brotherhood of Locomotive Engineers. ARTICLE XLIII. L (A). — The Company agrees not to assign any more Engineers or engines than is necessary to move the traffic with promptness and dispatch. Should any Engineer feel himself aggrieved by the assignment of Engineers or engines, said Engineer shall state his complaint in writing to the Master Mechanic and at the same time designate an Engineer who is a member of the General Committee of Adjustment of the Brotherhood of Locomotive Engineers ; the Master Mechanic and the Engineer so selected shall promptly investigate the complaint, and the Master Mechanic shall act upon the decision agreed upon. (B). — There will be a certain number of Engineers assigned to 609 chain gang service at Yoakum. The number will be permanently in- creased or decreased on the request of a member of the G. C. of A. ac- companied by chain gang Engineer. The member of the committee and the Master Mechanic shall agree upon a decision. (C). — In the event that there is no Engineer on the extra board and an extra Engineer is needed, the Master Mechanic will place the junior chain gang Engineer on the extra board if he is available. (D). — The decreasing of the extra board will be handled by a member of the G. C. of A. of the B. of L. E. accompanied by two En- gineers making the request. The Engineers so selected and Master Mechanic shall agree upon a decision. (E). — When there are no Engineers on the extra board, the senior available Engineer who was cut off will be used. He will be replaced by the senior Engineer who was cut off as soon as this Engineer is available. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. ARTICLE XI. — Engineers and Firemen will be confined to dis- tricts where rights are located as far as practicable. Rights on differ- ent districts to be established by Superintendent Machinery and En- gineers and Firemen concerned. No more Engineers and Firemen will be assigned than are necessary to move the traffic with promptness and certainty. When a vacancy occurs, it will be bulletined at all terminals con- cerned, and any Engineer entitled to and desiring such engines or runs, must make application within 10 days or forfeit his right to such vacancy. Engineers and Firemen transferred by the Company from the division or district where they are employed will have the privilege of returning to their respective divisions or districts before any Engi- neer or Firemen are employed or promoted, on districts from which they were transferred; but in case they remain permanently, they will rank as new men. Engineers and Firemen so transferred must decide within three months whether they desire to remain permanently trans- ferred or not. Any change in a run that reduces an Engineer's pay or changes his lay-over from the original point advertised will constitute a va- cancy, and the Engineers involved are entitled to claim any run to which their seniority may entitle them. Increase in pay does not con- stitute a vacancy. An Engineer vacating a run will not be permitted to bid in such run until such time as it again becomes vacant. An Engineer losing a run through no fault of his own will be permitted to take any remaining run to which his seniority rights entitle him, and he must decide within 10 days as to the run he desires ; if he chooses a run on which there are Engineers his junior in sen- iority, and no distinct preference of regular runs or lay-overs, he shall displace only the junior Engineer ; provided, that the Company will be at no expense for deadheading or time lost on account of such changes. 610 Promoted Engineers, or those employed with less than three years' main line service, are not available for passenger service until after serving one year as locomotive Engineer. Hired Engineers with three or more years' main line service are not available for passenger service until after they have served six months as Engineers. Enginemen on assigned runs will stay with their runs regardless of engine furnished. Enginemen in chain gang service will run first in, first out. The crews of engines run around will be allowed fifty miles ; and if not called on duty within ten hours, one hundred miles will be allowed. Engine crews will not be considered run around when they go out on trains for which they have been called. ' Extra Enginemen shall in all cases be run first in, first out and shall have the same privilege as regular men as regards laying off and taking same run back. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY Effective August 1, 1911. RULE 20. — Engineers or Firemen run around through no fault of their own shall be paid one-half day's pay at the highest rate of pay and stand first out. RULE 24. — Seniority rights of Engineers and Firemen and preference to runs shall be governed by seniority in engine service. RULE 25. — Switch Engineers shall come from the ranks of the Firemen, but should any road Engineer become incapacitated for road service, he shall have the right to take any switch engine held by a man who is younger in service as an Engineer. In case the extra En- gineer's board is cut, extra Engineers so cut off can go back on switch engine, providing their seniority as Fireman entitles them to same; otherwise they can go where their seniority as Fireman entitles them. Hired Engineers cut off on account of slack business shall be returned to service in turn for period of one year, provided they keep the Master Mechanic advised as to their whereabouts and return within 15 days after being notified that their service is needed. RULE 26. — The Company agrees to not assign any more Engineers or Firemen than is necessary to move the traffic with promptness and dispatch, and should an Engineer or Fireman feel himself aggrieved by the assignment of surplus Engineers or Firemen, the said Engineer or Fireman shall state their complaint in writing to their respective com- mittee, who, in conjunction with the Master Mechanic or Foreman, shall investigate the complaint and endeavor to adjust the same. RULE 27. — An Engineer or Fireman accepting a position from the Company out of road service will lose his rights unless there be an understanding in writing between the Master Mechanic and the Engi- neers or Firemen affected. RULE 28. — ^AU permanent or vacant runs shall be bulletined for 10 days, provided the senior Engineer or Fireman does not make application for said run prior to 10 days' limit, but in case the senior Engineer or Fireman make application for the run, he shall at once be assigned and the bulletin withdrawn. In case the run remains bulle- tined for 10 days and no application is made therefor, a junior Engi- , neer or Fireman shall be assigned. When mileage of a preferred run 611 is decreased or increased 300 miles or more per month, the time changed from day to night or night to day, or if time of lay-over away from home terminal is changed three hours or more, or if lay-over point is changed, it shall be declared open and bulletined. Engineers or Firemen relinquishing regular run or runs bulletined will remain on them until they can be relieved by Engineers or Firemen entitled to them. RULE 29. — ^An Engineer or Fireman refusing a run vacant or open to his choice by reason of his seniority rights forfeits thereby no seniority rights, but cannot thereafter claim the run refused, except when it is again vacant, or in case he is thereafter deprived through no fault of his own, of the run he holds. Failure of Engineer or Fireman to sign for a run signifies he declines it, unless absent, on account of sickness or leave of absence. Such Engineer or Fireman shall be assigned to such run within five days after his return, if he so desires. RULE 30. — Engineers and Firemen found employed on roads acquired or leased and thereafter operated as any division of this Company, shall lose thereby no seniority rights on such roads leased or acquired, and only acquire seniority rights on other parts of the system from the date the line on which he was employed was absorbed by this Company. SAINT LOUIS & SAN FRANCISCO RAILROAD (Frisco Lines) Effective December 24, 1910. ARTICLE VI. — Regular passenger Crews will be given another engine should they arrive at any of the important terminals with engine in bad order and not in condition to continue on the trip. This will also apply to Monett, Joplin, Cherokee, Francis, Wich- ita, Beaumont, Cape Girardeau, Hugo, Afton and Pittsburgh. If an- other engine can be furnished at these places, the passenger Crew on the engine will continue on the trip, turning the disabled engine over to Foreman for repairs. Should an engine fail between terminals and another engine be put on the run, the passenger Crew will stay with the disabled engine unless pickup crew is not familiar with the district. ARTICLE XV. — If a man is qualified he must be marked up on the road extra board before being called for road service at district terminal. Employees promoted from other, service shall be promoted and get their seniority as Engineers in the same relative order as they stand to each other on the roster of service from which they are pro- moted, and if called out of turn the junior man so called must relin- quish to the oldest man entitled to it any seniority right he, the junior man, may establish. The above shall not disturb the seniority of any employee in the service prior to March 23, 1910. ARTICLE XVI. — Engineers will be promoted and hold rights according to their seniority and capacity on their respective districts. District to be designated by General Superintendent of Motive Power in conjunction with Engineers. When any run becomes permanently 612 vacant, and Engineer entitled to same refuses the run, he loses his right to this vacancy only, but will retain his right according to senior- ity to next permanent vacancy that may occur. When Engineers are assigned to regular runs, the senior Engineer on the run shall have choice of established lay-overs. The oldest Engineer shall have pref- erence to run and engines on district where he belongs. This refers to class of engine only. Preference of engines will be as follows: Eight-wheelers, 10-wheelers and Mogul, where they take their turn out of terminal, and consolidation. There will also be a preference between, compound and simple,, where difference in rate of pay exists, and between 10-wheelers and consolidation, where same rate of pay exists. Runs shall be bulletined for 10 days unless given to senior Engi- neer. When application is made for a bulletined run. Engineer making same must notify the Master Mechanic or Foreman before the expira- tion of the 10 days in event he does not care to accept run. In event of failure to give this notice, such bulletined run will be assigned to the oldest Engineer applying and his run declared vacant. An Engineer who has been prevented from making application for a permanent vacancy by absence from the terminal where the run is bulletined, on account of sickness, will be assigned to the run when he returns and makes application for it, providing his seniority entitles him to it. ARTICLE XVII. — Permanent vacancies in either passenger, freight or yard service will be filled according to seniority in districts where vacancies occur (except as provided in blanket service). An extra Engineer filling a temporary vacancy in any service shall not exercise the seniority of the Engineer he represents, and in pulling off Crews or reducing extra board the youngest Engineer will be displaced regardless of whether he is regularly assigned or filling a temporary vacancy. . When an Engineer reverts back to the extra board through no fault of his own, he will be allowed to displace the youngest Engineer out of that terminal, provided his seniority gives him that right, other- wise he shall wait for a vacancy. Engineers when available, who are entitled to extra passenger service, must take such service or lose all extra service rights, but will not lose rights to permanent vacancy to which he may be entitled through seniority. When a run is pulled off and again put on, it is a new run and should be bulletined, and when a run is changed so that the regular established terminal is changed it shall be considered as a new run and bulletined. This not to apply to a run on a branch liiie, which run is not to be bulletined in case the terminal on such branch is changed. ARTICLE XIX. — Engineers on assigned runs will stay on their runs regardless of engine furnished. When an Engineer's engine is used for other service, or held for repairs, the Engineer will be fur- nished an engine to enable him to go out in his turn. The Master Mechanic will pool the engines, if necessary to do this. 613 Passenger Engineers will be assigned to runs and when the engine they have been assigned to on these runs has been taken oS for any cause the Engineer assigned to the run will continue on his regular run. All regular Freight Engineers will be assigned to districts or runs, and will be run first in and first out, except in cases of absolute necessity. Sectiort 1. — No more Engineers are to be assigned to any district than are required to handle the Company's business. This number shall be determined by the Master Mechanic and a committee of Engi- neers to the satisfaction of all concerned. Section 5. — In switch service the oldest Engineer shall have prefer- ence. Should road Engineer be assigned to switch engine service and granted permission to remain in this service permanently, his seniority will commence in switch service from the time he enters same, which will be the date of his first regular service. If the road Engineer is used temporarily on a switch engine, the first extra man on the board will be called. When it is necessary to use switch Engineer in road service, the oldest Engineer will be given preference, if competent. Switch engine service, shall not count as seniority in road service. ARTICLE XX. Section 1. — Permanent vacancies in passenger blanket runs will be filled on a pro rata of mileage by the oldest En- gineers entitled to same and belonging to districts over which blanket passenger service extends. In case mileage on run is changed, the En- gineer will be changed if necessary in order to give the run to the dis- trict having the greater mileage. Section 2. — Where blanket service exists the extra passenger work belongs to Engineers in districts having the greater mileage, except when the difference of mileage of the districts is less than 15 miles, tlie extra passenger work will be done by the oldest freight Engineer be- longing to the terminal where the vacancy. occurs. Section 3. — Where a blanket run is created upon which not more than two Engineers can be placed and the mileage of one division twice exceeds that of the other, the division with the greater mileage shall place the two first men. The third place shall be filled from the division with the short mileage, providing that division with short mileage has a mileage of 15 miles or more. Section 4. — Wherever the pro rate on blanket runs has once been established, this pro rate shall be maintained by filling future vacancies by oldest men belonging to the same territory of man vacating run. Section 5. — On blanket runs where the mileage of both divisions is nearly equal and it is necessary to maintain an odd number of men on these runs, each district shall be represented equally and the odd run shall be filled by the oldest man from first one district, then from the other district alternately. Section 6. — Where it is possible for two divisions to man blanket runs equally and maintain their pro rata of mileage by not disturbing man on other district they shall be permitted to do so. Section 7. — An Engineer on a blanket run accepting a preferred run will have the right to return to the blanket run in case the pre- ferred run taken by him is pulled off. , 614 Article XXIII. — Engineers accepting official positions with the Company or employed by the Brotherhood of Locomotive Engi- neers with the Company's approval will retain their rights on the Engineers' seniority list. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE V. Section 1. — Regular passenger crews will be given another engine should they arrive at any of the important terminals with engine in bad order and not in condition to continue the trip. Should an engine fail between terminals and another engine be put on the run, the passenger crew will stay with the disabled engine unless pickup crew is not familiar with the district. ARTICLE XV. — Engineers will be promoted and hold rights according to their seniority and capacity on their respective districts. Districts to be designated by Master Mechanic in conjunction with Engineers. When any run becomes permanently vacant, and Engineer entitled to same refuses the run, he loses his right to this vacancy only, but will retain his right according to seniority to next permanent vacancy that may occur. When Engineers are assigned to regular runs, the senior Engineer on the run shall have choice of established lay-overs. The oldest Engineer shall have preference to run and en- gines on district where he belongs. This refers to class of engine only. Preference of engines will be as follows: Eight-wheelers, 10-wheelers and Mogul, where they take their turn out of terminal, and consolidation. There will also be a preference between compound and simple, wheit difference in rate of pay exists, and between 10-wheelers and consolidation, where same rate of pay exists. Runs shall be bulletined- for 10 days unless given to senior Engi- neer. When application is made for a bulletined run, Engineer making same must notify the Master Mechanic or Foreman before the expira- tion of the 10 days in event he does not care to accept run. In event of failure to give this notice, such bulletined run will be assigned to the oldest Engineer applying and his run declared vacant. An Engineer who has been prevented from making application for a permanent vacancy by absence from the terminal where the run is bulletined, on account of sickness, will be assigned to the run when he returns and makes application for it, providing his seniority entitles him to it. ARTICLE XVI. — Permanent vacancies in either passenger, freight or yard service will be filled according to seniority in districts where vacancies occur (except as provided in blanket service). An extra Engineer filling a temporary vacancy in any service shall not exercise the seniority of the Engineer he represents, and in pulling off Crews or reducing extra board the youngest Engineer will be dis- placed regardless of whether he is regularly assigned or filling a tem- porary vacancy. 615 When an Engineer reverts back to the extra board through no fault of his own, he will be allowed to displace the youngest Engineer out of that terminal, providing his seniority gives him that right, other- wise he shall wait for a vacancy. Section 4. — Engineers, when available, who are entitled to extra passenger service must take such service or lose all extra service rights, but will not lose rights to permanent vacancy to which he may be entitled through seniority. Section 5. — When a run is pulled off and again put on, it is a new run and should be bulletined, and when a run is changed so that the regular established terminal is changed it shall be considered as a new run and bulletined. This not to apply to a run on a branch line, which run is not to be bulletined in case the terminal on such road is changed. ARTICLE XVIII. — Engineers on assigned runs will stay on their runs regardless of engine furnished. When an Engineer's engine is used for other service or held for repairs, the Engineer will be fur- nished an engine to enable him to go out in his turn. The Master Mechanic will pool the engines, if necessary to do this. Passenger Engineers will be assigned to runs, and when the en- gine they have been assigned to on these runs has been taken off for any cause the Engineer assigned to the run will continue on his regular run. All regular Freight Engineers will be assigned to districts or runs, and will be run first in and first out, except in case of absolute necessity. Section 1. — No more Engineers are to be assigned to any district than are required to handle the Company's business. This number shall be determined by the Master Mechanic and a committee of Engi- neers, to the satisfaction of all concerned. Section 5. — In switch service the oldest Engineer shall have preference. Should road Engineer be assigned to switch engine service and granted permission to remain in this service permanently, his seniority will commence in switch service from the time he enters the same, which will be the date of his first regular service. If the road Engineer is used temporarily on a switch engine, the first extra man on the board will be called. When it is necessary to use switch Engineer in road service, the oldest Engineer will be given preference, if competent. Switch engine service shall not count as seniority in road service. ARTICLE XIX. Section 5. — ^Agreed that Engineers be allowed to change districts with each other and to trade seniority. This change to be made after obtaining approval and consent of Master Mechanic and all Engineers concerned on each district affected, in writing, such consent to be filed in the office of Master Mechanic and the Chairman of En- gineers. The intention is to permit men that are in ill health or not able to hold up to heavy service to obtain light work, if possible, on other parts of the line. ARTICLE XXI. — Engineers accepting official positions with the Company or employed by the Brotherhood of Locomotive Engineers with the Company's approval, will retain their rights on the Engineers' seniority list. 616 SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS LEASED, OPERATED AND INDEPENDENT LINES Effective April 1, 1911. ARTICLE XXXIX. — Rights to runs shall be governed by senior- ity and ability. ARTICLE XL. — So far as practicable a sufficient number of En- gineers to handle the traffic with promptness and certainty will be as- signed to subdivisions, and a requisite number of men so assigned will be designated as regular pool men and will run first in first out on such subdivisions in through and irregular freight service, and the remainder will be designated as extra men. ARTICLE XLII. — New runs, turns and permanent vacancies, also additional runs, under the following conditions will constitute vacancies and will be advertised: When lay-over station is changed. When the mileage is increased or decreased as much as 10 miles per day on runs in excess of 110 miles. Runs scheduled to leave initial stations between 9 p. m. and 5 a. m. changed to leave between 7 a. m. and 7 p. m. Runs scheduled to leave initial stations between 5 a. m. and 9 p. m., changed to leave between 11 p. m. and 3 a. m. Advertisements will be posted on bulletin boards for 10 days and the oldest man making written application within 10 days from date of advertisement will be assigned without unnecessary delay, if com- petent. Engineers failing to make written application, as per preceding paragraph of this Article, waive their rights to such runs until again vacant; except as provided in the next succeeding paragraph. (c) Engineers losing runs or turns through no fault of their own and making written application within 10 days thereafter for such runs or turns as they may desire and to which their seniority entitles them, will be assigned; except as per paragraph (e) of this Article. Engineers failing to make written application as per paragraph (c) of this Article waive their rights to all runs until a vacancy occurs, and 6hall only be permitted to go on extra board on any subdivision to which their seniority entitles them. (e) Engineers losing work trains from any cause shall be per- mitted to return only to the run they gave up to take the work train, or to take any run which became vacant on or subsequent to the date they took the work train, which they could have bid in. Vacancies on Paragould Southeastern Railway, Pine Bluff Ar- kansas River Railway and Eastern Texas Railroad, will be advertised, and Engineers accepting service on those lines will retain their seniority on the division from which they came, but other Engineers remaining in the service of the St. Louis Southwestern Railway and the St. Louis Southwestern Railway of Texas will acquire no seniority rights on those lines. 617 ARTICLE XLVII. (a). — Engineers giving up tlieir positions and accepting service witli these Companies in other capacities forfeit seniority rights after 90 days, unless otherwise arranged with Engineers affected, except as provided in next succeeding paragraph. (b). — Engineers accepting official positions with these Companies or used in steam shovel or American ditcher service will retain their seniority as road Engineers. SOUTHERN PACIFIC COMPANY (Pacific System) Effective December 1, 1912. ARTICLE XX. Section 2. — It will be understood that where a relief engine is sent to take the place of a disabled engine in passenger service the Engineer beginning the trip is entitled to take the relief engine and complete the trip. ARTICLE XXX. Section 2. — Engineers assigned to regular runs will be run first in, first out, of all district or sub-district terminals be- tween which such runs are bulletined to run and on runs to which such Engineers are separately assigned. If schedules are disarranged so this can not be done, they will be run first in, first out, until returned to regular runs. (A). — Engineers in regular pooled freight service will be run first in, first out, of all district terminals and sub-district terminals where they are cut out or turned back at sub-district terminals. Only a suf- ficient number 'of Engineers will be assigned to a pool to handle the business with promptness and dispatch. Section 5. — The Company will not assign any more Engineers to each district or run than is necessary to move the traffic with prompt- ness. Engineers in like service, who are run around through no fault of their own, at any district or sub-district terminal, shall be allowed 50 miles and stand first out; if not called for service within the limit of ten hours, 100 miles will be allowed and stand last out. ARTICLE XXXII. — Engineers found employed on roads ac- quired or leased and operated by these Companies as separate districts, or a part of any district, shall retain their rights and seniority as here- tofore on the roads absorbed. When it becomes necessary to readjust the service of the merged roads on account of runs extending over other districts or a part thereof, such runs shall be assigned as provided for in Section 15, this Article. Should this rule be impracticable on account of insufficient mile- age in roads merged, Engineers found employed thereon will take seniority rights on the entire district to which added in accordance with seniority date in service as an Engineer on absorbed road. Rights of Road Engineers to preference of road runs shall be governed by seniority in service of the Company as Road Engineers. Rights of Engineers to preference of yard service shall be gov- erned by seniority in the service of the Company as Yard Engineers, and seniority of an Engineer as herein defined shall date from his first date of regular assignment to the yard list on the district where seniority rights are claimed. 618 Permanent Yard Engineers who are eligible and who qualify for road service will be placed on road list on date of qualifying. Engineers making application for permanent yard service as a preference and are assigned thereto shall lose thereby all road senior- ity rights or rights to promotion to road service, and will assume all previous yard and road seniority as an Engineer in permanent yard service. Permanent Yard Engineers shall have preference of all yard service, and preference of service shall be governed by their seniority. The cases of Engineers who are set back from extra list and left without employment and who may desire to accept temporary employ- ment on other railroads pending opportunity to return to further service with this Company, such return to be within 30 days' notice, men to lose no seniority by reason of acceptance of such employment, will be taken up on their merits by Superintendent, in conjunction with Master Mechanic, and decided accordingly. When Engineers on two districts desire to exchange district rights, they will be allowed to do so, provided, with the approval of the proper officials, they secure a two-thirds majority vote of the Engineers on each district affected, taking the junior Engineers' rights in both cases. Section 9. — All runs shall be bulletined for 10 days as soon as created, or become vacant, provided the senior Engineer or Engi- neers of the district do not make application for said run, or runs, prior to the 10 days' limit; but in case the senior Engineers make ap- plication for the runs, he or they shall be at once assigned and bulletin withdrawn. In case a run remains bulletined for 10 days and no application is made therefor, the junior Engineer of the district shall be assigned. Bulletin notice shall be sent to each terminal as promptly as possible and the date of the bulletin shall be the date on which the bulletin is posted. When either terminal of a run is changed, a freight or mixed run is changed to a passenger run, a passenger run is changed to a mixed or freight run, an assigned run is put into pool, either freight or passenger, a motor is substituted for steam service or steam service is substituted for a motor, when the leaving time of a train is changed five hours or more (excepting trains included in a pool), it shall be considered a new run and bulletined accordingly. Where trains are run by "roster" pool or several pools, there being a preference in iay-overs or trains in said pool or pools, senior men will have their choice and will be placed in roster and pools in order of their seniority and preference. When an Engineer bids or takes a displacement into extra passenger service, he takes his place on board at foot of list. When on a branch the service consists of one or more freight and passenger trains and one Engineer is assigned to the work and the service is changed and one or more Engineers are added, making a straight passenger and a straight freight run, such runs shall be con- sidered as new runs and bulletined , accordingly. When a vacancy occurs on any set of runs where the men as- signed have a specified lay-over day, such vacancy shall be bulletined, (519 and when bid in the men already on the rtlris will have the privilege of taking the preferred lay-over day, provided such men are older in seniority than the Engineer last assigned. It is understood under the provisions of this Section that an Engineer losing his run under these conditions may retain run during existence of bulletin. An Engineer refusing a run vacant or open to his choice, or vacates a run, forfeits thereby no seniority rights, but cannot there- after claim the run refused, or vacated, except it being again vacant, or in case he is thereafter deprived of a run which he held. Section 12. — ^An Engineer losing his run by reason of its having been discontinued or having been taken by an Engineer his senior, shall be entitled to take any run on the same seniority district held by an Engineer his junior in seniority; provided, that where on the run he chooses there are several Engineers his junior, and no distinct preference of regular runs or lay-over days, he shall displace only the junior of such Engineers; provided, that the Company will be at no expense for deadheading or time lost on account of such changes. If on any run there is a preference of lay-over days at any point, said Engineer shall have preference to displace his junior on run having preferred lay-over days. When an Epgineer is physically disabled on the account of loss of the sight of one eye, and is required to give up his run, he will have the privilege of dispilacing any Engineer his junior in branch serv- ice; if there is no branch run in the same class of service held by an Engineer his junior he will be placed in yard service and will be paid freight rates. This to apply until such time as there is a branch run held by an Engineer his junior in seniority. Engineers assigned to an established run, mileage composing which is certain, and from any cause the mileage is reduced and it becomes necessary to reduce the force thereon, the senior Engineers shall have the right to displace Engineers on other runs in accordance with their seniority, as specified in Section 12, .this Article. An Engineer being displaced from a run, or vacating a run as specified in foregoing paragraphs, shall make application for run of his choice when ready for service. When runs are so changed as to cause Engineers to run over more than one district, or part thereof, such runs shall be filled in such service in proportion to the mileage of each district over which' the run extends ; service to be adjusted without unnecessary delay. An Engineer with seniority rights on any district, accepting an official position in the service of the Company, or being exclusively employed by the Brotherhood of Locomotive Engineers on the lines of these Companies, retains in either case his seniority rights; upon application, as provided in Section 12, this Article, he will have the privilege to displace any Engineer his junior. Runs vacated by Engineers or by an Engineer being off for six months or more from any cause, or Engineers dismissed from the service, shall be bulletined as provided for in Section 10, this Article. 620 SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. RULE 19. — All new runs or vacancies of 10 days or over will be bulletined. The oldest Engineer accepting a run so disposed of will be entitled to it. Applications for such vacancies must be in writing. Failure to apply for an advertised run will be considered a decli- nation of such run. It is understood that any man accepting a run after an older man has declined it shall not hold such run if it becomes his turn to be reduced to other service on account of reduction in force.- A run affected by either a change of time from day to night, points of lay-over, or by a change of 400 or more miles per month, will be considered vacant. An Engineer holding such run may return to his former run unless a run has been created which is preference to his former run, provided claim for same is made within 30 days after such run is established. RULE 20. — Engineers senior in service will have preference to runs on their respective divisions. Preference runs are understood to include passenger trains, mixed trains, way freight trains, regular freight trains on branch lines, work trains, snow service, regular trans- fer service and regular helper service. Engineers on freight trains will, as far as practicable, run first in first out on their respective districts except on districts where other arrangements are agreed upon by men concerned and the Division Master Mechanic or Superintendent. On passenger trains. Engineers may run over one or more dis- tricts. Yard Engineers will have seniority rights in accordance with* their ability, to such vacant positions as they consider preference in yard service. Road Engineers desiring to enter yard service may do so when there is an opening, but when business decreases to where it will affect Yard Engineers who hold rights in yard previous to their enter- ing they will be returned to road service. This rule does not affect Engineers who are physically or otherwise unable to perform road duties. The Master Mechanic may assign Engineers to switching service temporarily without loss of rank in road service, where the service requires it, or where it is necessary on account of lack of business, or where the Engineer or members of his family may be ill, but such Engineers must return to road service when called on. If a Fireman when promoted to position of Engineer is assigned to switching service, and desires to retain his rights to road service, he must take his place in road service at the first opening or forfeit all rights thereto to the next man in order accepting it. Any Engi- neer dedining road service shall do so in writing, and a record of this declination shall be made opposite his name on Engineers' list. When Engineers are transferred from one division to another at the request of the Company, they shall be returned to their own division within six months, or before men are hired or promoted. 621 In transferring Engineers from yard service to road service, the oldest Engineer in service will be entitled to promotion first. Rights of Engineers will be governed by their positions on Engi- neers' list. The oldest man will have a choice of runs, but any Engi- neer declining a run to which he is entitled will forfeit his right to that run to the Engineer accepting it and to him only. When regular switch engines and yard Crews are used there shall be a Switch Engineer and Fireman assigned. When road men are temporarily assigned to yard service, the youngest available man will .be used. When new lines are built by the Spokane, Portland & Seattle Railway Company, the work train service will be supplied by Engi- neers from the division which will afterwards be affected by the diversion of traffic; and when lines constructed under contract are turned over to the Spokane, Portland & Seattle Railway Company for operation, the Local Chairman from the division thus affected, and the General Chairman in conference with officials, will determine an as- signment of Engineers for the new territory. In the event of business decreasing to a point not requiring the senior Fireman's promotion, the younger Fireman holds no rank on the Engineers' seniority list. Engineers who are discharged and are returned to duty will hold former rights, provided they are reinstated within six months, unless their cases are pending in the hands of the Adjustment Committee. Cases will not be considered as pending when decisions on same have been rendered by the General Superintendent, unless reopened by same authority. Engineers in the Company's . service and who accept official posi- tions therein, or who shall be employed by the Brotherhood, of Loco- motive Engineers with the Company's approval, shall retain their rights on the Engineers' list. TERMINAL RAILROAD ASSOCIATION OF SAINT LOUIS and SAINT LOUIS MERCHANTS BRIDGE TERMINAL RAILWAY Effective January 1, 1911. RULE 19. — The oldest Engineer in the service shall have prefer- ence of runs when a vacancy occurs, competency and fitness for the service considered. TEXAS CENTRAL RAILROAD Effective June 1, 1911. ARTICLE XLIV. — Engineers assigned to regular runs will be entitled to any engine placed on such run. On runs to which two or more engines are assigned, should one or more engines be taken out of service, the Engineer losing regular engine will have the privilegfe of doing an equal amount of running on such run. Engineers will not be taken off their runs to give other men trips unless satisfactory to the men on the runs. 622 ARTICLE XLV. — Regular Engineers in through freight service not assigned to regular runs will be run first in first out when prac- ticable. The Company will not assign through Freight Engineers to regular runs unless satisfactory to the majority of the regular through Freight Engineers on the district affected. ARTICLE XLVII. — When engines are taken into shops for re- pairs, Engineers who have been assigned to such engines will be as-, signed to whatever engine they may be entitled as soon as it can be done without inconvenience or expense to the Company. ARTICLE LXIII. — ^The right to regular engines, also the right and preference of regular runs, will be governed by seniority and ability in regular road service on the respective districts to which En- gineers may be assigned. ARTICLE LXV. — Should service be reduced preference of runs will be governed by seniority on the respective districts. When any run is created or vacant on a district, the senior Engineer on such dis- trict will have the right to such run. Should he decline to accept it, or fail to ask for it within 30 days after such vacancy occurs, he will forfeit his right to such run until it again becomes vacant and it will be open to each Engineer who is younger in service in accordance with above provisions. A run will be vacant when terminal is changed or when vacated by the Engineer holding it. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. ARTICLE XV. — The rights to regular engines or runs on their respective districts shall be governed by seniority and capacity in regu- lar road service. ARTICLE XVII. — When an engine in chain-gang service is tied up for repairs Engineers for such engine shall be given his turn out if he so desires. When it is necessary to run a Fort Worth District engine on the Baird District, the Engineer of the Fort Worth District engine will not be required to follow his engine to the Baird District, provided there is a Baird District Engineer available, and, if so, he will be given his turn out on his own district. This to apply on any district. ARTICLE XX. — Any Engineer holding regular passenger or freight run will be entitled to any engine placed on said run out of terminal, but should engine break down on road he will stay on broken-down engine to his terminal. When an engine becomes disabled on the road and it is necessary to be towed in. Engineer will be paid on mileage basis for miles run, and regular overtime rate paid for each hour Engineer remains in charge of disabled engine. ARTICLE XXII. — An Engineer refusing a run vacant or open to his choice, by reason of his seniority rights, forfeits thereby no sen- iority rights, but cannot thereafter claim the run refused except in case of its being again vacant, or in case he is thereafter deprived through no fault of his own of a run which he holds. Application for 623 such vacancies must be made and men assigned within IS days. This rule does not apply to runs that are changed in time as much as one hour or more at any one time or a difference in pay of as much as $10 or more per month. ARTICLE XXIV.— All Freight Engineers shall run first in first out on their respective districts, except as otherwise provided, or in case of emergency. Any Engineer who may be run around or wrongfully deprived of his turn or engine shall be paid one day's pay and stand last out. (A). — The Company agrees not to assign any more Engineers than are necessary to move the traffic with promptness and dispatch, and should any Engineer feel himself aggrieved by the assignment of Engineers, the said Engineer shall submit his complaint in writing to the local committee, and the local committee, in conjunction with the Superintendent and Master Mechanic, shall promptly investigate the complaint and the Master Mechanic shall act upon the decision agreed upon. ARTICLE XXV. — ^When a passenger or freight run extends over two or more districts or divisions each district or division is en- titled to representation pro rata upon said run ; each district or division selecting a representative in turn as may be agreed upon by the division interested. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE XVI. — Engineers at all times shall be run on the prin- ciple of first in, first out. This does not apply to Engineers assigned. to regular runs. ARTICLE XXVI. — Rights of Engineers to preference of runs, regular or extra engines, shall be governed by seniority in service of the Company as Engineer, and service as an Engineer shall date from his first road trip on the division where seniority rights are claimed. For each Engineer employed, one Fireman may be promoted. All permanent, vacant or open runs and switch engines shall be bulletined for five days, provided the senior Engineer or Engineers of the division do not make application for the said run or runs prior to the five-day limit, but in case the senior Engineer makes application for the run, he or they shall at once be assigned and the bulletin with- drawn. In case it remains bulletined for five days and no application is made therefor, the junior Engineer of the division shall be assigned. An Engineer being absent on account of sickness, suspension or leave of absence, if entitled to a bulletined run, may claim and take it on his return. An Engineer refusing a run vacant and open to his choice by reason of his seniority rights, forfeits thereby no seniority rights, but cannot thereafter claim the run refused except in case of it being again bulletined, or in case he is thereafter deprived of a run which he holds, through no fault of his own. When the mileage of a preferred run. is decreased or increased 300 miles or more per month, the time changed from day to night, 624 or night to day, or if time of lay-over away from home terminal is changed three hours or more, or if lay-over point is changed, it will be declared vacant and bulletined. Engineers on regular or preferred runs shall not be required to wait for engines entering shop for repairs, but will take their share of the work on engines still on the run or any engine assigned to the run. Engineers assigned to regular freight engines in freight service will not be required to wait for engines entering shops for repairs or sent to another division, but after the expiration of three days he shall be placed on the junior Engineer's engine in the same class of service and on the same division, or where his seniority preference would place him, without further delay. And if his regular engine is in the shop, or if sent to another division for not more than 30 days, when coming out of the shop, or returning to home division, he shall be required to again assume duty on his own engine. This section not to apply to new engines which the Company may in the future buy, or where an engine comes out of the shop without a claimant. Where a through freight engine is used on preference runs, or run off their home division, the Engineer assigned to said through freight engine will take his turn as on the principle of first in first out on the division he is assigned, regardless of the engine sent. An Engineer losing a trip through no fault of his own shall be paid for time lost. ARTICLE XXVII. — Preference to switch engine service will be governed by. road seniority as an Engineer. Extra Engineers when called for switch engine duty will be taken from the foot of the extra list and remain in charge of switch engine until displaced by regular assigned switch Engineer. Switch Engineers when run outside of yard limits will receive road pay for class of engine and service. UNION PACIFIC RAILROAD Effective September 1. 1911. ARTICLE II. — Engineers on assigned runs will stay with their runs regardless of engine furnished. Engineers in chain-gang service will run first in first out. Engineers run around will be allowed 50 miles; and if not called on duty within 10 hours, 100 miles will be allowed. Engineers will not be considered run around when they go out on trains called for. ARTICLE XIII. — Rights to regular engines and runs will be governed by seniority, other things being equal. Engineers will be confined to districts where rights are located. Rights on different districts will be established by Master Me- chanic and Engineers concerned. When temporarily transferred, they will have the privilege of returning to their respective districts before other Engineers are employed or promoted on such districts. If per- manent transfer is desired, they must so decide within three months, and in that case will rank as new men with date carrying any portion of last 90 days' continuous service. 625 All assigned runs shall be bulletined for 10 days as soon as created, or become vacant, provided the senior Engineer or Engineers of the district do not make application for said run or runs prior to the 10-day limit; but in case the senior Engineer makes application for the run, he shall be at once assigned and bulletin withdrawn. In case a run remains bulletined for 10 days and no application is made therefor, the junior Engineer of the district shall be assigned. Bulle- tin notice shall be posted as promptly as possible, and the date of the bulletin shall be the date on which the bulletin is posted. An Engineer refusing a run vacant or open to his choice forfeits thereby no seniority rights, but cannot thereafter claim the run refused, except it becomes again vacant, or in case he is thereafter deprived of a run which he held. An Engineer losing his run by reason of its having been discon- tinued or having been taken by an Engineer his senior, shall be entitled to take any run on the same seniority district held by an Engineer his junior; provided, that where on the run he chooses there are several Engineers his junior, and no distinct preference of runs or lay-over days, he shall displace only the junior of such Engineers. An Engineer being dsiplaced from a run, as specified in preced- ing paragraph, shall make application for a run of his choice within 10 days. When established runs are so changed as to cause Engineers to run over more than one district or part thereof, runs and vacancies thereon shall be filled in such service by Engineers of such districts in proportion to the mileage of each district over which the run extends. An Engineer with seniority rights on any district accepting an official position in the service of the Company, or being exclusively employed by the Brotherhood of Locomotive Engineers on the lines of this Company, retains in either case his seniority rights. When a Passenger Engineer is off his run for a period of 90 days the run will be declared open and senior men in passenger service be given preference until such man resumes work. After a regular Freight Engineer has been off his engine or run 30 days, such run or engine shall be subject to choice of all Engineers on seniority list until the regular man returns to work or leaves the service. Rights of Yard Engineers to preference of yard service shall be governed by seniority in service of the Company as Yard Engineers. Engineers making application for permanent yard. service as a preference and being assigned thereto shall lose thereby all road seniority rights. Permanent Yard Engineers shall have preference of all yard service. When a new timecard takes effect, the preference for assigned runs will be governed by seniority. Runs so selected will remain permanent during life of timecard, except as otherwise provided. The rights of Engineers in freight and passenger service between Ellis and Denver, heretofore separated at Cheyenne Wells as between two districts, are now separated as between the three above districts, as follows: The oldest men have preference of runs on the Denver and Ellis districts, through seniority. Two Engineers will be taken from west of Cheyenne Wells and one from east of Cheyenne Wells in manning the Hugo district, and this ratio shall be followed in maintaining the personnel of that district. Thereafter, should vacancies occur on Denver district or on Ellis district, Engineers who have been taken from these districts will have the right to return thereto, providing permanent vacancies occur and they have elected within six months to make such transfer ; this not to affect rights of Engineers to a transfer later, should another perma- nent vacancy occur. Engineers employed after January 1, 1909, on Hugo district have no rights on Denver district or Ellis district. When an eiigine becomes disabled en route and another engine is substituted. Engineers will remain on their respective engines. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 31. (a). — Engineers on assigned runs will remain on such runs regardless of engine furnished. (b). — ^When local freight trains are to be abandoned, Engineers will be permitted to change engines and runs the day previous in order that they mav get their lay-over at their home terminal. RULE 32. — In changing engines on passenger trains on the road, regular passenger Engineers will remain with the train. RULE 33. — Engineers in chain-gang service to be run first in first out on the territory to which they are assigned, except in case of emergency, and then shall be returned to their own territory after one round trip. An Engineer regularly assigned to an engine shall have the privilege of going with the engine (provided it is not transferred to another division) if he is familiar with the line over which the en^ne is to be run. When a regular assigned through freight engine is used to fill a vacancy in any class of service it shall be the last avilable engine and upon its return it shall be given to regular crew and placed in Crews' turn, as shown by the register. RULE 34. — Surplus passenger engines moved to equalize power shall not be put on a particular freight -train and displace a freight engine which will be doubleheaded. When necessary to doublehead to equalize power, the passenger engine should not disturb the order of the freight engines, but when a passenger engine is to take a freight train, it may be assigned to the first one regardless of turn. An Engineer losing his engine on account of not having com- pleted rest will stand first out on return of his engine. Where engines are pooled, an Engineer losing his turn on account of rest will stand first out when his rest is completed. Upon request to the Superintendent by the representative for the Engineers, the Engineers' extra board on any specified district shall be pooled. 627 RULE 36. — When a through freight engine is shopped for seven days or longer or a yard engine for one day or longer, the regular assigned Engineer shall have the privilege of being temporarily as- signed to the youngest Engineer's engine in same class of service on his assigned territory until his engine comes out of shop. In case the Engineer on shopped engine is the youngest Engineer on that terri- tory, he will have the privilege of being assigned to youngest Engi- neer's engine on another territory in the same class of service, on divisions where there is only one seniority list, otherwise he will be assigned to the extra list. After the engine has been shopped for three days the assigned Engineer upon his request will be advised relative to duration of shop time, or be assigned to another engine as per above. RULE 47. — Engineers will be in line of promotion according to their term of service as Engineers, faithful discharge of their duties, and ability to assume increased responsibilities. The right of an Engineer to select engines and runs shall be in accordance with former agreements. When an engine of a different class or run becomes vacant, if not desired by the Engineer who is entitled to it by seniority, it will be bulletined for 10 days and given to the oldest Engineer making application for same. An Engineer declining a run to which he is entitled will lose his right to same except when vacancies occur, or he loses his run, or either run is materially changed. Mileage increased or decreased, change from day to night, or night to day, or change of lay-over, will be considered material changes. It is understood that the Decatur and Detroit Divisions carry two seniority lists and that Engineers on these divisions hold right.s only on the territory to which they are assigned. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE XXIV.— Assigned runs will be bulletined for 10 days when vacancies occur or new runs are created. When runs extend over more than one division, engine Crews will be assigned to run out the mileage on a pro rata basis. Engine Crews will not be required to change engines on road, only in cases of emergency; except, it is understood that Crews may be changed off to relieve engines in work or helper service when it is necessary to bring engines to terminals for washing out or to do work. Engine Crews not assigned to regular runs will run first in first out on district or division on which they are assigned. Crews will not be run off their assigned districts except in case of emergency. Should such emergency arise, crews will not be required to make more than one round trip. Engine crews who, through no fault of their own (except when called in turn), are run around at terminals by men in like service shall be allowed one-half day and stand first out ; or if not called within 10 hours shall receive minimum day's pay for class of service assigned and stand last out. 628 ARTICLE XXV. — No more Engineers or Firemen will be re- tained in the service than are necessary to handle the business with safety and dispatch. When traffic becomes so light that through freight crews do not make approximately 3,000 miles per month, crews will be reduced. Superintendent or Master Mechanic will give due considera- tion to representations on this subject when made by local Chairman of respective organizations. ARTICLE XXVIII. — Rights to regular engines or runs, compe- tency and fitness for the service considered, shall be governed by seniority. WICHITA VALLEY RAILROAD Effective January 1, 1913. ARTICLE I. Section 6. — Switch engines will be bulletined to extra Engineers only, and when accepted they shall remain on them for a period of not less than six months, unless displaced by becoming en- titled to a regular road engine or reduction of force. In event none of the extra Engineers bid for the switch engine vacancy, the youngest extra Engineer will be compelled to go on the engine for a period of not less than six months, subject to the above conditions. When the youngest regular road Engineer loses his engine through no fault of his own, he will have preference to switch engine or work entitled to on extra board on his district. This does not apply to permanent or dis- abled Engineers. No Engineer hired or in line for promotion shall be allowed or permitted to remain on switch engine and retain his road rights. Section 7. — Engineers accepting permanent positions as switch Engineers will waive all rights to road seniority, incapacitated Engi- neers excepted. Section 8. — No Engineer will be placed as a permanent switch Engineer without consent of the management and the General Adjust- ment Committee of the B. of L. E. Section 9. — In case of extra Engineers being called to run switch engines, they will be taken from the foot of the extra list and remain on the switch engine until displaced by regular assigned switch En- gineer. ARTICLE XIII. — All engine crews shall be run first in, first out, in the same class of service on their respective divisions. The crews of engines run around shall be allowed one-half day and if not called on duty within ten hours one day shall be allowed, except when engines are held for repairs or on account of crews claiming rest. ARTICLE XV. — Rights to engines and runs on entire system will be governed by seniority. When an engine in passenger service is disabled and it is neces- sary to replace same by another engine, the passenger Engineman will hold the run and will take the available engine. When an extra man is on an engine, until displaced he will have the same rights, privileges and immunities as a regular man. ARTICLE XVI. — There shall be no distinction or preference shown between Engineers. All engines and runs, whether regular or extra, shall be governed by seniority. 629 ARTICLE XXVII. — Any Engineers with seniority rights accept- ing an official position in the service of the Company, or being exclu- sively employed by the Brotherhood of Locomotive Engineers on the lines of this Company, retain in either case their seniority rights. ARTICLE XXXV. — An Engineer refusing a run vacant or open to his choice by reason of his seniority rights, forfeits thereby no sen- iority rights, but cannot thereafter claim the run refused except of its being again vacant, or in case he is thereafter deprived, through no fault of his own, of a run which he holds. Applications for such va- cancies must be made and then assigned within 10 days. In case there is more work than can be done by regularly assigned extra passenger men to preferred runs, the oldest freight man shall be called to do such work. ARTICLE XXXVI. — When an engine goes into the shop for repairs requiring five days or more, the Engineer will be furnished with an engine in the same class of service, unless it is his desire to wait for the engine, and if it his desire he shall be privileged to go on extra board. ARTICLE XXXVII. — Engineers assigned to regular engines or runs shall not be required for other engines or- runs than those to which they are assigned, after other Engineers can be obtained. ARTICLE XLII. — In case road Engineers are disabled from road service, they shall have preference to switch engines. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. ARTICLE XXXIII. — Engineers not on assigned runs will be run first in first out, but the right is reserved to depart from this rule when the interest of the Company requires it. Engineers shall hold rights on their respective seniority territories and have preference of work, irrespective of engines, transferred from other districts. When an engine is transferred from one district to another, the Engineer in charge will be started toward his home terminal within 15 hours after arrival or paid after such time, at the specified rate, for each hour so held. Engines will be assigned to run as the interests of the Company require. Engineers on regular runs will go on their runs regardless of en- gines furnished. Senior Freight Engineer will have preference of extra passenger work. Engineers on assigned runs, laying over at terminals awaiting or protecting their regular runs, will not be required to go on other runs, except in cases of emergency, and if their services be so needed they will be notified sufficiently in advance of the time of departure to enable them to obtain proper rest. This not to prevent assigned senior Freight Engineers from being called for extra passenger work. Engineers eligible to fill short temporary vacancies (less than 30 days) in passenger service, may waive claim to such work by filing 630 with the Master Mechanic or General Foreman in charge a written notice of such desire, said waiver to remain in effect until recalled in writing, and covers all character of passenger runs. ' ARTICLE XXXIV. — Advancement of Engineers in the service will be governed by seniority, merit and ability being equal. The En- gineer longest in the service will have preference. ARTICLE XXXV. — When new runs are created or vacancies occur on assigned runs, Master Mechanics shall so notify all Engineers concerned by posting a bulletin, and assignments cannot be made through other methods. An Engineer vacating a run will have the right to apply for that particular vacancy. An Engineer not applying for a run he is entitled to shall lose his right to same until it is again vacant, or he loses the run to which he is assigned. An Engineer absent by reason of sickness, suspension or leave of absence, if entitled to a bulletined run, may apply and take it on his return. Assigned run vacancies following shall be filled in like manner. An Engineer relinquishing such a run to the regular Engineer will take a run he is entitled to as provided in next paragraph. An Engineer losing an assigned run or turn in through freight service must, within 30 days thereafter, make application for such other run as he prefers and is entitled to or revert to the extra board pend- ing further vacancies. Turns in through freight service will be assigned but not bulle- tined. All applications must be in writing. ARTICLE XXXVL— Engineers holding road rights will, not be permitted to remain in switching service for a longer period than 30 days after becoming entitled to a regular turn on the road. However, upon request of the Local Committee of Engineers, the Master Mechanic or Superintendent may, in case of ill health or being incapacitated for road service, grant to Engineer making written ap- plication permission to remain on or take switch engine temporarily, provided it does not operate to displace a senior Engineer with switch- ing rights only. 631 SENIORITY ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. ARTICLE III. — Engineers will be promoted according to seniority and ability, on their respective districts. In case of dispute between the Company and the Engineers in regard to seniority the Engineers may furnish a list, which shall be accepted unless proven in error. Seniority of an Engineer will be established from the date of his initial service as an Engineer on the district to which assigned, whether in yard or road service, after having been assigned to the extra board ; and in case of an Engineer promoted from Fireman he will not be withdrawn from service as Fireman and assigned to service as an Engineer at a point where an extra board is maintained without having his name placed on the extra board; provided, however, that no junior qualified Engineer shall establish seniority while a senior qualified Engineer, who has secured seniority, is in firing service. (It must be understood that in administering this clause a senior qualified Engineer, who has secured seniority, must not be left in firing service, if available, and a junior qualified Engineer used in service as an Engineer.) A qualified promoted Fireman, called for a trip as an Engineer at a point where no extra board for the district to which he is assigned is maintained, and at end of such trip returned to firing service, his name not being marked up on the extra board, establishes no seniority. Engineers for switch engines at a point where there is an extra board shall be furnished from men whose names are on such board. In the case of an Engineer promoted from Fireman, if for any reason the senior eligible Engineer is not available and a junior qualified Engineer is promoted and used in actual service out of his turn, whatever standing the junior Engineer so used establishes shall go to the credit of the senior eligible Engineer. As soon as the senior Engineer is available he shall displace the junior Engineer, who shall drop back into whatever place he would have held had the senior Engineer been available and the junior Engineer not used. For the purpose of determining seniority under this Article, there shall be six districts: Albuquerque and Belen to Gallup; Gallup to Winslow; Winslow to Seligman; Seligman to Bakersfield; West of Bakersfield; South of Barstow. And the further provision that the Los Angeles division seniority of Engineer shall remain intact in accordance with list embodied as a part of rules and regulations of date November 24, 1899. Seniority of Engineers in switching service shall be reckoned from time of being permanently assigned to switching service on their respective districts. For the purpose of determining seniority under this clause there shall be five districts : From Isleta to and including Gallup; West of Gallup, to and including Seligman; West of Seligman, to and including Bakersfield; West of Bakersfield ; South of Barstow. 632 ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912. ARTICLE XIII. — Seniority of a hired Engineer will commence frorn the date and hour of his first trip in road service. Promoted Engineers will be assigned to road service in turn. The seniority to count from date and hour of his first trip in road service, after being assigned to road board with the intention of keeping him in the road service permanently if the condition of business warrants; provided, however, that an Engineer will not lose any seniority by being called off the road board to run switch engine temporarily. The seniority of a transferred Engineer will be counted from the date transfer is made for permanent service. It is understood that this applies as to district or division seniority. BALTIMORE & OHIO CHICAGO TERMINAL RAILROAD Effective December 24, 1910. ARTICLE III. — Seniority to date from the first day's work, if hired, or date of permanent promotion, if promoted. Emergency Engineers promoted from Firemen's list will not rank as Engineers until permanently promoted. ARTICLE XX. — Engineers who voluntarily leave the service of the Company and are thereafter re-employed shall rank as new men. Engineers being discharged from the service of the Company and are thereafter re-employed within one year shall not lose their seniority rights and shall not be required to pass medical examination. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE XXIII. — Engineers will date on seniority Ust as fol- lows: Hired men will stand on Engineers' seniority list in relation to each other in the same order that they were engaged. The senior hired man will be placed on list on the day and hour first trip is commenced by himself or junior hired man, engagement to commence when man is first engaged and certificate of engagement issued. Completion of examination not to be considered. Promoted men who passed first examination will stand on the Engineers' seniority list in relation to each other in the same order that they stood on the Firemen's list. The senior promoted man will be placed on the Engineers' seniority list on the day and hour first trip is commenced by himself or junior promoted man, after order to pro- mote has been issued by Chief Mechanical Officer. Hired or promoted Engineers must send copy of first trip ticket properly certified to by Locomotive Foreman to Locomotive Inspector, at Winnipeg, and retain a copy himself. During the months of January of each year seniority list will be posted on which Engineers will ascertain their standing and registei; 633 complaini, if any. After three months, no complaint will be recognized. ARTICLE XXXVI. — Engineers hired by construction depart- ment if transferred to operating department will hold date on seniority list from time of such transfer. Transfers from operating department to construction department will hold original date on seniority list. ARTICLE XXXVII. — Engineers who are discharged and re-em- ployed on return to duty within six months will hold their former rank. Re-employed after six months, will rank as new men, except in cases where the decision of the Company is not accepted by the com- mittee, then they shall retain his former rank. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. ARTICLE IV. — Seniority of Engineers will start from the date of passing examination or date of entering the service. Date of enter- ing service means when Engineer reports for duty. Engineers hired with one or more years' experience will be placed on seniority list on date of starting. ARTICLE XXI. — Engineers taken over with another road will hold their seniority rights with men on the division to which that road has been added from date of entering service of such other road. Engineers employed by contractors will have no seniority standing. Engineers assigned by the Company to contractors' service will retain their seniority. ARTICLE XXVI. — ^A list of Engineers in promotion order will be posted in each booking room in January and July of each year. Engineers transferred from one division to another, or from one promotion district to another, or from another railroad, to rank as junior men. In case of reduction of staff, hired Engineers will not be classed as Firemen ahead of the men who were firing when they were hired. Engineers put back firing on account of a reduction in staff will have choice of runs according to seniority and fitness. ARTICLE XXVII. — Engineers taken over with another road will hold their seniority rights with men on the division to which said road has been added from date of entering service of such other road. Engineers employed by contractors will have no seniority stand- ing. Engineers assigned by the Company to contractors' service will retain their seniority. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 4. — Seniority will be governed by date of their first actual service as Engineer. Emergency service not to be counted in estab- lishing seniority. Engineers will not be allowed to exchange seniority rights. RULE 11. — A corrected copy of the roster will be posted in some conspicuous place for the information of the Engineers every six months. 634 RULE 15 — Engineers leaving the service of the Company of their own accord can only be re-employed as new men and lose their for- mer rights as Engineers. A discharged Engineer reinstated retains his original rank and right, provided he is reinstated inside of one year from date of discharge. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 51. — A corrected list of Engineers on each division will be posted in a conspicuous place in the roundhouse office. This list will be corrected every six months, should changes require it. RULE 54. — Engineers returning to the rank of Firemen on their own accord out of their turn relinquish their rights on the Engineers' seniority list. _ R.ULE 56. — Engineers will take and retain their standing on the seniority list at the time they are regularly assigned to the service as Engineers. Regularly assigned does not mean emergency cases. CHICAGO JUNCTION RAILWAY and CHICAGO RIVER & INDIANA RAILROAD Effective May 26, 1913. ARTICLE XVI. — Seniority of an Engineer as herein defined shall date from his first date of regular assignment to the list. A roster showing the seniority and rank of all Engineers will be posted in the roundhouse, and copies sent to the Chairman of the General Committee of Adjustment, January 1 and July 1 of each year; this roster being subject to protest and correction for 60 days. If no pro- test is made, the officers of the Company and the regular Committee of the Brotherhood of Locomotive Engineers will acknowledge the correctness of the list, and no seniority date of Engineers will there- after be changed. All new runs will be bulletined for five days as soon as created. ARTICLE XIX. — Engineers who voluntarily leave the service of the Company and are re-hired within one year may be reinstated. Engineers who are discharged and re-hired within two years may be reinstated. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE IX. — Engineers on entering the employ of the Com- pany will take their seniority rights from the date on which they make their first trip as Engineers. (This will not apply to men temporarily used as Engineers in cases of emergency.) Section 1. — If for any reason the senior eligible Fireman is not available and a junior qualified Fireman is promoted and used in actual service out of his turn, whatever standing as an Engineer the junior Fireman so used establishes, shall go to the credit of the senior eligible Fireman. 635 As soon as the senior Fireman is available he shall displace the junior Firieman, who shall drop back into whatever place he would have held had the senior Fireman been available and the junior Fire- man not used. When a date of promotion has been established in accordance with regulations, such date shall be posted, and if not challenged in writing within sixty days after such posting, no protest against such date shall afterwards be heard. Section 3. — Seniority lists will be posted on bulletin boards once a year, about May 1st, and will be kept corrected by adding to or drop- ping from names as forces may be changed. Section 25. — Engineers resigning will be considered as new em- ployees, should they re-enter the service. CHICAGO, MILWAUKEE & GARY RAILWAY Effective March 1, 1913. ARTICLE VIII. — Seniority as an Engineer will commence with' the first trip made or day's work performed after assignment, and emergency service rendered prior to being assigned as above will not be considered as establishing seniority. CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES Effective Decembek 24, 1910. ARTICLE XIX. — Seniority as an Engineer will commence with the first trip made or day's work performed after having been assigned to the extra board or to a regular position as an Engineer. Emergency service rendered prior to being assigned as above will not be con- sidered as establishing seniority. Seniority rosters will be made out by the Master Mechanics and posted in register rooms on January 1 and July 1 each year, for 30 days, subject to claim for correction by the men interested; such corrections for adjustment to be made through the Local Chairman of each division or by the General Chairman of the Engineers pending final approval by the Local Chairman and the Master Mechanic. Should two or more men be assigned to service as Engineers on the same date they will take their roster standing as Engineers in accordance with their previous length of service on locomotives of this company. Engineers employed or promoted who have gained seniority, regular runs or engines under the former method of acquiring senior- ity, will not be affected by this Article nor will this rule be cited or used in the adjustment of cases or questions now pending settlement. It only applies to Engineers entering the service after the date of its adoption. It is understood that if the senior man is not available and a junior man is promoted out of his turn, whatever standing the junior man so promoted established shall go to the credit of the senior man. As soon as the senior man is available he shall displace the junior 636 man, who will drop back into whatever place he would have held had the senior man been available and the junior man not used. When Engineers voluntarily leave the service of the Company and are re-employed they shall rank as new men. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE XII (L). When Engineers voluntarily leave the service of the Company and are subsequently re-employed they shall rank as new men. ARTICLE XV. — Promotion of Engineers will be made accord- ing to their seniority and ability when found competent and worthy. When the ability of an Engineer, in line for promotion, is questioned, he may be given an opportunity to prove his competency. The seniority of an Engineer will commence with first trip made or day's work performed after having been assigned to the extra list, or to a regular position as an Engineer. It is understood that if the senior man is not available and a junior man is promoted out of his turn, whatever standing the junior man so promoted establishes shall go to the credit of the senior man. As soon as the senior man is available he shall displace the junior man, who will drop back into whatever place he would have held had the senior man been available and the junior man not used. Emergency service rendered by a Fireman who has qualified for promotion prior to being assigned as above, will not be considered as establishing seniority. As soon as a man is promoted to an Engineer he will be notified in writing by the proper official of the Company of the date of his promotion, and unless he files a written protest within 60 days of such date he cannot thereafter have it changed. Engineers employed or promoted who have gained seniority, regular runs or engines under the former method of acquiring senior- ity, will not be affected by this Article nor will this rule be cited or used in the adjustment of cases or questions now pending settlement. It only applies to Engineers entering the service as such after the date of its adoption. CHICAGO & NORTH WESTERN RAILWAY Effective December 24, 1910. ARTICLE VII.— All Engineers shall rank from the date they are regularly assigned as such by their Master Mechanic and will receive first-class pay one year from the date of first running, irrespec- tive of assignment. In promoting Engineers to higher grades, the question of merit and competency for the service required must be considered paramount to that of age or rank. ARTICLE XXX. — An Engineer reinstated retains his original rank and rights. An Engineer re-employed loses his former rank and is employed as a new man. Master Mechanics will explain to Division Superintendents on the settlement of every case so that no misunder- standing may arise, and will also report it in monthly record and bulletin. 637 CHICAGO, PEORIA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. The seniority shall date from the time employees take final exam- ination and are placed on the board for service, it being understood that no man will be placed on the board until ready for service. It is understood if the senior man is not available and a junior man is promoted but of his turn whatever standing the junior man so promoted established it goes to the credit of the senior man. As soon as the senior man is available he shall displace the junior man, who will assume whatever place he would have held had the senior man been available and the junior man not used. Employees must accept promotion in their turn; failing to pass examination they shall be given six months in which to qualify ; failing to pass the second time they shall be placed at the foot of the list. When an employee leaves the service of the Company on his own accord he forfeits all rights ; if discharged he forfeits all rights unless he is reinstated within six months or his case is pending adjustment. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY Effective February 1, 1911. ARTICLE XXI. — Engineers in yard service must entei; road service in their turn unless it is agreed between the division officers and the local committee that they may be temporarily assigned to yard service; and they will rank upon the seniority list from the date they first entered yard service as an Engineer. This will not apply, however, to Engineers now permanently assigned to yard service. CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. ARTICLE VII. — ^Engineers shall rank from date they pass the required examination except as provided in agreement on Article III of the Chicago Agreement between Brotherhood of Locomotive Fire- men and Enginemen and Conference Committee of Managers, dated March 23, 1910. CHICAGO & WESTERN INDIANA RAILROAD Effective February 1, 1911. ARTICLE XI. — ^The seniority date of each Engineer will be the date when, first used in actual service as an Engineer, after having qualified and passed the required examinations, except that Engineers promoted from Firemen shall hold the same relative seniority rights as on the Firemen's roster. COLORADO MIDLAND RAILWAY Effective November 1, 1911. ARTICLE XVII. — Rights of Engineers in road service will com- mence from date of entering such service permanently. 638 COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XLVIIL— Yard Engineers shall have the privilege of entering road service according to seniority. Engineers- so transferred shall rank as the junior Engineers in road service, taking their date from first trip on road. ARTICLE XLIX. — All divisions shall be furnished with a list, yearly, by the Superintendent of Motive Power, showing date of serv- ice and assignment of all Engineers employed. COLORADO SPRINGS AND CRIPPLE CREEK DISTRICT RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. ARTICLE XV. — Rights of Engineers in service of the Company will commence from date of making first trip permanently. DENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. ARTICLE XVIII. — Firemen will be examined for promotion ac- cording to seniority on Firemen's roster, all things being equal. Switching service to be kept up by newly promoted men and they to go on the road when it comes their turn, except where it is agreed between the division officers and local committee that they be allowed to waive their road rights and be regularly assigned to yard service. Should it be necessary to reduce the force, Engineers and Firemen will be reduced in the same order and line as they were advanced. DENVER & SALT LAKE RAILROAD Effective August 16, 1912. ARTICLE VIII. — Seniority of promoted Engineers will date from date they make their' first trip as Engineer in the order of their seniority as Firemen. Example: Firemen A, B and C are eligible for promotion in the order named and have passed examination, A being the senior, but A and B not being available, C makes the trip as Engineer, in which case A and B would -each be marked up as pro- moted Engineers ahead of C. Seniority of hired Engineers to date from date they make their first trip under pay as Engineer, except in case such hired Engneer may conflict with the seniority of Firemen promoted or eligible for promotion, who, by reason of not being available, have not made a trip, as set out in example above, in which event the eligible and promoted Fireman will hold seniority over the hired Engineer. Firemen who are eligible for promotion must present themselves for examination when requested, unless sickness or other just cause prevents. This Section will also apply as between hired and promote^ Firemen. Should a dispute arise between Engineers or between Firemen regarding their respective seniority rights, the case shall be decided by a majority of the Engineers or Firemen, respectively, on the system. (539 A seniority list of Engineers and Firemen will be kept posted in the roundhouses in a conspicuous place and corrected at least every six months, showing service and assignments of all Engineers and Firemen employed. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. ARTICLE VIII. — The rights of any man employed as Engineer or Fireman shall date from the time he begins work, and the rights of any promoted men as Engineers or Firemen shall date from the time the)'' begin work after being assigned to such service, provided that this rule shall not be construed so as to prevent any Engineman from taking his proper rank after any temporary absence not caused by his own fault. Engineers will not retain rights on Engineers' list unless they are employed by this Company for at least four months in each year (providing there is work for them) unless protected by leave of absence. DULUTH, MISS ABE & NORTHERN RAILWAY Effective January 1, 1911. ARTICLE XXVI. — The seniority of any Engineer or Fireman shall date from the time he began work as such, and the seniority of any promoted man as Engineer or Fireman shall date from the time he began work as such. DULUTH & NORTHERN MINNESOTA RAILWAY Effective October 1, 1911. ARTICLE XVII. — Engineers shall hold rights according to seniority. ARTICLE XX. — A list of Engineers according to seniority shall be placed in roundhouse, where all Engineers can have access to same. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY and MINERAL RANGE RAILROAD Effective December 24, 1910. ARTICLE XV. — Engineers' rights to begin from the last time entering the road service. This will not affect men who have been unjustly held back.' EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1910. ARTICLE XVII. — Engineers will hold seniority rights on the divisions as now defined. Engineers transferred from one division or district to another will be furnished free transportation lor their families and household goods. An Engineer's seniority will date from the first service performed after being qualified as an Engineer. 640 ARTICLE XXXII. — When a dispute arises between any two En- gineers regarding their seniority or rights the case will be decided by a majority of the Engineers on the district, and this decision in writing will be agreed to by the Master Mechanic. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE LXVI. — The seniority dates of all Engineers hired or promoted on or after December 1, 1907, will date from the first service performed as an Engineer, after passing required examination. In the event of reduction of force, when again put on the board, they shall be placed on seniority list according to original dates. This does not apply to permanent or disabled Engineers. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. ARTICLE XXVIII. Section 14. The Company will on request furnish annually to each B. of L. E. division of the district a complete seniority list of the district; road Engineers' and yard Engineers' seniority list to be made out separately, and will place a copy of same on bulletin board at each terminal of the district for thirty days, sub- ject to correction and official acknowledgment by both the- officers of the Company and regular Committee of the Brotherhood of Locomo- tive Engineers. After being thus officially acknowledged, no seniority date of Engineers will be changed, excepting as herein provided for in cases of transfer. Section 15. When an Engineer lays off for six months or more, or an Engineer having been dismissed from the service is afterward reinstated to his seniority rights, he will be returned to service as pro- vided for in Section 16 of this Article. (See rights to runs). ARTICLE XXIX. — Rights of Engineers to road service shall be governed by seniority in service as Road Engineers ; service to date from first date of regular assignment to the road list on the district where seniority rights are claimed, provided such Engineer is held on such list exclusively as an Engineer for 30 consecutive days. This is not to be retroactive. Rights of Engineers to preference of yard service shall be gov- erned by seniority in the service of the Company as Engineers. Service of an Engineer in yard service shall date from his first assignment to such service on the district where seniority rights are claimed, provided such Engineer is held for such service for 90 con- secutive days. In case an Engineer is promoted to road service before he com- pletes his 90 days in yard service he shall lose no yard seniority. 641 GRAND TRUNK PACIFIC RAILWAY Effective July 15, 1912. ARTICLE XIX. — A revised general seniority list shall be posted once in six months at all enginehouses. ARTICLE XX. — Engineers' seniority will date from the day of commencing work, at which time they will ascertain their standing on seniority list. ARTICLE XXI. — Road Foreman's district seniority to prevail for all regular timecard, freight or mixed runs ; at present established being Fort William to Transcona, Transcona to Watrous, from Watrous west. Universal seniority to prevail for all passenger runs west of Fort William until regular divisions are established, at which time divisional promotion shall prevail. When new divisions are opened, the number of Engineers re- quired will be advertised for; the applications of the men wishing to be transferred to be considered in accordance with their seniority standing on the division they are employed, it being understood that when transferred to a new division by reason of such application, men will not retain their seniority standing on the division from which transferred. Seniority date on new division of men transferred as result of advertising will be the date promoted or employed as such men appear on seniority list on division transferred from. Should the number of men required on a new division not be forthcoming as result of such advertising, the men required will be hired and their seniority will date from the day they first take service. Engineers at any terminal unable to hold position on spare board shall be transferred to a terminal where they may be provided with work, displacing junior men. They will have the privilege of return- ing to home station at any time business warrants during a period of two years. ARTICLE XXII. — Engineers taken over with another road will hold their seniority on the lines acquired. Engineers assigned by the Company to contractor's service will retain their seniority. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 47. — List of Engineers will be kept in the records of the Company showing the age of the men in the different classes of service and transfers from yard to road service and vice versa, and these lists will be checked and corrected from time to time by the Company's officers and committee representing the Brotherhood of Locomotive Engineers. Local Chairman of Brotherhood of Locomotive Engineers will be furnished two copies of such lists. RULE 48. — Hired men will date on Engineer's list from the date they make their first trip. Promoted men will date as Engineers from the date on which the first trip is made. RULE 55. — Engineers who are discharged and are returned to duty will hold former rights, provided they are reinstated within six 642 months, unless their cases are pending in the hands of the Brotherhood of Locomotive Engineers' Adjustment Committee. Cases will not be considered as pending when decisions on same have been rendered by the Assistant General Manager or General Manager, unless re-opened by the same authority. Engineers who are out of the service longer than six months through sickness or injury, or under leave granted by proper authority, will not lose their rights under this article. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE I. — Engineer's seniority will commence from the date and time of his first service as an Engineer in charge of an engine, after he has passed all the required examinations and after being hired or regularly promoted to such engine service. Hereafter Engineers, hired or promoted, will secure a certificate from Mechanical Superintendent showing the time and date that they have regularly established their seniority as an Engineer. ARTICLE XXVIIL— Where Engineers are dismissed from the service, except through reduction of force, and are re-employed after a period of six months they shall rank as new men but if re-employed within six months they may be restored to their former rights if the officers of the Company see fit to do so; but if they voluntarily leave the service to engage in other business or to work on other roads and are subsequently re-employed on this road they shall rank as new men and be assigned to service and subject to condition of that rank, un- 'less otherwise mutually agreed upon by Mechanical Superintendent and the men affected. Engineers employed by contractors hold no rights in Company's service. If assigned by Company to contractor's service, they retain their original rights in Company's service and are to be paid according to Engineer's contract. HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. ARTICLE VIII. — Seniority standing of Locomotive Engineers shall govern at all times, seniority place of Engineer to commence at time he has passed required examination and has been accepted by the Company. This applies from February 1, 1907. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. ARTICLE X. — Seniority standing of Locomotive Engineers shall govern at all times. Seniority place of Engineer to commence at time he has passed required examination and has been accepted by the Company; this applies from February 1, 1907. Rights of En- gineers in preference to runs shall be governed by seniority with the Company as Engineers. 643 Engineers found employed on roads acquired or leased, and there- after operated as part of any division of this Company, shall lose thereby no seniority rights on such roads or branches leaseid or ac- quired, and can only acquire seniority rights on other parts of the system from the date the line on which he was employed was absorbed by the Company. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE XXXIV. — .Seniority (except in case of transfer) will be established by the first trip made, or day's work performed, after having been assigned to the extra board, or to a regular position as an Engineer. Emergency service rendered prior to being so assigned will not be considered. Engineers employed or promoted who have gained seniority under former methods of acquiring same will not be affected by above Section, neither will it be cited or used in the adjustment of cases or questions now pending settlement. It applies only to En- gineers entering the service after the date of its adoption. It is understood that if the senior man is not available and a junior man is promoted out of his turn, whatever standing the junior man so promoted established shall go to the credit of the senior man. As soon as the senior man is available he shall displace the junior man, who will drop into whatever place he would have held had the senior man been available and the junior man not used. Seniority lists will be posted by Master Mechanics in register rooms at district and division terminals, January 1 and July 1 of each year, subject to claim for correction by Engineers interested. Any correction to be made through the Local Chairman on each division or the General Chairman of the Engineers. ARTICLE XLII. — Engineers reinstated retain their rank of seniority. Engineers re-employed lose their former rank and enter the service as new men. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XXVIII.— The seniority of all Engineers shall date from their first trip in regular road service when regularly assigned. Any other trips shall not be considered. Engineers promoted from rank of Firemen will be placed on seniority roster as regards each other in conformity with agreement reached between Committee of General Managers and representatives of the Brotherhood of Locomotive Firemen and Enginemen, at Chicago, March 23, 1910. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. ARTICLE XX (f). Engineers assigned by the Company to con- struction service will retain their seniority rights. Engineers em- ployed by contractors will hold no seniority rights. 644 ARTICLE XXVII. — The rights of Engineers on the Kansas City, Mexico and Orient Railway will extend throughout that system, including branches. The rights of Engineers on the Kansas City, Mexico and Orient Railway of Texas will extend throughout that sys- tem, including branches. Rights of Engineers will be governed by seniority in service. Seniority as Engineer shall date from first trip after being assigned to the extra board, or to a regular position as Engineer. Emergency service, prior to being assigned as above, will not be considered as establishing seniority. The Company will, upon request, furnish each local Chairman with an official senority list of all Engineers employed on the respective divisions. Seniority lists will be made up to January 1 and July 1 of each year. LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. The seniority of all Engineers, hired or promoted, will commence from date of first trip report. This will not be considered retroactive. No emergency trips will count. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. ARTICLE XXII. — Road Engineers' seniority will date from the day they have passed examination and entered on the Company's records as Engineers, and will hold such seniority on Eastern or West- ern division as the case may be. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE XXXI. — Seniority as an Engineer will commence with the first trip made, or day's work performed, after having been as- signed by the Master Mechanic to the extra board or to a regular position as an Engineer. Emergency service rendered prior to being assigned as above will not be considered as establishing seniority. Seniority list will be posted by Master Mechanic January 1 and July 1 of each year, for 30 days, subject to claim for correction, by the men interested; correction or adjustment to be made by the General Chairman of the Brotherhood of Locomotive Engineers, and will be approved by the Master Mechanic. MIDLAND VALLEY RAILROAD Effective July 1, 1913. ARTICLE XIX. — In order to establish seniority the Engineers shall select a committee from among their numbers who will with the Master Mechanic prepare a correct seniority list, and thereafter this committee with the Master Mechanic may from time to time correct this seniority list as may become necessary. 645 MiNNEAI>OLlS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE XXXVI. — The age of Engineers in service shall date from the time they first enter upon their duties as such, except in cases of emergency. ARTICLE XXXVIII.— Hired Engineers will take their rank from their first trip on the road as Engineers, but do not hold any rights as Firemen. ARTICLE XL.— The Master Mechanic will, during the month of January of each year, make up a list of all Engineers, showing date of their. employment and capacity in which engaged and have a copy of the same posted in each roundhouse. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective January 1, 1911. ARTICLE XXXIV.— (a) All Engineers hold seniority rights on their respective roads as heretofore. Engineers on Chicago division, first and second districts, will hold rights from Chicago to Abbotsford and branches. Engineers on Chicago division, third, fourth and fifth districts, will hold rights Abbotsford to Minneapolis, Abbotsford to Duluth, Abbotsford to Ashland and branches inclusive. Engineers exclusive of Chicago division shall hold system seniority rights as heretofore. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. RULE 26.^Engineers will take rank from the date they are regu- larly assigned to road Service, and in the event of there being a surplus of men, the oldest in the service shall have preference as to employ- ment. When an Engineer has held undisputed for a period of five years his position on the Engineers' seniority record, his position on such record will not thereafter be open to dispute. RULE 27. — Enginemen who are discharged or suspended, or who leave the service voluntarily with consent of the Management, and are returned to duty or re-employed within a period of six (6) months, will be restored to their former rank; if re-employed after six (6) months, they will rank as new men. An Engineman under sentence of suspension or dismissal, whose case has been appealed, which appeal is pending at the time the six months' period expires, will retain his seniority date for three months thereafter. Enginemen assigned to other duties may be reinstated in their positions as enginemen at the discretion of the Management. 646 MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE LVI. — The seniority of all Engineers shall date from their first service as an Engineer when regularly assigned, no other service will be considered. Engineers promoted from rank of Firemen will be placed on seniority roster as regards each other, in conformity with agreement reached between committee and General Managers and representative of the Brotherhood of Locomotive Firemen and Enginemen at Chicago, March 25, 1910. MISSOURI PACIFIC RAILWAY Effective February 1, 1911. ARTICLE XLII. — Seniority as an Engineer will commence with the first trip made or day's work performed after having been assigned by the Master Mechanic to the extra board, or to a regular position as Engineer. Emergency service rendered prior to being assigned as above will not be considered as establishing seniority. No Engineer shall be hired for yard service exclusively. No Engineer shall be promoted from other service to yard service exclu- sively, except Firemen in switch service prior to October 1, 1907. All Engineers hired or promoted from other service except as shown above shall be listed upon the Road Engineers' seniority list. When employees are promoted from other service to the position of En- gineer, they may get their seniority as Engineers in the same relative position as they stand to each other on the seniority roster of service from which they are promoted. If, for any reason, the senior eligible employee of such service is not available, and a junior qualified em- ployee is promoted and used in actual service out of his turn, what- ever standing the junior employee so used establishes shall go to the credit of the senior eligible employee. As soon as the senior eligible employee is available he shall displace the junior employee, who shall drop back into whatever place he would have held had the senior employee been available and junior employee not used. Seniority lists will be posted by Master Mechanics January 1 and July 1 of each year, for 30 days, subject to claim for correction by the men interested. Such correction or adjustment to be made through the Local Chairman on each division, or the General Chairman of the Engineers, pending final approval by the Local Chairman and the Master Mechanic. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE XV. — An Engineer's seniority shall begin with the first road trip after being qualified and placed on the road extra board, except when called from the road extra board, after qualifying, and is 647 used on switch engine in turn, in temporary service, or when dead- headed to any point to take any engine, in which case seniority shall begin on turn from road extra board, and notice of that fact will be given in writing to Engineer thus used, and a copy furnished the General Chairman for'thie Engineers by proper officer of the Company. Engineers first employed will be given an opportunity to qualify first. ■ The Company will, upon request, bulletin annually on bulletin board at each terminal the seniority list of all Engineers in road and yard service. Such bulletin to be posted for 30 days, subject to cor- rection and official acknowledgment by both the Company and the General Committee of Adjustment of the Brotherhood of Locomotive Engineers will be made. After thus being made, no seniority date of any Engineer will be changed. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 113. — Engineers will take rank from the date of their assignment to road service, and in the event of there being a surplus of men the oldest in the service on any division shall have preference as to employment upon such division. When an Engineer has held undisputed for a period of two years, his position on the Engineers' seniority record will not thereafter be open to dispute. RULE 114. — Engineers who are discharged or suspended or who leave the service voluntarily with consent of Master Mechanic, and are returned to duty or re-employed within a period of six (6) months, will be restored to their former rank; if re-employed after six (6) months, they will rank as new men. Note. — An Engineer under sentence of suspension or dismissal, whose case has been appealed, which appeal is pending at time the six months period expires, will retain his seniority date for three months thereafter. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 19U. ARTICLE XXIV.— Rights of Engineers on seniority list shall date from date of promotion, if promoted Engineers, and from date of first road trip if hired engineers. Any engineer desiring to protest against his date on Engineers' seniority list as posted by the Company shall file written protest within 30 days with the Master Mechanic and Superintendent, sending copy to the Local Committee of the Brotherhood of Locomotive Engineers. OREGON SHORT LINE RAILROAD Effective February 1, 1913. ARTICLE XIII. — ^The seniority of an Engineer will commence with the first pay trip made after having qualified. Engineers who have been out of the service one year from any cause other than physical disability will not be reinstated to their former rights. 648 OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE XII. — Engineers' rights will date from last date of entering the Company's service. PEORIA & PEKIN UNION RAILWAY Effective January 7, 1911. ARTICLE IV. — All Engineers shall rank in the service from the time they are marked up on the extra board, provided they are justly entitled to same. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE XXXV. — Engineers' seniority will date from first trip in regular road service. The above will not apply to emergency trips made by other than regular assigned Road Engineers. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. ARTICLE XI. — The rights to regular runs will be governed by seniority in regular service, including switch service, and shall date from first pay trip. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY Effective August 1, 1911. RULE 23. — The seniority of an Engineer or Fireman shall date from the first day in road service, provided that if an Engineer or Fireman is called in an emergency to make said day or trip, and is not thereafter continued in road service as Engineer or Fireman, he acquires no seniority rights. SAINT LOUIS & SAN FRANCISCO RAILROAD Effective December 24, 1910. ARTICLE XV.— Seniority to begin with the first road trip after being qualified, and on the road extra board, excepting when called from the road extra board to run switch engine temporarily, attend court, or other duties assigned by the Company, in which case senior- ity will begin from turn on extra board, and notice of that fact will be given to Engineer in writing by the proper officer of the Company. ARTICLE XXVI. — Every two years the Company will furnish all Local Chairmen a corrected seniority list of Engineers. SAINT LOUIS. SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE XIV. — Seniority to begin with the first road trip after being qualified, and on the road extra board, excepting when 649 called from the road extra board to run switch engine temporarily, attend court, or other duties assigned by the Company, in which case seniority will begin from turn on extra board, and notice of that fact will be given to Engineer in writing by the proper officer of the Company. ARTICLE XXIV. — Every two years the Company will furnish all Local Chairmen a corrected seniority list of Engineers. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS LEASED, OPERATED AND INDEPENDENT LINES Effective April 1, 1911. ARTICLE XXXVIIL— If for any reason the senior eligible Fireman is not available and a junior qualified Fireman is promoted and used in actual service out of his turn, whatever standing the junior Fireman so used establishes will go to the credit of the senior eligible Fireman. As soon as the senior Fireman is available he will displace the junior Fireman, who will drop back into whatever place he would have held had the senior Fireman been available and the junior Fireman not used. As soon as a Fireman is promoted he will be notified in writing by the proper officials of the Company of the date of his promotion, and unless he files a written protest within 60 days against such date, cannot thereafter have it changed. When a date of promotion has been established in accordance with regulations, such date will be posted, and if not challenged in writing within 60 days after such posting, no protest against such date will afterwards be heard. Seniority of an appointed Engineer shall commence with the first trip made or day's work performed. Seniority lists will be posted January 1 and July 1 of each year. ARTICLE LIV. — Engineers leaving service of their own accord will forfeit all rights unless otherwise arranged with the Company and Engineers affected. If discharged and reinstated within six months will retain their seniority rights. The six months' limit will not apply to a case pending. When requested, men who are discharged or leave the service will be given a certificate showing length of serv- ice and capacity in which employed. SOUTHERN PACIFIC COMPANY (Pacific System) Effective December 1, 1912. ARTICLE XXXII. — Seniority of an Engineer as herein defined shall date from his first date of regular assignment to service on the district where seniority rights are claimed, it being understood where the senior Fireman in line of promotion is promoted such service shall constitute regular assignment; it being further understood that where Engineers are hired or promoted they will be placed on road list unless permanent switch engine service has been taken as a preference. The Company, on request, will furnish semiannually to each Brotherhood of Locomotive Engineers' Division of the district a com- 650 plete seniority list of Engineers of the district; Road Engineers and Yard Engineers' seniority lists to be made out separately, and will place a copy of same on bulletin boards at each terminal for 30 days, subject to correction and official acknowledgment by both the officers of Company and regular Committee of the Brotherhood of Locomotive Engineers. SECTION 19. — An Engineer having been dismissed from the service of the Company retains his seniority rights during investiga- tion and appeals of his case ; if reinstated, he will be returned to service as provided for in Section 12, this Article. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. RULE 20. — Hired men will date on Engineers' list from the date on which they make their first trip. Promoted men will date as Engi- neers from the date on which they make their first trip, except promoted men making emergency trips will date behind the senior Fireman on the seniority list when the senior Fireman is promoted, providing the senior Fireman is promoted within 30 days after the younger Fireman's promotion. Exception will be made to this rule only when the senior Fireman is prevented from accepting promotion by sickness or unavoid- able absence. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. ARTICLE XV. — The seniority of all Engineers shall date from their first trip in regular road service when regularly assigned; any other trips shall not be considered. Engineers promoted from rank of Firemen will be placed on seniority roster as regards each other, in conformity with agreement reached between Committee of General Managers and representatives of the Brotherhood of Locomotive Firemen and Enginemen at Chicago, March 23, 1910. Master Mechanics will furnish statement of all assignments when requested. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE XXVI. — Promoted and employed Engineers will take their date of seniority from the date they make their first trip in road service, but will take their seniority on the Engineers' roster alter- nately. When a date of seniority has been established in accordance with regulations, such date shall be posted, and if not challenged in writing within 60 days after such posting no protest against such date shall afterwards be heard. An Engineer who has been dismissed from the service for a period longer than six months cannot be given former seniority rights, except upon the written consent of each Engineer afifected. 651 Engineers accepting . service with other railroad companies,, or personally engaging in any business enterprise, forfeit their seniority after six months' absence. The Company will furnish semi-annually to each Engineers' Divi- sion on the system a complete seniority list of Engineers, upon request. UNION PACIFIC RAILROAD Effective September 1, 1911. ARTICLE XIII. — Seniority as an Engineer will commence with the first pay trip made, or day's work performed, after having qualified. Emergency service rendered prior to being used as above will not be considered as establishing seniority. The Company will furnish annually to each Brotherhood of Loco- motive Engineers' Division of the district a complete seniority list of Engineers of the district; and will place a copy of same on bulletin board at each terminal for 30 days, subject to correction and official acknowledgment by both the officers of the Company and regular com- mittee of the Brotherhood of Locomotive Engineers. After being thus officially acknowledged, no seniority date will be changed. Any En- gineer desiring to enter protest against his date on Engineers' seniority list, as posted by the Company, shall make out written protest within 60 days, as specified herein, and submit copy to the Master Mechanic and Local Chairman of the Brotherhood of Locomotive Engineers. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 47. — ^An Engineer's seniority shall commence from the time he makes his first trip in actual road service ; emergency trips not to be counted. It is understood that the service lists in effect May 1, 1905, shall be considered as correct in accordance with Agreement. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE XXVIII. — Seniority as an Engineer or Fireman will begin with the first trip made or day's work performed after having been assigned by the Master Mechanic to the extra board or regular position as an Engineer, it being understood where the senior Fire- man in line of promotion is promoted, such service shall constitute regular assignment. Emergency service rendered prior to being as- signed as above will not be considered as establishing seniority. Seniority lists will be posted by Master Mechanic January 1 and July 1 of each year. Any Engineer or Fireman believing his date of seniority to be incorrect shall make written protest to Master Me- chanic within 60 days after list is posted. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE XXIV.— The seniority of hired Engineers will be 652 computed from the date they make their first trip. Seniority of pro- moted Engineers will be computed from the time they complete their time card and mechanical examination, at which time a form of certifi- cate will be issued and record made. Where any dispute arises in the Engineers' seniority record, the matter will be handled by a majority of the Engineers of the system. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. ARTICLE XXXIV. — From this date, seniority, except in case of transfer, will be established by the first trip made, or day's work per- formed, after having been assigned to the extra board, or to a regular position as Engineer. Emergency service rendered prior to being so assigned will not be considered. Engineers employed or promoted in the service will be assigned to some seniority district and be so notified within 10 days after having established their seniority. It is understood that if the senior man is not available and a junior man is promoted out of his turn, whatever standing the junior man so promoted established shall go to the credit of the senior man. As soon as the senior man is available he shall displace the junior man, who will drop into whatever place he would have held had the senior man been available and the junior man not used. Seniority lists will be posted by Master Mechanics in register rooms at district and division terminals January 1 and July 1 of each year, subject to claim for correction by Engineers interested, any cor- rections to be made through the Local Chairman on each division or the General Chairman of the Engineers. 653 SERVICE LETTERS ATCHISON, TOPEKA & SANTA FE RAILWAY COMPANY- COAST LINES Effective December 24, 1910. ARTICLE L. — Engineers leaving the service of the Company will be given letters stating time of service, capacity in which employed, and cause of leaving; such letters to be signed and stamped by the Master Mechanic or Mechanical Superintendent. CANADIAN NORTHERN RAILWAY COMPANY Effective October 1, 1912. ARTICLE XIX. — When an Engineer resigns or is dismissed, he shall receive his pay, and be given a service letter within five days upon request, stating time of service and in what capacity emplcyyed. CANADIAN PACIFIC RAILWAY COMPANY— WESTERN LINES Effective September 16, 1911. ARTICLE XXXVII. — When Engineers resign or are dismissed, they will be paid and given a service record on request within reason- able time. When an ofifense is placed to the discredit of an Engineer he will be notified in writing of the same. CHICAGO & ALTON RAILROAD COMPANY Effective July 1, 1911. RULE 9. — Engineers leaving the service of the Company will be given a statement showing the length of time and the character of the service. CHICAGO, BURLINGTON & QUINCY RAILROAD COMPANY Effective Decemiber 24, 1910. RULE 53. — When an Engineer who has been in the service six months or more leaves the service, he will, if he so desires, be furnished a letter stating time and kind of service, and whether leaving on account of resignation or dismissal. CHICAGO, MILWAUKEE & PUGET SOUND RAILWAY COMPANY TACOMA EASTERN RAILROAD COMPANY Effective August 28, 1910. ARTICLE XXXIII. — Engineers who have been in the service of the Company 90 days or more, on leaving the service will be furnished with a service letter, showing the length of time employed and cause of leaving service. 654 CHICAGO & NORTH WESTERN RAILWAY COMPANY Effective October 1, 1907. ARTICLE VI. Section 3. — Engineers leaving the service of the Company will, on request, be furnished with a service letter by the Superintendent of Motive Power and Machinery, showing the length of time and the character of the service and man. CHICAGO, PEORIA & ST. LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. When an employee who has been in the service three months or more leaves the service he will be furnished a letter stating the time and kind of service and whether leaving on account of resignation or dismissal. COLORADO MIDLAND RAILWAY Effective November 1; 1911. ARTICLE XXV. — Engineers shall, on leaving the service of the Company, be furnished with a letter stating what service they were employed in, length of time, and cause of leaving the service, signed and sealed by the proper officer. COLORADO SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE LX. — When an Engineer leaves the service of the Company, he will be promptly furnished with a service letter. Engi- neers shall not be required to furnish personal records except for the use of the Company. COLORADO SPRINGS AND CRIPPLE CREEK DISTRICT RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. ARTICLE XXVII. — Engineers and Firemen shall, on leaving the service of the Company, be furnished with a letter stating in what serv- ice they were employed, length of time, and cause of discharge or resig- nation, signed and sealed by the Master Mechanic, and approved by the General Superintendent or other proper official. DENVER & RIO GRANDE RAILWAY Effective March 22, 1911. ARTICLE XXVIII. — Whenever an Engineer is discharged or leaves the service of the Company, he will be furnished by the proper official with a letter stating his term of service and reasons for leaving. DENVER & SALT LAKE RAILWAY COMPANY Effective August 16, 1912. ., ARTICLE XXXVII. — Engineers or Firemen on leaving' the sery-r ice of this Company, shall, upon application, be furnished with a letter 655 stating in what service they were employed, for what length of time, and the cause of resignation or discharge, said letter to be signed and sealed by the Superintendent of Motive Power and approved by the General Manager. DULUTH & IRON RANGE RAILROAD COMPANY Effective March 1, 1912. ARTICLE XV. Section 1. — Enginemen who have been employed in continuous service by the Company for 60 days or over, when dis- charged, or leaving the service of the Company, shall upon request be furnished by the Superintendent of Motive Power with a letter stating cause of their discharge or leaving, and length of time they have been in the Company's service. ELGIN, JOLIET & EASTERN RAILWAY COMPANY Effective February 1, 19 IL ARTICLE XIV. — In the event that an Engineer is dismissed or suspended from the service, he shall, upon his request, be furnished a copy of the transcript of his evidence given at the investigation. FORT WORTH & DENVER CITY RAILWAY COMPANY Effective December 24, 1910. ARTICLE XLIV. — When an Engineer leaves the service of the Company he will be furnished with his time and service letter at once, the service letter stating the cause. GRAND TRUNK PACIFIC— LINES WEST OF FORT WILLIAM Effective July 15, 1912. ARTICLE XVII. — ^When an Engineer is discharged or resigns he will as soon as practicable be paid and given certificate stating term of service and in what capacity he was employed. GREAT NORTHERN RAILWAY COMPANY Effective June 1, 1913. RULE 49. (a). — ^When requested in writing, service letters will . be furnished Engineers within 10 days from date of leaving service. (b). — Engineers who have remained in the service 90 days will be considered permanently employed and shall not be dismissed on account of unsatisfactory references. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. ARTICLE XXX (d). — ^When an Engineer is discharged or leaves the service of the Company of his own accord, he will, upon request, be given a letter by proper officer of the Company, stating his time of service, capacity in which employed and cause of leaving. 656 KANSAS CITY SOUTHERN RAILWAY COMPANY Effective September 1, 1911. ARTICLE VIII. Section 23. — An Engineer leaving the employ of the Company will upon request be given a service record letter by the Superintendent of Machinery. The reason of his leaving will be given, provided the employee so desires and will certify to the correct- ness thereof over his signature. MIDLAND VALLEY RAILROAD COMPANY Effective July 1, 1913. ARTICLE XXIII. — Engineers, upon leaving the service of the Company, will be given a service letter stating how long in service, and in what capacity, and cause for leaving the service, and such letter will be furnished as soon as possible. MINNEAPOLIS, SAINT PAUL AND SAULT SAINTE MARIE RAILWAY Effective April 1, 1910. ARTICLE XLIII. — Engineers who have been employed in con- tinuous service by the Company for 60 days or over, when discharged or leaving the service of the Company, shall upon request be furnished by the General Mechanical Superintendent with a service letter. MISSOURI, KANSAS & TEXAS RAILWAY COMPANY THE MISSOURL KANSAS & TEXAS RAILWAY COMPANY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD COMPANY— WICHITA FALLS LINES Effective February 15, 1913. ARTICLE LVIII. — Engineers discharged or leaving the service of the Company of their own accord will, upon request, be given a serv- ice letter by the Master Mechanic. MISSOURL OKLAHOMA & GULF RAILWAY COMPANY Effective July 1, 1913. ARTICLE XXXI. — Engineers upon leaving the service of the Company will be given a service letter stating how long in service, in what capacity, and cause for leaving. Such letter to be furnished by the Master Mechanic within five days after requested. OREGON SHORT LINE RAILROAD COMPANY Effective February 1, 1913. ARTICLE XIV. Section (b).— When an Engineer leaves the service he will be furnished with service letter, provided he has been in the service three months or more. 657 OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE IX. Section 4. — ^When an Engineer is discharged he will be promptly furnished with his letter of discharge in order that mistakes, if any, in such record may be corrected. PEORIA & PEKIN UNION RAILWAY COMPANY Effective January 7, 1911. ARTICLE VI. — A clearance or service letter shall be furnished all Engineers leaving the service of the Company, in which shall be set forth the true and real cause for leaving service. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS Effective April 1, 1911. ARTICLE LIV. — ^When requested, men who are discharged or leave the service will be given a certificate showing length of service and capacity in which employed. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. SECTION (gg). — Clearance or service letters will be promptly furnished to all Engineers leaving service. WABASH RAILROAD COMPANY Effective March 1, 1911. RULE 52. — Engineers upon leaving the service of the Company will, upon application to the Superintendent, be furnished with a service letter. WESTERN PACIFIC RAILWAY Effective May 1, 1911. Engineers or Firemen leaving the service will be furnished service letters promptly and same will state reason for termination of service. The employee in question will sign the service letter in duplicate as be- ing a correct statement of the cause of his leaving. WICHITA VALLEY RAILWAY COMPANY Effective January 1, 1913. ARTICLE XXXV. — When an Engineer leaves the service of the Company he will be furnished with his time and service letter at once, the service letter giving the cause. 658 TEMPORARY VACANCIES— HOW FILLED ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. ARTICLE V. — When a Passenger Engineer lays off for 15 days or more, the oldest Freight Engineer will be given the privilege of taking the run as soon as he is available. When a regular Freight Engineer lays off for a period of 15 days or more the oldest extra man on that district will be given the privilege of taking the run as soon as he is available. When a regular Switch Engineer lays off for a period of 10 days or more the youngest extra man will be placed on the engine (if_ the extra board is protecting the work) unless the Engineer catching the run as first out desires to keep it. The Company is not to be committed to any additional expense to accomplish the change in any of these cases. Supplement No. 1. — An extra board may be maintained at points where it can be supported ; the same to be considered preferred service ; vacancies therein to be open to senior Engineers and to be posted and closed in by bids. Where such board is maintained, Engineers thereon shall have prior right of taking regular run when a passenger Engineer lays off for fifteen days or more. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912. ARTICLE III. — ^An extra passenger board will be maintained at points where it can be supported. The same to be considered pre- ferred service, and the senior Engineers to be eligible for same. At points where it will not support an extra man, the oldest available freight man will be given the extra passenger work until such time as the oldest freight man is available. ARTICLE XXI. — When Engineers in chain-gang service lay off for 30 days or more, senior men on extra board will be assigned. After runs are advertised and men assigned, and they should for any cause wish to give them up, they will be required to notify the Master Mechanic, and the runs will be advertised, they staying on the runs until the bids are closed. If there is no vacancy in chain-gang service, they will be required to go on the extra board until vacancy occurs, but they cannot displace anyone who has been regularly as- signed prior to their giving up the run. ARTICLE XXV. — Where Engineers in passenger service, switch service or on regular runs are off for more than sixty days or other Engineers in preferred service are off for more than thirty days, their runs will be advertised for temporary service. 659 BALTIMORE & OHIO CHICAGO TERMINAL RAILROAD Effective December 24, 1910. ARTICLE IV. — Extra Engineers assigned to extra list shall be run first in first out. When an extra Engineer gets a regular Engi- neer's run, he shall have the same rights as the regular Eiigineers, until such regular Engineer reports for duty, on said run. Note: This will not prohibit the Company from using the oldest available Engineer in freight service for extra passenger service. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE XXVI.— Extra men will run first in first out. When a temporary vacancy occurs for over 10 days in freight service, the oldest man will be entitled to it. For a less period, the extra man catching it will retain it until the regular man returns. The oldest available Engineer in freight service will fill a temporary vacancy in passenger service, and any Engineer refusing the extra passenger work shall forfeit the same for the life of the time-card. It is also understood that mixed trains be considered passenger trains as per seniority. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. ARTICLE XXXII. — Engineers in freight service running spare will run first in first out. If the Engineer of a regular freight engine lays oflf for less than one week spare Engineer who is assigned to the engine shall man it until the regular Engineer returns to work. If the regular Engineer lays ofif more than one week the senior spare Engineer will be assigned to the engine. Saskatchewan and Manitoba Division. — (b). — Temporary vacan- cies in passenger, mixed and way freight service less than 7 days will be filled by. senior available freight Engineers who desire the runs. Vacancies 7 days or over will be filled by senior available Engineer who desires the run. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE IV. — Preference of vacancies on regularly assigned runs or engines after five calendar days will be allowed the senior Freight Engineer on that district except in case where Engineers are assigned to do such extra work. It is understood that no deadhead mileage will be allowed in carrying out this rule after run has once been filled. Engineers filling vacancies of five days or more on regular assigned runs will take all layovers on such run, except in case of emergency. Should a regularly assigned pool block be vacant for 30 days or more, the senior extra Engineer on that district will be assigned dur- ing such vacancy. 660 CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. .RULE V. — When a temporary vacancy occurs on regular passen- ger, the first competent freight pool Engineer out will take the run, unless the vacancy is known to be longer than five days, in which case the senior freight man may take the run if he so desires, but if the pool Engineer is on the run only one trip and returns in time to take his turn out, extra Engineer will be conceded one trip in such pool Engineer's turn. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. ARTICLE XVII. — Temporary vacancies in passenger .service shall be filled by the oldest Freight Engineer available. An older Freight Engineer may later take the run upon application, unless extra Passenger Engineers are provided. At the end of 60 days the vacancy will be given to the oldest Engineer applying for it. No deadhead mileage will be allowed for transferring men in such cases. Temporary vacancies in regular assigned freight service of 30 days or less will be filled by the first qualified Engineer on extra board. At the expiration of 30 days, vacancy will be filled by the oldest Engi- neer applying for it. No deadhead mileage will be allowed for trans- ferring men in such cases. Temporary vacancies in pool service of 30 days or less will be filled by the first extra Engineer on the extra board. At the expira- tion of 30 days the vacancy will be filled by the oldest Engineer apply- ing for it. No deadhead mileage will be allowed for transferring men in such cases. Temporary vacancies in yard service of 30 days or less will be filled by the first Engineer on the yard extra board. At the expiration of 30 days the vacancy will be filled by the oldest Engineer in that yard applying for it. In Chicago terminals the period will be 60 days instead of 30 and the extra board will be pooled. No deadhead mile- age will be allowed for transferring men in such cases. An Engineer filling a temporary vacancy and displaced by a senior Engineer may either displace a junior Engineer filling a temporary vacancy or return to the run to which he was previously assigned^ No deadhead mileage will be allowed for transferring men in such cases. An Engineer who has been prevented from making application for a temporary vacancy by absence from a terminal where a run is assigned, or on account of sickness, will be assigned to the run when he returns and makes application for it, providing his seniority entitles him to it. No deadhead mileage will be allowed for trans- ferring men in such cases. Extra work consists of filling temporary vacancies, transferring light engines, and wrecking service when it can be arranged without delay. 661 CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE IX. — Extra Engineers filling temporary emergency vacancies in switching service for less than three consecutive days will, when relieved, stand first out on Engineers' extra list ; when for more than three consecutive days, they will, when relieved, stand last out on Engineers' list. In filling temporary emergency vacancies in switching service, regularly assigned Engineers will not be called or asked to serve when extra Engineers are available. Vacancies of regular assigned Engineers shall be filled as follows : Passenger: The extra assigned passenger man, if there is one, and he is available, will stand for the vacancy. If none are available, and the vacancy is for less than five days, the oldest freight man avail- able will be selected and hold the run until relieved by the regular, or extra assigned passenger man. If there are no extra passenger Engineers available and the vacancy is for more than five days, and less than 30 days, the oldest freight man on the division will take the run, as soon as he is available, and retain it until the return of the regular assigned Passenger Engineer, or the extra assigned passen- ger man. If vacancy is for a period of more than 30 days, the oldest man on the division desiring the run may select the run and fill the vacancy. Time or Way Freight : The first extra Freight Engineer on the board will stand for the vacancy if for less than 10 days. If the vacancy is for more than 10 days, the senior Freight Engineer desiring the run will be used. Pool, Transfer, Switch: The first extra Freight Engineer on the board will be used to fill vacancies of less than 20 days. For more than 20 days, the senior extra Freight Engineer will be used. CHICAGO JUNCTION RAILWAY and CHICAGO RIVER & INDIANA RAILROAD Effective May 28, 1913. ARTICLE XVII. — Temporary vacancies of 15 days or less will be filled by the first Engineer on the extra board. At the expiration of 15 days, the vacancy will be filled by the oldest Engineer applying for it. CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES Effective December 24, 1910. ARTICLE XXXV. — ^When an Engineer in passenger service is absent from his run it should be assigned to the oldest man available. When engineers in other service are absent from their runs, the engine should go to the extra list for one trip. This to prevent the extra man who has worked up from last out on the extra list to first out being deprived of his turn by some man on the extra list who 662 might be older in the service. After the engine has made one trip the engine should be assigned to the oldest extra man until such time as the regular man may return to service. This rule should not affect engines or runs becoming vacant for less than three trips. In case engines in passenger service become disabled and are unable to take their train through to destination, the Engineer will remain with the run and take charge of whatever engine is furnished to haul the train to its destination. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE XII. — (f) Where main-line-freight runs are handled other than first in first out, the runs will be bulletined as permanent service, but in the event there is temporary passenger service for more tlian one round trip, the Engineer who is holding a permanent bul- letined main-line-freight run may be given this service, providing his age entitles him to it, and the next oldest man may take the freight run, if he so desires, during the absence of the man holding it under bulletin. Engineers accepting these bulletined runs will not be entitled to extra service on other preference runs, except as provided for in Sec- tions (f) and (i) of this Article. It will be understood, however, that should vacancies occur in the preference service, the Engineers holding the bulletined runs will be entitled to apply for such service according to their ability and senior- ity rights. (i) In instances where an Engineer holding a main-line-assigned run is given a leave of absence for a period of 30 days or more, the oldest Engineer in main-line service on the division is entitled to the run. If the oldest Engineer does not want it, the same right passes along to the next, and so on until it reaches the man who does want it, and in case none of the regularly assigned men desire the run it naturally falls to the extra man or the man not regularly assigned as per this agreement, to hold it until the man holding the regular main- line-assigned run returns to the service. In case the man who has been given, the leave of absence does not return within a period of one year the run will be bulletined. In either case when he does return to the service he takes the run he left and each man goes back to the place he vacated or, in other words, resumes his old run or position. It is not expected that the run should be bulletined, but the Foreman in charge of the division will promptly cause it to be known that the man is going to be away for 30 days or more. Engineers on the extra list will run first in first out. If a vacancy occurs which at the time is known to be for more than one round trip, the senior man will be assigned to fill the vacancy, and will hold it until the regular man returns, or he is displaced by an older man. If it is not known at the time the vacancy occurs that it will be for more than one round trip, the extra man who stands first out shall make the trip. This does not change the rules governing the assignment of Engi- neers to preference service. 663 CHICAGO, PEORlA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. Should there be a vacancy in passenger runs the oldest regular freight man available will be called and the first man on the extra board will fill the vacancy on freight. Should the available man not be the oldest freight man for the run, if it is to be vacant for five days or more, the oldest man on arrival at terminal will be entitled to the run, the same to apply to freight after 10 days. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY CHICAGO, ROCK ISLAND & GULF RAILWAY Effective February 1, 1911. ARTICLE XXIII. — At terminals where no extra passenger list is maintained, the senior available Freight' Engineer of that district, if qualified, will be called for the extra passenger service and will hold the run eight days, after which the senior Engineer on that district applying, if qualified, will be entitled to the run. When a Freight Engineer is called for extra passenger service, the Engineer first out on the extra list will be entitled to at least one trip on the freight engine, j)rovided the freight man has made at least 200 miles in passenger service. Where there is enough extra passenger and special work on a district to provide reasonable wages for one or more Engineers, it will be advertised, and the senior Engineer applying for same, if quali- fied, will be assigned to that work, and the former runs or engines will be advertised as vacant. Should conditions change so that the Engineers taking the extra passenger and special work do not make 3,000 miles per month, they may return to their former runs. CHICAGO & WESTERN INDIANA RAILROAD Effective February 1, 1911. ARTICLE XVII. — An extra Engineer assigned to a regular Engi- neer's run may hold the rights of the regular Engineer to this run during his absence for a period not to exceed 15 days. COLORADO MIDLAND RAILWAY Effective November 1, 1911. ARTICLE XVII. — Engineers will run first in first out, except when necessary to assign particular engines or Engineers to certain runs. When an engine in passenger, pusher or freight service becomes vacant for less than 30 days (there being no extra men available), the first regular freight man out will be assigned to and hold the run until the return of the regular man. When vacant for 30 days or more, the oldest engineer desiring shall be assigned. If an extra Engineer is called for preferred run for 30 days or less and regular engine shows up, he can retain same if he so desires. In no event will he forfeit regular engine. 664 COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XXVI. — ^When a regular passenger or preferred Freight Engineer lays off, the senior Freight Engineer available will be entitled to the run for five calendar days unless the regular Engi- neer reports for duty before the expiration of five days ; if such Engi- neer is on the run only one trip and returns in time to talce his turn out in freight service, the extra Engineer first out to be conceded one trip in such Freight Engineer's turn. If a regular passenger or preferred Freight Engineer lays off the run to exceed five days, such run shall be bulletined, and the senior Engineer making application will be entitled to the run. If the senior Engineer is available, he shall immediately be placed on said run and bulletin withdrawn. Extra Engineers shall be assigned first in first out, whfere eligible among themselves, except where extra Engineers assigned to road service are Used in yard service the last man out on the extra board will be used. When a regular Freight Engineer lays off for a period of 30 days or more, the senior extra Engineer on the district will be entitled to his locomotive and may hold same until the regular Engineer re- turns to work. When a regular Freight Engineer lays off for less than 30 days, the first extra Engineer out on the board will be entitled to the locomotive and hold same until regular Engineer returns to work; except that in cases where from unforeseen causes the regular Engineer is off more than 30 days, the senior extra Engineer in the service will be entitled to take the locomotive at the expiration of the 30-day period. In case an Engineer lays off to exceed 30 days as provided above, and the senior extra Engineer is already filling a similar, vacancy, as is provided for, the next senior extra Engineer will be entitled to the locomotive and hold same throughout the ab- sence of the regular Engineer. COLORADO SPRINGS & CRIPPLE CREEK DISTRICT RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. ARTICLE XVIII. — When a Passenger Engineer lays off, the first qualified Freight Engineer will be called for the run. If a Passen- ger Engineer lays off for five days or more, the oldest qualified Freight Engineer will be held for such run, if he so desires. When a vacancy occurs on freight engines for less than 30 days, the first extra man out will be called ; for 30 days or more, the oldest extra man will be called. DENVER & RIO GRANDE RAILROAD Effective March 22, 1911. ARTICLE XXXV. — If an Engineer in regular freight service is off his engine for 30 days or over the oldest extra Engineer will have the privilege of taking such engine. 665 ARTICLE XXXVI.— When passenger Engineer is o& his engine for, 30 days or more, the oldest qualified freight Engineer will be called for such service. DENVER & SALT LAKE RAILROAD Effective August 16, 1912. ARTICLE XL — Vacancies in passenger service of uncertain periods of 15 days or less will be filled by extra man first out; after IS days and in cases where period of vacancy is known to be for 15 days or over, the Freight Engineers or Firemen in their line of seniority will be. offered said run. When vacancy occurs in freight or chain-gang service for 15 days or more, the oldest extra man will be used. ARTICLE XII. — Extra Engineers or Firemen will be run first in first out. Extra Engineers or Firemen catching a regular man's run or turn will hold same until relieved by regular man, excepting as set forth in Article 11. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. ARTICLE IX.-^The oldest available Engineer in freight service shall fill a temporary vacancy in passenger service; it is understood that one trip shall be considered a temporary vacancy. DULUTH, MISSABE & NORTHERN RAILWAY Effective January 1, 1911. ARTICLE XXII. — The oldest available Engineer or Fireman who shall have signified his desire, in writing, shall fill a temporary va- cancy in main line passenger service, or be used to pull important specials. In case assigned men are not available, oldest Engineer in freight service shall be called. Questions in dispute in regard 'to Engi- neer's ability to handle these runs to be decided between the Superin- tendent of Motive Power and the Engineers' respective committees. DULUTH & NORTHERN MINNESOTA RAILWAY Effective October 1, 1911. ARTICLE VIII. — The oldest available Engineer in road service shall fill a temporary vacancy in passenger or special service. It is understood that one trip shall be considered a temporary vacancy. ARTICLE XXV. — An extra man assigned to an engine to fill a temporary vacancy will hold such engine until the regularly assigned returns to duty, provided it does not exceed six days. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY and MINERAL RANGE RAILROAD Effective December 24, 1910. ARTICLE XVII. — At terminals when Engineers are assigned to service known as extra list, the number so assigned shall be kept down to a point where the men will make not less than 26 days per month, and Engineer catching a temporary vacancy in his turn will hold same 666 for 10 days, providing the regular Engineer does not return to work sooner ; at the expiration of 10 days the run will be taken by the oldest Engineer who desires it, and will be held by him until the return of the regular Engineer. Extra Engineers will run first in first out. ELGIN, JOLIET & EASTERN RAILWAY Effective December 24, 1910. ARTICLE Xlll.^When an extra Engineer is assigned to a run, or engine, he shall hold same for 30 days. At the expiration of 30 days it shall go to the senior Engineer on extra list, he to hold same until regular Engineer reports or the same is bulletined. EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1910. ARTICLE XIX. — When an extra Engineer catches a run or engine from which a regular man has laid off, he will be entitled to hold the same until the regular man reports for work, unless it be understoed that the regular man will be absent 15 days or more, in which case the oldest regular Freight Engineer will be used in passen- ger service, and the oldest extra Engineer in freight service. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. ARTICLE XXXVI.— Extra Engineers will run first in and first out, except when an extra Engineer catches an engine or a run he will hold it for a period of 30 days unless relieved by a regular as- signed Engineer. This rule does not apply to passenger service. Regu- lar assigned extra Engineers shall have preference to road work over emergency Engineers. The first Engineer available will relieve an emergency Engineer and if he is not relieved within 10 days there will be one Engineer promoted or hired. ARTICLE XXXVII. — Temporary vacancy in passenger service will be filled by the senior regular assigned Freight Engineer in the terminal at the time the vacancy occurs. The senior regular assigned Freight Engineer will have right to such vacant runs at any time he becomes available, and makes application for the same. After the run is vacant for 60 days or longer and the run thus made vacant is preferred to other passenger runs by reason of hours, relay or pay, the senior Engineer in passenger service making the application will be assigned to said run in preference to the regular run he may then hold. ARTICLE XXXVIII. — When preferred freight runs have been vacant 30 days or more, senior Engineer in freight service making application for such vacancy will fill it. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE XXVIII. — When a regular Passenger Engineer lays off, the oldest available Freight Engineer will be assigned to the run. If a regular Passenger Engineer lays off the run to exceed five days, 667 the oldest freight man will be entitled to the run. A passenger run being vacated from any cause for 90 days or longer will be bulletined. In the event at a later date it becomes known that the run is permanently vacated, it will be re-bulletined. When a regular Engineer on a preferred run, other than passen- ger, lays off to exceed 15 days, the oldest regular Freight Engineer in chain-gang service will be assigned to the run, and the oldest extra Engineer, as per seniority list, shall be entitled to the chain-gang engine, while thus vacated by the regular man. These temporary assignments to be made as early as posisible without any expense dead- heading. This applies to the men on the districts on which they are working at the time. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. ARTICLE XIII. — Engineers assigned to the extra list shall be run first in and first out of all division terminals where extra men are kept, filling all vacancies in freight, helper, yard service or other service which extra men usually perform, but in passenger service the senior Freight Engineer in the terminal where the vacancy occurs will be assigned to fill the vacancy. When a senior Freight Engineer is available he will be assigned to fill this vacancy when he applies for it at home terminal, but not otherwise, and no deadhead time or time lost will be allowed for trans- ferring men to other runs of preference. There may be an extra passenger list established at terminals if the Engineers so desire, such list to be filled by bulletin and men run to suit the local conditions. When a regular Freight Engineer lays off or is used in place of a regular Passenger Engineer and an extra Engineer is assigned to his run, regular Engineer will be held off until the extra Engineer returns, unless the time consumed exceeds three days for a one-division trip, or five days for a two-division trip. In such cases, regular Engi- neer may report and will be placed at the foot of the regular list. ARTICLE XXI. Section 3.— Extra Engineers filling the place of a regular assigned Engineer shall be paid rates of pay of such regu- lar Engineer and shall continue in regular Engineer's place until re- turned to home terminal. GRAND TRUNK PACIFIC RAILWAY Effective July 15, 1912. ARTICLE XXVI. — If a regular run be vacant for 15 days or less the senior available Engineer not assigned to regular run will be used. If vacant for more than 15 days the senior Engineer desiring the run will be used. Engineers in freight service running spare will 668 run first in first out. If the Engineer of a regular freight engine lays off for less than 15 days, spare Engineer who is assigned to the engine shall man it until regular Engineer returns to work. If regular Engi- neer lays more than 15 days the senior spare Engineer will be as- signed to the engine. ARTICLE XXXII. — The spare list will be posted, it being the duty of spare men to give continual attention to it and be prepared for duty at any time, unless they shall have received permission to be absent. ARTICLE XXXIII. — Spare men not appearing when called will lose their turn and fall to the botton of the list. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 44. — In cases where the extra passenger running out of any terminal averages 2,600 miles per month for a period of six months, the ; oldest man will have the right to claim such running as a preference job. If such running falls below 2,600 miles per month for a period of six months, it will be given to the oldest available Engineer in regular freight service on the division. RULE 56. — It is understood that where an Engineer holding a regular run lays off for thirty days or over, such run will be considered vacant and will be bulletined. An Engineer accepting such run will hold same until return of the regular Engineer. RULE 57. — The oldest available Engineer in regular freight service shall fill a temporary vacancy in passenger service, it being understood that one trip will be considered a temporary vacancy. RULE 60. — At terminals where Engineers are assigned to service known as "extra list" the number so assigned shall be kept down to a point where the men will make not less than 21 days per month. Any Engineer catching a temporary vacancy on freight in his turn will hold same for 10 days, provided the regular Engineer does not return to work sooner. At the expiration of 10 days the run will be taken by the oldest engineer who desires it. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE XXV. — The Mechanical Superintendent, when the work or conditions justify it, may create at any terminals the position of Extra Passenger Engineer or Engineers, who will have preference to all extra passenger work on regular or irregular passenger trains on such territory as may be covered by bulletin. Should the Extra Engineer or Engineers assigned to this service be not available, then the emergency work will be given to the oldest available Freight Engi- neer of the district on which the service is to be performed if he so desires until the oldest Engineer in preferred or freight service on that district (except Passenger or Work Train Engineers) can be given the run_, the latter to retain same until the first available Extra Passen- ger Engineer is able to take the run. When the positions of Extra Passenger Engineers are abolished, which may be done whenever the 669 Mechanical Superintendent deems it expedient, or when Engineers assigned to these positions give up the runs of their own volition, they will return to their home terminal and take the youngest man's engine, or a vacant engine when their seniority entitles them to either. When an Extra Passenger Engineer catches an engine, he shall be entitled to hold and must retain the same, having the same rights as the regular assigned man until the regular man returns. ARTICLE XXVI. — When extra Engineers catch an engine or run when regular Engineers are off, except in passenger service, they shall be entitled to hold same, having same right as the regular as- signed man until the regular man reports for duty, after which he will be placed on the extra board. Should the regular man not go out after reporting for duty, the same extra man will be again placed on the engine or run, provided he has not in the meantime gone out on another engine or run, in which case he will not be eligible to take the engine or run. Extra Engineers, when capable, will be entitled to all stub passen- ger work of 100 miles or less when no extra Passengei? Engineer is available. Extra Engineers will also be entitled to all preferred serv- ice, except passenger, when regular Engineers are off, or during the posting period. HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. ARTICLE II. — ^Extra Engineers assigned to the extra list shall be run first in first out of terminal where extra men are kept, filling all vacancies in freight service until the men regularly assigned return to duty. Extra Engineers making a round trip returning to initial point will take their turn at the bottom of the extra list, but in passen- ger service the senior Freight Engineer in the terminal where vacancy occurs will be assigned to fill the vacancy. In case the senior Freight Engineer is not available, he will be assigned to fill the vacancy when he applies for it, but not otherwise, and no deadhead time or time lost will be allowed in transferring him to other runs of preference. HOUSTON & TEXAS CENTRAL RAILROAD * Effectjve December 24, 1910. ARTICLE XL — Extra Engineers assigned to extra lists shall be run first in first out of terminals where extra men are kept, filling all vacancies in freight service until men regularly assigned return to duty. Extra Engineers making a round trip returning to initial point will take their turn at the bottom of extra list, but in passenger service the senior Engineer in the terminal where the vacancy occurs will be assigned to fill the vacancy. If the senior Engineer refuses run, the next senior Engineer will be assigned, and so on down the list. In case the senior Engineer is not available, he will be assigned at first opportunity, if he so desires. No deadhead time or time lost will be allowed in transferring Engineers to or from any run of preference. 670 ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE XXXV. — Temporary vacancies of 30 days or more in assigned service will be filled by the senior qualified applicant. Such vacancies shall be bulletined, and 10 days' notice given if neces- sary to determine said senior applicant. Assigned run vacancies occasioned by the operation of above para- graph shall be filled in like manner. An Engineer relinquishing such a run to the regular Engineer will take a run he is entitled to. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XXVIII. — In case of temporary vacancies on passen- ger run for 30 days or less, the oldest Freight Engineer or Engi- neers not assigned to regular runs will be called and given preference of same. Passenger runs vacant for over 30 days will be bulletined and the oldest Engineer or Engineers on the division making applica- tion for same will be entitled to same until regular Engineer returns. Above not to interfere with the rights of the extra Passenger Engineers. KANSAS CITY TERMINAL RAILWAY Effective February 7, 1911. ARTICLE XXII. — All temporary vacancies will be filled by first extra man out on extra board. After 15 days the oldest man will be assigned who applies for same within the first IS days. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. ARTICLE XX. — ^The oldest Engineer in regular freight service is entitled to extra passenger work; if no regular Freight Engineer is available the first extra man eligible shall be used. When the regu- lar Freight Engineer goes into passenger service to fill a temporary vacancy, an extra Engineer shall be placed in his turn out and will make at least one trip in freight service. When a regular Engineer has been off his engine or run for a period of 30 days, it shall be declared temporarily vacant and will be subject to the choice of the senior extra Engineer making application, who will remain on engine or run until the regular Engineer returns, or until it becomes permanently vacant, in which case it will be sub- ject to the choice of the senior Engineer on the seniority division mak- ing application for the same. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE VIII.— All extra Engineers will be run first in first out on their respective districts when filling temporary vacancies, ex- cept as provided below : 671 In passenger service such vacancies will be filled by the extra passenger Engineer if there be one and he is available; if not, then the senior Freight Engineer available whose run or block is in and whose rest is up at least 30 minutes before the leaving time of the passenger run shall be called, and said Freight Engineer may be dis- placed at any time after he has made three round trips by the oldest Engineer making application for the run. When a regular run other than in passenger service has been vacated temporarily for 10 days, the oldest Engineer making applica- tion for the same will be assigned thereto until the regular Engineer returns to duty. When a regular chain-gang block has been vacated temporarily for 10 days, the oldest extra Engineer making application for the same will be assigned thereto until the regular Engineer returns to duty. The foregoing rule governing extra Engineers will apply to all points except terminal service at Kansas City ; at this point when an extra Engineer catches a fun vacated temporarily by a regular Engi- neer he will hold same until the regular Engineer returns to duty. LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. SECTION 10. — All extra Engineers assigned to regular runs, or to fill vacancies, will hold the same until the man regularly assigned returns to duty. In passenger service, the oldest Engineer in the terminal will fill the vacancy ; in case the oldest Engineer is not avail- able he will be assigned to fill the vacancy when he applies for it but not otherwise. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. ARTICLE XX. — Extra Engineers will run first in first out of their terminals. When an extra Engineer takes the place of a regular Engineer he shall hold the same rights to the said run as the regular man until the latter returns to service or severs his connection with the Company; this not to apply to passenger service unless such vacancy is for ten days or more, in which event the Company reserves the right to assign the oldest Engineer in inferior service, if convenience of the service will permit. ARTICLE XXV. — The senior Freight Engineers shall be the extra Passenger Engineers and shall be used for all extra passenger service where practicable. If the senior Freight Engineer is filling an extended service on passenger, or on leave of absence, or suspension, then the next senior man shall be considered the senior Engineer and used as such. If the indicated extra Passenger Engineer is not available when a Passenger Engineer from any cause vacates his run temporarily, the first available Engineer will be used temporarily on said runs until the proper man can be put on. 672 MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE XXIV. — In case of temporary vacancies on passenger runs, to exceed five days, the oldest Freight Engineer or Engineers not having a regular passenger run will be given preference of same. Passenger runs vacated for 30 days or over will be advertised, and the oldest Engineer on the district applying for the run will be entitled to the same, until the regular Engineer returns to work. In case of temporary vacancies on preferred runs of more than 10 days the oldest Engineer in freight service will be given preference, and so on accord- ing to seniority. MIDLAND VALLEY RAILROAD Effective October 1, 1912. ARTICLE XIX.— The oldest Freight Engineer will be entitled to extra passenger work ; if not available when run is vacated, he will be placed on run when he becomes available. A temporary vacancy for a period of 15 days or more shall be filled by the oldest extra En- gineer available. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE XXVIII.— When Passenger Engineers lay off, the oldest available Freight Engineer in service at that point will be given the run, provided the Master Mechanic considers him competent, and the change can be made without cost to the Company. ARTICLE XXIX. — ^When an Engineer on a regular freight lays off, the run will be given to the senior man in chain gang, the oldest available man on the extra list to take the place of the said chain-gang man. ARTICLE XXXVII. — ^When it is known that an Engineer on an assigned run is to be off his run temporarily for a period of 30 days or longer, another Engineer on the same run may fill the vacancy if he considers there is a preference in the lay-over, provided the change can be made without any expense to the Company and without causing delay to trains. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective January 1, 1911. ARTICLE XXX. — ^Any Engineer catching a temporary vacancy in his turn shall hold same for 10 days, provided the regular Engineer does not return to work sooner. After the expiration of 10 days the run will be taken by the oldest Engineer who desires it. Extra En- gineers will run first in first out. ARTICLE XXXI. — (a) When vacancies occur in passenger or preferred service on any district. Engineers in regular freight service shall have seniority rights to such runs. Should vacancies be for a period of 30 days or more, such vacancies shall be filled by the oldest (>1Z Engineers desiring them. Any loss of time or mileage to be the loss of the Engineer desiring the change. When during the tourist season or for other reasons temporary passenger or preferred runs are estab- lished which are known to be temporary, such runs shall be taken by the oldest Engineers desiring them. When such temporary service is •discontinued, Engineers shall return to their original runs unless new runs have been established or the original runs discontinued during the interval. In such cases seniority rights will govern. (b). — Engineers who have been in yard service 10 days previous to a temporary vacancy in passenger service will not be allowed to take such runs unless by arrangement with General Mechanical Superin- tendent or his representative. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. RULE 34. — Engineers on extra list will run first in first out. An extra man assigned to an engine to fill a temporary vacancy will hold such engine until the man regularly assigned returns to duty, pro- viding it does not exceed 14 days. When a temporary vacancy occurs in passenger service, the En- gineers in regular freight service shall have seniority rights to such runs as far as practicable. When Engineers are run around in cases of this kind, they will not be paid for time lost. When a temporary vacancy occurs for a period of 15 days or more on a preferred freight run, the oldest chain-gang Engineers will have the preference to such run until the regular Engineer returns to duty, provided the change can be made without additional expense to the Company. When a temporary vacancy occurs for a period of 15 days or more in any run other than passenger or preferred freight service, it will be filled by the oldest extra Engineers until the regular Engineers return to duty, provided the change can be made without additional expense to the Company. A temporary vacancy. for a period of 90 days shall be treated as a regular vacancy and open to seniority. In the event of the regular man returning, the displaced man may exercise his seniority rights. MISSOURI, KANSAS & TEXAS RAILWAY MISSOURI, KANSAS & TEXAS RAILWAY CO. OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD COMPANY WICHITA FALLS LINES Effective February 15, 1913. ARTICLE XLV. — In case of temporary vacancy in passenger service, when for 10 days or more, the senior available Engineer will be given preference, if qualified; if such vacancy is for less than 10 days, the senior Freight Engineer will be given preference, if qualified. At terminals where an extra passenger list is maintained, it is under- 674 stood that the men so assigned will be given preference over freight men. Engineers regularly assigned to passenger service will not be required to perform freight service except in case of emergency. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE XLV. — Extra Engineers will be kept at home term- inals and will run first in first out of these terminals, filling all vacan- cies in all classes of service except passenger service. When an extra Engineer in his turn catches an engine or run, he may hold it for 10 days, unless he lays off, or is relieved by the regular man; after 10 days he may be displaced by the senior Engineer desiring to fill such vacancy. In case of temporary vacancy in passenger service, the senior Engineer available will be entitled to fill such vacancy, it being under- stood that any Engineer filling this vacancy may be displaced by a senior Engineer at any time while such vacancy exists, but no man shall be allowed to hold two runs. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XLII. — In the absence of regular Passenger Engineers when extra Passenger Engineers are not available, senior Freight Engineers on the territory, desiring such vacancies, will fill them sub- ject to the provisions of the 30 day clause in the following paragraph. When it is known preferred passenger runs will be or have been vacant for 30 days or more, senior Engineers in passenger service on the territory, desiring such vacancies, will fill them. When it is known preferred freight runs will be or have been vacant for 15 days or more, senior Engineers in freight service on the territory, desiring such runs, will fill them. When it is known that freight runs other than preferred or switch engines will be or have been vacant for 15 days or more, senior extra Freight Engineers on the territory, desiring such vacancies, or switch engines, will fill them. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE XVIII.— When any' run except passenger becomes vacant, it will be pooled among the extra Engineers until regular Engineer returns to duty, unless it is positively known the run is to be vacant for 30 days or longer, in which case it will be promptly bulletined as a new run, except the senior Engineer makes application for same, in which case he will be immediately placed thereon. Extra Engineers running in the place of regularly assigned En- 675 gineers, in any class of service, will exercise the same privileges as Sie regular Engineer, and represent him in every way, except in seniority. Temporary vacancies in passenger service will be filled by the senior freight or extra Engineer available who is familiar with the physical conditions of the district where vacancy occurs. The senior Freight Engineer on their respective districts will have the right to such vacant runs at any time he becomes available and makes appli- cation for same. Vacancies in any class of service for a period of 30 days or longer that may be preferred by reason of hours, relay or pay, can be taken by Engineers in preference to runs they may then hold for period such run is vacant. ARTICLE XIX. Section 1. — Extra Engineers will be pooled and run first in and first out of terminal where extra Engineers are kept, except when being used in work train service or holding a run vacant for thirty (30) days or longer. In either of these cases the senior extra Engineer shall be used. When extra Engineers are called to run a yard or incline engine, the first extra Engineer out will be used. If used less than three (3) days or nights, he shall stand first out after eight (8) hours' rest. If used three (3) days or nights, he shall be last out. Should an Engineer being thus used lay off of his own accord before making three (3) days or nights, he shall be last out. Section 2. They will hold equal seniority rights on the First and Second districts, but none on the Third, and the reverse, except as herein provided. Senior Engineers shall have choice of terminals where extra Engineers are kept, and when conditions arise making any ter- minal more or less desirable, senior Engineers will be changed, upon written request to the Master Mechanic. Section 3. No more extra Engineers shall be employed or kept at any point, at any time, than is absolutely necessary to handle the Company's business with promptness and without interfering with proper rest, under ordinary conditions. The proper adjustment to be determined by the Master Mechanic and the General Committee of Adjustment of the Brotherhood of Locomotive Engineers. Section 4. The home board for extra Engineers will be kept at DeQuincv, and extra men will be deadheaded to relieve Engineers laying off at any other point, except as herein provided. Engineers in any class of service desiring to be temporarily absent from duty will lay off, under ordinary conditions, where home extra board is kept. Section 5. It is expressly agreed when, at any time, under ordi- nary circumstances, there is one extra engineer to protect the extra board, Engineers in any class of service shall be permitted to lay off, and in cases of personal illness or sickness in immediate family. En- gineers may get off and the last available man used. Should condi- tions arise that other Engineers are needed, under these circumstances Engineers regularly assigned to runs who may be in at that time shall be subject to call. When possible, Engineers in passenger service will give one trip notice of desire to get off, to permit the Company to arrange accordingly. Section 6. Agreed : One extra Engineer may be kept at Anchor- age, and he shall have preference of all extra work emanating at 676 Anchorage and New Orleans (except passenger, or where vacancies are for thirty (30) days or longer), so long as one Engineer can pro- tect the work without delay to Company's business or interfering with proper rest. Should conditions arise when it may become necessary to assign more than one Engineer at this point, general rules applicable to handling and care of extra Engineer at DeQuincy shall apply. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 119. — An extra man assigned to an engine to fill a tem- porary vacancy will hold such engine until the man. regularly assigned returns to duty, provided it does not exceed 14 days. When a temporary vacancy occurs in passenger service on any district, the Engineers in regular freight service on such district shall have seniority rights to such runs as far as practicable. When En- gineers are run around in cases of this kind they will not be paid for time lost. When a temporary vacancy occurs for a period of IS days or more on a preferred freight run, the oldest Freight Engineer on that district will have the preference to such run until the regular Engineer returns to duty, provided the change can be made without additional expense to the Company. When a temporary vacancy occurs for a period of IS days or more in any run other than passenger or preferred freight service, it will be filled by the oldest extra Engineer until the regular Engineer returns to duty, provided the change can be made without additional expense to the Company. A temporary vacancy for a period of 90 days shall be treated as a regular vacancy and open to seniority. In the event of the regular men returning the displaced men will return to their former runs. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. ARTICLE XVII. — Extra Engineers assigned to the extra list shall be run first in first out of division terminals. Excepting that no Engineer who has served less than two years as such will be con- sidered available for passenger service. Extra Engineers relieving regular Passenger Engineers will hold run 30 days, after which posi- tion may be taken by senior Freight Engineer and held until run is bulletined or regular man returns. OREGON SHORT LINE RAILROAD Effective February 1, 1913. ARTICLE XIII. — When a vacancy occurs from any cause in freight service, the Engineer who stands first out on the extra list shall be given the run. At the expiration of IS days if the vacancy still exists, the oldest extra Engineer will be given the vacancy, except that in case of a permanent vacancy the senior Engineer on the dis- trict of rights, making application, will be given the run at once. En- 677 gineers laying off assigned regular runs will report for duty at least five hours before departure of their runs. When necessary to use extra Road Engineers in switching service the first man out will be used, and will stand first out after required rest. For tempoi^ary service known to be for over 15 days, and for which runs are not bulletined, the oldest man on the extra list will in all cases be used. The oldest available Freight Engineer will be used for extra passenger service. Runs will be taken where vacated. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE XII. — In the case of temporary vacancies in passenger service the senior, Freight Engineer on that district shall be assigned to fill the vacancy. In case the senior Engineer is not available the next senior available Freight Engineer will be assigned and the senior Engineer will be assigned when he is available. A vacancy of 60 days or more in passenger service shall be treated as regular service and open to seniority. Temporary vacancies in mixed, freight, helper, temporary work- train service, etc., shall be filled from the extra list, the first out to fill the vacancy until return of regular Engineer. Provided, that vacan- cies of 15 days or more will be considered regular service, and the senior Engineer desiring it be assigned. PEORIA & PEKIN UNION RAILWAY Effective January 7, 1911. ARTICLE IV. — It is understood that when Engineers lay off for a period of 30 days or more, their places shall be given to those next in rank, who will hold same until the return of the regular man. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE XXXVI. — Any temporary vacancy on a regular pas- senger run will be filled by the senior Freight Engineer running regularly out of the same terminus as the passenger train, and who is available at such terminus at the time the train is due to leave. On runs outside of Yoakum, if necessary to use an extra En- gineer, such Engineer will be relieved by the Engineer entitled to the run as soon as he is available. Such change will be a seniority change. At Yoakum, when it is known the vacancy will exceed 10 days, it will be posted when the regular man lays off; or, if not known the vacancy will exceed 10 days, at the expiration of five days the vacancy will be posted. At the expiration of 10 days senior Freight Engineer applying for the run will be placed on it. At the expiration of 30 days from date of first vacancy, run will be bulletined. At points other than Yoakum at the expiration of 30 days the run 678 will be bulletined and the senior Engineer signing for same will be placed on the run. This will be a seniority change. At the end of the month, should the Freight Engineer who has been used in above passenger service have made less than he would have had he remained on his run, he will be reimbursed for all time lost. This does not apply to Engineers securing run after it has been posted. Engineers on regular assigned freight runs out of Yoakum who do not desire the extra passenger service as per above section, will waive their rights to such work in writing to the Master Mechanic. Temporary vacancies on regular freight runs will be filled by extra Engineers for 30 days or less; at expiration of 30 days runs will be bulletined. Temporary vacancies in chain-gang service will be held by extra Engineer for 30 days or less; at expiration of 30 days senior extra Engineer will be entitled to it. Engineers holding temporary vacancies in any service who lay off or are held off for any cause will be required to complete the unex- pired term for the temporary runs when they report for duty. An extra Engineer holding a run represents the seniority of the Engineer whose place he is filling on that particular run, unless he is taken off due to reduction of extra board, in which case the inter- mediate change will be considered a seniority change, that is, dead- head time will not be allowed. When chain-gang Engineer lays off, after he has been off for five days, he may deadhead to his engine or run, and the extra En- gineer representing him will deadhead to his terminal, such change being a seniority change; except that if the extra Engineer is used in other service he will be paid for all deadheading. Temporary work trains out of Yoakum, such as construction, pile driver, material or wrecking trains will be handled by extra Engineers, and the extra Engineer assigned to such train will remain on it until the work for which the temporary work train was put on is com- pleted. When it is known that the temporary work train will be required for 10 days or longer, it will be bulletined for five days; if at the expiration of five days bulletin it is known the work train will not remain 10 days, the extra Engineer holding the work train will remain on it. (9) . — The regular extra Engineer shall continue to be maintained at San Antonio; the above Section, Nos. 1 to 8b inclusive, do not apply to him, except that he cannot represent a regular Engineer for a longer period than thirty days; he will be first out for all extra work when not representing the seniority of regular Engineer, except as provided in Article 23, Section 1 (c). 679 SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY Effective August 1, 1911. RULE 11. — Engineers and Firemen assigned to extra list shall be run first in and first out of terminal where extra men are kept, filling all vacancies in freight service, making round trip on returning to initial point shall take their turn at the bottom of extra list. All passenger work shall be done by the oldest available men in freight service at terminal. However, if the senior Engineer or Fireman are not at terminal they shall be assigned to the run or runs when they apply. It is iurther understood that this is not to restrict the officers of the Company from making such selections for special service as may, in their judgment, be to the Company's interest. Engineers losing time in special service shall be reimbursed for all time lost. Example: Where oldest Freight Engineer or Fireman refuses to accept call for extra passenger service, he should not again be called for such service until his seniority entitles him to a regular passenger run. SAINT LOUIS & SAN FRANCISCO RAILROAD Effective December 24, 1910. ARTICLE XVIII. — ^Temporary vacancies in passenger service of six calendar days or less will be filled by the oldest available Freight Engineer belonging to the district upon which the vacancy occurs (except in blanket service). At the expiration of six calendar days, the vacancy will be given to the oldest Engineer on district applying for it. This not to interfere with rights of extra Passenger Engineer. Temporary vacancies in regular assigned freight service of six calendar days or less will be filled by first Engineer on extra board. At the expiration of six calendar days, vacancies will be filled by the oldest Engineer on district applying for it. Temporary vacancies iii chain-gang freight service of IS calendar days or less will be filled by the first extra Engineer out on extra board. At the expiration of 15 calendar days, the vacancy will be filled by the oldest Engineer applying for it. Temporary vacancies in yard service of six calendar days or less will be filled by the first Engineer out on yard extra board. At the expiration of six calendar days the vacancies will be filled by the oldest yard Engineer applying for it. An Engineer filling a temporary vacancy who is displaced by a senior Engineer may exercise his seniority and displace a junior En- gineer filling a temporary vacancy. An Engineer who has been prevented from making application for a temporary vacancy by absence from the terminal where the run is assigned or account of sickness, will be assigned to the run when he returns and makes application for it, providing his seniority entitles him to it. 680 SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24. 1910. ARTICLE XVII. — Temporary vacancies in passenger service of six calendar days or less will be filled by the oldest available Freight Engineer belonging to the district upon which the vacancy occurs (except in blanket service). At the expiration of six calendar days the vacancy will be given to the oldest Engineer on district applying for it. This not to interfere with rights of extra Passenger Engineer. Temporary vacancies in regular assigned freight service of six calendar days or less will be filled by first Engineer on extra board. At the expiration of six calendar days, vacancies will be filled by the oldest Engineer on district applying for it. Temporary vacancies in chain-gang freight service of 15 calendar days or less will be filled by the first Engineer out on extra board. At the expiration of 15 calendar days, the vacancy will be filled by the oldest Engineer applying for it. Temporary vacancies in yard service of six calendar days or less will_ be filled by the first Engineer out on yard extra board. At the expiration of six calendar days the vacancies will be filled by the oldest Yard Engineer applying for it. An Engineer filling a temporary vacancy who is displaced by a senior Engineer may exercise his seniority and displace a junior En- gineer filling a temporary vacancy. An Engineer .who has been prevented from making application for a temporary vacancy by absence from the terminal where the run is assigned, or on account of sickness, will be assigned to the run when he returns and makes application for it, providing his seniority entitles him to it. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS LEASED, OPERATED AND INDEPENDENT LINES Effective April 1, 1911. ARTICLE XL. — Extra men will run first in first out in all direc- tions from each terminal in all classes of service except as per para- graphs (c), (d) and (e) of this Article, and when practicable will handle all light engines (except those run to equalize power), and temporary worktrains and will not be required to go beyond the distant terminal of the subdivision on either side of their terminal except in case of emergency. (c) Except as provided in next succeeding paragraph, the oldest Engineer (except regular Passenger Engineers) running into and out of any terminal will do the extra passenger running out of such term- inal in all directions including side-lines diverging from the subdivision on either side of the terminal, when available; otherwise the oldest available Engineer in the terminal when and where the vacancy occurs will be assigned and will hold the run until displaced by the oldest Engineer or the return of the regular man only. The younger man 681 shall only be displaced by the oldest man at the terminal where vacancy occurred. No deadhead time or mileage will be allowed account dis- placing younger men. (d) At such points as there may be sufficient extra passenger running the position of extra Passenger Engineer will be advertised and the man assigned will do the extra passenger running out of such terminal in all directions and on side-lines diverging from the sub- division on either side of the terminal, in preference to any other Engineers. (e) The Company will select such Engineers for special passenger service as in its judgment is necessary. If the Engineer (extra men excepted) selected for such service does not earn as much in the aggregate as he would have earned had he remained on his regular run he shall be paid for time lost. SOUTHERN PACIFIC COMPANY (Pacific System) Effective December 1, 1912. ARTICLE XXX. — Engineers assigned to extra list shall in all cases run first in first out from the terminal where assigned, filling all vacancies in freight service, helper or other service that may be as- signed to such extra men, except that vacancies for a period of 10 days or more on preferred freight or helper runs may be filled by the senior pooled Freight Engineer making application, but in passenger or mixed service, where no extra Passenger E^ngineers are available the senior Freight Engineer making application will be assigned at the home terminal of the run, to fill the vacancy; if no application is received the first pooled Freight Engineer having necessary experi- ence will be used. (Three years' experience in actual road service and 60 days on district where vacancy occurs.) In case the senior En- gineer in freight service is not available, he will be assigned to fill the vacancy when he applies for it (provided the run has not been taken by an extra Passenger Engineer), and no deadhead time, or time, lost, will be allowed for transferring men to or from runs of preference. Engineers in mixed train or helper service will be considered as Engineers in freight service to fill stated vacancies in passenger service of 10 days or more. Engineers on extra list will not be considered eligible to make application for temporary vacancies under the pro- visions of this Section. In filling vacancies in passenger or mixed service for a period of 10 days or over, on Portland division, where no extra passenger lists are maintained, the senior Engineer making application for the run shall be assigned to fill the vacancy. When no extra Yard Engineers are available, temporary vacan- cies in yard service will be filled by Engineers for emergency list, or senior demoted Engineer available. If neither of the above are avail- able, the vacancy will be filled from the extra list. Engineers assigned to the extra passenger list, when available, shall do all extra passenger work assigned to such list, and shall run first in first out, but when filling vacancies shall hold such vacancies 682 until regular man returns to duty or run is claimed by some Engineer, it being understood in all cases when extra men replace regular as- signed Engineers in any service, they shall receive pay and overtime on same basis as such assigned men. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. RULE 19. — Vancancies of less than 10 days will be considered as temporary. Such positions will be filled by the oldest available Engineer. It is understood that when an Engineer holding a regular run lays off for 30 days or over, such run will be considered temporarily vacant. An Engineer accepting such run will hold same until return of the regular Engineer. Any Engineer catching a temporary vacancy on freight in his turn will hold same for 10 days, provided the regular Engineer does not return to work sooner. At the expiration of 10 days, the run will be taken by the oldest Engineer on the extra list who applies for it. RULE 20. — In cases where the extra passenger running out of any terminal averages 2,600 miles per month for a period of six months, the oldest Engineer will have the right to claim such running as a preference job. If such running falls below 2,600 miles per month for a period of six months, it will be given to the oldest avail- able Engineer in regular freight service on the division. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. ARTICLE XXI. — In case of temporary vacancies on passenger runs for 30 days or less the oldest Freight Engineer or Engineers not having a regular passenger run will be given preference of same. Passenger runs vacated for over 30 days will be advertised and the oldest Engineer on the district applying for the run will be entitled to the same until the regular Engineer returns to work. In case of tem- porary vacancies on preferred runs of more than 10 days the oldest Engineer in freight service will be given preference, and so on down according to seniority and capacity. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE XXVI. — In case of temporary vacancies on passenger runs for less than 30 days, the oldest available Freight Engineer will be called for same. Passenger runs vacant for 30 days or more will be bulletined, and the oldest Engineer or Engineers on the system making application will be entitled to same until regular Engineer returns. Above not to interefere with the rights of the extra Passenger En- gineers. Extra Engineers will be called in their turn from the extra board to represent Freight Engineers, and will remain on run or engine until the regular assigned Freight Engineer returns. Freight runs or engines vacant for 30 days or more will be bulletined and oldest applicant assigned. 683 UNION PACIFIC RAILROAD Effective September 1, 1911. ARTICLE XIII. — When a regular Freight Engineer lays of3f, the first extra man out will take the engine or run and hold it for 10 days. If a regular freight man is off longer than 10 days, the oldest extra man will be entitled to the engine or run after 10 days. When a man loses an engine or run through no fault of his own he will be entitled to resume the place to the end of 10 days from first date taken. When a passenger man lays off or an extra passenger train is run, the oldest available freight man will take the engine or run and hold it for 10 days. If a passenger man is off more than 10 days, the oldest freight man will be entitled to the run or engine after 10 days. It is understood that when the oldest man is provided for, the next man is the oldest in all classes of service. When an Engineer Pilot is used on a passenger train, the oldest available Freight Engineer, or extra Passenger Engineer, will be used ; and when required on a freight train same will be taken from extra list. This not to apply to light engines. Engineers holding assigned local freight runs will not be given preference for extra passenger work. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 49. — When a vacancy occurs in freight service by placing engines temporarily or regular Engineer laying off. Engineer first out on extra list shall fill the vacancy for IS days. After that time the oldest extra Engineer will be assigned until the regular Engineer reports. When a vacancy occurs in passenger service, and all the regular extra passenger men available are in service, said vacancy shall fall to the oldest regular available Freight Engineer until regular extra man is again available. At points where no regular extra passenger list is maintained, vacancies in passenger service shall be filled by the oldest available competent Engineer until the oldest regular assigned Engineer is available. This rule will not apply to Orland suburban passenger trains except when competent extra Engineers are not available. When a run or engine has been vacant six months, the run or engine will be advertised for 10 days, and the senior Engineer applying for same shall be placed on run or engine until the regular assigned Engineer reports for duty. The intent of this rule is to give the oldest Engineers the prefer- ence of runs, in accordance with the rules, if they so desire. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE XXIV. — Extra men will run first in first out at home terminal to which assigned. Extra men to hold runs until regular men return, except when vacancy occurs for 10 days or more, when the oldest man will have the run. 684 WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE XXI. — When a regular Passenger Engineer lays off, the oldest available Freight Engineer will be assigned to the run. If a regular Passenger Engineer lays off the run to exceed five days, the oldest freight man will be entitled to the run. A passenger run being vacated from any cause for 90 days or longer will be bulletined. In the event at a later date it becomes known that the run is permanently vacated, it will be re-bulletined. When a regular Engineer on a preferred run, other than passenger lays off to exceed 15 days, the oldest regular Freight Engineer in chain-gang service will be assigned to the run, and the oldest extra Engineer, as per seniority list, shall be entitled to the chain-gang engine while thus vacated by the regular man, these temporary assignments to be made as early as possible without any expense deadheading. This applies to the men on the districts on which they are working at the time. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. ARTICLE XXXV. — Temporary vacancies of 30 days or more on assigned runs will be filled by the senior qualified applicant; such vacancies shall be bulletined and 10 days' notice given, if necessary, to determine such senior applicant. All service, such as rice trains, sugar- cane trains, log trains or worktrains, shall be defined as temporary service, and when it is reasonably expected that such service shall con- tinue for a period of 30 days or more it shall be bulletined as such. When such service is discontinued, the Engineer shall revert back to his former run or may take any run he may have become entitled to when in such service. 685 TERMINAL DELAY ATCHISON, TOPEKA & SANTA FE— COAST LINES Effective December 24, 1910. ARTICLE XX. — All deky time in yard at district points after being called will be paid for at overtime rates according to class of engine and sei"vice ; time to be allowed for all time after time train is ordered to depart, as designated in Caller's book, if delayed over one hour. Fifty-nine minutes shall not be counted. Road time is to be computed from time of departure when the delay is one hour or more in yard; less than one hour road time will be computed ' from time called to depart. This to apply to freight trains only, but not to trains when the time of trip does not exceed ten hours or miles one hundred. ARTICI>E XXXVI.— For delay of more than thirty minutes from time of arrival at Albuquerque, in accordance with train sheet, until engine is placed on designated track one hour shall be allowed. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective December 1, 1912. ARTICLE III. — When Passenger Engineers are delayed in Dearborn Station thirty minutes or more after arrival with their trains they will be allowed overtime for time so delayed, at overtime rates. ARTICLE IV. — When a through or irregular Freight Engineer is held at a main line district terminal to exceed one hour, delay time will be allowed and time on road will be computed from time of de- parture ; this, however, not to apply on runs of less than one hundred miles for which one hundred miles are allowed. Terminal detention shall be fairly computed. After a train is made up and has orders and rights to proceed, any detention that accrues will be reckoned the same as any other detention en route — ^not as a terminal detention. On the other hand, no movement from one siding to another in a terminal shall be held to relieve the Company from liability of terminal detention. Engineers in freight service required to remain on duty over thirty minutes after arrival at main line terminal station will be paid overtime in addition to trip. On runs where constructive mileage is paid no such delayed time will be allowed unless Engineers are used to do switching or other work classed as yard work. The point at which delay time will begin is the heading in point at the terminal yard. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE I. — Detention and switching at terminals will be paid on a basis of eleven miles per hour as per class of engine. (D). — Passenger Service. Terminal delay commences when train arrives at its initial terminal as shown on time table. Outbound 686 trains will be paid from the time due to leave shop track until de- parture of train. Inbound trains will be paid from time of arrival at station until forty-five minutes after of arrival on shop track. This m addition to actual road mileage made. (E). — Freight Service. Road mileage commences and ends at outer switch of terminal yard. Outbound trains will be paid from the time they leave shop track or time called for until arrival at outer switch. Inbound trains will be paid from the time of arrival at outer switch until forty-five minutes after arrival on shop track, in addition to actual road mileage made. Outer switch means the switch used in heading into the yard. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. ARTICLE VIII. — Engineers delayed thirty minutes or more after arrival will be paid for such time at rate for class of service. ARTICLE XLIII. — Engineers detained thirty minutes or over on their engines at terminals before commencement of trip will be paid for same at schedule rates. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 4. — Passenger Engineers delayed one hour or more in starting from or after arriving at a terminal will be paid at hourly rates for all time in excess of one hour. RULE 9. — Freight Engineers delayed one hour or more in start- ing from or after arriving at terminal will be paid hourly rates for the full delay. CHICAGO GREAT WESTERN Effective July 1, 1911. ARTICLE II. Section 1. — No delay time will be paid unless the mileage run divided by ten plus the delayed time exceeds ten. Section 2. — Delayed time will be paid in all other cases on the basis of ten miles per hour at pro rata for the service engaged in, except when trip runs into overtime. Section 3. — Time on duty as it refers to delayed time will be reckoned as follows: Time will be reckoned from the leaving time of engine at roundhouse to the time engine pulls out on the main track. Time will be reckoned from the time when engine reaches designated main track switch connection with the yard tracks to the time when engine is on the designated round house track at end of trip. (When a train has passed the yard limits but cannot proceed to its designated switch or track on account of physical obstruction, which will include being blocked by yard forces, then delay time will commence at time train comes to a stop on account of such obstruction.) Section 4. — If delayed before departure less than one hour, no time will be allowed ; if one hour or more, compensation will be com- puted at ten miles per hour. 687 Section 5. — If delayed at end of trip less than fifteen minutes, no time will be allowed ; if fifteen minutes or more, compensation will be computed at ten miles per hour. Section 6. — On trips of or exceeding one hundred miles or ten hours, time consumed in terminal switching may be added to time held at same terminal and computed as terminal delay time. CHICAGO, MILWAUKEE & SAINT PAUL PUGET SOUND LINES Effective August 28, 1910. ARTICLE' VIII. — ^When Engineers are held at terminals one hour, they will receive one hour's pay in excess of the mileage or hours in service. Should they be held over one hour, one mile will be allowed for each six minutes held thereafter. CHICAGO, MILWAUKEE & SAINT PAUL Revised March 28, 1913. ARTICLE IX. (A). — On Chicago and Milwaukee Division and on all runs of ninety (90) miles or over. Engineers in passenger and freight service, except work and construction, shall be allowed terminal delayed time for all time they are delayed at initial terminal, provided the time delayed is one hour or more. When delayed time at initial terminal is paid, trip time shall commence at the actual leaving time of train. Delayed time will be paid pro rata on the basis provided for overtime. Terminal switching time and terminal delayed time may be com- puted collectively. (B). — Except at Coburg, Ottumwa Junction, Montevideo, Chi- cago and Milwaukee Tenninal Districts, where special agreements exist, the following will govern: Initial terminal delay time will accrue from the time called to depart and will cease when train starts upon the track it is made up on. If, after starting, the train is stopped, initial terminal delayed time will continue until such time as the train actually starts and is not thereafter stopped in the terminal. CHICAGO & NORTHWESTERN RAILWAY Effective December 24, 1910. ARTICLE VIII. (5). — Engineers in all service except gravel and switching service shall be allowed delay time for all time they are delayed at initial terminal, provided that time is one hour or more. When delayed time at initial terminal is paid, trip time shall commence at the actual leaving time. Delayed time will not be used to make up constructive mileage on each day's work, but will be used to make up the guaranteed 2,600 miles at the end of each month. (6). — Engineers delayed over one hour after arrival at destination in giving up engine in such manner as the rules of the terminal re- quire shall be paid for all time lost, but no claim is to be made unless there is a delay of a full hour. Such delay to freight Engineers to 688 commence after train has been placed on designated siding in terminal'. In passenger service, delayed time shall begin after arrival at station, except at Chicago, where special rule governs. CHICAGO, PEORIA & SAINT LOUIS RAILWAY COM- PANY OF ILLINOIS Effective November 1, 1912. If delayed getting into roundhouse track at any point for a period over thirty minutes. Employees in charge of train will be allowed one hour at agreed overtime rates. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY Effective February 1, 1911. ARTICLE III. — When delayed one full hour before leaving, one hour's time will be allowed ; when delayed one hour and thirty minutes, two hours will be allowed, and so on. When delayed thirty minutes after arriving, one hour's time will be allowed ; when delayed one hour and thirty minutes, two hours will be allowed, and so on. When switching or delayed time at terminals singly does not en- title an Engineer to time, they may be combined, and if more than thirty-four minutes and less than one hour, one hour's time will be allowed. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XII. — Terminal overtime will be paid on the minute basis when delayed more than fifteen minutes between arrival of train at the terminal and arrival of locomotive at roundhouse track, total actual minutes to be allowed. (Except when delay is caused by neglect or omission on the part of the Engineer in starting on run.) DENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. ARTICLE IX. — Overtime. Sixty minutes before leaving, one hour ; one hour and thirty minutes, two hours, and so on. DENVER & RIO GRANDE RAILROAD Effective March 22, 1911. ARTICLE XVIII. — Engineers held in waiting for trains beyond the time train is specified to leave will be paid for each hour held at overtime rates. This will not apply to short runs of 50 miles or less. DENVER & SALT LAKE RAILWAY Effective August 16, 1912. ARTICLE VIII. Section 2. All terminal delays will be paid for at engine class overtime rates, it being understood that time on trip will be computed from the time train departs from initial point. Initial delays to begin at time required to take charge of engine and m to end upon departure of train. Terminal time to begin on arrival of train at terminal point and end upon being relieved of engine. Ter- minal time to be computed separately from road time. (A). — On runs of seventy-five miles or less, sufficient delay at initial point, road delays and delays at terminal in connection with own train may be used to make up minimum day ; this not to include switching or spotting cars. It being understood that crew will not be held on duty longer than one hour at tie-up point after arrival of train. DULUTH, MISSABE & NORTHERN Effective January 1, 1911. ARTICLE III. — All overtime and terminal delays shall be com- puted at the rate of one mile for every six minutes or the major part thereof. Turning point will be considered as terminal for all trains except regular passenger trains and all delay time allowed. ARTICLE IV. Section 1. — At terminals, delays in switching and meeting trains at such terminals will be considered delayed time. Delay time will also include the turning of engines on "Y's" at such terminals and making up and putting away trains. Section 4. — Taconite Junction shall be considered the terminal of all trains, except Passenger on Coleraine Line. Mileage will cease and delay time commence at that point. Section 5. — An arbitrary delay of thirty minutes each trip will be allowed on engines of the 300 series running north of Proctor. Section 6. — Delay time on Trains Nos. 1 and 4 will be as follows : Ten miles at Hibbing for turning on "Y", five miles at Duluth for taking engine to Northern Pacific roundhouse. Delay time on Trains Nos. 2 and 3 will be as follows: Ten miles at Hibbing for putting train away and turning on "Y" when work is actually performed, five miles at Duluth for taking engine to Northern Pacific roundhouse. Delay time on Trains Nos. 68 and 69 will be as follows : Five miles for getting engine ready for service, five miles for putting train away and tying up. Delay time on Trains Nos. 22 and 29 will be as follows : Five miles for getting engine ready for ser\'ice, five miles for putting tralin away and tying up. Section 10. — Delay time at Proctor South Bound shall begin when trains make stop at Scale House just preparatory to weighing, or where stop is made in case another train or trains are ahead waiting to be weighed. DULUTH, SOUTH SHORE & ATLANTIC and MINERAL RANGE RAILROAD Effective December 24, 1910. ARTICLE IX. — Extra time in addition to mileage will be paid for terminal delays such as switching where switch engines are not einployfed, turning engines and trains on "Y's", putting away trains to be paid at the rate of 10 miles per hour, or one mile for each six minutes at whatever rate they are engaged in. Roundhouse register to govern. Terminal delays will be paid where the mileage exceeds the 690 hours when the trains arrive at the terminals and is into clear (and after the first twenty minutes allowed to put engine in the engine house and register in) at the rate of one mile for each six minutes delayed. EL PASO & SOUTHWESTERN SYSTEM Effective March 1, 1906. ARTICLE IV. — In addition to road overtime, one hour terminal overtime at forty cent^ per hour will be allowed at Russia on each and every round trip made from Alamagordo, irrespective of whether or not that amount of time is consumed, but in no event will more than one hour be paid, even though work should take a longer period. ARTICLE VI. — When Engineers are required to do terminal switching or are held at terminal stations for any cause, they will be paid twelve and one-half miles per hour for such switching or delay; road and terminal delays will be computed separately. FORT SMITH & WESTERN RAILROAD SAINT LOUIS, EL RENO & WESTERN RAILROAD Effective December 1, 1912. ARTICLE VI. — When passenger and freight Engineers are de- layed within the terminal as much as one hour beyond the time set to leave, passenger and freight Engineers will be paid one hour over- time. One hour and thirty minutes constitutes two hours, etc. If road overtime is made on same trip, initial overtime will be deducted. ARTICLE VII. — ^When freight Engineers are delayed after ar- riving at terminal thirty minutes or more, they will be paid at the overtime rates; thirty minutes to constitute the first hour, one hour and thirty minutes the second hour and so on. On runs less than one hundred miles payment for such delays will not be made until after ten hours' service. When passenger Engineers are delayed thirty minutes or more after arriving at terminal station, they will be paid one mile for each six minutes so held. FORT WORTH & DENVER RAILWAY Effective December 24, 1910. ARTICLE XII. — ^When Engineers are held in yard limits after arrival or going out after leaving time on account of being blocked or other causes not specified, they shall be paid overtime on minute basis. Fifteen minutes or more to be counted. It is to be understood that double overtime will not be paid. 691 GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGANS LOUISIANA & TEXAS RAILROAD & STEAM- SHIP COMPANY IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. ARTICLE X. Section 2. — Initial delays to be computed in all cases from the time the Engineer is ordered to be ready for service and to end with departure of train. Section 3. — ^Terminal delays to be computed from time of arrival in yard until arrival at designated relieving point. Fractions of an hour less than thirty minutes not to be counted. Fractions of an hour of thirty minutes or over to be counted one hour. Note. — ^Terminal delays will be computed from time of arrival at yard limit until arrival at designated relieving point, deducting run- ning time of train through yard at the rate prescribed by time table and rules, also time held for meeting trains, but time held for meeting trains to be included in road delay. GRAND TRUNK PACIFIC— LINES WEST OF FORT WILLIAM ARTICLE 1. Section 6. — Terminal delays thirty minutes or less before departure or after arrival not to count; for delays over thirty minutes detention will be paid for at the rate of one mile for every five (5) minutes. Such time to be reported on separate ticket. Section 7. — Detention will be paid at mileage rates for class of service performed, based on detention speed limits. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 7. — Road Engineers detained at terminals for more than one hour before starting on any trip will be paid for all time in ex- cess of thirty minutes at regular overtime rates, in addition to pay for trip. GULF, COLORADO & SANTA FE Effective December 1, 1911. ARTICLE II. (B). — Compensation for terminal delays in pas- senger service will be computed in same manner as provided for freight engines in Section B, Article V. ARTICLE V. Section B.— On all freight trains time delayed in going to roundhouse at terminal end of run shall be paid for as overtime, as per Section C of this Article, regardless of time used on the road, if time is less than 10 hours. Overtime at leaving terminal shall begin one hour after time set to depart in Caller's book. Ex- amples. — A train is called to depart at 8 o'clock and is delayed one 692 hour before starting. Iri this case time on road is computed from actual time of departure and Engineer receives one hour overtime for terminal delay. A train called to depart at 8 o'clock and is delayed 59 minutes or under, the time on road will be computed from time set to depart in Caller's book and no terminal overtime will be allowed. This not to apply on runs of less than 100 miles for which 100 miles is paid, except through trips in each direction between Temple and Cleburn, Cleburn and Gainsville, Bellville Yard and Houston, also between Paris and East Dallas and Somerville and Cleveland for trains which make those points their terminals and for straight trips between Brownwood and San Angelo. (C). — In computing overtime, any fraction of an hour less than thirty minutes shall not be counted; thirty minutes or more shall be counted as one hour. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. ARTICLE IX. Section A. — Initial overtime of Engineers shall commence at time train is ordered to leave and end with actual de- parture of train from the yard; forty-five minutes to be counted first hour, less than forty-five minutes not to be counted in computing overtime. Section B. — When Engineers are required to remain on duty with their engines after arrival at yard limits of terminal stations, they will be allowed one hour for the first thirty minutes and additional overtime for each succeeding hour at rate prescribed. The time shall not be computed twice. This Article does not apply to work trains. HOUSTON, EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD COMPANY Effective December 24, 1910. ARTICLE I. Section B. — When Engineers are required to re- main on duty with their engines after arrival at yard limits of terminal station, they will be allowed one hour for the first thirty minutes and additional overtime for each succeeding hour at rate of 55 cents per hour. This time is not to be computed twice. This Article applies to all trains except work trains. ARTICLE V. Section D. — Terminal delays on passenger and mixed trains at Shreveport will be allowed commencing from de- parture from H. S. depot until departure from Union depot. If delayed thirty minutes or more the Engineer will be allowed one hour for the first thirty minutes and overtime for each succeeding hour thus delayed. If less than thirty minutes, no time shall be allowed. Road overtime to commence from actual departure from Union depot and to end at time designated on roundhouse register; overtime at Shreveport not to be counted in connection with road overtime. 693 ILLINOIS CENTRAL RAIROAD COMPANY Effective March 1, 1913. ARTICLE XIII. (A).— For initial terminal delay of one hour after listed leaving time in all passenger, freight and mixed train service, Engineers will be paid at overtime rates. One hour and thirty minutes to be counted as tvi^o hours and so on. (B). — Initial terminal delay will cease and road trip begin when the train has pulled out on the main track for the purpose of departing. (C). — When time is allowed for initial terminal delay, road time will begin when terminal time ceases. (D). — For initial terminal delay of one hour or more in main line local freight service, allowance will be made at local freight rate, time to be computed from time listed or ordered, overtime not de- ducted if made. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE I. Section A. — In case of delays at terminals prior to departure or after arrival for any cause, overtime rates will be allowed, independent of any other time made on trip. Section B. — Thirty minutes' delay prior to departure or thirty minutes' delay after arrival shall constitute terminal delays and be paid for at regular overtime rates according to class of engine run. Section C. — Delays between yard limit boards shall constitute terminal delays. KANSAS CITY, MEXICO & ORIENT RAILWAY KANSAS CITY, MEXICO & ORIENT RAILWAY COMPANY OF TEXAS Effective July 1, 1912. ARTICLE VIII. (A). — ^When delayed at terminal before start- ing or when held on duty after arrival, overtime will be allowed in addition to time on road. Initial delay to be computed in all cases from the time the Engineer is ordered to leave and to end with de- parture of train. Terminal delay to be computed from the time of arrival in yard until arrival at designated relieving point, mileage running through yard to be deducted. (B). — The round house register will be the authority for com- puting terminal delays. In computing terminal delays actual number of minutes will be allowed. KANSAS CITY SOUTHERN RAILWAY COMPANY. Effective September 1, 1911. ARTICLE III. Section 1. — Terminal detention is delay from the time set to depart from initial terminal until time of departure and from time of arrival in destination terminal until Engineer delivers engine at designated track, except as provided in Section 3 of this Article. 694 Section 2. — Tenninal detention will be allowed after 100 miles or ten hours or equivalent thereof. Example. — Trip of 95 miles run in eight hours, deduct equivalent to five miles (thirty minutes) from ter- minal detention. Section 3. — When switching service is required of road crews on their own trains preparatory to departure or after arrival of train, actual time will be paid regardless of mileage or time made on trip. Terminal detention will not be allowed for time so worked. Section 4. — ^Trains will be considered as having arrived when they reach entrance to train yard or when they are held out by crews switching within fifteen hundred feet of entrance to train yard. Ter- minal detention will be allowed for engine crew and one Brakeman until Engineer delivers engine at designated track. Section 5. — Delays (from any cause) that occur to freight train between the time it reaches entrance to designated terminal train yard and time crew is released shall be computed as terminal detention. Section 6. — A crew thrown on terminal detention approaching or in a terminal will remain thereon until relieved. Section 7. — When freight trains are required to pull through ter- minal yards, terminal detention will be allowed from time train stops to back in. Section 8. — Terminal detention will be allowed passenger En- gineers for time consumed in moving engine from train to track designated for engine. Section 9. — Locomotives on through line passenger trains may be delivered to and received from Engineers at Shreveport Union depot by hostlers. When this is not done, in computing Engineers' time Shreveport Union depot will be considered as the terminal for Fifth and Sixth District passenger Engineers and Shops will be considered as terminal for Fourth District passenger Engineers and thirty (30) minutes arbitrary terminal detention will be allowed northbound pas- senger Engineers from the time train arrives at the depot until it ar- rives at Shops and for southbound passenger Engineers from the time train arrives at shops until it leaves depot. Section 10. — Terminal detention of Engineers departing from a terminal will cease when train leaves yard in which made up Section 11. — ^Terminal detention will be paid for at overtime rates and will not be allowed unless delays amount to five or more minutes cumulative. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. ARTICLE VII. — Engineers delayed at terminals on arrival after trains are put away doing work such as switching our cars for delivery to connecting lines or spotting cars at special places or held by yard detention of any nature will be allowed overtime for all such delays at overtime rates. , ,. In case necessary room is not provided on one track for disposmg of train on arrival, overtime will be paid for all time necessarily con- sumed in disposing of same. 69S No terminal overtime shall be computed in freight or work train service, except in cases of special, for which extra pay has been allowed in this agreement, until after ten hours' time has been consumed. MARSHALL & EAST TEXAS Effective March 1, 1913. ARTICLE IX. — When trains are delayed fifteen minutes or more at terminal from any cause before starting or after arriving, Em- ployees in engine service will be allowed overtime for such delays at regular overtime rates, irrespective of any other time made on trip, actual minutes to be computed. When terminal overtime accrues, such time will be computed from time train is ordered to leave until its departure and from time of arrival at terminal until Employees are relieved from duty. Road time will be computed from the time train actually departs. Delays of less than fifteen minutes at terminals will be computed as road time. Terminal time will begin coming into terminal upon arrival at yard limit board and end when crew is relieved from duty. Terminal time will end going out of terminals when crew departs from yard limit board on trip. Twelve minutes will be deducted from all time consumed running between yard limit boards and tie-up points and vice versa at Marshall and Winnsboro. The above as to terminal delay time will not apply to work trains. MIDLAND VALLEY RAILROAD Effective July 1, 1913. ARTICLE IX. — Terminal overtime will not be allowed in work train service. ARTICLE X. — If held in yard after leaving time. Engineers will be allowed overtime for all hours delayed. Fractions of an hour will not be counted. ARTICLE XI. — Engineers required to remain on duty with their engines after arrival at yard limits of their terminal station will be allowed one hour for the first thirty-one minutes and additional over- time for each succeeding hour. The time consumed in running through yard to point where engine is cut off to go to dump track will not be counted in computing terminal overtime under this Article. Road overtime will end when engine is cut off from train. The time consumed getting to dump track after cut off from train may be added to other terminal delays in computing terminal overtime, but can not be added to road time. ARTICLE XII.— Overtime earned under Articles X and XI will be deducted from road overtime when the time under these Articles is used in computing road overtime. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE XVIII, — Engineers held out of yards after arrival at their terminal or held from taking their engines to roundhouse after 696 arrival on designated yard track will, except in case of accident, be allowed one hour for the first thirty minutes and additional overtime for each succeeding hour at regular rates. This does not apply to work trains. By arrival at yard is meant arrival at main track switch custom- arily used to head in yard lead or yard track. ARTICLE XIX. — When passenger Engineers are required to perforin work at terminals not pertaining to the handling of their own trains, it will be considered overtime and paid accordingly. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective April 1, 1910. ARTICLE VIII. — Engineers in freight service will be allowed delayed time for all time they are delayed at initial terminal, providing time is one hour or more. When delayed time at initial terminal is al- lowed, trip will commence at the actual leaving time of train. Where Engineers are blocked in yards or delayed thirty minutes getting to roundhouse, they shall receive pay at the rate of ten miles per hour in addition to pay for trip. Where passenger engines, operating between Minneapolis and Shoreham are delayed one hour or more, actual time will be allowed for such delayed time. Terminal to be considered point where time schedule of train begins or ends. Separate slips to be made to cover such time. MINNESOTA & INTERNATIONAL RAILWAY Effective August 1, 1911. RULE 23. — Enginemen on road freight engines detained in yard one hour or more before starting will be paid for same at overtime rates ; time on trip to figure as per Rule 5, less yard detention time. MISSOURI, KANSAS & TEXAS RAILWAY MISSOURI, KANSAS & TEXAS RAILWAY COMPANY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD WICHITA FALLS LINES Effective February 15, 1913. ARTICLE XXIV. — If held in yard thirty minutes or more, over- time will be allowed ; less than thirty minutes not to be counted, thirty minutes to sixty minutes will be counted as one hour, over sixty min- utes actual time will be allowed. When terminal overtime does not accrue, all time so delayed will be computed as road time. ARTICLE XXVI. — Engineers required to remain on duty 15 minutes or more after arrival at the yard limits of their terminal station will be paid overtime at regular overtime rates. The time consumed in running through yards to point where engine is cut off to go to dump track will not be counted in computing terminal overtime under this Article. Road overtime will end when engine is cut off from train. 697 Time consumed in getting to dump track after cut off from train may be added to other terminal delays in computing terminal overtime, but cannot be added to road time. Road time of Choctaw and Dallas Division crews will end when crews leave Ray for Denison, the time consumed in running from Ray to Denison will be computed as terminal overtime, and when no road overtime is made on the trip will be added to other delays in Ray yard in computing terminal overtime under this Article. When terminal overtime does not accrue, all time so delayed will be computed as road time. Overtime earned under Articles XXIV and XVI will be deducted from road overtime when the time allowed under these Articles is used in computing road overtime. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE II. Section B.— Thirty minutes' delay prior to de- parture or thirty minutes' delay after arrival and consecutive hour thereafter shall constitute terminal delays and be paid for at regular overtime rates according to class of engine run. Terminal time ar- riving will consist of aggregate of the delays at each stop within ter- minals, except in making ordinary stops at railway crossings. Same applies as to terminal time that may be made before departure of train. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XXVI. (A).— Pasenger or freight Engineers held on duty one hour at initial points after the time fixed for departure of their trains or held out thirty minutes after arrival at terminals will be paid for such detentions at overtime rates per hour on basis of actual nuber of minutes detained or held out, less running time of ten miles per hour, and such terminal time will not be counted in com- puting overtime. (B). — The terminal station for freight trains is the end of a freight division, as such divisions are determined by time schedules. For instance : The terminal station for freight trains on the Missouri Division at the northern end is Lesperance Street and crews should be paid terminal time, as above, for all delays that occur north of the Chemical Works, which is the recognized entrance to the Lesperance Street Yard. For northbound freight trains on the Valley Division terminal time should begin at Rock Street, which is the recognized point of entrance to the Argenta Yard ; and for the northbound trains on the Arkansas Division when they arrive at the semaphore at south end of Arkansas River Bridge. (C). — ^At places not otherwise specified in the Rules or indicated on the ground by agreement between the Superintendent and Local Chairman the controlling point for the determination of terminal time shall be the main line switch at the entrance to or the outlet of the 698 train yard. Outgoing trains ordinarily shall be considered clear of the terminal when on the main line. incoming trains shall be considered at the terminal on arrival at the designated point or when held on main line by preceding train. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE VL Section 3. — When an Engineer is delayed at an initial station from any cause he will be paid per hour for such delay at the rate of one-tenth (1-10) of a day's pay of 100 miles for class of engine used and service engaged in; sixty (60) minutes to consti- tute the first hour, one hour and thirty minutes the second hour and so on. Initial terminal delay to be computed in all cases from time En- gineer was ordered to be ready for duty and end with the departure of train. Section 4. — Arrival terminal delay will be computed from the time of arrival in yard until arrival at designated relieving point. The roundhouse register or other register provided for that purpose will be authority for computing arrival terminal delay time. Thirty min- utes to constitute the first hour, one hour and thirty minutes the second hour, and so on, and will be paid per hour at the rate of one-tenth (1-10) of a day's pay of 100 miles for class of engine used and service engaged in. Arrival terminal delay time will begin after trains arrive at lead switch at Bernadotte Yard, New Orleans. K. C. S. Crossing, east of De Quincy. C. S. Junction, west of De Quincy. Lead switch to Anchorage Yard from west and Incline lead switch from east. Lead switch to South Yard Double Track Junction, Houston. For other arrival terminal delays not herein provided for time shall begin when train arrives at depot. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 37. (B) and RULE 49. — Engineers on road passenger and freight engines detained in yard one hour or more before starting will be paid for same at overtime rate ; time on trip to be figured as per Rule 8, less this yard detention overtime. Note. — This Rule applies alike to freight engines running light or handling trains. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. ARTICLE XV.. Section 1. — In passenger or freight service, 100 miles or more, initial or terminal delays performing switching, or from other causes, thirty minutes or over will be paid for at overtime rates for class of service. Terminal delays will be computed from the tirne 699 of arrival of train in yard until arrival at designated relieving point. Section 2. — On runs of less than 100 miles no payment will be made for initial or terminal delays performing switching or from other causes unless total time exceeds ten hours. OREGON SHORT LINE RAILROAD Effective February 1, 1913. ARTICLE III. Section B. — When delayed before starting, En- gineers will be allowed actual time delayed and time on road com- puted from actual starting time. Road time to end as shown by train register and terminal time to end when reaching roundhouse track as shown by roundhouse register. OREGON, WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE III. Section 2. — Engineers when held on duty after arrival will be allowed overtime in addition to time on road. Section 3. — When delayed one hour or more before starting. En- gineers will be allowed ten (10) miles for each full hour so delayed and time on road computed from time called to leave, less the delayed time allowed. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE IX. Section 4. — When Engineers reach a terminal for their trains and are held on duty thirty minutes on account of yard blocked or from any cause, they will receive pay at overtime rates. Thirty minutes will constitute one hour, one hour and thirty minutes two hours, and so on. Above terminal time will be paid for in addition to all mileage or other time made on the trip. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. ARTICLE IV. Section 1. — When held at main line district ter- minals one hour or more, ten miles for each full hour so delayed will be allowed and time on road computed from time called to leave, less the delayed time allowed. Section 2. — In computing overtime or delayed time, any fraction of an hour less than thirty minutes will not be counted, thirty min- utes or over will be called one hour. Section 5. — Engineers when held on duty after arrival as shown by register in roundhouse will be allowed overtime in addition to time on road. 700 SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY GULF COAST LINE Effective August 1, 1911. RULE 10. Section A. — In case of delays from any cause at ter- minals after time set to depart or after arrival, overtime at regular overtime rates shall be allowed, independent of any other time made on trip; thirty minutes' delay after time set to depart or 30 minutes' delay after arrival shall constitute terminal delays and shall be paid for at regular overtime rates. SAINT LOUIS & SAN FRANCISCO RAILROAD— FRISCO LINES Effective December 24, 1910. ARTICLE IV. Section 4. — In case either passenger or freight Engineer is kept on duty more than one hour at terminal points after time fixed for departure of his train, or if held out more than thirty minutes after arriving at terminal, he shall be paid for such delay at rate of one-tenth (1-10) of a day's pay for service engaged in; less than thirty minutes not to count; over thirty minutes and less than one hour to count one hour ; this time to be deducted from any over- time made on same run, except that arriving allowance is arbitrary. Section 5. — Terminal time will be allowed for setting out and picking up cars at Rosedale, both ways. At Bridge Junction terminal time will be allowed only for picking up cars that have been handled from Memphis to Bridge Junction by switch crew. At Kansas City Junction terminal time will be allowed for picking up cars southbound. Less than thirty minutes not to be counted; thirty minutes and over, one hour. For trains starting from or terminating at Ninth Avenue Yard, Birmingham, required to pick up or set out cars at Thomas Yard, switching time will be allowed same as is allowed at Rosedale. Section 6. — When switching and delayed time at terminals on de- parture singly does not entitle Engineer to time, they may be consoli- dater and paid for as one hour, if when united they amount to sixty minutes and less than one hour and thirty minutes. One hour and thirty minutes to be counted two hours and so on. Section 7. — Terminal delay and switching will be computed from the first stop coming in to the last stop going out of terminals inside of yard limit boards, with the exceptions of the following points: St. Louis, Springfield, Kansas City, Memphis and Birmingham, where terminal time and switching will be computed from lines established by Engineers and OfScials instead of yard limit board. At all points a reasonable length of time will be allowed for getting engine^ to round- house, such time to be deducted from terminal time and switching. Section 8. — If passenger crew is required to be on engine earlier than one hour of time set to depart, the crew will be paid under ter- minal delay. 701 SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE III. Section 4. — In case either passenger or freight Engineer is kept on duty more than one hour at terminal' points after time fixed for departure of his train, or if held out more than thirty minutes after arriving at terminal, they shall be paid for such delay at the rate of one-tenth (1-10) of a day's pay for service engaged in; less than thirty minutes not to count ; over thirty minutes and less than one hour to count one hour; this time to be deducted from any over- time made on same run, except that arriving allowance is arbitrary. Section 5. — When switching and delay time at terminals on de- parture singly does not entitle Engineer to time, they may be consoli- dated and paid for as one hour, if when united they amount to sixty minutes and less than one hour and thirty minutes. One hour and thirty minutes to be counted two hours and so on. Section 6. — Terminal delay and switching will be computed from first stop coming in to last stop going out of terminals inside of yard limit boards, with the exception of Fort Worth, where terminal time and switching will be computed from lines established by Engineers and Officials instead of yard limit board. At all points a reasonable length of time will be allowed for getting engine to roundhouse, such time to be deducted from terminal time and switching. Section 7. — If passenger engine crew is required to be on engine earlier than one hour of time set to depart, the crew will be paid under terminal delay. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS Effective April 1, 1911. ARTICLE XII. — Switching or delays from any cause occurring at or within recognized entrance or exit of train yards at terminal sta- tions, including time consumed in putting engine away after arrival in yard, also time blocked by switch engines at or within the yard limit boards at terminals will constitute terminal overtime and will be com- puted as per Article XIII. This Article does not apply to work trains. ARTICLE XIII. (A).— Terminal overtime will be computed as follows : Fractions of the first hour in excess of thirty minutes will be counted as one hour and additional overtime for each succeeding hour, 30 minutes or less will not be counted. Exception. — Terminal starting delays of thirty minutes or less may be used in computing road overtime. On runs of less than 100 miles payment will be made only after ten hours' service (except as provided in Article XXII). ARTICLE XXII. — Engineers on through or irregular freight runs of less than 100 miles delayed at terminals switching or from any cause as per Article XII may add such time to other mileage made provided the total is in excess of 100 miles. 702 SOUTHERN PACIFIC COMPANY PACIFIC SYSTEM Effective December 1, 1912. ARTICLE XV. Section 1. — An Engineer in passenger or freight service making one or two trips between terminals exceeding 100 miles in the aggregate beginning on same date and required to do initial or terminal switching or delayed at initial station for any cause shall be paid for all time so consumed at the rate of fifty cents per hour; such switching and delays to be computed separately from road overtime and paid for irrespective of time consumed on road. Section 2. — An Engineer in passenger or freight service making one or two trips between terminals exceeding 100 miles in the aggre- gate beginning on same date, initial delays to be computed from' the time Engineer is ordered to be ready to leave with train from passen- ger depot tracks or from freight yard track on which train is made up and to end with departure of train from passenger depot track or freight yard track on which train is made up at initial point. Section 3. — An Engineer in passenger or freight service making one or two trips between terminals exceeding 100 miles in the aggre- gate, beginning on the same date, terminal delays to be computed from time of arrival of train at passenger depot track or at freight yard track on which engine is uncoupled from train and to end upon being relieved from care of engine at temiinal point. Fractions of an hour less than fifteen minutes not to be counted, fractions of an hour of fifteen minutes and less than thirty minutes one-half hour to be al- lowed, thirty minutes and less than one hour to be counted one hour, over one hour to be computed and paid at the rate of fifty cents per hour as provided in Section 1 of this Article for initial overtime. Section 7. — It is understood that when fifteen minutes or over is used between time of arrival of train at terminal and arrival at re- lieving point time will be alkwed under Section 3 of this Article. it SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. RULE 2. (B). — When Engineers on road engines on any run of one hundred miles or over or when they are detained over an hour by any cause before the commencement of such runs, they will be paid for same at overtime rates for road engines in addition to pay for trip. On runs of less than 100 miles, if made in less than ten hours, Engineers may be requested to perform switching or necessary hostling of their own engines in order to give an equivalent for ten hours' service Section C. — Engineers on passenger engines on incoming trains at Portland, Pasco and Spokane, where they handle engines from pas- senger station to roundhouses, will be paid actual time for such work, computed from the time they leave the passenger station or, if de- tained, their time will commence at the expiration of thirty minutes after arriving time and will end when engine is delivered on designated roundhouse track. 703 TEXAS & PACIFIC RAILWAY Effective March 1, 1913 When delayed on departure from or arrival at terminal, overtime for all such time delayed will be paid independent of any other over- time made on trip; less than thirty minutes shall not be counted; thirty minutes or over and less than one hour shall constitute a full hour. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE II. — In case of delays at terminals prior to departure or after arrival from any cause, overtime at regular overtime rates will be allowed independent of any other time made on trip. Thirty minutes' delay prior to departure or thirty minutes' delay after arrival shrill constitute terminal delays and be paid for at regular overtime rates according to class of engine run. Delays between yard limit boards shall constitute terminal delays. UNION PACIFIC RAILROAD Effective September 1, 1911. ARTICLE III. Section 2. — When delayed one hour or more be- fore starting, Engineers will be allowed ten (10) miles for each full hour so delayed and time on road computed from the time called to leave, less the delayed time allowed. In case of turn-arounds and doubles, terminal time will not be allowed at turning point. Section 3. — Engineers required to do switching, load stocks, etc., at main line district terminals before starting, or when held on duty after arrival as shown by register in roundhouse, will be allowed over- time in addition to time on road. Section 4. — Terminal time will end and road time begin on an outgoing freight train when it is on the main line and that switch is closed. Road time will end and terminal time begin when an incom- ing freight train is off the main line and that switch is closed. Ter- minal time or overtime will not be allowed for deadheading. Ter- minal time will not be allowed Engineers on short unscheduled runs when constructive mileage is paid, nor to turn-around runs (main line and branches), except at starting point. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 26. (D). — Engineers delayed one and one half hours or more at initial terminal before leaving will be paid initial terminal overtime for the actual time so held at established overtime rates. When initial overtime is allowed, road overtime, if any, will be counted from actual leaving time of the train at such initial terminal. (E). — Engineers delayed one hour or more at terminal will be paid overtime rates for such delay, this not to apply when road over- time is made. It is understood that terminal overtime is to start on 704 arrival at depot on passenger trains and at yards on freight trains. When terminal overtime is paid for, no mileage allowance will be made for the terminal movement. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE III. — ^Road crews making not less than 100 miles or passing entirely over the district, when held at district terminal one hour, will receive one hour's pay in addition to miles and time con- sumed in making the trip. If held over one hour, one mile will be allowed for each six minutes so held. The time paid for in terminal delays and in switching at district terminals will be deducted in computing overtime of the trip. Where both switching and terminal delay occur at one district terminal which in the aggregate consume one hour or more time, the total time will be computed as terminal delay under this schedule. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE X. Section 1.— At Wichita Falls, when Engineers are held within yard limits after arrival or going out after leaving time on account of being blocked or other cause not specified, they shall be paid overtime on the minute basis, less than fifteen minutes not to be counted. When over fifteen minutes are consumed, actual time held to be paid for at overtime rates as per class of engine used. YAZOO & MISSISSIPPI VALLEY Amended January 1, 1912. ARTICLE XIII. (A). — Engineers on all freight and mixed trains held one hour after listed leaving time at terminals will be allowed one hour; if delayed over one hour and thirty minutes, two hours will be allowed, and so on. This in addition to their regular trip compensation. When time is allowed for initial terminal delay, road time will begin when terminal time ceases. Road time begins and terminal time ceases when train is on the main track and that switch is closed. (B). — For initial terminal delay of one hour or more in main line local freight service, allowance will be made at local freight rate, time to be computed from time listed or ordered ; overtime not deducted if made. ' ! 'J 705 TERMINAL SW^ITCHING AND WORK ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS AND NORTHERN TEXAS RAILWAY PECOS RIVER RAILWAY Effective December 1, 1912. ARTICLE IV. — Switching done at terminals where no switch en- gines are employed will be paid for at overtime rates, provided time consumed in making trip exceeds 10 hours or mileage made exceeds one hundred. The Albuquerque stock yards located at Abajo are to be considered inside of Albuquerque yard limits and the stock yards at Arriba are to be considered inside of Las Vegas yard limits; also, Ormega to be considered inside of La Junta yard limits for the purpose of computing time. The work of loading or unloading stock at these points will be considered work at terminal points and be paid accordingly. When stock trains are tied up at Strong City, Engineers will be paid for un- loading and loading stock the same as any other terminal. Icing cars at terminals where switch engines are employed will be considered the same as switching or loading stock and overtime paid therefor. ARTICLE V. — When Engineers regularly assigned to helper service arriving at Lamy after completion of the day are required to turn their engines on the wye, an allowance of thirty minutes will be made. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE I. (B). — Detention and switching at terminals and turn-around points will be paid on a basis of eleven miles per hour, as per class of engine. ARTICLE XLI. — At points where no hostlers are employed Engineers will be paid five miles for housing engine and five miles for taking engine out. CANADIAN PACIFIC RAILWAY— WESTERN LINES ARTICLE XI. — Road Engineers will be paid for switching at ter- minals, junctions and turn-around points at through freight rates, ex- cept on specified runs and as otherwise provided for. Time to count from time engine was ordered for until commencement of trip. Each six minutes to count as one mile. Switching ticket to be certified to by the Conductor. ARTICLE XXXV. — On runs of 100 miles or more Engineers will be paid a minimum of five miles at rate for class of service for hostling engine and five miles for taking engine out at point where men are required to do such work, but when it takes more than thirty minutes, actual time will be paid for such work. 706 CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 19.— -Engineers required to make up their own trains at points where switch engines are regularly employed will receive forty- two and one-half cents per hour in addition to the pay for trip. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 6. — On runs of less than one hundred miles, when made in less than ten hours, an Engineer may be required to perform switching incidental to his train, or hostlering of his engine, or both, in order to give an equivalent for ten hours' service paid for. This not to apply to main line terminals or any points where switch engines or hostlers are maintained. ARTICLE X. — Engineers required to do switching or other work at terminals will be paid full time, providing the time exceeds thirty minutes, excepting as provided in Rule 6. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. ARTICLE III. — At terminals where switch engines are located. Engineers in road service will not be required to do switching. At points where no regular switch engines are worked, road Engineers, if required to do switching, will have such work included in trip. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE I. Section 6. — For going to Stock Yards at Chicago or South Omaha, ten (10) miles per hour with a minimum of thirty miles. Time to begin for trip when train is on designated track at Chi- cago Transfer, Chicago; and South Avenue Yard, Council Bluffs. This thirty mile minimum will apoly only to Engineers arriving at Chicago Transfer or South Avenue Yards with Stock Yard commod- ities in train. Other Engineers will be paid as for new trip. ARTICLE III. Section 1. — Whenever Engineers are required to perform any switching service, either before the beginning or after the ending of the trip, they will be paid extra at the rate of ten miles per hour. Section 2. — ^Under all circumstances time engaged in switching will be paid for in addition to, all other time allowed. Section 3.^If the trio runs into overtime, the time allowed for switching time will be deducted from total time on duty and the dif- ference will be considered Road Service in computing overtime. CHICAGO, MILWAUKEE & GARY RAILWAY Effective March 1, 1913. ARTICLE V. — Engineers required to do switching at terminal or division points ahead of leaving on run or runs will be paid at overtime 707 rate for the actual time consumed in performing such service. Time will begin when Engineer is required to report and will end when switching is complete, when road time will begin. Note. — It -is understood that no claim will be made for terminal switching on arrival of trains at Joliet and Momence for putting away trains or delivering them to connecting lines unless earned as overtime. U CHICAGO, MILWAUKEE & ST. PAUL— PUGET SOUND LINES Effective August 28, 1910. ARTICLE IX. (A). — ^When road Engineers are required to do switching at terminals or turn-around points, they shall be paid for such service for actual time consumed, one mile being allowed for each six minutes. c CHICAGO, MILWAUKEE & ST. PAUL RAILWAY Effective March 28, 1913. ARTICLE IV. Section H. — ^When Road Engineers are required to switch at terminal stations one hour or more where switch engines are regularly employed, they shall receive compensation for such service at road rates, viz., two miles per hour, no allowance to be made for less than one hour, one hour and thirty-one minutes to constitute two hours, and so on. At terminal stations where switch engines are not regularly employed and the mileage of the run is less than seventy miles, no additional time will be allowed, unless the time in making the run and doing the switching exceeds ten hours. This with the under- standing that one hour will be allowed for each ten miles made. The intent of this latter clause is that in case a run of sixty miles, which might be made in five hours, the crew will be credited with six hours and may be required to switch four hours longer at the terminal with- out extra compensation. All time in excess of ten hours in such cases will be paid for at road rates, viz., ten miles per hour. This Article does not applv to branch runs of less than 90 miles. Section L. — If an Engfineer on an assigned short main line run is required to perform additional service not incidental thereto, either before starting or after completing such run, he will be paid the miles or hours for such service in addition to what he would have received if the service had not been performed. ARTICLE X. — In computing time for terminal switching, time will begin at time designated for engine to leave the engine track and will end when the engine is delivered by Engineer to the Dispatcher, or on the track designated for that puroose. Time consumed in switch- ing at terminal may be combined with time consumed in dispatching engine and when such time added together amounts to one hour, one hour's time will be allowed. There is nothing in this Rule that changes the present practice of defining what constitutes terminal switching. ARTICLE XVIII. fAy— The Chicago & Council Bluffs Divi- sion between Savanna and Marion will be figured as a ninety-mile Division. .: ^...- ..._ 708 ii]M (D). — Passenger Engineers running into the Union Station, Chi- cago, will be paid for all switching service performed, including the time held at the station and the placing of baggage, mail and express cars for the purpose of loading or unloading, provided the time con- sumed in doing such work is one hour or more. Time will be allowed on the basis of ten miles per hour in addition to the mileage of the trip. Passenger Engineers, except those mentioned in first paragraph of this section, backing their trains from Western Avenue to Union Sta- tion, will be allowed ten miles for such service, to be added to the mileage of the trip. If such movement is made without cars, four miles will be allowed. Passenger Engineers will be allowed four miles for taking their engines from Union Station to Franklin Boule- vard engine house, with or without train. (E). — Engineers on the Chicago and Milwaukee Division, Mil- waukee-Chicago runs, who take their trains to Union Stock Yards, will be allowed fifteen miles per hour while in such service, time to be computed from arriving time of the train at Western Avenue to the time engine is delivered on designated track. Engineers on the C. & C. B., Illinois Division, who take their trains to Union Stock Yards, will be allowed ten ( 10) miles per hour while in such service, time to be computed from time train is clear of main track at Bensenville to the time the engine is delivered on designated track. Engineers handling stock trains from Nahant to Chicago will not be required to go to Union Stock Yards between November 15th and March 15th. (G). — Engineers in passenger service at Sioux City will be paid for terminal switching when the time is one hour or more, time to commence when the engine leaves the roundhouse track and continue until the switching is completed, regardless of the leaving time of the train. (H).— On the Faribault- Wabasha run Engineers handling the scheduled trains will be allowed the actual mileage between Faribault station and the hiills, when they are required to perform switching there, in addition to the road mileage. (J). — When Engineers switch one hour and thirty-one minutes at River Junction, two hours will be allowed; two hours and thiriy-one minutes, three hours, and so on. (K). — Engineers required to be in attendance more than thirty minutes prior to the leaving time of train for the purpose of heating the train may be called one hour before leaving time and be paid one hour for such service. CHICAGO & NORTH WESTERN RAILWAY Effective December 24, 1910. ARTICLE VIII. (9A) . — If Engineers are required to do switch- ing at terminal stations, either before leaving or after arrival at such terminal, they will be paid extra for all such switching at the rate of 10 miles per hour, providing they are not at the time they are engaged in such switching service in receipt of compensation under any other rule. No extra compensation shall be paid for switching service until the mileage exceeds seventy miles. 709 On runs of seventy miles or less no extra compensation will be paid for switching service until the time on duty exceeds ten hours. Less than thirty minutes will not be counted. Thirty minutes and less than one hour will be counted as one hour. Freight Engineers will, how- ever, not be called on to do switching where switch engines are em- ployed, except in case of absolute necessity. (9B). — Engineers called upon to run extra trains shall receive extra compensation for switching service at initial point and at desti- nation under same rule and at the same rafes that apply to Engineers of regular trains. (9C). — On turn-arounds extra compensation for switching will be allowed at turn-around point, provided that there is a delay of thirty minutes or more. No extra compensation, however, shall be allowed for switching at turn-around point until the mileage of turn-around trip shall exceed 100 miles or until the hours on duty shall exceed ten. ARTICLE XXIIL ( 1 ) .—Freight Engineers going through from Council Bluffs to South Omaha, and between North 40th Avenue and Union Stock Yards, Chicago, and return, will be paid at the rate of fifteen (15) miles per hour for such service. (2). — Engineers on passenger back-overs, in either direction, be- tween Council Bluffs and Omaha, will be paid five (5) miles for such service. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY Effective February 1, 1911. ARTICLE III. — When required to do switching at terminals and such switching equals or exceeds thirty-five minutes and less than one hour, one hour's time will be allowed ; over one hour, actual time will be allowed at road rates. When switching or delayed time at terminals singly does not entitle an Engineer to time, they may be combined, and if more than thirty-four minutes and less than one hour, one hour's time will be allowed. CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. ARTICLE IX. — Engine Crews will not be called on to do switch- ing where switch engines are employed, except of absolute necessity. Extra compensation will be paid Engineers called upon to do station switching at terminals, providing a full day's work of ten hours has been performed. COLORADO MIDLAND RAILWAY Effective November 1, 1911. ARTICLE IX. — When one hour is consumed in switching at Divide, Florissant, Arkansas Junction or Basalt, one hour will be paid, also Cardiff when no yard engine assigned. Over one hour and thirty minutes at any of the above stations to count as two hours. 710 ARTICLE X. (A). — When Engineers of passenger trains are required to make up their trains at Leadville, they shall receive not less than one hour overtime. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XIV. — Loading stock, switching at district or branch terminals before starting or held on duty after arrival, as shown by roundhouse register, shall be paid for in addition to regular mileage or time claimed. This to include switching at Pueblo Junction yards. At Cheyenne, northbound freight Engineers will be allowed time for making up their train at Camp Carlin; provided that it is under- stood that time will not be allowed for putting caboose on train when such train has been switched and made up by other locomotives. (This time will not be computed twice in figuring overtime on run.) On any district or run where constructive mileage is allowed, such mileage, expressed in hours, is to be deducted from time made as above ; mileage allowed for turning on wyes not to be regarded as constructive mileage and in cases governed by this Article five miles will be com- puted for turning on the wye. COLORADO SPRINGS & CRIPPLE CREEK DISTRICT RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. ARTICLE VIII. — Time consumed in making up freight trains by Road Crews at Colorado Springs will be paid for as overtime, it being understood that time on trip will be computed from the time the train is ready to leave after switching is done, thus avoiding an allowance of double pay for single service. This to apply at any other terminal that may hereafter be created. DENVER & RIO GRANDE RAILROAD Effective March 22, 1911. ARTICLE XIX. — Main line crews switching at terminals will be allowed actual time worked at overtime rates. ARTICLE XX. — Overtime will be allowed for time delayed load- ing stock; separate time slips will be made by Engineers to cover it. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. ARTICLE IV. Section 6. — When Engineers are required to do switching before leaving and after arriving, they shall be paid at the regular rate per hour or fraction thereof. Delays of switching and meeting trains at all terminals will be considered delay time. Delay time will also include turning of engine on Y and making up and put- ting away train. 711 DULUTH, MISS ABE & NORTHERN RAILWAY Effective January 1, 1911. ARTICLE IV. — At terminals, delays in switching and meeting trains at such terminals will be considered delay time. Delay time will also include the turning of engines on Y's at such terminals and making up and putting away of trains. This refers to Ore, Freight, Log and Special Trains and Local Trains. All terminal delays shall be computed at the rate of one mile for every six minutes or major part thereof, unless otherwise specified. DULUTH & NORTHERN MINNESOTA RAILWAY Effective October 1, 1911. ARTICLE XXIII. — When Engineers are required to do switching before leaving and after arriving, they shall be paid at regular rate per hour or fraction thereof. Delays of switching and meeting trains at terminals to be considered delay time. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY Effective December 24, 1910. ARTICLE IX. — Extra time in addition to mileage made will be paid for terminal delays such as switching, where switch engines are not employed, turning engines and trains on Y's, putting away trains, to be paid at the rate of 10 miles per hour or one mile for each six minutes at whatever rate they are engaged in. Roundhouse register to govern. Terminal delays will be paid where the mileage exceeds the hours when the trains arrive at a terminal and is into clear (and after the first twenty minutes allowed to put the engine in the engine house and register in) at rate of one mile for each six minutes' delay. ELGIN, JOLIET & EASTERN RAILWAY Effective February 1, 1911. ARTICLE V. — ^Train Crews will not be required to make up their trains or deliver their trains where switch engines are employed for that purpose. When they are required to perform such service, actual time will be allowed in addition to their trip. Two switches or doubling over from one track to another will not be considered in the sense of making up train. If cars to be set out are located back of the center of the train, switch engine will handle them. EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1910. ARTICLE VI. — ^When Engineers are required to do terminal switching or held at terminal stations for any cause, they will be paid twelve and one-half miles per hour for such switching or delay; road and terminal delays will be computed separately. Engineers taking their engines from roundhouse to train, at El Paso only, on outgoing trip, will be allowed thirty (30) minutes ar- bitrary time at overtime rate, exclusive of time consumed in making the trip on the road. 712 The above does not apply to Engineers of regular passenger trains where the engine is delivered to them at the Union Depot by the hostler, but would apply to Engineers of specials and extra passenger trains where the Engineer took charge of the engine at the roundhouse. FORT SMITH & WESTERN RAILWAY Effective December 1, 1912. ARTICLE XXI. — Engineers called to do station switching at any place where there is not a regular assigned switch engine, Engineers will be allowed local pay as per article governing local rates. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE X. — All terminal switching on both freight and pas- .senger runs at all freight or passenger divisions or terminals will be paid for on the minute basis. No time less than fifteen minutes will be counted. This time to be computed separate from any other overtime made and regardless of the length of run. This Article not to be con- strued to conflict with any other article on overtime. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGANS LOUISIANA & TEXAS RAILROAD & STEAM- SHIP COMPANY IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. ARTICLE XXVII. — ^Road Engineers required to do switching at points where there are switch engines or hostlers on duty will be paid one full hour for any fraction of the first hour at overtime rate of fifty-five cents for such service, except as otherwise provided in Ar- ticle 6 (Branch Lines). GRAND TRUNK PACIFIC— LINES WEST OF FORT WILLIAM Effective July IS, 1912. ARTICLE III. Section 5.— At stations where no regular force is provided. Engineers will be paid one hour at watching rate (45 cents) for turning and properly housing each locomotive day and night. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 6. — ^Road Engineers, when required to perform switching service or turn their trains on "Y" before commencement or after end of any run, will be paid for actual time so engaged at regular overtime rates in addition to pay for trip. When Engineers are required to perform switchmg service not connected with their own trains at turn-around points they will be paid 713 for actual time so engaged at regular overtime rates in addition to pay for trip. RULE 12. — Engineers who take a train out of a terminal without being properly switched and are required to switch same in station order for the distant terminal or points beyond shall be compensated for such service on the basis of terminal time in addition to pay for trip. RULE 34. — Passenger Engineers required in emergencies to make a short trip in addition to regular trip, before commencing regu- lar trip, will be paid for same at overtime rates in addition to pay for regular trip. If used for any other than their own connecting train it will be considered a new trip and paid for as such. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE V. (D). — When Engineers of through, local or mixed freight trains are required to do switching service at terminal or divi- sion stations, they will be paid extra for such service at the rate of 10 miles per hour ; less than thirty minutes not to be counted ; thirty min- utes or over and less than one hour will be computed as one hour. ARTICLE XXIV. — Engineers will receive for switching and hostler work compensation per day as follows: Honey Grove, three hours; Pauls Valley, two hours; Weatherford, two hours; East Dallas and Dallas, one hour; Davis, two hours; Shawnee, one hour; Mata- gorda, one hour; Alvin (for freight and mixed runs between Alvin and Houston) , one hour ; Sealy, one hour ; Center, one hour ; Cleveland, one hour; Oakdale, one hour; Beaumont, one hour; McGregor, one hour ; Sterling City, one hour. This applies to regularly assigned trains which have terminals at these points where no hostlers are employed, it being understood that this additional time shall be added to the ten hours per day before overtime on the run shall accrue, except Dallas and East Dallas. Time consumed in taking engine to designated track not to be paid for at these points when Engineer is paid for hostlering. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE IX. (A). — Engineers called at terminals for the pur- pose of switching or making up trains prior to leaving time will be paid at overtime rates for such service performed, with a minimum of one hour. (B). — At terminals where switch engines are located, road En- gineers will not be expected to perform terminal work. ( C) . — At main line terminals where switch engines are not located, and on branch line trips of 100 miles or more, Engineers in through or irregular freight service required to do switching after listing time at initial terminal, or after arrival at final terminal, will be paid extra therefor at overtime rates. Thirty-one minutes to constitute one hour, one hour and thirty-one minutes, two hours, and so on. Such payment will not be a duplication of terminal delay or other overtime. 714 INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XXIII. — Engineers in all classes of service will not be required to set out, pick up, make up or put away trains or do station switching at terminal or division points where switch engines are main- tained. When required to do such work ahead of leaving or after arrival at terminal or division points where switch engines are not maintained they will be allowed overtime at regular overtime rates according to class of engine run, regardless of any time made on trip. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE III. Section 3. — When switching service is required of Road Crews on their own trains preparatory to departure or after arrival of train, actual time will be paid, regardless of mileage or time made on trip. Terminal detention will not be allowed for time so worked. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE VIII. — ^At terminals where there are no switch engines used. Freight Crews making up trains will be paid terminal overtime in addition to road overtime ; any time paid for as terminal overtime is to be deducted from total time on duty to avoid duplicate payment. ARTICLE X. — Engineers and Firemen in passenger service re- quired to switch their trains or turn their engines before day's work begins or after completion of trip will be allowed a minimum of thirty minutes for such service. Engineers and Firemen in freight service required to turn their engine before the completion of trip will be allowed a minimum of thirty minutes for such service, time actually consumed to be deducted from any overtime made. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE XXXII.— Road Engineers will not be required to switch at terminal stations where switch engines are regularly employed, except in case of emergency, in such case they will be allowed road rates. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE Effective April 1, 1910. ARTICLE XVIII. — Time consumed in doing work at terminals will be paid for in addition to pay for trip if the Engineer does not make overtime under other rules. ARTICLE XIX. — Turn-around trips will be considered con- tinuous trips, whether made on one date or commenced on one date and completed on another date. Engineers on turn-around trips, when re- quired to switch at turn-around points other than making up their own 715 trains, will be paid for such switching at the rate of 10 miles per hour. Engineers will not be required to do switching at turn-around points where switch engine is employed. MINNESOTA & INTERNATIONAL RAILWAY Effective August 1, 1911. ARTICLE XII. — Engineers on runs less than 100 miles will be required to do terminal switching or care for machinery to give an equivalent for the balance of 100 miles at the rate of one hour for ten miles. RULE 25. — Engineers on runs of one hundred miles or more, when required to do switching at terminals, will be allowed actual time so employed at overtime rate. MISSOURI PACIFIC RAILWAY Effective February 1, 1911. ARTICLE XIV. — Engineers in through freight service placing loads on or removing empties from incline coal chutes shall be paid one hour for the service, except where paid for as terminal time. This to be paid as arbitrary time. ARTICLE XVII. — Engineers will be paid one hour for running over Eads Bridge and two hours for running over Merchants Bridge. If actual time consumed is longer, they will be paid overtime rates for additional time. ARTICLE XXVII. (A) .—Engineers required to do switching at terminals or division points ahead of leaving or after arrival shall be paid overtime rates per hour for all such work. This shall not apply to intermediate terminals or turn-around runs where entire mileage is less than 100 miles. When making 100 miles or more, shall be paid one hour for turning engine, putting away and making up their trains at intermediate terminals. If more than one hour is consumed during this work, actual time so used is to be paid. (B). — On branch runs of 35 miles or less. Engineers will do one hour's switching, if necessary, in making up their trains before starting or putting their trains away after arrival, and will receive pay therefor as overtime after ten hours' road service. Any additional switching at terminal points on such runs will be paid at overtime rates per hour. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 5. — Engineers required to do switching at terminals will be paid for time so employed at overtime rates. RULE 17. (B) . — Engineers will be allowed pay at overtime rates for terminal switching at Pembina, including transfer to Emerson. RULE 24. — Engineers turning engines on turntable or wye at ter- minals will be paid for actual time consumed at overtime rates. This in addition to all other allowances. 716 NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. ARTICLE XV. — In passenger or freight service, 100 miles or more, initial or terminal delays performing switching or from other causes, thirty minutes or over will be pair for at overtime rates. Section 2. — On runs less than 100 miles no payment will be made for initial or terminal delays performing switching or from other causes unless total time exceeds ten hours. Section 3. — In case of turn-around trip, starting point is under- stood to be the terminal. If an Engineer is required to do switch- ing at the turning point of such turn-around trip, time consumed in such work will be included in computing overtime. No overtime will be allowed until time on duty exceeds 10 hours. OREGON SHORT LINE RAILROAD Effective February 1, 1913. ARTICLE III. Section C. — Engineers required to do switching, load stock, etc., at main line district terminals before starting or when held on duty after arrival, as shown by register in roundhouse, will be allowed overtime in addition to time on road. At all turn-around points of main line trains where mileage exceeds 50 miles (one way), when there is to exceed one hour's switching attending to making up of trains or loading stock, when performed by road engines, it will be paid for at schedule rate per hour for overtime for such work. Section D. — ^When road Engineers with road engines are used to load or unload stock or do other exclusive switching: work at main line district terminals, through freight rate will be paid, five hours or less, fifty miles and stand first out, over five hours, 100 miles and stand last out. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE III. Section 2. — Engineers required to do switching, load livestock, etc., at main line district terminals before starting on run or when held on duty after arrival will be allowed overtime in addi- tion to time on road. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE V. Section 4. (A). — Engineers on through or ir- regular freight trains delayed switching one or more hours will receive one or more hours' pay at overtime rates, one hour and thirty minutes will be counted two hours and so on. If any overtime is claimed on the basis, the actual time consumed switching will be deducted to arrive at the amount of overtime earned on trip. (B). — Engineers who are oaid through freight rates, when re- quired to place cars set out by them or other crews (such placing re- 717 , . ^ quiring the cutting in of cars behind other cars) , or when required to pick up cars that are not first out, or to do station switching, will be paid for same at regular overtime rates, all time consumed doing this character of work tc3 be added together thirty minutes to constitute the first hour, one hour and thirty minutes two hours, and so on. If any overtime is made on the basis, the actual time consumed switching will be deducted to arrive at the amount of overtime earned on the trip. This rule will not apply to through freight crews delayed picking up or setting out cars of livestock or perishable freight, or switching other than that mentioned above ; such work is to be paid for as per Section 4, Paragraph (A). It is understood that the above shall not apply to turn-around points or at stations where Yard Crews are on duty and perform switching. ARTICLE IX. Section 1. f A). — In Passenger Service, in local or mixed, through or irregular freight service at Waco, Cameron, Yoa- kum, Alice, Corpus Christi, Houston and San Antonio, or at stations at which Engineers are tied up, Engineers will be paid a minimum of one hour for switching and cutting away their trains, and also a mini- mum of one hour for switching or making up their trains. If the time either switching and making up trains or switching and putting away train is one hour and thirty minutes, two hours will be allowed, and so on, at regular overtime rate. (B). — All time consumed by Engineer turning engine, taking oil and water or other necessary supplies, will be added to the time con- sumed switching to arrive at the terminal time. ARTICLE XVI. fB). — Loading or unloading stock at terminal will be considered switching. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. ARTICLE IV. Section 5. — Enginemen and Firemen required to do switchine. load stock at main line district terminals before starting or when held on duty after arrival as shown by register in roundhouse will be allowed overtime in addition to time on road. SAINT LOUIS & SAN FRANCISCO RAILROAD FRISCO LINES Effective December 24,. 1910. ARTICLE IV. Section 9. — Passenger engines at terminals in Kansas City, Memphis, Birmingham and Sprinsffield (from north and west only and incoming engines from Ozark Division at Springfield) •wall be transferred to and from depots by the Company. Passeneer engines arriving in Springfield from the Lebanon (east) District, En- gineer will take engine on roundhouse lead and be relieved there by Company. Section 10. — At Oklahoma City, terminal overtime at regular rates will be allowed for handling engines between depot and round- house. One hour will be allowed for handling Clinton District engines 718 at Kansas City, unless one hour and thirty minutes is consumed, in which case two hours will be paid for time consumed between Coburg and Grarid Central Depot. Section IL — One hour will be allowed for transferring engines between north and south side roundhouses at Springfield. ARTICLE VIII. Section 1. — Engineers shall receive per hour for all switching done at terminals and for bedding cars, loading or un- loading stock, icing cars, the overtime rate according to class of engine used; less than thirty (30) minutes not to be counted; over thirty (30) minutes and less than one hour will be counted as one hour. This is arbitrary allowance. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FT. WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE VII. Section 1.— Engineers shall receive per hour for all switching^ done at terminals, loading or unloading stock, for bed- ding cars, icing cars, the overtime rate according to class of engine used; less than thirty (30) minutes not to be counted; over thirty (30) minutes and less than one hour will be counted as one hour. This is arbitrary allowance. SAINT LOUIS SOUTHWESTERN RAILWAY Effective April 1, 1911. ARTICLE VIII. — When required to put engines on trains at ter- minals, as per Article 36, except when crews make up their own trains, five miles will be allowed at rate provided for class of engine and service. SOUTHERN PACIFIC COMPANY (Pacific System) Effective December 1, 1912. ARTICLE XV. Section 1. — An Engineer in passenger or freight service making one or two trips between terminals, exceeding 100 miles in the aggregate, beginning on the same date, and required to do initial or terminal switching or delayed at initial station for any cause, shall be paid for all time so consumed at the rate of fifty cents per hour; such switching and delays to be computed separately from road overtime and paid for. irrespective of time consumed on road. Section 4. — An Engineer in passenger or freight service mak- ing one or two trips between terminals, 100 miles or less in the aggre- gate, beginning on the same date, and required to do initial or terminal switching will be paid for all time so consumed at the rate of fifty cents per hour, this time to be deducted from any overtime made. Section 5. — ^When an Engineer is required to do initial or ter- minal switching or switching at turning point of an irregular turn- around trip he shall be paid for all time so consumed at the rate of fifty cents per hour, this time to be deducted from any overtime made. Section 6. — It is understood that under Sections 4 and 5 of this Article that initial and terminal, also turning point switching, will be 719 - . computed separately from road overtime and paid for irrespective of time on road. Note. — See Terminal Delay. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. RULE 2. Section B. — When Engineers on road engines are re- quired to perform switching service before commencement or after the end of any run of one hundred miles or over in length, or when they are detained over an hour by any cause before the commencement of such runs, they will be paid for same at overtime rates for road engines in addition to pay for trip. On runs of less than one hundred miles, if made in less than ten hours, Engineers may be requested to perform switching or necessary hostling of their own engine in order to give an equivalent for ten hours of service. TRINITY AND BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE XI. — Engineers in all classes of service will not be re- quired to set out, pick up, make up or put away train or do station switching at terminals or division points where switch engines are maintained. When required to perform such work ahead of leaving or after arrival at terminal or division points where switch engines are not maintained, they will be allowed overtime at regular overtime rates, according to class of engine run, after ten ( 10) hours' service or one hundred miles. UNION PACIFIC RAILROAD Effective September 1, 1911. ARTICLE III. Section 3. — Engineers required to do switching, load stock, etc., at main line district terminals before starting, or when held on duty after arrival, as shown by register in roundhouse, will be allowed overtime in addition to time on road. Engineers on runs similar to Valley-Manhattan branch will be paid for delays at end of run where no fault of Engineers. O. & R. V. Engineers required to do main line switching at Man- hattan will be paid. Ten miles per hour allowed at Valley for loading and unloading range shipments. Does not apply to Council Bluffs- Valley turnarounds. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 20. — Engineers required to turn, take coal, water, sand, house and put engines away for the night or day, performing the whole service usually required of a hostler, will be allowed one hour at over- time rates for such service, except on branches. ARTICLE XXIII.— Road Engineers will not be required to do switching at terminals where switch engines are located, except that the 720 taking or leaving of all or part of a train shall not be considered switch- ing in the sense that switching is done in yards by crews. _ Engineers required to do switching at terminal stations where no switch engine is located will be paid for such work at overtime rates with a minimum of one hour. This is not intended to apply to local freight runs or branch train runs required to do their own station switching or make up and put away their own trains. Terminals are points where runs begin and end. The turning point on a turn-around run shall be considered as an intermediate point on a continuous run. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE III. — Actual time consumed by freight crews in switch- ing at district terminals, when road service is not less than 100 miles or covers entire distance of district, will be paid for at rate of one mile for each six minutes so occupied. Time paid for in terminal delays and switching at district terminals will be deducted in computing overtime of the trip. ARTICLE VIII. — One hundred miles will be allowed for turn- around trip service, unless exceeded by mileage or hours. Actual time consumed in switching at turn-around points will be paid for at the rate of one mile for each six minutes so occupied. On turn-around trips of less than 100 miles terminal delay, switching or doubling will not be allowed until there is an equivalent of 100 miles or ten hours. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE VIII. — Terminal switching will be paid on freight ruiis at the initial terminal; this time to be computed on the minute basis separate from any other overtime made. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. ARTICLE IX. (A). — Engineers called at terminals for the pur- pose of switching or making up train prior to leaving time will be paid at overtime rates for such service performed, with a minimum of one hour. (B). — At terminals where switch engines are located, Road En- gineer will not be expected to perform terminal work. (C). — At main line terminals where switch engines are not located and on branch line trips of 100 miles or more Engineers in through or irregular freight service required to do switching after listing time at initial terminal, or after arriving at final terminal, will be paid for such service, independent of the trip, at overtime rates. Thirty-one min- utes to constitute one hour, one hour and thirty-one minutes two hours and so on. This Section "C" not to goven when initial terminal delay applies. 721 TIED UP ON ROAD ATCHISON, TOPEKA & SANTA FE RAILWAY— COAST LINES Effective December 24, 1910. ARTICLE XLII. — ^Under the laws limiting the hours on duty. Crews in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. ARTICLE XLIII. — If Road Crews are tied up in a less number of hours than provided in Article XLII, they shall not be regarded as having been tied up under the law, and their services shall be paid for under the schedule. ARTICLE XLIV.— When Road Crews are tied up between ter- minals 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 re- quired by any member of the Crew, either 8 or 10 hours, shall be the period of rest for the entire Crew. ARTICLE XLV. — A continuous trip will cover movement, straight-away or turn-around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will com- mence when the Crew resumes duty. ARTICLE XLVL— Road Crews tied up under the law will be paid the time or mileage of their schedules from initial point to tie-up point. When such Crews resume duty on a continuous trip they shall be paid miles, or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such practice is permitted under their schedule. ARTICLE XLVII. — 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 according to Article XLVI, the same as if they had run the train to such terminal. ARTICLE XLVIII. — If any service is required of an Engine Crew, or if held responsible for the engine during the tie-up under the law, they shall be paid for all such service. ARTICLE XLIX. — Swing men are not to be considered as a part of a crew in the sense in which the term "crew" is used in the foregoing, and the hours of service of swing men are to be considered saparately and apart from that of the balance of the crews. On the • other hand, if part of a crew (aside from swing man) has been in service sufficiently long to permit them to be tied up for the purpose of the law, and the remaining members of the crew have not been in service a sufficient length of time, all members of the crew shall be paid under the appropriate articles of the schedule preceding Article 42. 722 ATCHISON, TOPEKA & SANTA FE RAILWAY EASTERN RAILWAY COMPANY OF NEW MEXICO SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD Effective March 1, 1911. ARTICLE XXIII.— Engineers will not be relieved between ter- minals, except in case of extraordinary delays, making it impossible to move trains. In such cases an Engineer will be paid for the first ten hours after time set for departure before tie-up begins, unless 100 miles or more have been made. The first ten hours of each 24, or portion thereof, to be the time for which payment is made. No pay- ment will be made where train is tied up by reason of any portion of the train or engine crew calling for rest. ARTICLE XXV.— Under the laws limiting the hours on duty, Crews in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time; and not then, until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. If Road Crews are tied up in a less number of hours than pro- vided 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. When Road Crews are tied up between terminals under the law, they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty applicable to the crew ; provided, the longest period of rest required by any mem- ber of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when or- dered 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. Road Crews tied up under the law will be paid the time or mileage of their schedules, from initial point to tie-up point. When such Crews resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such practice is per- mitted under their schedules. 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 paragraph 5 of this Article, the same as if they had run the train to such terminal. If any service is required of an Engine Crew, or if held respon- sible for the engine, during the tie-up under the law, they will be paid for all such service. 723 CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE II. — Engineers cannot be tied up between terminals and full time will be paid whether engine is alive or dead, unless En- gineers are relieved and given transportation to terminal and deadhead mileage paid. Full time will be paid until deadheading starts. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 45. — Under the laws limiting the hours on duty, Crews in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. If Road Crews are tied up in a less number of hours than pro- vided in preceding paragraph, they shall not be regarded as having been tied up under the law, and their services shall be paid for at regular overtime rates. . When Road Crews are tied up between terminals under the law, they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty applicable to the Crew, provided the longest period of rest required by any mem- ber of the Crew, either 8 or 10 hours to be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew resumes duty. Road Crews tied up under the law will be paid the time or mileage as per schedule from initial point to tie-up point. When such Crews resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such practice is per- mitted under the schedule. 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 above, the same as if they had run train to such terminal. If any service is required of an Engine Crew, or if held respon- sible for the engine during the tie-up under the law, they will be paid for all such service. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 44. — ^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 724 .the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. If Road Crews are tied up in a less number of hours than pro- vided above, 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. When Road Crews are tied up between terminals under the law, they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty applicable to the Crew, provided, the longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew resumes duty. Road Crews tied up under the law will be paid the time or mileage of their schedules, from initial point to tie-up point. When such Crews resume duty on a continuous trip they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this paragraph does not permit Crews to be run through terminals unless such prac- tice is permitted under their schedules. 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 above, the same as if they had run the train to such terminal. If any service is required of an Engine Crew, or if held respon- sible for the engine, during the tie-up under the law, they will be paid for all such service. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. ARTICLE IX. — ^Under the laws limiting the hours on duty, Crews in service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time, and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. If Crews are tied up for a less number of hours than provided in the preceding paragraph, they shall not be regarded as being tied up under the law, and their services will be paid for und^r provisions of this schedule. Where 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, whether 8 or 10 hours, to be the period of rest for the entire Crew. 725 A continuous trip will cover movement, straight-away or turn- around from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew resumes duty. Crews tied up under the law will be paid the time or mileage of their schedule from initial point to tie-up point. When such Crews resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater from the tie-up point, to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such prac- tice is permitted under this schedule. 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 the same as if they had run the train to such terminal. 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 services. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE XII. Section 8.— When trains are tied up at inter- mediate stations by orders or the necessity of the Company, it will be done, if practicable, at stations where there are accommodations for the men, and where there are engine watchmen. Engineers may tie up after being on duty sixteen hours and will not be tied up for less than eight hours, and will not be held more than ten hours before assignment to duty except in case of wrecks, washouts, or storms, in which cases Engineers may be held to exceed ten hours before assignment. In the application of this rule. Engineers held in excess of ten hours for reasons other than on account of wrecks, washouts, or storms, will be considered on duty and under pay at expiration of ten hours from the time tied up. (The foregoing rule is not intended to be in conflict with the Hours of Service L^ws.) ARTICLE XIII. — ^Under the laws limiting the hours on duty. Crews in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time, and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. If Road Crews are tied up in a less number of hours than pro- vided in the preceding paragraph, they shall not be regarded as having been tied up under the law, and their service will be paid for under this schedule. When Road Crews are tied up between terminals, under the law, they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty, applicable to the Crew, provided the longest period of rest required by any mem- ber of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. A continuous trip will cover movements, straight-away or turn- 726 around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew resumes duty. Road Crews tied up under the law will be paid the time or mile- age of their schedules from initial point to tie-up point. When such Crews resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater from the tie-up point to the next tie-up point, or the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such practice is permitted under this schedule. 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 above, the same as if they had run the train to such terminal. CHICAGO, MILWAUKEE & GARY RAILWAY Effective Makch 1, 1913. ARTICLE XII. — Under the laws limiting the number of hours on duty, Engineers in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time ; and not then until after the expiration of 14 hours on duty under the Fed- eral law or within two hours of the time limit provided by the State laws if State laws govern. If Road Engineers are tied up in a less number of hours than provided in the preceding paragraph, they will not be regarded as having been tied up under the law and their services will be paid for under the provisions of this schedule. When Engineers are tied up between terminals under the law, they shall be considered on duty and under pay again immediately upon the expiration of the minimum legal period off duty applicable to the Crew; provided, the longest period of rest required by any member of the Crew, either 8 or 10 hours, will be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when or- dered 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. Road Engineers tied up under the law will be paid the time or mileage of their schedule, from the initial point to the tie-up point. When such Engineers resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point or to the terminal. It is understod that this Article does not permit Crews to run through terminals unless such practice is permitted under their schedule. Road Engineers tied up for rest under the law, and then towed or deadheaded into terminal, with or without engine, will be paid therefor as per preceding paragraph, the same as if they had run engine to such terminal. 727 If any service is required of any Engineer or if held responsible for the engine during the tie-up under the law, he will' be paid for all such service. CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES Effective December 24, 1910. ARTICLE XVIII. — ^When Engineers have been in service so long as to require rest, they will not be required to go out until suffi- cient time has been allowed them to recuperate. Engineers to be the judge of their own physical condition. The following rules agreed to at Chicago: 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 com- pleted within the lawful time ; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. If Road Crews are tied up in a less number of hours than pro- vided by the preceding paragraph, they shall not be regarded as hav- ing been tied up under the law, and their services will be paid for under the individual schedules of the different roads. When Road Crews are tied up between terminals under the law, they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty applicable to the Crew; provided the longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew assumes duty. Road Crews tied up under the law will be paid the time or mileage of their schedules from initial point to tie-up point. When such Crews resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to tiie next tie-up 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. 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 above, the same as if they had run the train to such terminal. If any service is required of an Engine Crew, or if held respon- sible for the engine, during the tie-up under the law, they will be paid for all such service. 728 CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE XVI. — 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 atter the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. If Road Crews are tied up in a less number of hours than pro- vided 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. 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 oS duty applicable to the Crew, provided, the longest period of rest required by any member of the Crew, either eight or 10 hours, to be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew resumes duty. Road Crews tied up under the law will be paid the time or mileage of their schedules from initial point to tie-up point. When such Crews resume duty on a continiious trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such practice is permitted under their schedules. 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 above, the same as if they had run the train to such terminal. If any service is required of an Engine Crew, or if held respon- sible for the engine during the tie-up under the law, they will be paid for all such service. ARTICLE XVII. (a). — In instances where Engineers are tied up between terminals before having performed fourteen hours' service, and the time tied up is less than eight hours, continuous time will be paid from terminal to terminal. (b). — In the event of their being tied up eight hours or more, the time tied up will be deducted and they will be allowed miles or hours, whichever is the greater, from terminal to tie-up point, but in no case less than 100 miles. Should they be tied up twenty-four hours or more, 100 miles will be allowed for each twenty-four hours so held. When they resume duty they will be paid miles or hours, whichever is the greater, from tie-up point to the terminal, but in no case less than 100 miles, except when they depart from the terminal in their regular turn on the same date, they would be allowed the miles or hours, whichever is the greater, from tie-up point to terminal. 729 CHICAGO & NORTH WESTERN RAILWAY Effective December 24, 1910. 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 com- pleted within the lawful time; and not then until after the expiration of 14 hours on duty under the Federal law or within two hours of the time limit provided by State laws if State laws govern. If Road Crews are tied up in a less number of hours than provided in the preceding paragraph, they shall not be regarded as having been tied up under the law, and their services will be paid for under the mdividual schedules of the different roads. When Road Crews are tied up between terminals under the law, they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty applicable to the Crew, provided, the longest period of rest required by any member of the Crew either 8 or 10 hours, to.be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew resumes duty. Road Crews tied up under the law will be paid the time or mileage of their schedules, from initial point to tie-up point. When such Crews resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such prac- tice is permitted under their schedules. 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 above Article, the same as if they had run the train to such terminal. If any service is required of an Engine Crew, or if held respon- sible for the engine during the tie-up under the law, they will be paid for all such service. ARTICLE XII. — Engineers will not be tied up en route and re- lieved from duty for a less period than five (5) hours. Engineers tied up en route for a period of less than five (5) hours will be paid as provided by Section 3 of Article VIII. CHICAGO, PEORIA & SAINT LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. Crews in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time, and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. 730 If Road Crews are tied up in a less number of hours than pro- vided in the preceding paragraph they shall not be regarded as having been tied up under the law, and their services shall be paid for under the provisions of this schedule. 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 any member of the Road Crew, provided the longest period of rest required by any member of the Crew, either 8 or 10 hours, shall be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to 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. Road Crews tied up under the law will be paid the time or mileage of their schedules from initial point to tie-up point. When such Crews resume duty on a continuous trip they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point or to the terminal. Road Crews tied up for rest under the law and then towed or deadheaded into terminal, with or without engine and caboose, will be paid therefor the same as if they had run the train into such terminal. In case a train is delayed on account of any obstruction the Com- pany reserves the right to release said crew at any point for such period as may be necessary in order to get the obstruction cleared, but in no case shall a crew be released for a period of less than three hours. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY CHICAGO, ROCK ISLAND & GULF RAILWAY Effective February 1, 1911. ARTICLE III. — ^An Engineer shall not be relieved between usual terminals of run for the purpose of saving overtime, except by mutual agreement with the Superintendent. 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 com- pleted within the lawful time; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. If Road Crews are tied up in a less number of hours than pro- vided 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. When Road Crews are tied up between terminals under the law they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty applicable to the Crew, provided the longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. 731 A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew resumes duty. Road Crews tied up under the law will be paid the time or mileage of their schedules from initial point to tie-up point. When such Crews resume duty on a continuous trip they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such prac- tice is permitted under their schedules. 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 preceding paragraph, the same as if they had run the train to such terminal. If any service is required of an Engine Crew, or if held respon- sible for the engine during the tie-up under the law, they will be paid for all such service. CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILROAD Effective December 24, 1910. 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 com- pleted within the lawful time; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. If Road Crews are tied up in a less number of hours than pro- vided 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. When Road Crews are tied up between terminals under the law they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty applicable to the Crew, provided the longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew resumes duty. Road Crews tied up under the law will be paid the time or mileage of their schedules from initial point to tie-up point. When such Crews resume duty on a continuous trip they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such prac- tice is permitted under their schedules. 732 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 preceding paragraph, the same as if they had run the train to such terminal. If any service is required of an Engine Crew, or if held respon- sible for the engine during the tie-up under the law, they will be paid for all such service. COLORADO MIDLAND RAILWAY Effective November 1, 1911. ARTICLE XXVI. — Engines will not be tied up and Engineers relieved from duty at points where accommodations can not be obtained other than in the caboose — unless in conflict with United States or State law. ARTICLE XXXI. — (a) Under the laws limiting the hours on duty. Crews in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time ; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. (b) If Road Crews are tied up in a less number of hours than provided in 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 schedule. (c) When Road Crews are tied up between terminals under the law they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty, applicable to the Crew, provided the longest period of rest required by any mem- ber of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. (d) A continuous trip will cover movement, straight-away or turn^around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when Crew re- sumes duty. (e) Road Crews tied up under the law will be paid the time or mileage of their schedules from initial point to tie-up point. When such Crews resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie -up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unlers such prac- tice is permitted under their schedules. (f) Road Crews tied up for rest under the law, and then towed or deadheaded into terminal, with or without engine or caboose, will be paid therefor as per Section (e), the same as if they had run the train to such terminal. (g) If any service is required of an Engine Crew, or if held responsible for the engine during the tie-up under the law, they shall be paid for such service. 733 (h) Engineers who have been in continuous service for 16 hours will not be called for, or permitted to go on duty until they have had at least 10 hours off duty, and when they have been on duty 16 hours in the aggregate in any 24-hour period they will not be called for or permitted to go on duty until they have had at least eight hours off duty, except in cases permitted by law. COLORADO SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XXXII. — Engineers shall not be tied up between ends of runs to avoid paying overtime. Whenever conditions are such that proper accommodations are not available, Engineers are not to be tied up. When Engineers are required to watch locomotives, they will be paid Engineer's pay for the same. COLORADO SPRINGS & CRIPPLE CREEK DISTRICT RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. ARTICLE XX. — Engines will not be tied up where there are no eating or sleeping accommodations, or where there are no engine watch- men. When tied up where there are eating and sleeping accommoda- tions and no watchman, the Fireman, by direction of the Engineer, will act as watchman, and will receive compensation therefor at Fire- man's class overtime rate. ARTICLE XXVIII. — In the matter of tying up crews at Cripple Creek, in compliance with the sixteen-hour Federal law, the following will apply : In regard to tieups under the law, on Cripple Creek turns, it is agreed that if the crew has not fourteen hours and twenty minutes in which to make the trip after getting the train ready to leave Colorado Springs, they may be tied up at Cripple Creek for eight hours; other- wise time will be continuous from Colorado Springs to Cripple Creek and return; it being agreed that crew will not take to exceed thirty minutes to eat at Cripple Creek. It is understood that if an unavoidable accident, otherwise known as an "Act of God," occurs to the train going from Colorado Springs to Cripple Creek, and the train does not have eight hours from the time it arrives at Cripple Creek in which to make the return trip, it may be tied Up. When crews are tied up at Cripple Creek under the above provisions, only eight hours will be deducted and the trip paid for as a continuous run. DENVER & RIO GRANDE SYSTEM Effective March 22, 1911. Under Federal laws limiting the hours on duty. Crews in road ser- vice will not be tied up unless it is apparent that the trip cannot be com- pleted within the lawful time ; and not then until after the expiration of 14 hours on duty. If Road Crews are tied up in a less number of hours than pro- vided in the preceding paragraph they shall not be regarded as having 734 been tied up under the law, and Road Engineers' services will be paid for in accordance with their schedules. When Road Crews are tied up between terminals under the law Road lingineers so tied up 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 re- quired by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew resumes duty. Road Crews tied up under the law will be paid the time or mileage of their schedules from initial point to tie-up point. When such Engineers resume duty on a continuous trip they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Engineers to be run through terminals unless such practice is permitted under their schedules. 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 a:s per preceding paragraph, the same as if they had run the train to such terminal. If any service is required of a Road Engineer, or if he is held responsible for the engine during the tie-up under the law, he will be paid for all such service. ARTICLE XIII. — Engine crews shall not be tied up at way sta- tions on short runs. On runs other than short runs, engines will not be tied up at places where there are no accommodations for sleeping and eating. DENVER & SALT LAKE RAILROAD Effective August 16, 1912. SECTION 10. — (a) Under the laws limiting the hours on duty. Crews in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time ; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State law if State laws govern. (b) If Road Crdws 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 this schedule. (c) When Road Crews are tied up between terminals under the law they shall 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 mem- ber of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. 735 (d) A continuous trip will cover movement, straight-away or turn-around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when Crew re- sumes duty. (e) Road Crews tied up under the law will be paid the time or mileage of this schedule from initial point to tie-up point. When such Crews resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through their terminals unless such practice is permitted under this schedule. (f) Road Crews tied up for rest under the law, and then towed or deadheaded into terminal, with or without engine or caboose, will be paid therefor as per paragraph (e) of this Section, the same as if they had run the train to such terminal. (g) If any service is required "of an Engine Crew, or if held responsible for the engine during the tie-up under the law, they will be paid for all such service. ELGIN, JOLIET & EASTERN RAILWAY Effective December 24, 1910. ARTICLE XXXV.— Under the law limiting the hours on duty. Crews in road service shall not be tied up unless it is apparent that the trip cannot be completed within the lawful time, and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limits provided by State laws if State laws govern. If Road Crews are tied up in a less number of hours than pro- vided in the preceding paragraph they shall not be regarded as having been tied up under the law, and their services shall be paid for under this schedule. 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 of rest required by any member of the Crew. Either 8 or 10 hours shall be the period of rest for the entire Crew. A continuous trip shall cover movement, straight-away or turn- around, from initial point to the destination train is making when required to tie up. If any change is made in the destination after the Crew is released for rest, a new trip shall commence when the Crew resumes duty. Road Crews tied up under the law shall be paid the time or mileage of their schedule from initial point to tie-up point. When "^such Crews resume duty on a continuous, trip they shall be paid miles or hours, whichever is the greater, from tie-up point to next tie-up point, or to a terminal. It is understood that this Article does not permit Crew to run through terminals. Road Crews tied up for rest under the law, and then towed or deadheaded in any manner into a terminal, with or without engine or caboose, shall be paid therefor as if they run the train to such terminal. 736 EL PASO & SOUTHWESTERN RAILROAD Effective December 24, 1910. ARTICLE yill (a). — Engineers cannot be tied up between ter- inals except for rest. (b). — Engineers tied up for rest between terminals will be allowed pay at regular overtime rates after 12 hours have elapsed, until moved, except in cases of wrecks or washouts which occur after they have called for rest. After 16 hours or more continuous services Engineers will have the privilege of tying up for rest between terminals; eight hours being considered sufficient time for rest in such cases. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. ARTICLE XXIII. — Engineers tied up for rest under the law and then towed or deadheaded into the terminal with or without engine will be paid the same as if they had run the engine to such terminal. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE XXVI. SECTION 1.— Engineers will not be called to go out when they need rest. Engineers shall be the judge. They must report the same on roundhouse register when they register their arrival. Twelve hours shall be considered maximum time for rest requested. SECTION 2. — ^Under.the laws limiting the hours on duty, Crews in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time, and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. SECTION 3. — If Road Crews are tied up in a less number of hours than provided in the preceding paragraph, they shall not be regarded as having been tied up under the law, and their services will be paid for under this schedule. SECTION 4. — ^When Road Crews are tied up between terminals under the law, they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty applicable to the Crew, provided the longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. SECTION 5. — A continuous trip will cover movement, straight- away or turn-around, from initial point to the destination train is making when ordered to tie up. If any change is made in the desti- nation after the Crew is released for rest a new trip will commence when the Crew resumes duty. SECTION 6. — ^Road Crews tied up under the law will be paid the time or mileage of their schedules, from initial point to tie-up point. When such Crews resume duty on a continuous trip they will W be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such practice is permitted under the schedules. SECTION 7. — 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 Section 6, the same as if they had run the train to such terminal. SECTION 8. — 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 XLV. — Engineers shall not be tied up between ter- minals to avoid paying overtime. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. 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 com- pleted within the lawful time ; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. If Road Crews a,re tied up in a less number of hours than pro- vided 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 dififerent roads. When Road Crews are tied up between terminals under the law they shall again be considered on duty and under oay immediately upon the expiration of the minimum legal period off duty apolicable to the Crew, provided the longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. A continuous trip will cover movement, straight-a)vay or turn- around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew resumes duty. Road Crews tied up under the law will be paid the time or mileage of their schedules from initial point to tie-up point. When such Crews resume duty on a continuous trip they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such prac- tice is permitted under their schedules. Road Crews tied up for rest under the law, and then towed or 738 deadheaded into terminal, with or without engine or caboose, will be paid therefor as per preceding paragraph, the same as if they had run the train to such terminal. If any service is required of an Engine Crew, or if held respon- sible for llie engine during the tie-up under the law, they will be paid for all such service. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 20. — When engines are tied up between terminals where there is no place in which Engineers can eat and sleep, they will be paid continuous time for the time held at schedule rates. Train Dispatchers will not tie up trains where there are not accom- modations if it can be avoided. If there are accommodations, Engineers and Firemen will divide the time between them, and will each be paid for the actual time he is in service caring for the engines. This rule not to apply in cases of trains being tied up under the Federal Hours of Service Law. RULE 21. — Engineers when tied up between terminals prior to the expiration of the fourteen hour period will go automatically on duty after eight hours' rest and shall be paid not less than the minimum day for each leg of the trip, and as much more as they would earn under the schedule rules. Engineers to be advised before leaving ter- minal whether called for a turnaround or a straightaway trip, and the trip must be completed as originally called. Engineers when tied up between terminals in obedience to the foregoing paragraph, then towed or deadheaded to terminals, will be oaid time or miles, whichever is the greater, for such tow or dead- head trip. Under the laws limiting the hours on duty. Crews in road service will not be tied uo unless it is apoarent that the trip cannot be com- pleted within the lawful time; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. If Road Crews are tied up in a less number of hours than pro- vided in the preceding paragraph thev 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. When Road Crews are tied up between terminals under the law they shall again be considered on duty and under oay immediately upon the expiration of the minimum leeal period off duty apnlicable to the Crew, provided the longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew resumes duty. Road Crews tied up under the law will be paid the time or mileage of their schedules from initial point to tie-up point. When such 739 . Crews resume duty on a continuous trip they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such prac- tice is permitted under their schedules. 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 preceding paragraph, the same as if they had run the train to such terminal. If any service is required of an Engine Crew, or if held respon- sible for the engine during the tie-up under the law, they will be paid for all such service. GULF, COLORADO & SANTE FE RAILWAY Effective December 1, 1911. ARTICLE XI (a).— No Engineer will be tied up between ter- minal points without receiving overtime pay, except Engineers on regular or irregular work trains, circus, show or inspection trains. In accordance with advice of our attorney we shall be obliged, for the present, to observe both the State and Federal Laws in operat- ing our trains. Mr. Terry explained to you fully his reasons for so deciding this question. Crews operating between Shawnee and Gainesville, or Purcell and Gainesville, or between intermediate points, where they cross the border line between Oklahoma and the State of Texas, in a general way, shall be considered as operating under the Federal Sixteen Hour Law, con- sequently in accordance with Article I of the Agreement they shall not be tied up without pay until after they have been fourteen hours or more on duty. The Company will have the right to tie them up with- out pay after the expiration of the fourteen hour limit, and under such conditions they will not be paid while tied up. Example No. 1. — ^A train leaves Shawnee at 7 a. m., after having the legal amount of rest. If they are on the road at 9 o'clock that night they are subject to tie-up and shall receive no time while tied up. It is understood that if the crew ties up before the fourteen hours have elapsed, they shall be paid for time while so tied up. Example No. 2. — A crew leaves Shawnee at 7 a. m., and is tied up at 1, 2, 3, 4 or 5 p. m., or at any time between 7 a. m., and 9 p. m., being at a time before fourteen hours have elapsed, shall be paid for the tie-up, under their respective schedules. It is further understood that in case (South bound) crews are obliged to do any work between Red River and Gainesville they cannot be considered as interstate trains and work under the Federal Law, but shall be governed by the State Law of Texas. This matter was explained to you fully by Mr. Terry. The same rules will apply to trains which cross the border line between the State of Texas and Louisiana. Crews operating, for instance, between Cleburne and Temple or vice versa, or between intermediate points, shall be considered, as far as consistent, as operating under the Texas Fourteen Hour Law, and 740 consequently in accordance with Article I of the Agreement shall not be tied up without pay until after they have been twelve hours or more on duty. The Company will have the right to tie them up without pay after the expiration of the twelve hour limit. Under such conditions they will not be paid while tied up. Example No. 3. — A crew leaves Cleburne at 7 a. m., after having the legal amount of rest. If on the road at 7 o'clock that night, they are subject to tie-up and shall receive no pay for time tied up. It is understood if the crew is tied up before the twelve hours have elapsed, they shall be paid for time while so tied up. Example No. 4. — A crew leaves Cleburne at 7 a. m., and is tied up at 1, 2, 3, 4 or 5 p. m., or at any time between 7 a. m., and 7 p. m., being at a time before twelve hours Jiave elapsed, shall be paid for the tie-up under their respective schedules. It is understood that the above rules are not to conflict with Article XXI of Agreement with the Conductors' and Brakemen's Organiza- tions ; Article XI of Agreement with the Brotherhood of Locomotive Engineers ; Article XII of Agreement with the Brotherhood of Loco- motive Firemen and Enginemen, which articles are to be considered in full force and effect. In following out the provisions of either of the laws, and in ob- servance of the agreement between the Labor Organizations and the General Managers at Chicago, it is to be understood that if crews are tied up, as per examples one and three, a greater length of time than the law prescribes, they shall be paid for the excess. Example No. 5. — A crew is tied up for ten hours' rest at 12 o'clock noon. They are not to receive any pay between 12 o'clock noon and 10 p. m., but their time begins at 10 p. m., whether the train is moving or not. ' The same rule, of course, applies to a case where they are tied up for only eight hours' rest, and it is understood that the Company has the privilege of tying them up for either eight or ten hours, in accord- ance with the greater amount of rest necessary by any member of the crew. The question was brought up regarding the running of turn- arounds from Silsbee to Plantersville and return to Silsbee, the distance being 218 miles. The members of your committees complain that this run is too long. We will hereafter either run crews from Silsbee to Plantersville and stop them there, or else make a turn-around of the crew from Silsbee to Plantersville and back to Conroe. If the latter is done, we will begin a new run from Conroe, when the crew is again called for service, and pay the mileage or time, as the case may be, under your respective schedules, as of a new trip. It being understood that Plantersville is to be considered as a terminal only for trains that are operated from Silsbee and known as "Plantersville set-outs." The Company reserves the right to change the destination of any train without establishing a new run, after the train has departed from its point of origin and at any time before it reaches its originally pro- posed destination, or before the crew is released for rest. Example No. 6. — A train leaves Temple for Somerville turn. Before the train reaches Somerville, or after it arrives at Somerville 741 and before the crew is released for rest, we reserve the right to change the destination of the train, as we may see fit, without paying anything but straight time. Such articles as at present appear in our several contracts covering conditions of pay, etc., when class of service is changed, will still govern, as I do not find anything in the memorandum of agreement entered into at Chicago which requires, at this time, any change in that respect. It is understood that crews taking rest after train is tied up by operation of the laws, will not be required to perform any service except to watch engines in emergency cases, during the period required to be off duty in accordance with the laws, but will resume duty or service at expiration of the legal period off duty. The Company to see that men are given requisite notice to permit this being done. Example No. 7. — A crew having been on duty less than sixteen consecutive hours is released at iS o'clock noon. Under the law they shall have eight hours' uninterrupted time off duty. At 8 p. m., the expiration of the legal time, pay of the crews shall commence, and after receiving requisite notice to permit its being done, shall be ready to perform such service as is necessary for completion of the trip. Where crew has been on duty sixteen or more consecutive hours, it is under- stood that the legal period off duty shall be ten hours. The Company will undertake to furnish watchmen for caring for engines when crews are tied up for rest. Engineers and Firemen are expected to give such watchmen advice about watching and firing up engines. Engineers and Firemen will only be called upon in cases of extreme emergency to watch their engines, and where it is concluded it will be permissible to do so under the Federal or State laws, in which case either the Engineer or the Fireman, depending upon who watches the engine, shall receive Engineer's or Fireman's standard rates of pay for such service. The responsibility of Engineers and Firemen for the care of engine ceases when engine is turned over to watchman, and begins again when they assume charge of engine. It is understood that a crew, or any member or portion of a crew leaving a terminal with previous service and is tied up in compliance , with the law before the expiration of the twelve or fourteen hour period of the entire crew, for that trip, will be paid in accordance with re- spective schedules. Example No. 8.— rif a crew, or any member or portion of same, arriving at a terminal after having been five hours on the road, is re- quired to again leave the terminal before taking the legal amount of rest and by operation of the Federal law is required to tie up after having been on duty only ten hours, time is to be allowed while taking such rest, in accordance with the respective schedules. If tied up after the entire crew has performed twelve or fourteen hours' service, as the case may be, then the entire crew will be con- sidered as tied up in accordance with the Chicago agreement and no member of the crew will be entitled to pay for the legal time required to take rest. Example No. 9. — If a crew, or any member or portion of a crew has previous service without having the legal amount of time off duty, as required by law — for instance, one hour, and by operation of the law is required to tie up for rest, and after the entire crew have been 742 on duty on that trip more than twelve or fourteen hours, as the case may be, then the entire crew shall be considered as tied up in com- pliance with Chicago agreement and will not be allowed compensation for the legal period of time tied up. It is not the desire of the Company that crews be tied up on the load and instructions are in effect that every reasonable effort shall be made to get them over their districts within the time prescribed by law, and it will also be understood that crews will not be tied up after the twelve or fourteen hour limits, unless it is necessary under the law to do so, and in conformity with Article I of the Chicago agreement. It is understood that settlements for time claimed by men account being tied up since October 12, the date on which the Texas Fourteen Hours Law became effective, shall be in accordance with the agreement made at Chicago and the interpretations placed on the same contained herein. HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. ARTICLE III. Section B. — No Engineer, except those on regular or irregular work trains, shall be tied up between terminal points with- out receiving overtime. This will not apply when Engineers are tied up for rest by the sixteen hour law. ARTICLE XIV. — (a) Under the laws limiting the hours on duty. Crews in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time ; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. (b) If Road Crews are tied up in a less number of hours than provided in 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. (c) When Road Crews are tied up between terminals under thq 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 mem- ber of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. (d) A continuous trip will cover movement, straight-away or turn-around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when Crew re- sumes duty. (e) Road Crews tied up under the law will be paid the time or mileage of their schedules from initial point to tie-up point. _ When such Crews resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such prac- tice is permitted under their schedules. 743 (f) Road Crews tied up for rest under the law, and then towed or deadheaded .into terminal, with or without engine or caboose, will be paid therefor as per Section (e), the same as if they had run the trains to such terminal. (g) If any service is required of an Engine Crew, ir if held responsible for the engine during the tie-up under the law, they will be paid for all such service. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. SECTION C. — No Engineers other than those on regular or irregular work trains shall be tied up between terminal points without receiving overtime pay, except as provided by law or in cases of wash- out or similar conditions causing obstruction to operated tracks. ARTICLE XV.— (a) Under the laws limiting the hours on duty, Crews in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time ; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of time limit provided by State laws if State laws govern. (b) If Road Crews are tied up in a less number of hours than provided in 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. (c)- When Road Crews are tied up between terminals under the law they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty, applicable to the Crew, provided the longest period of rest required by any mem- ber of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. (d) A continuous trip will cover movement, straight-away or turn-around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew re- sumes duty. (e) Road Crews tied up under the law will be paid the time or mileage of their schedules from initial point to tie-up point. When such Crews resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such prac- tice is permitted under their schedules. (f) Road Crews tied up for rest under the law, and then towed or deadheaded into terminal, with or without engine or caboose, will be paid therefor as per Section (e), the same as if they had run the train to such terminal. (g) If any service is required of an Engine Crew, or if held responsible for the engine during the tie-up under the law, they will be paid for all such service. 744 ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE IV. — Engineers in through or irregular freight service will not be held between terminals except under overtime rules. This regulation not to apply when tied up for the purpose of the law or obstruction of the line by snow blockades, washouts or wrecks. When tied up account of line being so blocked one-half time will be allowed. ARTICLE XXX. — Under the laws limiting the hours on duty, Engineers in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. Note. — If an Engineer leaves a terminal with five hours' previous service to be computed in fixing his off-duty period under the law, and is tied up in nine hours and 30 minutes after leaving the terminal, for the purpose of the law he will be paid under the schedule, inde- pendent of this Article. The hours on duty refer to this particular trip. If an Engineer is tied up in a less number of hours than provided in the preceding paragraph, he shall not be regarded as having been tied up under the law, and his services shall be paid for under the schedule independent of this Article. Note. — If part of a Crew has been in service sufficiently long to permit them to be tied up for the purpose of the law, and the remain- ing members of the Crew have not been in service a sufficient length of time, all members of the Crew will be paid under their schedule, and independent of this Article . When an Engineer is tied up between terminals under the law, he shall again be considered on duty, and under pay immediately upon expiration of the minimum legal period off duty applicable to the Crew, provided the longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Engi- neer resumes duty. Note. — If an Engineer, tied up, on resumption of duty continued to his destination terminal but is assigned to another class of service, say from through freight to way freight, he will be paid as if a new trip had begun. An Engineer tied up under the law will be paid the time or mile- age of his schedule from initial point to tie-up point. When such En- gineer resumes duty on a continuous trip, he will be paid miles or hours, whichever is greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood this Section does not permit Engineers to be run through their terminals. An Engineer tied up for rest under the law, and then towed or deadheaded into terminal, with or without engine or caboose, will be 745 paid therefor as per preceding paragraph the same as if he had run the train to such terminal. If any service is required of an Engineer or if held responsible for the engine during the tie-up under the law^ he will be paid for all such service. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XXXI. — Engineers will be considered on duty between terminals except when tied up under State or National Rest Laws. KANSAS CITY, MEXICO & ORIENT RAILWAY Effective July 1, 1912. ARTICLE XXXI.— (b) Engineers will not be relieved or tied up between terminals to prevent paying time, except when tied up under the law. ARTICLE XXXIL— (a) Under the laws limiting the hours on duty, Engineers in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time ; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. (b) If Road Engineers are tied up in a less number of hours than provided in the preceding paragraph, they shall not be regarded a.'s having been tied up under the law, and their services will be paid for under the provisions of this schedule. (c) When Road Engineers 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 mem- ber of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. (d) A continuous trip will cover movement, straight-away or turn-around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when Crew re- sumes duty. (e) Road Engineers tied up under the law will be paid the time or mileage of their schedules from initial point to tie-up point. When such Engineers resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or the terminal. It is understood that this Article does not permit Engineers to be run through terminals except under Article VIII, paragraph (c). (f) Road Engineers tied up for rest under the law, and then towed or deadheaded into terminal, with or without engine, will be paid therefor as per paragraph (e) of this Article, the same as if they had run the train to such terminal. 746 (g) If any service is required of an Engineer, or if held respon- sible for the engine during the tie-up under the law, he will be paid for all such service. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. 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 14 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 a less number of hours than provided in the preceding paragraph, they shall not be re- garded 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 longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. ARTICLE IV. — A continuous trip will cover movement, straight- away or turn-around, from initial point to the destination train is inaking when ordered to tie up. If any change is made in the destina- tion 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 law will be paid the time of mileage of their schedules, from mitial point to tie-up point. When such Crews resume duty on a continuous trip they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such practice is permitted under their schedules. Section 2. — When Engineers are tied up on the road for causes other than those due to the Hours of Service Law their time will be computed as separate trips and not as continuous time. 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. Section 2. — (a) Should Engineers tie up or be tied up between district terminals, eight hours should be the maximum time necessary for the tie up and Engineers will be on duty and under pay at the expiration of twelve hours, except in cases of casualty or washouts. (b) Stations other than prescribed district terminals will not be considered terminals for other than the regularly assigned Engineers on regular runs that tie up at such points. 747 (c) The foregoing rules in this section will not apply to the Sixth District. LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. SECTION 12. — Under the laws limiting the hours of duty, Crews in road service will not be tied up, unless it is apparent that the trip cannot be completed within the lawful time; and not then until after the expiration of 14 hours on duty. When tied up between terminals under the law, they will again be considered on duty immediately upon expiration of the minimum legal period off duty, applicable to the Crew provided the longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew resumes duty. Road Crews tied up under the law will be paid the time earned, from initial point to tie-up point. When such Crews resume duty on a continuous trip, they will be paid actual time from the tie-up point to the next tie-up point, or to the terminals. 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 next preceding paragraph, the same as if they had run the train to such terminal. SECTION 29. — Crews will not be tied up at an intermediate station for less than two hours. If tied up for more than eight hours (except upon their own request, or by hours of service law) a new day will commence when again called. If indications are that crew will be tied up for more than fifteen hours, they will be so notified and will then have the option of deadheading to their home terminal. On arrival at home terminal, they will take their regular turn out. All points will be considered intermediate, except those designated in time table as terminal stations for certain runs. This section applies to freight crews only. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. ARTICLE XXVII. — Engineers will not be tied up at intermediate stations for any other cause except the Federal sixteen hour law or emergency cases beyond the control of the Company, and when so tied up will be paid time or mileage as per schedule to tie up point. _ Where Engineers are tied up at intermediate stations for rest, their time shall commence immediately after the rest period has ex- pired. If the trip is to be continued, pay for the entire trip will be paid as per schedule, less the entire time so tied up. Engineers deadheading or being towed into terminals at the expira- 748 tion of hours of service as provided for by law, shall be paid as though tney had been in continuous service on the entire trip, deducting tlie time between the hour tied up and the hour trains begin to move when towed to terminal. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE XVII. — In case Crews are tied up at an intermediate point on account of the Hours of Service law, the following will govern : 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. Road Crews tied up under the law will be paid the time or mileage of their schedule from initial point to tie-up point. _ When such Crews resume duty on continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. Road Crews tied up for rest under the law, and towed or dead- headed into terminal, will be paid therefor as per preceding paragraph, the same as if they had brought train through to such terminal. When Crews are tied up on account of emergency, which would mean accidents, washouts, burned bridges, injury or sickness of a member of the Crew, Engineers will be allowed mileage or hours, with a minimum of 100 miles or 10 hours for each part of the trip, with the understanding that if the Company elects to keep the Crew on duty, continuous time will be allowed from the commencement until the end of the trip. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE XLIII. — ^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 until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. If Road Crews are tied up in a less number of hours than pro- vided in the preceding paragraph, they shall not be regarded as having been tied up in compliance with the law, and their service will be paid for as 'provided for in this schedule. Wlien Road Crews are tied up between terminals in compliance with the law, they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty applicable to the Crew, provided the longest period of rest required by any member of the Crew, either 8 or 10 hours, will be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when or- dered 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. Road Crews tied up in compliance with the law will be paid the 749 time or mileage of their schedules, from initial point to tie-up point. When such Crews resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such prac- tice is permitted under their schedules. Road Crews tied up for rest in compliance with the law, and then towed or deadheaded into terminal, with or without engine or caboose, will be paid therefor the same as if they had run the train to such terminal. If any service is required of an Engineer, or if held responsible for the engine, during the tie-up in compliance with the law, he will be paid for all such service. In cases of tie-up by the Company it shall not ordinarily be for less than eight hours, and if Crews are called for duty before the expiration of eight hours they will be paid continuous time at full rates. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective January 1, 1911. 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 com- pleted within the lawful time ; and not then until after the expiration of 14 hours on duty -under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. If Road Crews are tied up in a less number of hours than pro- vided 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 llie different roads. When Road Crews are tied up between terminals under the law, they shall again be considered on duty and iinder 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 mem- ber of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or, turn- around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew resumes duty. Road Crews tied up under the law will be paid the time or mileage of their schedules, from initial point to tie-up point. When such Crews resume duty on a continuous trip they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such practice is permitted under their schedules. Road Crews tied up for rest under the law, and then towed or deadheaded into terminal, with or without engine or caboose, will be 7S0 paid therefor as per preceding paragraph, the same as if they had run the train to such terminal. If any service is required of an Engine Crew, or if held respon- sible for the engine, during the tie-up under the law, they will be paid for all such service. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. RULE 36. — ^Road Crews tied up under the law will be paid the time or mileage of their schedules from initial point to tie-up point. When such Crews resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point or to the terminal. 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 above the same as if they had run the train to such terminal. MISSOURI, KANSAS & TEXAS RAILWAY MISSOURI, KANSAS & TEXAS RAILWAY OF TEXAS Effective February 15, 1913. ARTICLE XXXVIII.— Engineers will not be tied up at inter- mediate points except in case of wrecks, snow blockades, washouts, disabled bridges, or assigned to other service, and when so tied up it will end the run. Engineers will also be tied up as. provided in Article XL. When tied up to go into other service and not used in such service, the tie up will be considered void. Engineers will not be tied up to go into deadhead service. ARTICLE XL. — Under the laws limiting the hours of duty, Crews in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time; and not then until after the expiration of 14 hours on duty, under the Federal law, or within two hours of the time limit provided by State laws if the State laws govern. If Road Crews are tied up in a less numbeir of hours than pro- vided in the preceding paragraph they shall not be regarded as having been tied up under the law, and their services will be paid for accord- ingly. When Road Crews are tied up between terminals under the law, they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty applicable to the Crew, provided the longest period of rest required by any mem- ber of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when or- dered to tie up. If any change is made in the destination after Crew is released for rest, a new trip will commence when the crew resumes duty. 751 Road Crews tied up under the law will be paid the time or mileage of their schedule, from the initial point to the tie-up point. When such Crews resume on a continuous trip they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such practice is permitted under other articles of the schedule. Road Crews tied up for rest under the law, and then towed or deadheaded into the terminal, with or without engine or caboose, will be paid therefor as provided in the preceding paragraph, the same as if they had run the train to such terminal. 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. MISSOURI. OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE XIII. — Engineers may be tied up in case of washouts or burned bridges in which the tie up ends the day ; when they resume service a new day will begin. ARTICLE XXVII.— Under the laws limiting the hours on duty. Crews in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time; and not then until after the expiration of 14 hours on duty, under the Federal law, or within two hours of the time limit provided by State laws if the State laws govern. If Road Crews are tied up in a less number of hours than pro- vided 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 this schedule. When Road Crews are tied up between terminals under the law, they should 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 mem- ber of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from the initial point to the destination train is making when ordered to tie up. If any change is made in the destination after Crew is released for rest, a new trip will commence when the Crew resumes duty. Road Crews tied up under the law will be paid the time or mileage of their schedule, from the initial point to the tie-up point. When such Crews resume duty on a continuous trip they will be paid miles or " hours, whichever is the greater, from the tie-up to the next tie-up point, or the terminal. It is understood that this Article does not per- mit Crews to be run through terminals unless such practice is permitted under other articles of the schedule. Road Crews tied up for rest under the law, and then towed or deadheaded into the terminal, with or without engine or caboose, will 752 be paid therefor as provided in the preceding paragraph, the same as if they had run the train to such terminal. If any service is required of any Engine Crew, or if held respon- sible for the engine during the tie-up under the law, they will be paid for all such service. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XXXIV.— (a) Under the laws limiting the hours on duty. Engineers in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time ; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. (b) If Road Engineers 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 provisions of this schedule. (c) When Road Engineers are tied up between terminals under the law, they shall again be considered on duty and under pay imme-. diately upon the expiration of the minimum legal period off duty applicable to the Crew, provided the longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. (d) A continuous trip will cover movement, straight-away or turn-around, from initial point to the destination. train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew resumes duty. (e) Road Engineers tied up under the law will be paid the time or mileage of their schedules, from initial point to tie-up point. When such Engineers resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Engineers to be run through terminals except under Article XLII, Paragraph (j). (f) Road Engineers tied up for rest under the law, and then towed or deadheaded into terminal, with or without engines, will be paid therefor as per paragraph (e) of this Article, the same as if they had run the train to such terminal. (g) If any service is required of an Engineer, or if held respon- sible for the engine, during the tie-up under the law, he will be paid for all such service. _ ' " ' I NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE XIV. — When tied up for rest or other cause, if con- 753 ditions arise requiring Engineer's presence they will respond promptly when notified, and shall be under pay from time called until again relieved. ARTICLE XXII.— Under the law limiting the hours on duty, Crews in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time, and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. If Road Crews are tied up in a less number of hours than pro- vided j[n 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. When Road Crews are tied up between terminals under the law they shall again be considered on duty and under oay immediately upon the expiration of the minimum legal period off duty apolicable to the Crew, provided the longest period of ' rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial ooint to the destination train was 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. Road Crews tied up under the law will be paid the time or mileage of their schedules from initial point to tie-up point. When such Crews resume duty on a continuous trip they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such prac- tice is permitted under their schedules. 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 preceding section, the same as if they had run the engine to such terminal. If any service is required of an Engine Crew, or if held respon- sible for the engine during the tie-up under the law, they will be paid for all such service. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 19. — fa') Engineers will not be tied up between terminals except in cases of delay due to wrecks, washouts or snow blockades, when they will be paid for the first ten hours so held in addition to the time or miles made that day and for each succeeding calendar day will be allowed not less than one hundred (100) miles. The above in case they are not required to watch or care for engines; if required to watch or care for engines, allowance will be under provisions of Rule 94. 754 V — Engineers tied up under the law and then towed in before having their required rest will be paid the same as if they had not been tied up, no time being deducted. RULE 56. — When local trains are tied up for rest they will not be paid for resting time, except as provided in Rule 94, but will be allowed one day for completing the trip. ARTICLE I. — Under the laws limiting the hours on duty, Crews m road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time ; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. ARTICLE II. — If Road Crews are tied up in a less number of hours than provided in the preceding paragraph, they shall not be regarded as having been tied up under the law, and their services will be paid for under the individual schedules of the diflferent 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 longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. ARTICLE IV. — ^A continuous trip will cover movement, straight- away or turn-around, from initial point to the destination train is mak- ing 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 law, will be paid the time or mileage of their schedules from initial point to tie-up point. When such Crews resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such prac- tice 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. OREGON SHORT LINE RAILROAD Effective February 1, 1913. ARTICLE XII. — ^Under the laws limiting the hours on duty, Crews in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. If Road Crews are tied up in a less number of hours than pro- 755 vided in the preceding paragraph they shall not be regarded as having been, tied up under the law, and their services will be paid for as per schedule. When Road Crews are tied up between terminals under the law they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty applicable to the Crew, provided the longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for .the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew resumes duty. Road Crews tied up under the law will be paid the time or mileage of their schedules from initial point to tie-up point. When such Crews resume duty on a continuous trip they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such prac- tice is permitted under their schedules. 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 preceding paragraph, the same as if they had run the train to such terminal. If any service is required of ah Engine Crew, or if held respon- sible for the engine during the tie-up under the law, they will be paid for all such service. Section (b). Relief Crews. — Crews sent out to relieve crews tied up under the Federal law will be paid according to Article V, short runs, for such trips. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. 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 14 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 a less number of hours than provided in the preceding paragraph, they, shall not be re- garded 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 of duty applicable to the Crew, provided the longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. 756 ARTICLE IV. — A continuous trip will cover movement, straight- away or turn-around, from initial point to the destination train is mak- ing 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 law will be paid the time or mileage of their schedules, from initial point to tie-up point. When such Crews resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such prac- tice is permitted under their schedules. ARTICLES 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. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE XI. 1. — Engineers will not be tied up at intermediate points except in cases of wrecks, fires or washouts. When tied up under these conditions a minimum day will be allowed to tie up point as per class of service rendered. Time tied up will not be paid for. When engine on their train is taken for another train Engineer will not be tied up. 2. — (a) Engineers may be tied up at stations other than Yoakum, San Antonio, Kerrville, Skidmore, Alice, Falfurrias, Corpus Christi, Rockport, Houston, Cameron, Waco and Lockhart, but not to exceed ten hours. When so tied up time and actual mileage will be allowed to tie up point, with a minimum of 100 miles, and time as per service rendered. The ten hours of less tied up will not be paid for, but time after ten hours will be paid for, and when tied up sixteen hours Article XII will apply. Actual mileage and time, with a minimum of 100 miles and time, will be paid for, as per service rendered from point tied up to terminal. When so tied up Engineers will be paid a minimum of one hour putting away and a minimum of one hour making up train. If time exceeds one hour, actual time will be paid. A minimum of two hours terminal will be paid at all tie-up points, except when yard crews make up or put away the train. This section does not apply to work trains. 3. — (a) When Engineers are relieved from duty in order to comply with the law, and are not tied up, time will be continuous until Engi- neers are released at terminal. (b) When instructed to tie up and take the required period off duty, Engineers will be paid actual mileage with a minimum of 100 miles to tie up point, and one hour for putting away train ; and, when resuming duty, will be allowed one hour for making up train and actual mileage with a minimum of 100 miles to terminal. 757 (c) Engineers on freight trains will not be relieved from duty on the road between terminals in order to avoid the payment of construc- tive or unearned mileage. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. 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 expiratioij of 14 hours on duty under the Federal law, or within two hours of the time Hmit provided by State laws if State laws govern. ARTICLE II. — If Road Crews are tied up in a less number of hours than provided in the preceding paragraph, they shall not be re- garded 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 longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. ARTICLE IV. — A continuous trip will cover movement, straight- away or turn-around, from initial point to the destination train is mak- ing 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 tlie Crew resumes duty. ARTICLE V. — Road Crews tied up under the law will be paid the time or mileage of their schedules, from initial point to tie-up point. When such Crews resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such prac- tice 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. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY Effective August 1, 1911. RULE 42. — ^Under the laws limiting the hours on duty. Crews in road service will not be tied up unless it is apparent that the trip can- not be completed within the lawful time ; and not then until after the expiration of 14 hours on duty under the Federal law. If Road Crews are tied up in a less number of hours than pro- vided in the preceding paragraph they shall not be regarded as having 758 been tied up under the law, and their services will be paid for under this agreement. 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 oft' duty applicable to the Crew, provided the longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew resumes duty. Road Crews tied up under the law will be paid the time or mileage of their schedules from initial point to tie-up point. When such Crews resume duty on a continuous trip they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such prac- tice is permitted under this agreement. Road Crews tied up for rest under the law, and then towed or deadheaded into terminal, with or without engines or caboose, will be paid therefor as per preceding paragraph, the same as if they had run the engine to sudi terminal. If any service is required of an Engine Crew, or if held respon- sible for the engine during the tie-up under the law, they will be paid for all such service. Section H. — In accepting this rule it is understood that crews will be allowed ten hours rest at home terminals, if they so desire, except in cases of emergency. In the event of crews refusing to accept call before receiving ten (10) hours rest, such refusal shall not bar them from their guarantee under this agreement. It is further understood that crews will not be laid up under this rule when it is possible for them to reach terminals within the lawful period. SAINT LOUIS & SAN FRANCISCO RAILROAD (Frisco Lines) Effective December 24, 1910. ARTICLE XIII. — ^Under the laws limiting the hours on duty. Crews in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. If Road Crews are tied up in a less number of hours than pro- vided in the preceding paragraph they shall not be regarded as having been tied up under the law. When Road Crews are tied up between termmals 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 759 to the Crew, provided the longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Cre\« resumes duty. Road Crews tied up under the law will be paid the time or mileage of their schedules from initial point to tie-up point. When such Crews resume duty on a continuous trip they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such prac- tice is permitted under their schedules. 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 the same as if they had run the train to such terminal. If any service is required of an Engine Crew, or if held respon- sible for the engine during the tie-up under the law, they will be paid for all such service. Section 2. — When Engineers are out more than fifteen hours and tie up between terminals for rest more than five hours, they shall be paid not less than 100 miles, and overtime when made, to the point at which they tie up, and not less than 100 miles, and overtime if made, from that point after taking rest to destination. If they tie up for less than five hours, actual mileage will be paid for the entire trip, the time Engineer is tied up for rest to be deducted. If Engineer ties up for rest after service of less than fifteen hours, he will be paid continuous time for trip, less the actual time so tied up. This not to apply where an Engineer is tied up by the Company. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE XII. — ^When Engineers are out more than fifteen hours and tie up between terminals for rest more than five hours, they shall be paid not less than 100 miles, and overtime when made, to the point at which they tie up, and not less than 100 miles, and over- time if made, from that point after taking rest to destination. If they tie up for less than five hours, actual mileage will be paid for the entire trip, the time Engineer is tied up for rest to be deducted. If Engineer ties up for rest after service of less than fifteen hours, he will be paid continuous time for trip, less the actual time so tied up. This not to apply where an Engineer is tied up by the Company. Under the laws limiting the hours of duty. Crews in road service will not be tied up unless it is apparent that the trip cannot be com- pleted within the lawful time; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. 760 If Road Crews are tied up in a less number of hours than pro- vided in the preceding paragraph, they shall not be regarded as having been tied up under the lav/. When Road Crews are tied up between terminals under the law, they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty applicable to the Crew, provided the longest period of rest required by any mem- ber of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew resumes duty. Road Crews tied up under the law will be paid the time or mileage of their schedules, from initial point to tie-up point. When such Crews resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such practice is permitted under their schedules. 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 the same as if they had run the train to such terminal. If any service is required of an Engine Crew, or if held respon- sible for the engine during the tie-up under the law, they will be paid for all such service. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS Effective April 1, 1911. ARTICLE XXIV. — Engineers may be tied up between terminals, but will not be paid for time tied up. They will be allowed actual time or mileage from initial point to tie-up point, with a minimum of 100 miles. When called again, a new trip will commence and they will be paid actual time or mileage from tie-up point to next tie-up point or to the terminal, with a minimum of 100 miles. ARTICLE XLIV. — After 16 consecutive hours on duty. Engineers will be given not less than 10 consecutive hours off duty and after an aggregate of 16 hours on duty in any 24 hour period, not less than eight consecutive hours off duty; except in case of wrecks, washouts or other casualties or emergencies. SOUTHERN PACIFIC COMPANY (Pacific System) Effective December 1, 1912. 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 761 cannot be completed within the lawful time; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State 'aws if State laws govern. ARTICLE II. — If Road Crews are tied up in a less number of hours than provided in the preceding paragraph, they shall not be re- garded 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 longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. ARTICLE IV. — A continuous trip will cover movement, straight- away or turn-around, from initial point to the destination train is mak- ing 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 law will be paid the time or mileage of their schedules, from initial point to tie-up point. When such Crews resume duty on a continuous trip, they 'will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such prac- tice 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. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. RULE 16. — (a) When engines are tied up between terminals where there is no place in which Engineers can eat and sleep, they will be paid continuous time for the time held at schedule rate. (b) If there are accommodations. Engineers and Firemen will divide the time between them, and will each be paid for the actual time he is in service caring for the engines. This rule not to apply in cases of trains being tied up under the Federal Hours of Service law. (c) Crews shall not be tied up between terminals for the purpose of avoiding overtime. In case of delay due to wreck, washout or snow blockade, they shall be paid for the first 10 hours so held in addition to time or miles made that day, and for each succeeding calendar day will be allowed not less than lOO miles. (d) Under the laws limiting the hours of 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 if handling conditions 762 will permit until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by the State laws if State laws govern. (e) If Road Crews are tied up in a less number of hours than as per the provision of this Section, they shall not be regarded as having been tied up under the law, and will be paid for additional service as per Section (d) of this Article. (f) When Road Crews are tied up between terminals under the law, they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty applicable to the Crew, provided the longest period of rest required by any mem- ber of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. (g) A continuous trip will cover movement, straight-away or turn-around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew resumes duty. (h) Road Crews tied up under the law will be paid time or mileage from initial point to tie-up point. When such Crews resume duty on a continuous trip, they will be paid miles or hours, whichever, is the greater, from the tie-up point to the next tie-up point, or to the terminal. (i) 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 Section (h) of this Article. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. ARTICLE XXVIII. SECTION 1.— (a) In cases of Crews tied up on the line, the following rules will govern. When Crews are tied up under the law for rest they will be allowed time under the following rules : 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 com- pleted within the lawful time; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. (b) If Road Crews are tied up in a less number of hours than provided in the preceding paragraph, they shall. not be regarded as having been tied up under the law, and their services will be paid for under schedule. (c) When Road Crews are tied up between terminals under the law, they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty applicable to the Crew, provided the longest period of rest required by any mem- ber of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. (d) A continuous trip will cover movement, straight-away or turn-around, from initial point to the destination train is making when 763 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 Crew resumes duty. (e) Road Crews tied up under the law will be paid the time or mileage of their schedules, from initial point to tie-up point. When such Crews resume duty on a continuous trip they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. (f) It is understood that this Article does not permit Crews to be run through terminals unless such practice is permitted under their schedules. (g) 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 preceding paragraph, the same as if they had run the train to such terminal. (h) If any service is required of an Engine Crew, or if held re- sponsible for the engine during the tie-up under the law, they will be paid for all such service. SECTION 2. — After continuous service of 14 hours. Engineers will be allowed eight hours' rest, if so desired ; time of rest at terminals to begin one hour and 30 minutes after Engineers are relieved, if that much time is requested. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE XXIV.— Under the laws limiting the hours on duty. Engineers in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful limit; and not then until after expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. If Engineers 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. Engineers to be considered on duty between terminals and not to be tied up at intermediate points to avoid paying overtime, except in cases of accidents or stormy weather. When Engineers 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 ofif duty applicable to the Crew, provided the longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for th6 entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew resumes duty. Engineers tied up under the law will be paid the time or mileage of their schedules, from initial point to tie-up point. When such Crews 764 resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point. Engineers tied up for rest under the law, and then towed or dead- headed into terminal, with or without engine or caboose, will be paid therefor as per the preceding paragraph of this Article, the same as if they had run the train to such terminal. . If any service is required of an Engine Crew, or if held respon- sible for the engine during the tie-up under the law, they will be paid for all such service. Engineers desiring rest at terminals in excess of the number of hours required by law will so indicate on roundhouse register on arrival. Rest period not to exceed 12 hours. UNION PACIFIC RAILROAD Effective September 1, 1911. ARTICLE XL .Section L — Engineers in road service will be considered on duty and under trip pay until tied up as hereinafter pro- vided, and are so notified and for what reason. Section 2. — ^This Section does not apply to any class of service not affected by tie-up for rest. (a) Under the laws limiting the hours on duty, Crews in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time ; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. (b) If Road Crews are tied up in a less number of hours than provided in 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 existing schedules. Note : If it is desired to tie up a Crew which has been on duty less than 14 hours, it may be done, but the Company under these cir- cumstances will pay the Crew for 14 hours' service. Note: Crews will be notified before being tied up as to whether the tie-up is in accordance with this Section or otherwise. (c) When Road Crews are tied up between terminals under the law they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty, applicable to the Crew, provided the longest period of rest required by any mem- ber of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. Note: Example — If the Company elects to tie up a Crew at an intermediate station in 12i^ hours from the time they come on duty, it will be permissible for the Crew to go off duty at that time, it being- understood they will be paid for 14 hours, and hours on duty again may commence at the expiration of eight hours from this time. (d) A continuous trip will cover a movement, straight-away or turn-around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crew resumes duty. 76S (e) Road Crews tied up under the law will be paid the time or mileage of their schedules from initial point to tie-up point. When such Crews resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such prac- tice is permitted under their schedules. (f) Road Crews tied up for rest under the law, and then towed or deadheaded into terminal, with or without engine or caboose, will be paid therefor as per paragraph (e) the same as if they had run the train to such terminal. (g) If any service is required of an Engine Crew, or if held responsible for the engine during the tie-up under the law, they will be paid for all such service. (h) The foregoing becomes effective April 1, 1908, and applies to schedules for Conductors, Brakemen, Engineers and Firemen, as to runs that are tied up in conformity with the law, and becomes a part of the schedules 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 schedules. Section 3. — (a) When it becomes necessary for the Company to tie up Engineers in road service between main line district terminals, they will be paid the mileage of the schedule to the tie up point; and nothing will be allowed for the time tied up until after the expiration of twenty-four hours from the time called for the trip on which tied up, except Engineers tied up or released from duty between terminals for less than eight hours will be paid continuous time for the entire trip. (b) For the whole or any portion of the first ten hours of each following twenty-four hour period during which they are tied up, they will be paid ten miles per hour at freight rates. Allowance for time held will be computed independent of any trip time. Cc) This section does not apply to Engineers tied up under Sec- tion 2 (hours of service agreement), of their own volition, Engineers of locals tied uo for the night, or any other tie up otherwise provided for in the schedule. Section 4. — ^(a) Engineers tied up between terminals account wash- outs, etc., will be paid 100 miles for each twenty-four hours tied up. (b) Engineers in all classes of service, except assigned Engineers, will not be paid for time lost because of washouts, wrecks, storms and blizzards, if they are held in terminals under such conditions. Assigned Engineers will be paid for time lost not to exceed five (5) days. Section 5. — Engineers enroute over district and tied up of their own volition at intermediate points are allowed schedule mileage of the district for the whole service between terminals, with such over- time as may accrue after deducting the time tied up from the total time in service. Section 6. — ^When Engineers have a sufficient number of hours to work before being tied up under the law to run over the district on which the trip is to be made at a speed of ten miles per hour, except 766 eight hours on the return portion of the double on the fifth district (Cheyenne-Laramie) and twelve hours westbound on the fourth dis- trict (Sidney-Cheyenne), they will not be held for rest. WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. (G).— Engineers will not be laid up at any intermediate or turn- around points to avoid payment of overtime. RULE 35. — ^Under the laws limiting the hours on duty, Crews in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. If Road Crews are tied up in a less number of hours than provided in the preceding paragraph, they shall not be regarded as having been tied up under the law. When Road Crews are tied up between terminals under the law, they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period off duty applicable to the Crew, provided the longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when or- dered 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. Road Crews tied up under the law will be paid the time or mileage as per schedule, from initial point to tie-up point. When such Crews resume duty on a continuous trip they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such practice is permitted under the schedule. Road Crews tied up for rest under the law, and then towed or dead-headed into terminal, with or without engine or caboose, will be paid therefor as per preceding paragraph the same as if they had run train to such terminal. 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. WESTERN PACIFIC RAILWAY Effective May 1, 1911. 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 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. W ARTICLE II. — If Road Crews are tied up in a less number of hours than provided in the preceding paragraph, they shall not be regarded as having been tied up under the law, and their services will be paid for under the individual schedules of the different roads. ARTICLE III. — When Road Crews are tied up between termi- nals under the law, they shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period of duty applicable to the Crew, provided the longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the . period of rest for the entire Crew. ARTICLE IV. — ^A continuous trip will cover movement, straight- away or turn-around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destina- tion 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 law will be paid the time or mileage of their schedules, from initial point to tie-up point. When such Crews resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such prac- tice 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 XIX. — Crews will not be tied up at intermediate points to avoid payment of overtime. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE XIX. — ^Under the laws limiting the hours on duty. Crews in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time, and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by the State laws if State laws govern. If Road Crews are tied up in a less number of hours than pro- vided 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 this schedule. When Road Crews are tied up between terminals under the law, they shall again be considered on duty and under oay immediately upon the expiration of the minimum legal period off duty applicable to the Crew, provided that the longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. 768 A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Crews resume duty. Road Crews tied up under the law will be paid the time or mile- age of their schedules from initial point to tie-up point. When such Crews resume duty on a continuous trip, they will be paid miles or hours, whichever is the greater, from the tie-up point to the next tie-up point, or to the terminal. It is understood that this Article does not permit Crews to be run through terminals unless such practice is permitted under the schedules. 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 preceding paragraph, the same as if they had run the train to such terminal. If any service is required of an Engine Crew, or if held re- sponsible for the engine during the tie-up under the law, they will be paid for all such service. ARTICLE XXXIV. — Engineers shall not be tied up between terminals to avoid paying overtime, except in case of wreck, washouts or other contingencies. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. ARTICLE XXX. — ^Under the laws limiting the hours on duty. Engineers in road service will not be tied up unless it is apparent that the trip cannot be completed within the lawful time; and not then until after the expiration of 14 hours on duty under the Federal law, or within two hours of the time limit provided by State laws if State laws govern. If an Engineer is tied up in a less number of hours than provided in the preceding paragraph, he shall not be regarded as having been tied up under the law, and his services shall be paid for under the schedule independent of this Article. When an Engineer is tied up between terminals under the law, he shall again be considered on duty and under pay immediately upon the expiration of the minimum legal period oi? duty applicable to the Crew, provided the longest period of rest required by any member of the Crew, either 8 or 10 hours, to be the period of rest for the entire Crew. A continuous trip will cover movement, straight-away or turn- around, from initial point to the destination train is making when ordered to tie up. If any change is made in the destination after the Crew is released for rest, a new trip will commence when the Engi- neer resumes duty. An Engineer tied up under the law will be paid the time or mile- age of his schedule from initial point to tie-up point. When such Engineer resumes duty on a continuous trip, he will be paid miles or hours, whichever is the greater, from the tie-up point to the next 769 tie-up point, or to the terminal. It is understood this Section does not permit Engineers to be run through their terminals. An Engineer tied up for rest u^der the law, and then towed or deadheaded into terminal, with or without engine or caboose, will be paid therefor as per preceding paragraph, the same as if he had run the train to such terminal. If any service is required of an Engineer, or if held responsible for the engine during the tie-up under the law, he will be paid for all ' such service. 770 TIME SLIPS— NOT ALLOWED ATCHISON, TOPEKA & SANTA FE— COAST LINES Effective December 24, 1910. ARTICLE VII. — Tickets must be made out according to schedule and all necessary information noted thereon. If time claimed is not allowed tickets will not be returned but undisputed part of time will be allowed and prompt notice given of corrections made. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY PECOS RIVER RAILROAD COMPANY Effective December 1, 1912. ARTICLE XVII. — Engineers will be notified in writing within ten days, and time slips, or duplicates, returned, when time is not allowed as per reports and reason given for not allowing same. When there is a dispute as to the amount which should be paid on time tickets, the amount the timekeepers decide to allow should be paid. If, after investigation, allowance is found to be incorrect, adjustment will be made. BALTIMORE & OHIO CHICAGO TERMINAL RAILROAD Effective December 24, 1910. ARTICLE XVIII. — When time claimed on time slip is not allowed the Engineer interested will be promptly notified by the Master Me- chanic and given reason why said time should not be allowed. CANADIAN NORTHERN RAILWAY Effective October 1. ARTICLE XX. — Engineers will report time of Fireman with their own, and when time is not allowed, as per time slif), the time slip will be returned for correction. CANADIAN PACIFIC— WESTERN LINES Effective September 16, 1911. ARTICLE XVI. — Engineers' tickets not allowed will be promptly returned. Tickets not returned will be paid for at face value, and shortage and omissions in Engineers' pay will be paid by time check if requested by Engineer. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 30. — Engineers will be notified when time is not allowed as per time slip and a reason given therefor. Slip must be returned to Engineer for correction. 771 CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 45. — If a trip report is incorrect the Engineer making it out will be notified and copy of time slip returned for correction. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. ARTICLE XV. — Engineers will be notified when time is not al- lowed as per time slips, and the reason given. No pay for overtime or extra service will be allowed unless claim therefor is made within sixty days from the time the service is performed. CHICAGO & GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE XII. Section 3. — If for any reason time tickets are not allowed, a copy of the original ticket (which will be retained by the Company) will, with objections thereto, be sent to the Engineers claim- ing the time. CHICAGO, MILWAUKEE & SAINT PAUL— PUGET SOUND LINES Effective August 28, 1910. ARTICLE XXX. — When time is not allowed as per Engineer's time slips, the slips shall be returned and objections stated. In case of shortage of pay a "C. G." will be issued for such shortage upon request. CHICAGO, MILWAUKEE & SAINT PAUL Effective March 28, 1913. ARTICLE XXV. — When time is not allowed as per Engineer's time slips, the slips shall be returned and objections stated. When time is omitted through no fault of the Engineer, certificates will be given on request. CHICAGO & NORTHWESTERN RAILWAY Effective December 24, 1910. ARTICLE V. — ^When an Engineer's time is corrected or dis- allowed, he will be notified of that fact at once by the Timekeeper, such notification to show reason why time was not allowed, referring to Article in agreement, or by whose authority change was made. CHICAGO, PEORIA & SAINT LOUIS RAILWAY COM- PANY OF ILLINOIS Effective November 1, 1912. When time is not allowed, as per slip, it shall be returned to Conductor or Engineer at once for correction. 772 CHICAGO, ROCK ISLAND & PACIFIC RAILWAY CHICAGO. ROCK ISLAND & GULF RAILWAY Effective February 1, 19U. ARTICLE XVII. — Engineers will be notified, or their time slips returned to them, when same are not correct. CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1912. ARTICLE XXI. — Notice will be given with the necessary ex- planation when time is not allowed as per trip report. COLORADO MIDLAND RAILWAY Effective November 1, 1911. ARTICLE XXVII. — Errors made in recording or computing time shall be corrected in the month following, providing the En- gineer shall call attention thereto in time. When corrections are made in the time turned in, the Engineer concerned shall be notified thereof as soon as practicable after the trip report is turned in. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE LVIII. — When time is not allowed by Superintendent, he will advise Engineers of the reason. Shortages of $5.00 or over, not due to neglect or omission of Engineers, shall be paid at once. COLORADO SPRINGS & CRIPPLE CREEK DISTRICT RAILWAY MIDLAND TERMINAL RAILWAY Effective November 1, 1911. ARTICLE XXII. — Engineers will render, at the end of each trip, time report covering service of Engineer and Fireman, it being understood that such reports shall give plainly and fully such infor- mation as will convey a clear understanding of all claims, stating specifically time consumed in switching, overtime or other service rendered in addition to regular road or work trip. If reports are in- correct and not allowed, they shall be returned to the Engineer for correction and explanation. DENVER, LARAMIE & NORTHWESTERN RAILROAD Effective October 1, 1912. ARTICLE XL — Should time slip be sent in and not allowed, the Timekeeper will advise Enginemen of same, giving reason why not allowed over signature of Superintendent. DENVER & RIO GRANDE SYSTEM Effective March 22, 1911. ARTICLE XVI. — In case time slips are incorrect, Engineers will be notified of corrections. m DENVER & SALT LAKE RAILWAY Effective August 16, 1912. ■ ARTICLE XXVII. — In event time slips turned in by Engineers not being allowed, slips will be immediately returned with full ex- planation as to why they were not allowed, and Fireman also notified. All time on any trip to be allowed on date called for that trip. DULUTH, MISS ABE & NORTHERN RAILWAY Effective January 1, 1911. ARTICLE XV. — Engineers' and Firemen's time shall be com- puted from the train sheets or joint delay reports. All claims for overtime shall be fully explained on the back of time slips, and when Engineers' slips, are altered, they shall be returned to the Engineers and Firemen, and fully explained by Timekeeper. DULUTH & NORTHERN MINNESOTA RAILWAY Effective October 1, 1911. ARTICLE X. — Engineers' time to be taken from Engineers' trip slips and in case of errors. Engineers will be notified immediately. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY and MINERAL RANGE RAILROAD Effective May 1, 1910. ARTICLE XXI. — Engineers will report time for their Fireman with their own and they will be promptly notified when their slips are not allowed, with reasons for disallowance. ELGIN, JOLIET & EASTERN RAILWAY Effective February 1, 1911. ARTICLE XXIII. — When there is a question as to the correct- ness of time slips, they will be returned for an explanation. If a change is made, a reason will be given in writing. EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1910. ARTICLE XXIX.— When time claimed on trip slips is not allowed. Engineer making out slip will be notifieid; reason given why time was not allowed, and slip returned to him within fifteen days. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. ARTICLE XXXI. — Engineers will be notified within reasonable time when time slip claimed is not allowed and they will not be re- quired to get Conductors or Yardmasters to O.K. their time slips. Engineers' tie up will be checked from roundhouse register. 774 FORT WORTH & DENVER RAILWAY Effective December 24, 1910. ARTICLE XXXII. — When an error is made in time slip by En- gineer, time slip shall be corrected by Timekeeper and Engineer notified of such correction. Notification to come direct from Time- keeper within ten days. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD IBERIA & VERMILLION RAILROAD (Sunset.Central Lines) Effective September 1, 1911. _ ARTICLE XXVI. Section 2.— When time is not allowed as claimed on Engineers' trip or overtime cards, Engineers will be notified in writing what time has not been allowed and reasons for declining to allow it. GRAND TRUNK PACIFIC RAILWAY— LINES WEST OF FORT WILLIAM Effective July 15, 1912. ARTICLE II. Section 7. — Engineers shall be promptly notified and reasons given when time shown on time tickets is not allowed. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE S. — ^AU time allowance to Engineers must include Firemen who are with them. Engineers are required to account for Fireman's time with their own. Engineers will be notified when time is not allowed as claimed on time slip. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE XIII. — ^When there is dispute as to the amount which should be paid on a time ticket, the amount the Timekeeper decides is proper shall be paid, and, after investigation, if it is determined that additional allowance should be made, the amount will be added to the time book. In all cases where time claimed is not allowed, the party making the ticket shall be notified and a corrected copy of his trip ticket sent him. If an Engineer is short $2.50 or more through no fault of his own, a time check will be issued to him for the amount. HOUSTON & TEXAS CENTRAL Effective December 24, 1910. Engineers will be notified and given reason when their time is not allowed as per trip report. 775 HOUSTON EAST & WEST TEXAS RAILWAY HOUSTON & SHREVEPORT RAILROAD Effective December 24, 1910. ARTICLE VII. Section C. — Trip reports that are in error will be returned to their makers for correction. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE XXXII. Engineers will report time of their Fireman with their own. When time is not allowed as reported, both Engineer and Fireman will be notified, with reason for such action, and any additional information desired will be requested promptly. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XXXIV. — When time is not allowed as per Engineers' trip slip, the slip will be corrected and Engineer so notified. En- gineers will turn in their trip slips promptly at the completion of each round trip, a separate slip to be made for each day or single trip. Trip slips not received at the Timekeeper's office by the second of the month will have to be carried over into the next month's account. Engineers will make out their trip slips promptly and carefully, show- ing correct date, engine number, whether A. M. or P. M., giving correct name and initial of Fireman and watchman, and when in work train service, show location, time and class of work. When running light or special engines, so state on time slips. When claiming time for deadheading, show on slip on what account trip is made. KANSAS CITY, MEXICO & ORIENT RAILWAY KANSAS CITY, MEXICO & ORIENT RAILWAY OF TEXAS Effective July 1, 1912. ARTICLE XXXIV. When a dispute arises as to the amount which should be paid on a time ticket, the amount the Timekeeper de- cides is proper will be paid, and after investigation, if it is determined that additional allowance should be made, the amount will be added to the time book. In all cases where time claimed is not allowed, notice will be given and corrected copy of trip ticket returned to Engineer. If shortage amounts to $5.00 or more, voucher will be issued for the amount of shortage. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE VI. — ^When time reported is not allowed as per time slip. Engineers will be notified within ten days, in writing, by the proper authority, stating why time is not allowed. Time checks will be issued for all shortages of time. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective March 1, 1912. ARTICLE XXVI. — When an Engineer's time is not allowed, a duplicate of the slip will be returned to the Engineer, with explanation of reason why time was not allowed as claimed. KANSAS CITY TERMINAL RAILWAY Effective February 7, 1911. ARTICLE VI. — Engineers will be notified in writing within five days from the time slips are turned in, when time is not allowed as per reports, and reasons given for not allowing same. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1913. ARTICLE XXVII. — When time is not allowed as per time slips. Engineers will be given notice within ten days why time is not allowed. Questions of disputed time will be referred to the proper officer, sub- ject to appeal. Time checks will be issued for all shortage of time. MIDLAND VALLEY RAILROAD Effective July 1, 1913. ARTICLE XVIII. — Engineers will be notified when time claimed is not allowed and will not be required to get Conductors or Yard- masters to O.K. slips for time claimed. Engineiers' tie-up will be checked from the roundhouse register instead of Conductor's register. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective, April 1, 1911. ARTICLE XXI. — Engineers must return the time of their Fire- men with their own. Engineers will be notified when time is not allowed as per trip reports and reasons for disallowance given. MINNEAPOLIS, SAINT PAUL & SAULT SAINTE MARIE RAILWAY Effective April 1, 1910. ARTICLE XLII. — Engineers will report the time of their Fire- men with their own and they will be promptly notified when their slips are not allowed, with reasons for disallowance. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. RULE 3. — Engineers will report time of their Firemen with their own and will be promptly notified when time is not allowed as per slip, with reason for disallowance. MISSOURI, KANSAS & TEXAS RAILWAY Effective February 15, 1913. ARTICLE XXIX. — Engineers will be notified when time is not allowed as claimed. m MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE XVI. — Engineers will be notified when time claimed is not allowed and will not be required to get Conductors or Yard- masters to O.K. time slips for time claimed. Engineers' tie-up will be checked from roundhouse register instead of Conductor's register. ARTICLE LX. — ^When Engineers' time is found to be short on the pay roll to the amount of $2.00 or more through no foult of their own, a time check will be issued to him at once for all shortage of the amount, and if less than $2.00 may be carried over to next pay day. MISSOURI PACIFIC RAILWAY ST. LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective P-ebruary 1, 1911. ARTICLE XXXIII. — When time is not allowed as per time slip, notice will be given within ten days why not allowed and time slip returned. Questions of disputed time will be referred to the General Superintendent, subject to appeal. Time checks will be issued for all shortages of time. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE V. Section 3. — Discrepancies in an Engineer's time of less than ten dollars ($10.00) will be allowed the next pay day, when shortage is established; if ten dollars ($10.00) or more, a voucher shall be promptly issued to cover same. All shortages shall be promptly investigated and adjusted. Section 4. — When mileage, overtime or delay time as claimed by an Engineer is not allowed, the returning Engineer will be notified at once by Superintendent, giving reason for same. The Engineer will then make out a written statement to Superintendent relative to his claim, and if found correct, time will be allowed as claimed. In case trip cards are not promptly received, Engineer will at once be notified, giving dates and numbers missing. NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 22. — Engineers will report time of their Firemen with their own, and will be promptly notified when time is not allowed as per slip, with reason for disallowance. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. ARTICLE XX. Section 1. — If time claimed on trip card is not 778 allowed, the Engineer interested will be promptly notified by Master Mechanic or Superintendent and given reason for such action. OREGON SHORT LINE RAILROAD Effective February 1, 1913. ARTICLE III. — When time is not allowed, Engineers will be promptly notified and reason given therefor. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE III. Section 4. — Engineers will be notified when time is not allowed, with reason for disallowance. PEORIA & PEKIN UNION RAILWAY Effective January 7, 1911. ARTICLE VIII. — ^Engineers will be notified when time is not allowed as called for on time slips. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE XXVIIL— Engineers will be notified when time is not allowed as claimed. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. ARTICLE VIII. — When time claimed is not allowed, Enginemen and Firemen will be promptly notified and given reasons therefor. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY GULF COAST LINE Effective August 1, 1911. RULE 22. — Engineers and Firemen shall be notified in writing and given the reasons why time is not allowed as per trip reports. SAINT LOUIS & SAN FRANCISCO RAILROAD (Frisco Lines) Effective August 24, 1910. ARTICLE V. Section 4. — Engineers will be notified by Super- intendent when time is not allowed as per trip report, giving reasons for declining claim. Time checks shall be issued for shortage in pay where amount exceeds $5.00. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE IV. Section 4. — Engineers will be notified by Super- intendent when time is not allowed as per trip report, giving reasons for declining claim. Time checks will be issued for shortage in pay where amount exceeds $5.00. 779 SAINT LOUIS SOUTHWESTERN RAILWAY LEASED, OPERATED AND INDEPENDENT LINES Effective April 1, 1911. ARTICLE XXXII. — Engineers will be notified in writing when time claimed is not allowed. SOUTHERN PACIFIC COMPANY PACIFIC SYSTEM Effective December 1, 1912. ARTICLE XXV. Section 2. — When time claimed on trip cards is not allowed, the Engineer interested will be promptly notified by the Superintendent and given reasons why said time should not be allowed. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. RULE 17.^A11 time allowance to Engineers must include Fire- men who are with them. Engineers are required to account for Firemen's time with their own. RULE 20. (JJ)-. — Engineers will be notified when time is not allowed as claimed on time slip. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. ARTICLE XIV. — Engineers will be notified and given reasons when time is not allowed as claimed. Errors in time will be paid for by time check where Engineers request it. TRINITY & BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE XXXIV. — When time is not allowed as per Engineer's time slip, the slip will be corrected and the Engineer notified. En- gineers will turn in their trip slips promptly at the completion of each round trip, a separate slip to be made for each date or single trip. Trip slips not received at the Timekeeper's office by the second of the month will have to be carried over into next month's account. En- gineers will make out their trip slips promptly and carefully, showing correct date, engine number, whether A. M. or P. M., giving correct name and initials of Fireman and Watchman, and when in work train service, show location, kind and class of work. When running light or special engines, so state on time slip. When claiming time for dead- head trips, show on slips what account trip is made. UNION PACIFIC RAILROAD Effective September 1, 19n. ARTICLE III. Section 1.— When time is not allowed, En- gineers will be promptly notified, giving reason therefor. 780 WABASH RAILROAD— LINES WEST OF DETROIT Effective March 1, 1911. RULE 46. (A). — Engineers will turn in time for Engineer and Fireman. (B). — Engineers will be notified when time is not allowed as per time slip and a reason given therefor. (H). — No pay for overtime or extra service will be allowed unless claim therefor shall be made within sixty days from the time the services were performed. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE XIIL — Engineers will report the time of their Fire- man with their own. They will be notified within five days when time is not allowed as per slips, with reasons for disallowance. If, after Engineers or Firemen are paid for service? rendered in previous month, shortages exist, such shortages will be paid by time check after time slips are corrected, providing amount is ten dollars ($10.00) or over ; if less, will be allowed on following month's pay roll. WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE XXV. — ^When an error is made in the time slip by Engineer, the time slip shall be corrected by Timekeeper, and Engineer notified of such correction, notification to come direct from the Time- keeper within ten days. Time checks will be issued for shortage in pay when amount exceeds $5.00. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. ARTICLE XXXII. — Engineers will report time of their Firemen with their own. When time is not allowed as reported, both Engineer and Fireman will be notified, with reason for stich action, and any additional information desired will be requested promptly. 781 TURN-AROUND AND SHORT RUNS ATCHISON, TOPEKA & SANTA FE FAILW AY— COAST LINES Effective December 24, 1910. ARTICLE XXXIII. (A).— On runs less than one hundred miles, Engineers shall be paid for one hundred miles if they lose their turn as first out within eight hours on the Albuquerque and Arizona Divisions, and within ten hours on the Valley & Los Angeles Divisions. If crews are called for further service within eight or ten hours, as above, and refuse to go out, only actual time will be allowed. En- gineers who fail to get out within the time limits under this paragraph will go to the foot of the board. (B). — Engineers in freight service on the Valley and Los An- geles Divisions when making doubles only, the single of which is less than one hundred miles and double more than one hundred miles, shall be allowed two singles, should the double exceed sixteen hours. This is understood to mean that the return half of the double must be made over the same track as the first half. ATCHISON, TOPEKA & SANTA FE RAILWAY SOUTHERN KANSAS RAILWAY COMPANY OF TEXAS PECOS & NORTHERN TEXAS RAILWAY COMPANY PECOS RIVER RAILROAD COMPANY Effective December 1, 1912. ARTICLE III. — On turn-around trips in passenger service, where the single is less than one hundred miles, and ten hours has expired between calls, two hundred miles will be allowed. This will not apply to assigned short runs where two or more round trips are made in one day. Twelve and one-half miles per hour will be the running time "ere continuous time is used. ARTICLE XI. — Engineers making fifty miles or less, five hours or less, passenger service, and returning in freight service or vice versa, will be allowed fifty miles for the passenger service and start a new day in freight service. Where the initial trip is over fifty miles and less than one hundred, one hundred miles will be allowed. The return trip also to be counted a new day. l^' 1/ CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE XL (A). — On short runs, where the mileage of round trips is SO miles or less, 100 miles and terminal switching will be paid, also overtime. (B). — ^All other short runs will be paid on the basis of 100 miles one way, and mileage and terminal switching the other way, except in cases where overtime is made in either way, when such overtime will be paid. (C). — If an Engineer is ordered out on another short run or runs, and such run or runs completed within 24 hours from the time he was 782 first ordered for, he will be paid actual mileage and terminal switching, also overtime. This to apply to continuous service. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 18. — When Engineers in passenger service are on short runs and double the road, they are to be paid on a mileage basis ; if they run in one direction only they are to be paid for one day's work. When Engineers in freight service are on short runs and double the road, a single of which is less than one hundred ( 100) miles, and the double more than one hundred (100) miles they will be allowed two hundred (200) miles should the double consume to exceed six- teen (16) hours. CHICAGO, BURLINGTON & QUINCY RAILROAD Effective December 24, 1910. RULE 23. — A single or turn-around trip of less than one hun- dred miles will be computed one hundred miles, except when Engineer is ordered for and immediately makes another trip in the same day in his turn, both aggregating one hundred miles or more; then actual mileage will be allowed. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. ARTICLE XXVI. — In irregular freight service, local freight and mixed runs, when either before or after a crew has completed its trip, it is ordered out on another trip, actual miles or hours (as the case may be) will be allowed for the secondary trip, the time being com- puted separately. CHICAGO GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE VI. Section 1.— When Engineers are called for turn- around work, thev will be so advised. Section 2. — Two separate classes of turn-around trips are con- ceded, viz. : (Do not apply to stock yard runs Chicago & Omaha, Ar- ticle 1, Section 6.) (A). — When Engineers may be used during the day for making several trips, while in continuous service and may be run around other Engineers at terminals. * In this case the mileage between the initial terminal and the turn- around point shall not exceed twenty-five miles. (Engineers engaged in such service will not be used on straight-away trips when other En- gineers are available at the initial terminal, and if so used, Engineers will be paid separately from the turn-around trip.) (B). — When Engineers may be used for making one round trip from initial terminal to turn-around point and return. In this case the mileage between the initial terminal and the turn- around point shall not exceed seventy-five miles. If mileage on the trip is less than one hundred and fifty miles, 783 continuous mileage will be allowed, with a minimum of one hundred miles. If mileage on the trip is more than one hundred and fifty miles, a minimum of two hundred miles will be allowed. Section 3. — If an Engineer on turn-around work is relieved at any place or time while engaged in making trip, the day's work will be considered completed. CHICAGO, MILWAUKEE & PUGET SOUND RAILWAY TACOMA EASTERN RAILROAD COMPANY Effective August 28, 1910. ARTICLE XII. (A). — If after arrival at terminal points on runs of less than one hundred miles, Engineers having such runs are called or ordered out again, either one or more times, and last departure is within twelve hours of the first departure, they shall be paid for a mileage of one hundred miles or more, as the case may be, and in ad- dition will be paid overtime earned while on the road ; time laying over at terminals not to be counted in computing overtime unless held on duty. If time of last departure is more than twelve hours from time of first departure. Engineers will be regarded as having commenced a new run which will be treated in the same manner. (B). — ^The twelve-hour departure rule shall apply at the turning point on turn-around runs of less than one hundred miles, whether such runs have been regularly assigned to a regular Engineer or made by an Engineer in service first in first out. (C). — A short run of less than one hundred miles may be com- bined with a run of one hundred miles or more, provided such short run had been made before the run of one hundred miles or more, and the run of one hundred miles begun within twelve hours from the be- ginning of short run. NOTE: — In computing time made under the above rule. Section (A) Article I will govern. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE VII. — In branch line service no time will be deducted at terminal away from Home unless Engineer is released for three hours or more, no time will be deducted at home terminal unless released for one and one-half hours or more. ARTICLE VIII. (JdK). — On turn-around runs Engineers will be allowed time while laying at the turn-around point, providing such time does not exceed five hours. If the train is likely to be delayed more than five hours, the Engineer may be released from service, and when so released compensation will cease until he is again called. If the time consumed in going either way is ten hours or more, each por- tion of the trip will be computed separately. In turn-around or turn- about service a minimum of 100 miles will be allowed for each day where midnight intervenes at the turning point and will apply to regu- lar and irregular service, and if crew is released, all time tied up less than twenty-four hours will be deducted. Should they be tied up 784 twenty-four hours or more, 100 miles will be allowed for each twenty- four hours so held. A train is considered a turn-around under this clause when it leaves a terminal or division station, runs part way oyer the division and returns to the station from which it started. For illustration : If a train left Galewood for Elgin, a distance of thirty miles, and the time was ten hours on the going trip, 100 miles will be allowed, and if the return trip was made in one hour, the return trip of thirty miles would be added to the 100 miles, making 130 miles for the round trip, this with the understanding that Engineers will not be tied up at turn-around point for the express purpose of avoiding the payment of continuous time. Engineers deadheaded to relieve an En- gipeerand midnight intervenes at the turn-around point, the return trip will be considered as another run. (B). — Engineers on main-line-short-turn-about runs will not be required, without , conpensation, to give more than one-half hour for getting the engine ready for all the runs. This not to apply when con- tinuous time is paid. ARTICLE XVIII. (B). — Engineers in passenger service on short runs between Minneapolis and Mendota and between St. Paul a,nd Mpndota, will be paid miles or hours, whichever is the greater, no deduction to be made for time laying at Mendota, but time will be de- ducted while relieved from duty at St. Paul and Minneapolis. The tirne thus accruing will be added to the mileage or hours made in main- line service. CHICAGO & NORTH WESTERN RAILWAY Effective October 1, 1907. ARTICLE VIII. (9d).— What is commonly known as a "turn- around" trip is construed to mean a trip which goes to a certain point and then retraces its steps over a portion or the whole of the same ground. On all turn-arounds of less than 100 miles, compute the pay by hours on duty; do not divide the running time, switching time or the time doubling hills. The Company is entitled to ten hours' work before any penalty time is allowed. Anything over ten hours on a turn-around for trip where the total mileage is less than 100 miles is paid extra for, except that twenty-nine minutes is not counted and thirty minutes or more called an hour. Over 100 miles, when the crew is on duty all the time, compute as a continuous trip. If the crew is relieved from duty at the turn- around point (that is, if the engine goes to the house, or is put in charge of a dispatcher), compute each leg of the trip by itself. In either event, twenty-nine minutes is not counted and thirty minutes or more counted an hour in the computation of overtime or switching time at terminal. When each leg of the turn-around is less than 100 miles and the initial terminal is departed from on one day, and the return from the turn-around point is commenced on the following day, 100 miles will be allowed for each day, providing, of course, that no other work has been performed. 785 CHICAGO, ROCK ISLAND & PACIFIC RAILWAY Effective February 1, 1911. ARTICLE VI. — On all turn-around runs of less than 100 miles in either direction, continuous time will apply as per Article XXIX, un- less reHeved at turn-around points. If the Engineer is relieved on this run and midnight intervenes before starting on his return trip, the time on return trip will be computed as of the second day. If the Engineer is not relieved, midnight intervening will not divide the days. On runs of 100 miles or more in either direction, they will be treated as separate trips and terminal time computed at each end of the run. Engineers in branch line service will not be relieved while away ■from their starting terminal for the purpose of saving overtime. CHICAGO, SAINT PAUL, MINNEAPOLIS & OMAHA RAILWAY Effective December 24, 1910. ARTICLE XV. — In case crews making short runs or "turn- around" trips are not called to go out within one (1) hour from time of arrival, their day's work shall be construed as -having ceased, and listed as last out, it being understood that if making up of train or- dered to go out at termination of hour above noted shall have been unavoidably delayed through no fault of the Company, they shall take no advantage of any fractional part of the second hour; freight runs between Altoona and East St. Paul, Altoona and Spooner, Spooner and Ashland, or any similar runs, shall not be affected by this agreement. COLORADO MIDLAND RAILWAY Effective November 1, 1911. ARTICLE VII. (A). — ^When the minimum rate per day gov- erns, and when more than two (2) trips on one (1) day's pay has been made within twelve (12) hours, all additional trips shall be computed at the rate per mile designated for the service performed. It is to be understood twelve (12) hour period begins with first trip after twelve (12) midnight. (B). — ^This section not to apply to pushers between Wild Horse and Bath. COLORADO & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XXXVI. Section 1.— On assigned freight runs be- tween Hartville Junction and Orin Junction and return to Hartville Junction, Hartville Junction will be considered the terminal for this train, and terminal overtime will be allowed on the regular basis for switching at that point; the run to be computed as a continuous run Hartville Junction to Orin Junction and return. No extra time allowed for switcliing at Orin Junction. ARTICLE LXX.— Short runs from Forks Creek or Big Hill to Black Hawk and return in connection with continuous runs to Idaho Springs, Georgetown, Silver Plume, Central City or other runs, to be 786 paid for on basis of actual time engaged, in addition to other time or mileage made on said runs. It is understood that such time is not to be counted twice in computing overtime. ARTICLE LXXL— All short runs from Denver to Golden and return, or vice versa, shall be allowed one day's pay in road service, as per class of locomotive used ; ten hours or less to constitute a day's work ; overtime pro rata. This to include switching at Golden and in- termediate points. Regular assigned Engineer shall be used where Denver to Golden run is worked Sunday. DENVER & SALT LAKE RAILWAY Effective August 16, 1912. ARTICLE II. Section 3. — Engineers or Firemen on round trip excursion train will be paid continuous time until reaching initial ter- minal on return trip. This also to apply to Denver-Arrow turn. ARTICLE III. Section 2. — ^Turn-around trips of one hundred (100) miles or more will be paid mileage and overtime to and from turn-around point, and trip overtime rates for all time consumed at turn-around point. Overtime as per Section three (3), Article one (1). EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1910. ARTICLE I. (C). — Passenger Engineers doubling on short passenger runs, the single of which is less than 100 miles, and the double of which is over 100 miles, actual miles and overtime will be paid when time consumed in making double does not exceed eight hours. If time consumed in making double exceeds eight hours, two- singles, or 100 miles in each direction will be paid. FORT SMITH & WESTERN RAILROAD Effective December 1, 1912. ARTICLE XXVIII.— On all Fort Smith & Western turn-around runs of less than one hundred miles, continuous time will apply. GALVESTON, HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD & STEAMSHIP COMPANY IBERIA & VERMILLION RAILROAD (Sunset Central Lines) Effective September 1, 1911. ARTICLE IX. Section 1.— Engineers making turn-around trips not over the entire division shall pe paid for such trips on the basis of a day's pay for 100 miles or less, and pro rata per mile for all miles run in any trip in excess of 100 miles. Rate of pay to be the trip rate per mile on the division on which the service is performed. Section 2. — ^When an Engineer is required to do switching at the turning point of a turn-around trip of less than 100 miles, he shall be 787 paid for all such time at overtime rate of 55 cents per hour, irrespec- tive of time on road. Section 3. — Engineers making turn-around trips under the provi- sions of this Article, exceeding 100 miles in the aggregate, the average schedule of passenger and freight trains, respectively, shall be the basis for computing overtime. Whenever the average falls below 20 miles per hour in passenger or 12J^ miles per hour in freight, 20 and 12j^ miles per hour, respectively, will be the basis for computing over- time. All time held at turning point shall be paid for at 55 cents per hour, irrespective of time on road; such time not to be counted twice in computing overtime. * GRAND TRUNK PACIFIC RAILWAY Effective July 15, 1912. ARTICLE IV. — Engineers in freight or passenger service will be paid mileage from the track where they take the engine to track where they deliver it. Round trips 100 miles or more one way, will be paid for as separate runs. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 36. (B). — In passenger service a turn-around run be- tween two terminals will be computed as a straight-away run provided : 1. The distance between such terminals does not exceed 85 miles, or, • 2. ■ The turn-around run leaves within ten hours from the time called to leave designated track on the first trip. C). — In freight service, providing the turn-aroiind run leaves turn-around point within ten hours from the time called to leave desig- nated track on first trip. Otherwise a minimum of 100 miles will be allowed for each such run between terminals. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. ARTICLE IX. (A). — On turn-arounds, the single of which is less than twenty miles. Engineers may be called for one or more turn- around trips between the same points, and when so called may be run between the same points for more than one trip, and for services ren- dered will be paid on basis of ten hours or 100 miles for the day's work, with regular allowance for mileage in excess of 100 miles and overtime. Overtime as per Section D, Article 5, will not be allowed. After making one short turn, if relieved, crews will go behind other crews at that point, and if not called within ten hours from the time first called, 100 miles will be allowed; if called within ten hours for another run, the crew will be allowed ten miles per hour up to the time called for the second run. On more than one short turn men will be considered as on duty continuously from time set to depart, as shown in caller's l)ook on first turn. Engineers on these turn-around trips will not be run through divi- 788 sion terminals on any other run in connection with the turn-around when there are other engines and Engineers for that division there ready for service. When men are relieved from this service, whether they have made one trip or more, they will go behind other Engineers then at division terminals. On turn-arounds the single of which is less than fifty miles and more than twenty miles, 100 miles will be allowed for the single turn- around and Engineers will take their turn behind other Engineers. If two or more turn-arounds are made consecutively inside of ten hours, actual mileage will be allowed ; provided, that if the mileage of such consecutive turn-around does not reach 100 miles, then 100 miles will be allowed. Overtime as per Article 5, Section d, will not be allowed. After making one turn,, if relieved, crews will go behind other crews at that point, and if not called within ten hours, from the time first called, one hundred miles will be allowed; if called within ten hours for another run, the crew will be allowed ten miles per hour up to the time called for the second run. On more than one turn men will be considered as on duty continuously from time set to depart, as shown in caller's book on first turn. The service on short turn-arounds hereunder will be given to the Engineers of the division to which the work would naturally belong, when they are available. Beaumont Division Engineers may be run from Somerville to the quarry near Quarry Station, for Company rock, and return to Som- erville and thence through on the Beaumont Division regardless of other Engineers at that point. The Engineer who is first out will al- ways be called. This to be done only when the service cannot be per- formed economically to the Company by Southern Division crews; continuous mileage to be paid for the entire trip. (B). — On turn-arounds where the single of which is fifty miles or more and less than 100 miles, and the time consumed to make the trip amounts to sixteen hours or more, 200 miles will be allowed, but if made in less than sixteen hours, actual mileage will be allowed. Al- lowance for switching, etc., will be made on this turn-around as per Section d. Article 5. Engineers in this service will not be kept on duty longer than sixteen consecutive hours, if they claim to need rest. (C). — When an emergency arises to justify it, and no other engine belonging to the division is available, engines from other divisions or districts will run to a point not to exceed twenty miles from its terminal at ending of a trip for continuous pay, to move stock, perishable freight, or on account of breakdowns, wrecks, washouts, bad fires or public calamities. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE X. (A). — A series of short runs in continuous service will be computed as a single trip. (B). — Engineers returning from short trips will report to engine house Foreman for further orders before being released. (C). — ^When Engineers make a short trip and are releasedat end of said trip and within ten hours from the time listed on first trip start 789 to make a second short trip, the two trips will be coupled and miles and hours computed continuously. (D). — Engineers making side trips, or lap back trips, during the progress of regular trip, not in connection with the run, will be paid actual mileage or hours, whichever is greater, at overtime rates for such work, in addition to their regular trip compensation. ARTICLE XL (A-). — When a trip is completed over a dis- trict or districts exceeding 90 miles and on all local freight runs, it will not be coupled with any other run made previously or subsequently. NOTE: — It is understood that "a trip is completed" when the train arrives at the point of delivery. ARTICLE XI. (B). — Where a day is completed in any kind of service, it will not be coupled with another run made previously or subsequently. ( C) . — In freight or irregular .passenger service a trip over a dis- trict of 90 miles or less will be paid 100 miles unless doubled within 15 hours, in which case actual mileage will be paid with a minimum of 100 miles for the double. If an iritermediate trip is made, it shall be computed separately from the double. ARTICLE XII. (A). — ^Trips turning at intermediate points will be termed "turn-around trips" and the time will be computed continu- ously less time off duty at the turning point. (Trips paid through freight rates will be computed continuously) . (B). — A turn-around trip of 100 miles or less not completed within IS hours from initial listing time will constitute a separate trip in each direction. (C). — ^A turn-around trip exceeding 100 iTiiles not completed within 20 hours from initial listing time will constitute a separate trip in each direction. (D). — A turn-around trip in regular passenger or mixed train service, over a district of 90 miles or less, will be computed and paid as per this Article 12. (E). — A turn-around trip of 100 miles or more, 10 hours or more, will not be coupled with another run made previously or subsequently. (F). — ^A trip originating at an intermediate terminal or point and turning at a district terminal, the Engineer will be allowed continuous time unless tied up at the turning point, in which event a minimum of 100 miles in each direction will be allowed. Regular assigned turn- around trips excepted. (G). — On turn-around trips, where actual mileage is allowed. Engineers will be paid at overtime rates, for switching at the turning point, when same exceeds thirty minutes. This not to apply to local freights. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XVII. Section A. — A run originating at a given point, run to an intermediate point and returning to original starting point, 100 miles or less, to constitute a turn-around run. The turning point of a turn-around run shall be considered an intermediate point or a continuous run. 790 Section B. — On all turn-around runs where actual mileage is paid, one hour will be allowed for turning engine or making up train inde- pendent of any other mileage made on the trip. On all passenger turn- around runs, time consumed at turning point will be paid for at regular overtime rates. LOUISIANA RAILWAY & NAVIGATION COMPANY Effective August 1, 1910. ARTICLE XXIX. — Short runs less than fifty miles requiring less than five hours to complete, whether straight trip or turn-around will pay fifty miles. If duty is not resumed within ten hours from time of first departure said run will pay 100 miles. Short runs, either straight trip or turn-around, over SO miles or requiring more than five hours to complete will be paid 100 miles and overtime, if any, as per overtime clause. A turn-around, the aggregate mileage of which is more than 100, will be governed the same way, continuous trip. The exceptions to this article will be the Winnfield Branch regular service, and any other similar service which may be inaugurated in the future, such to be governed by the article governing the one hundred or less miles to constitute a day's work and such others as have bearing. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE II. — ^Round trips or doubling runs or several short runs will be considered continuous service. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY COMPANY Effective August 1, 1911. RULE 9. — Enginemen will be allowed one hundred (100) miles or one day for runs less than one hundred miles, or for time less than one day, when no other service is required that day; but short runs doubled in one day, or several short runs in one day, will be counted as continuous run. Any interval between such runs in excess of two and one-half (2^) hours will not be computed. MISSOURI, KANSAS & TEXAS RAILWAY MISSOURL KANSAS & TEXAS RAILWAY COMPANY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD WICHITA FALLS LINES Effective February IS, 1913." ARTICLE VI. — Turn-around trips in through freight service may be made between the following terminals : Galveston and Houston, Denison and Sherman, Greenville and Mineola, Parsons and Joplin, Also between Sedalia and New Franklin. 791 One of the above places will be designated as the home terminal of each crew. They will be paid continuous time unless relieved at the opposite terminal, in which case they will be paid not less than 100 miles or 10 hours in each direction. At least 5 days' notice will be given when home terminals of such crews are to be changed. Turn-around trips. may also be made between Ray, Sherman, and Whitewright ; if such crews are required to run outside of these limits a new day will begin. Way freight rates will be paid on Ray, Sher- man, Whitewright turn-arounds. ARTICLE XXII.— Engineers may be assigned between designated intermediate poi'nts, and between a terminal and an intermediate poirit, making as many trips as necessary for the purpose of expediting local and through freight service. Through freight rates will be paid. Terminal and other overtime will be allowed on runs where 100 miles or more, 10 hours or more are made. When Engineers. are assigned to such service out of main line division terminals, they will be paid way-freight rates, and terminal overtime allowed when made on initial and final trips. When L. C. L'. freight is loaded or unloaded, they will be paid way-freight rates. One point will be designated as the home terminal. These runs will be advertised for 5 days before service is inaugu- rated and terminals will not be changed without 5 days' notice, except that where engines on way-freight and mixed train runs are used at night or on Sundays it will not be necessary to advertise. ARTICLE XXXII. — Except as provided in other articles. Engi- neers on turn-around runs will be considered in continuous service from the time they leave a terminal until they arrive at a terminal and mileage for the entire trip will be allowed on date they leave the ter- minal, it being understood that Engineers on such runs may be tied up or assigned to other service as provided in Articles 6, 38 and 40. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE VIII. — Engineers may be assigned to run between Grbver and Sherman, with pay for this service at local freight rate, to make as many trips as necessary between the above, or intermediate points. If run outside of these limits a new day will begin. Denison will be considered the home terminal and any trip started from that point after the expiration of ten hours from time first trip began will be considered as beginning a new day. The home terminal within the above limits may be changed by giving five days' notice of such a change. No terminal overtime will be allowed oh this run. ARTICLE XXVIII. Section A.— Turn-around runs will be from a terminal to an intermediate station and return to that terminal. Section B. — On turn-around runs an Engineer may be assigned to a succession of trips between a terminal and the same or an intervening intermediate point, with a distance of twenty miles from the terminal provided that any trip started from the terminal, after the expiration of ten hours, from the time the first trip was statred, shall be consid- ered to have begun a new day. 792 It IS agreed that should any of the regular turn-around runs which are established under this schedule be discontinued, they may be re- stored upon the same terms that now obtain with respect to number of trips made, and that regular runs may be established, to run between designated intermediate points between division terminals. One of these points will be designated as the home terminal. MISSOURI PACIFIC RAILWAY COMPANY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XXIII. (B).— If, after arrival at terminal points on runs of less than 100 miles, Engineers having such runs are called or ordered out again either one or more times, and last departure is within twelve hours from time of first departure, they shall be paid for a mileage of 100 miles or more, as the case may be, and in addition will be paid overtime earned while on the road; time laying over at terminals not to be counted in computing overtime unless held on duty. If time of last departure is twelve hours or more from time of first departure. Engineers will be regarded as having commenced a new run, which will be treated in the same manner. (C). — On runs of eighty-five miles and less than one hundred miles, between two terminal points, freight Engineers shall be paid one day for each trip over the run, and overtime if earned. When the run of Engineers on divisions between eighty-five and one hundred miles is interfered with by making side trips. Engineers shall receive mileage rates for the run over the division, including the mileage of side trips made. NOTE: — The provisions of this paragraph shall apply to the passenger runs between Sedalia and Kansas City, and to the passenger helping runs between DeSoto and Piedmont, while this Schedule con- tinues in effect ; but to no other passenger runs. (D). — ^When a turn-around run continues for a time sufficient to provide enough work to make an acceptable run for a regular En- gineer, such run will then be classed as a short run. (E). — Hostling engines and terminal switching incidental to a day's work or run of less than 100 miles, may be combined at points where regular hostlers are not employed and paid for on the basis of the aggregate actual time consumed in such work ; but in no case will the pay for such work be less than one hour. This shall not apply on runs where the 85-mile rule is in effect, nor on runs of 100 miles or over. On such runs a minimum of one hour shall be allowed at each terminal, and when more than one hour is consumed, actual time shall be allowed. This rule shall be construed to apply either to hostling or to terminal switching, or to both combined ; but the terminal switch- * ing shall not be construed to cover doubling from one track to an- other, nor other movements limited to two switches. (F).— The twelve-hour departure rule shall apply at the turning point on turn-around runs of less than 100 miles, whether such runs have been regularly assigned to a regular Engineer, or made by an Engineer in service "first in first out." 793 (G). — The hostling and switching at the turn-around point in a turn-around run of less than 100 miles, when made by an Engineer in service "first in, first out," shall not be paid for ; but when a turn- around run of less than 100 miles has been assigned regularly to any Engineer, hostling and switching at the turning point are to be paid for. (H). — A short run of less than 100 miles may be combined with a run of 100 miles or more, provided such short run has been made before the run of 100 miles or more, and the run of 100 miles begun within twelve hours from beginning of short run. Runs over devi- sions between 85 and 100 miles are counted as 100 miles in the ap- plication of this paragraph. (I). — On runs between 85 and 100 miles, provided for in para- graph C, the mileage of side trips shall be combined with the actual mileage of the run, provided that where the two combined are less than 100 miles the full 100 miles shall be paid for. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE III. — Engineers in passenger service on turns between New Orleans and either east or west of river at Anchorage, will be paid on the basis of continuous mileage, except when they do not leave either the east or west bank of river on return trip to New Orleans within ten hours after departure from New Orleans, or when relieved from duty or tied up, regardless of time so relieved or tied up, or when the time actually on duty in both directions, added, equals ten hours. In either of the above cases, they will be paid for 200 miles for round trip, and overtime after ten ( 10) hours. It is agreed all time between schedules of trains handled not in excess of two and one-half (2j^) hours shall be deducted from hours on duty in computing overtime. All time. held on duty between schedules of trains handled, in excess of two and one-half (2j4) hours, will be considered as on duty when computing overtime. When continuous mileage rates apply, overtime will be computed on a continuous service basis at rate of twenty miles per hour from time called to leave New Orleans until relieved at New Orleans on return trip. In computing overtime, only such time as exists between schedules of trains handled shall be deducted, but in no case shall ex- ceed two and one-half (2J^) hours. ARTICLE X. Section 1. — Engineers making turn-around trips in through freight service not over the entire division, where mileage in the aggregate is less than one hundred miles, road overtime will be paid after ten (10) hours, for class of engine and service engaged in. , If over one hundred miles, actual mileage and overtime, after computing mileage on speed basis of class of service. Section 2. — Engineers making turn-around trips between Ber- nadotte Yard and North Baton Rouge, if tied up at North Baton Rouge, will be paid 100 miles in each direction, instead of continuous mileage; if not tied up, continuous mileage will apply, and terminal 794 overtime to the extent earned, with a maximum of two hours at North Baton Rouge. Section 3. — Engineers running engines on turn-around local runs, where trip is continuous, without rest or relay, will do necessary- switching at turning point. Agreed: One round trip will be made on Erwinville Branch, and necessary switching, time and mileage to be included in computing mileage and overtime on trip. NORTHERN PACIFIC RAILWAY ' Effective January 1, 1913. RULE 30. — In passenger service a turn-around run between two terminals will be computed as a straight-away run, provided : 1. The distance between such terminals does not exceed eighty- five miles, or, 2. The turn-around run leaves within ten hours from the time required to come on duty for the first trip. Otherwise a minimum of 100 miles will be allowed for each such run between terminals. RULE 31. — Suburban service will be considered "turn-around runs." Engineers assigned to suburban service, if required to make additional runs during the hours of their regular assignment, will be paid miles or hours, whichever is the greater, in addition to the allow- ance of the regular assignment. If an additional run is made before the beginning or after the completion of a regular assignment, such run will be considered a new day and paid accordingly. 1. In suburban service turning engine or train at turning points will be considered work incident to trip. RULE 44. — In freight and mixed service, a turn-around run is a run from a terminal to an intermediate point and return to start- ing terminal, time to be continuous and not less than 100 miles will be allowed for each run, except that : 1. This rule will not prevent the calling of crews and the assign- ment of them to a succession of short trips out of a terminal, provided the second or any succeeding run shall be started within ten hours from the time crews were required to come on duty for the first trip, or when the actual miles run equal or exceeded 100; otherwise, the additional runs will be considered as commencing a new day. 2. The turn-around point will be considered the intermediate point. Turning engines or trains on wyes at turning points, except Gardi- ner, will be considered terminal switching. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1911. ARTICLE XV. Section 3.— In case of turn-around trip, starting point is understood to be the terminal. If an Engineer is required to do switching at the turning point of such turn-around trip, time consumed in such work will be included in computing overtime. No overtime to be allowed until time on duty exceeds ten hours. 795 OREGON SHORT LINE RAILROAD Effective February 1, 1913. ARTICLE V. — Short runs not provided for in schedule of runs : All runs of fifty miles or less, single trip, pay fifty miles ; overtime after five hours, or one hundred miles if only single trip and not called on duty again until after ten hours from starting time of these runs. In the latter case overtime will not begin until after ten hours from starting time of run; doubled, 100 miles; overtime after ten hours. Runs over fifty miles and less than 100 miles, single trip, 100 miles ; overtime after ten hours; doubled, actual mileage; overtime after average time of ten miles an hour. On runs of 100 miles or more, in either direction, overtime at end of run will be computed as per Section (C) of Article 3. On Montpelier-Kemmerer runs 100 miles will be allowed. ARTICLE VIII. — ^Assigned Engineers in exclusive branch line service will not be called upon to perform extra service after arrival at terminal, except in case of emergency, but if notified of additional serv- ice before being released, pay miles or hours, whichever is the greater, for the added service, in addition to 100 miles for service on their regu- lar assignment. If released and again called, pay under short run clause. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE VII. Section 1. — ^AU runs of 50 miles or less not on duty over five hours, one-half day allowed, overtime after five hours. Engineers to stand first out. When not called on duty again within ten hours from starting time, one day allowed and stand last out. Section 2. — All runs of over 50 miles and less than 100 miles, no other mileage made within ten hours of starting time, 100 miles will be allowed, overtime after ten hours. For a continuous run of 100 miles or over on one or more districts, actual mileage will be allowed. SAINT LOUIS & SAN FRANCISCO RAILROAD Effective December 24, 1910. ARTICLE IX. Section 2.— On turn-arounds of less than 100 miles, if more than ten (10) hours have been consumed before start- ing on second trip, a second turn will not be made ; but if required will be considered as an additional day. Section 3. — This crew to be paid on a ten-hour day basis, and to do all switching at Coburg and at points between Coburg and Belton. If they are run to East Lynne, additional mileage over 100 will be paid for. Section 4. — It is proper to extend the run of this engine to Durant and return, paying for the two doubles, one way, Madill to Ardmore and return ; and the other from Ardmore to Durant and return — actual miles, or hours, in case the latter are earned. It is understood that this is not an attempt to begin the practice of running chain gang crews through their established terminals. When 796 a freight train gets to the end of its run, which, in the case of a chain gang crew is the established terminal, if called again, it will be a new • '^^^ exceptions, of course, of turnarounds, which are author- AT?^^^f^^"* (second paragraph, Section 4, Article XIX). ARriCLE XIX. Section 4. — When an Engineer has completed ™n to a terminal and is called for another run, such run shall be considered as a new trip and not continuous mileage. This does not apply between Crystal City-St. Louis \ Neodesha-Cherryvale / Paris-Hugo > 2 turns only. Ft. Scott-Arcadia \ Thomas Yard-Dora / Ft. Smith Jenson, unlimited Monnett from Springfield. It is understood that only Officers' Specials are to be run through terminal and paid on continuous mileage. The terminals referred to above are the established passenger terminals. SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE VIII. Section 2.— On turnarounds of less than 100 miles, if more than ten (10) hours have been consumed before starting on second trip, a second turn will not be made; but if required will be considered as an additional day. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS Effective April 1, 1911. ARTICLE XXIX. (a). — Engineers in all classes of service, ex- cept regular turnaround passenger runs, will be allowed actual time or mileage made, with a minimum of 100 miles for each trip made regard- less of the calendar day; provided they are released from duty upon the completion of each trip. (b). — Engineers on regular turnaround runs in passenger service will be allowed actual mileage in each direction, with a minimum of 100 miles for the round trip and in addition thereto any overtime earned on the trip. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE III. (4). — On a turn-around run, when the time is not continuous, overtime will be counted for each part of the run sepa- rately. (5). — On regular passenger turn-around runs of 85 miles or over each way, but less than 100 miles (except where continuous time is paid) and where Engineer is released at turn-around point, 100 miles each way will be paid, with any overtime earned, each way computed separately. 797 (6) . — Engineers assigned to short special passenger turn-arounds, such as encampments, leagues, picnic or other similar trains, confined to run within a radius of forty miles of point of origin, will receive actual miles with a minimum of 100 miles at passenger rates, as per class of engine used, for five hours or less, and for each additional com- plete hour after five hours has been consumed, twenty miles additional will, be allowed. Time will be computed as continuous from the begin- ning of initial trip to end of final trip each day. This will include all necessary switching pertaining to their trains. Such trips may be made through any terminal. The above will apply to trains earning passen- ger revenue only. ARTICLE V. 5 (A). — Each trip, turn-around or otherwise, will be paid for separately. Actual mileage, with a minimum of 100 miles, will be paid for each trip ; except that Engineers on short turn-around runs between a terminal and a single specified point not to exceed twenty-five miles from terminal may be required to make two or more round trips, for which they will be paid actual mileage with a minimum of 100 miles, continuous time to apply from time called to leave until released. (B). — ^When an Engineer is to be used for two or more short round trips as above he will be notified before starting on initial trip. This not to conflict with Article 23, Section 1. SAN PEDRO, LOS ANGELES & SALT LAKE RAILROAD Effective January 1, 1912. ARTICLE V. — For short runs not provided for in schedule of runs : All runs of fifty miles or less, single trip, one-half day ; overtime after five hours ; one day, if only single trip and not called on duty again until after ten hours from starting time of these runs. In the latter case, overtime will not begin until after ten hours from starting time of run; doubled, one day, overtime after ten hours. Short runs over fifty miles and less than seventy-five miles, single trip, one day; overtime after ten hours ; doubled, actual mileage, overtime after ten miles per hour. Short runs over seventy-five miles and less than 100 miles, single trip, one day; overtime after ten hours; doubled, actual mileage; overtime after average time of ten miles per hour. At all turn-around points, of main line trains, where the mileage exceeds sixty miles (one way), when there is to exceed one hour's switching attending the making up of trains or loading of stock, when performed by road engines, it will be paid for at schedule rate per hour for over- time, for such work. _ The "starting time" for short runs of fifty miles or less, referred to in this article above, will be the time called to leave, except in case of departure before such time, when the actual leaving time will be used. SOUTHERN PACIFIC COMPANY PACIFIC SYSTEM Effective December 1, 1912. ARTICLE V. Section 1. — An Engineer making one or more irregular turnaround trips, turning between terminals and returning to starting point, 100 miles will be allowed for the first five hours or 798 less in passenger and first eight hours or less in freight service, time ^^l^^ilsage to be computed from time Engineer is ordered to leave with train on initial trip and to end upon being relieved from care of engine at completion of final trip beginning within these respective time limits. Whenever miles run exceed these limits, actual mileage will be allowed. (a)- — Engineers making irregular turnaround trips under the pro- visions of this section, 100 miles or less in the aggregate, less than five hours passenger or less than eight hours freight service, will stand first out. After 100 miles, five hours passenger, or eight hours freight service respectively. Engineer will stand last out. (b). — Engineers making irregular turnaround trips under the pro- visions of this section, 100 miles or less in the aggregate, five hours passenger, or eight hours freight service, shall be the schedule basis for computing overtime — overtime at the rate of VZyi miles per hour. (c). — Engineers making irregular turnaround trips under the pro-, visions of this section, over 100 miles in the aggregate, 20 miles per hour passenger, or 12^^ miles per hour Valley freight, or 10 miles perhour Mountain freight service respectively, shall be the schedule basis for computing overtime — overtime at the rate of 12^^ miles per hour. Section 2.— When an Engineer is called for other turnaround trip service beginning after the first five hours in passenger or first eight hours in freight service as specified in Section 1, this Article, he shall begin a new day irrespective of dates, and the provisions of Section 1 shall again apply. Section 3. — When an Engineer is ordered for other service after making turnaround trip service beginning within respective time limits as specified in Section 1 this Article, time and mileage of turnaround trip service to be computed independently from time Engineer is ordered to leave with train on initial trip and to end with departure of train in other service ; mileage or hours, whichever exceeds in turn- around trip service, shall be allowed at the rate of 20 miles per hour in passenger, or 12^4 miles per hour in freight service ; time and mile- age in other service to be computed independently from time leaving with train, in accordance with the rules provided for class of service performed, and to be added to the time or mileage made on turn- around tripi run in fixing total compensation. Section 4. — When an Engineer performs any other service begin- ning on same date before or after the respective time limits as specified in Section 1, this Article, time and mileage for prior or subsequent service to be computed independently in accordance with the rules pro- vided for class of service performed, and to be added to the time or mileage on turnaround trip runs in fixing total compensation, the same as when performed in conjunction with turnaround trip service, as specified in Section 3, this Article, 100 miles will be allowed for turn- around trip service unless exceeded by mileage or hours. Section 5. — In case an Engineer makes less than 100 miles in the aggregate, under the provisions of Sections 1 and 3, this Article, 100 miles will be allowed at the highest rate for service performed, and the service for which the time is claimed shall be the schedule basis for computing overtime. 799 Section 6. — In case the trip is a turnaround, as specified in Sec- tion 1, this Article, the starting point is understood to be the terminal as well. ARTICLE VI. Section 1. — Engineers making three or more trips in branch or local passenger or freight service between branch or local terminals, 100 miles will be allowed for first eight hours or less, time and mileage to be computed from time Engineer is ordered to leave with train on initial trip and to end upon being relieved from care of engine at completion of final trip, after eight hours overtime at the rate of 12>4 miles per hour. When mileage run exceeds these limits, actual mileage shall be allowed. Sectiori 2. — When an Engineer is required to do switching before the beginning of first trip or after the completion of final trip under the provisions of this Article, he shall be paid for all time consumed at the rate of 50 cents per hour, this to be deducted from any overtime made. Section 3. — It is understood under the provisions of this Article, Engineers may be required to remain on duty from the beginning of initial trip to completion of final trip. Section 4. — ^Arbitrary runs, noted in Article 10, to be excepted from the provisions of this Article. Section 5. — When more than one class of engine is used or service performed under the provisions of this Article, the rate of pay for class of engine used and service performed will be allowed from the begin- ning of one trip until the beginning of another trip with a diflferent class of engine or service, etc., until completion of final trip. ARTICLE XIII. Section 2. — An Engineer in passenger or freight service making one or two trips between terminals, exceeding 100 miles in the aggregate, beginning on same date, overtime and mileage shall be computed separately and on each trip independently, after which the total sum of road mileage and road overtime shall be counted as one in computing mileage for said date ; provided, that any two trips between the starting times of which dates change, shall not be counted as one, but shall be counted and paid as separate trips on separate dates. ARTICLE XIV. Section 3. — An Engineer in passenger or freight service making one or two trips between terminals, exceeding 100 miles in the aggregate, beginning on same date, time of trip or trips, road mileage and overtime to begin from time of departure of train from passenger depot track, or freight yard track on which train is made up at initial point, and to end with arrival of train at passenger depot or freight yard track on which engine is uncoupled from train. Section 4. — An Engineer in passenger or freight service making one or two trips between terminals, 100 miles or less in the aggregate, beginning on same date, five hours in passenger, or eight hours in freight service respectively, time and mileage to be computed from time Engineer is ordered to leave with train and to end upon being relieved from care of engine at completion of each trip, the time and mileage to be counted as one in computing overtime and mileage for said date provided, that any two trips between the starting times of which dates change, shall not be counted as one, but shall be counted and paid as separate trips on separate dates. After five hours passenger or eight 800 hours freight service, overtime at the rate of llyi miles per hour. . Section 6. — In computing overtime on runs of one or two trips beginning oil same date, exceeding 100 miles in the aggregate, actual time card mileage only will be counted ; on runs 100 miles or less in the aggregate, time card schedules shall not be considered. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. RULE 10. — On short runs, where time or mileage aggregates less than twenty-four days per month. Engineers will be allowed pay at the rate of twenty-four days per month at schedule rate of pay. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. ARTICLE III. (A) . — On passenger runs between Marshall and Tekarkana 150 miles will be allowed for the round trip; 75 miles for a single trip. (B). — On all freight and passenger runs between Longview Junc- tion and Texarkana one day or 100 miles will be allowed. (C). — On the Texarkana District throught freight trains will be allowed 150 miles for the round trip between Texarkana and Shreve- port; when over 16 hours are consumed on the trip regular overtime rates will apply as per rule. Addis shall not be considered a relay point for through passenger trains. It is necessary to continue Addis as a terminal for freight trains on account of existing conditions and it is understood that the usual terminal facilities will be supplied to take care of engines and trains and that all schedule provisions governing the relief, compensa- tion, etc., of Engineers will be applied at Addis the same as at other terminals ; provided, that Engineers will not be required to make more than one turn away from their home terminal, and provided further, that when necessary to run an engine out of its turn to comply with the above mentioned proviso the Engineers run around will not be entitled to pay therefor. TRINITY & BRAZOS VALLEY Effective December 24, 1910. ARTICLE IX.— A run originating at a given point, running toan intermediate point and returning to original starting point, the turning point of turn-around run shall be considered an intermediate point on a continuous run. Example : Houston to Dobbin and return to Hous- On all turn-around runs where actual mileage is paid, one hour will be allowed for turning engine or making up train. Time consumed in turning engines or makmg up trams after one hour will be figured in as road overtime if any is made on trip. Engineers on turn-around runs of one hundred (100) miles or over one way. may be relieved at turning point if found necessary to do so, and if Engineer is required to care for engine while laying at 801 turning point, he shall be allowed one day's pay for each ten (10) hours or less in such service. Engineers on turn-around runs the single of which is less than fifty (50) miles, may be called for and run one or more turn-around trips between points on the same district and receive pay on the basis of ten (10) hours or one hundred (100) miles for each day's work, with regular allowance for mileage in excess of one hundred (100) miles and overtime, except that no terminal overtime is allowed. WABASH RAILROAD Effective March 1, 1911. RULE 25. (B). — Turn-around trips in through freight serv- ice may be made to intermediate points, also between the following terminals : Hannibal and Moberly, Springfield and Decatur, Detroit and Toledo, Montpelier and Toledo, Luther and Montgomeiy, Moberly and Brunswick, Moulton and Ottumwa. One of the above places will be designated as the home terminal of each crew, and continuous time will be paid unless relieved at the opposite terminal, in which case they will be paid not less than 100 miles or 10 hours in each direction. At least 5 days' notice will be given when the home terminals of •such crews are to be changed, or similar turn-around trips are to be added. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE VIII. — One hundred miles will be allowed for turn- around trip service, unless exceeded by mileage or hours. Actual time consumed in switching at turn-around point will be paid for at rate of one mile for each six minutes so occupied. On turn-around trips of less than 100 miles, terminal delay, switch- ing or doubling will not be allowed until there is an equivalent of 100 miles or ten hours. YAZOO & MISSISSIPPI VALLEY RAILROAD Effective January 1, 1912. ARTICLE X. (A). — A series of short runs in continuous serv- ice will be computed as a single trip. (B). — Engineers returning from short trips will report to engine house Foreman for further orders before being released. (C). — When Engineers make a short trip and are released at end of said trip, and within ten hours from the time listed on first trip start to make a second short trip, the two trips will be coupled and miles ■ and hours computed continuously. ARTICLE XL (A). — Where a trip is completed over a district 802 or districts exceeding ninety miles and on all local freight runs, it will not be coupled with any other run made previously or subsequently. (B). — ^Where a day is completed in any kind of service, it will not be coupled with any other run or service. ("Chicago, January 25, 1912.") ARTICLE XII. (A). — A trip turning at an intermediate point of a district will be known as a "Turn-Around Trip,'" and the time will be computed continuously, less time off duty at the turning point. (B). — A turn-around trip of 100 miles or less not completed within 15 hours from initial listing time will constitute a separate trip in each direction. (C). — A turn-around trip exceeding 100 miles not completed within 20 hours from initial listing time will constitute a separate trip in each direction. (D). — ^When the mileage of a trip is 90 miles or less before reach- ing turning point of trip, it will be paid as per this Article XII. (E). — ^When the mileage of a trip exceeds 90 miles before reach- ing the turning point of trip, it will not be termed a turn-around trip, but will be paid as a separate trip in each direction as per Article V. (F). — When a turn-around trip of more than 100 miles is made, terminating at a district or home terminal, it shall not be computed in connection with other runs. 803 MISCELLANEOUS ATCHISON, TOPEKA & SANTE FE RAILWAY— PROPER Effective December 1, 1912. ARTICLE XXVI.— Engineers coming into Dodge City should be relieved if when turning the engine over to the hostler at the coal chute a full list of work and proper register slip is left on the engine so that it can be posted as completely as though it were written in the book by the Engineer. ARTICL:^ XXVII. — in case of an engine being burned, an in- vestigation committee will be allowed to inspect the engine. In case the fire-box of the engine is damaged, and the Engineer running the engine at the time feels satisfied that he is not to blame in the matter, the fire-box will be subject to examination by a committee appointed by the Engineers and also by the Railway Company, and in case they cannot come to a satisfactory agreement, an additional party will be Selected who is mutually satisfactory. In such cases, however, the Master Mechanic, Mechanical Superintendent and Superintendent of Motive Power shall be notified before any such investigation is held, in order to see that the proper parties are selected for this purpose. The (jeneral Manager shall also be promptly notified, so that he may be fully cognizant of the matter. CANADIAN NORTHERN RAILWAY Effective October 1, 1912. ARTICLE IV. — Engineers will not be required to haul anything when running engine extra except water cars. On subdivisions where water cars are in use, they will be attached to engine at terminal. En- gineers will not be required to let engines in or out of shop track. ARTICLE XXX. — Comfortable sleeping house with washrooms in connection, will be provided at terminals, supplied with mattresses, blankets and pillows, free of charge. Locomotive Foremen will be held responsible for condition of same. Said sleeping house to be for the accommodation of Engineers and Firemen. ARTICLE XL. — Men assigned to regular runs of 100 miles or more or to yard service, will not be considered on duty from time re- lieved at engine house until again required for their regular run or shift. ARTICLE XLIII. — Storm windows will be kept on cab in cold weather, also steam glands packed, and kept tight. Cabs will be fur- nished with spring seat, and suitable boxes for storing clothing, and equipped with backboard, slide curtains and side curtains. Engine to be inspected by shop force when covered with snow or frozen up, if booked. Wedges to be set up on all engines, if booked, and squirt on all engines at all seasons, with sufficient hose to reach both ashpans. Brakes to be kept in good working order. CANADIAN PACIFIC RAILWAY— WESTERN LINES Effective September 16, 1911. ARTICLE XXIII. — All engines will be supplied with coal, sand and water by engine house staff at terminals, but Engineers will be re- 804 sponsible for seeing engines are supplied. Engines running through terminals where roundhouse staflE is employed, whether on round trip or over more than one sub-division, will have coal shoveled ahead and fire and ashpan cleaned by roundhouse staff when necessary. ARTICLE XXIX. — Engine cabs will be made comfortable. En- gines will be furnished with spring seats and boxes suitable for storing clothing. Engines will be so maintained that excessive steam blowing will be obviated. Storm sash will be placed on front and side windows. Engines will be fitted with back boards and side curtains, and all open- ings closed in cold weather. Tarpaulin will be placed on engine in snow service. Heaters will be placed in cabs of engines if requested by Engineer. ARTICLE XXXIX. — Any Engineer being physically unfit for duty will report same on report book so that he may not be called. When he reports for duty he will go out on his assigned engine or in his turn. ARTICLE XL. — Men assigned to regular runs of 100 miles or more, or to yard service, will not be considered on duty from time re- lieved at engine house until again required for regular run or shift. The understanding of this article is that men assigned to regular short runs will be considered off duty when they have completed their day under exactly the same conditions as crews assigned to regular runs of 100 miles or more. CHICAGO & ALTON RAILROAD Effective July 1, 1911. RULE 3. — Engineers shall not be expected to work when sick but in case of being compelled to lay off on account of sickness of themselves, or family, must in some manner notify the roundhouse official of their inability before being called. RULE 12. — When weather requires, ice of suitable size will be kept in convenient place and receptacles will be placed on engines for its use. RULE 23. — Engineers employed on regular local or work trains that do not run on holidays or Sundays, if not required for service, will be furnished transportation to their home termmal and return. RULE 43. — Engineers, when instructed by Superintendent to coal or assist in coaling up out of cars will be paid a minimum of one hour a< established overtime rates, based on class of engines. CHICAGO & EASTERN ILLINOIS RAILROAD Effective September 1, 1911. ARTICLE XX. — Engineers having layovers away from home ter- minal shall, if possible for them to get home for Sunday and back in ample time for their runs with proper rest, be furnished with trans- portation and allowed to go home, if their services are not required. When Engineers have to change on the road in order to catch their regular runs, on account of trams not running on holidays, it shall be arranged, if possible, to make the change so that the men will be at their home terminal for the holiday. ARTICLE XXVII. Section 2.— A work report book will be fur- SOS nished in each roundhouse or roundhouse Foreman's office, and shall be accessible to Engineers at all times. Section 5. — Engineers will not be required to clean fires where there is a roundhouse force. Section 6. — If at any time an Engineer is called to go out on an engine which, in his opinion, is not in condition to make a successful trip, he should call, the roundhouse Foreman's attention to it, and if, in the opinion of the Foreman, the engine is in condition to make the trip, the Engineer is relieved of the responsibility. Section 7. — No Fireman shall be promoted to position of En- gineer unless he has served three full years as Fireman. CHICAGO & GREAT WESTERN RAILROAD Effective July 1, 1911. ARTICLE IX. Section 5. — When trains are detoured over for- eign lines, actual mileage will be allowed. Section 6.- — Engineers who are required to run off their respective divisions to cover emergencies, such as moving broken-down passen- ger, stock, perishable or time-freight trains, will be paid actual mile- age, in addition to the mileage made on their own division. ARTICLE XII. Section 2. — Whenever Engineers lose any time en account of being required to learn new territory, either on home or foreign lines, or on account of taking examinations on foreign lines, they will be paid for time lost. This rule will not apply to new Engineers, nor to men engaged in passing examinations for promotion in their home territory. Section 6. — Engineers who are sick or unable from any cause to perform service should send notice in ample time to avoid being called. Section 12. — Engineers will not be required to report for duty more than thirty minutes before time specified in the call. Section 13. — Engines will be equipped with squirt hose, which shall be kept in good working order. Decks, shoveling sheets, aprons and seat boxes of engines will be kept in good repair. The rear of tanks will be kept clean by roundhouse forces. Quadrants and holes in floors of cabs will be protected with as good appliances as can be provided. ^ Section 14. — The tanks of all engines used in snow plow service will be covered. Side curtains and backboards will be placed on engines on or before October 15th, and will remain on until May 1st of each year, and will be kept in good repair. CHICAGO JUNCTION RAILWAY & CHICAGO RIVER & INDIANA RAILROAD Effective May 26, 1913. ARTICLE VII.^ — Backboards, slide and side curtains, awnings, arm rests and cushions to be placed on all engines. Glass windows on hinges to be placed in back of cab over deck. 806 ARTICLE X. — Engineers to be furnished with lockers in round- house, one locker for each man. ARTICLE XII. — All defects pertaining to interlocking system at railroad crossings, bad tracks and bridges, change of signal or switches, derails on sidings, and slow orders, shall be placed in Bulletin liook at roundhouse at once, or Engineers shall not be held responsible. ARTICLE XIII. — Switchmen and trainmen to leave engines, and get engines, at roundhouse. ARTICLE XIV. — Conductors to be held equally responsible with Engineers for neglect of air inspection. ARTICLE XV. — Extra board at roundhouse to be fixed up not later than 7 :30 a. m., and the first three extra men to show up at night. ARTICLE XXII. — ^Telephone calls asking leave of absence or reporting for work shall be accepted. ARTICLE XXIII. — ^The Company shall furnish water that is fit to drink at all different locations. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY— PUGET SOUND LINES Effective August 28, 1910. ARTICLE XXXII. — Engineers will be allowed to apply for passes for their immediate families to their Local Superintendent. ARTICLE XXXIV. — Injector waste pipes to be coupled to in- jectors by a ball-union when practicable. Clear glass will be furnished for front windows ; also frost glasses ■«vhen requested by the Engineers. Engines will be equipped with side and back curtains, back boards, deck hose, arm rests, and cabs put in good condition for winter. Hoods will be placed on snow-plow engine tanks on prairie divi- sions. CHICAGO, MILWAUKEE & SAINT PAUL RAILWAY Effective March 28, 1913. ARTICLE IV. (K). — Engineers in freight seryice assigned to regular runs, and their required rest period at the terminal prevents the train from leaving on scheduled time, the train will 'be held one hour, or more if consistent, to permit the Engineer to go out on the run. ARTICLE XL (C). — If an Engineer commences a run and does not get outside of the terminal district or yard limits, and returns to the starting point, actual time will be allowed, but not less than a quarter of a day and the Engineer will stand first out. In case of delay to the extent of more than five hours from the time of commencement of run and he returns to starting point, and no other mileage is made the same day, he will be allowed 100 miles and stand last out. If other mileage is made on the same day, actual time will be allowed and each trip computed separately. (D). — An Engineer called and later released by reason of not be- ing able to complete his trip within the sixteen-hour period will be allowed 100 miles and stand last out. ARTICLE XII. (R). — Engineers on assigned runs will be con- 807 sidered as released from duty on their lay-over day, unless notified that they will be needed. ARTICLE XXI. (B). — In transferring or delivering engines from one division or point to another, the following practice will gov- ern: When men are assigned to regular engines the movement shall be made by extra men, unless the regular Engineer elects to go and re- main with the engine. If the engine is handled by the extra Engineer, he should be deadheaded back to the home terminal. If it is known that there will be another extra movement of engines toward the home terminal within the thirty-hour period, the extra man will be held for this service, and will not raise the question of being run around by other men during this period, with the exception that in case a pooled man delivers the engine and it is necessary to deadhead a man back to the starting point, the man standing first out in the pool will deadhead. On divisions where the crews are pooled, the movement should be made by a pooled crew and if necessary to protect the pool while this arrangement is being made, extra men will be put into the pool. (G). — On road engines (A-2, B-3 and larger) the lagging will be removed from the side of the boiler head between October 15th and December 1st, and will be replaced between April 1st and May 15th of each year. Side curtains will be placed on all engines during the month of October and sliding back curtains will be maintained at all times. Cabs will be kept in a comfortable and sanitary condition and free of steam leaks. Deck hose will be placed on all engines. ARTICLE XXVII. (A).— Engineers will be allowed to apply for passes through the Division Superintendent. CHICAGO & NORTH WESTERN RAILWAY Effective December 24, 1910. ARTICLE XVII. — The Company will clean all pooled engines in freight service and will also clean all other freight engines ahead of the cab when running out of division terminals. ARTICLE Xyill. Section 6.— When an Engineer is required to learn a foreign division he will be allowed minimum rate of pay for class of service in either road or yard service. ' ARTICLE XXII.— On all engines cushions will be furnished and throttles and cocks in cab kept packed. From November 1st to May 1st side curtains, backboards and curtains, and frost glass in front win- dows, will be put in place and kept in repair. Lagging taken off the boiler heads and cabs put in good condition for winter. This will not relieve Engineers from the responsibility of knowing that their engines are properly and fully equipped with tools and supplies for the trip. ARTICLE XXIX.— If Engineers are taken sick, notice must be sent to the roundhouse Foreman at once, if it is possible to do so, as men will be expected to go out when called, unless such notice is re- ceived. 808 CHICAGO, PEORIA & ST. LOUIS RAILWAY COMPANY OF ILLINOIS Effective November 1, 1912. If any member of a crew is required to assist in coaling up engine in emergency a minimum of one hour will be allowed at class rate in addition to the pay for trip. An ernployee will not be permitted to lay off at any intermediate point on his run except in case of sickness or injury, in which case actual mileage will be paid to the point at which relief is furnished and such relief paid actual mileage to terminal of the run. (6). Enginemen and Firemen will not be required to clean fires where roundhouse force is employed, except in case of emergency, and when required to clean fires at other points they will be allowed one hour in addition to regular trip. When a change of run is made which requires employees to change place of residence, free transportation will be furnished for himself, family and household goods. CHICAGO, ROCK ISLAND & PACIFIC RAILWAY Effective February 1, 1911. ARTICLE XVI. (B).— Engineers will be paid straight time for detouring trains over other divisions, or foreign roads ; this to ap- ply only when trains are double-crewed and crews continue with the train. ARTICLE XIX. — Engineers will not be required to pack driving cellars, engine or tender trucks, valve stems, pistons, air pumps, engine throttles or cocks and joints in cabs, where facilities exist for such work by shop force. ARTICLE XXX. — Engineers will be given ice for their engines during hot weather, at points where the Company obtains it, care to be taken in the economical use of the same. CHICAGO & WESTERN INDIANA RAILROAD BELT RAILWAY COMPANY OF CHICAGO Effective February 1, 1911. ARTICLE XV. — When Engineers have been out ten hours, they will not be required to double the road except in case of emergency. ARTICLE XVI. — When Engineers holding regular runs lose out on the Federal Law or on account of runs being annulled on Sunday or holidays, they will not be subject to a call, except in case of neces- sity. COLORADO MIDLAND RAILWAY Effective November 1, 1911. ARTICLE XI. — Engineers running over tracks owned by another Company except as specified shall be paid in accordance with the schedule of wages in effect on the road over which the run is made. ARTICLE XV. (C). — Firemen and hostlers will not be per- mitted to handle engines outside of yard limits, except in cases of emergency. 809 ARTICLE XXX. (A).— Engines will not be double headed down three and four per cent grades with a train unless in case of emergency on order from the Superintendent, except between Lead- ville and Arkansas Junction. (B).— All messages in regard to changing locomotives or runs, as well as tying up, 1^^ill be sent to the Engineer as well as the Con- ductor. COLORADO SOUTHERN RAILWAY Effective February 1, 1911. ARTICLE XXXVIII.— An assigned Engineer laying off, and his locomotive is held away from the terminal more than one trip, he shall have the privilege of deadheading to any point where his loco- motive is accessible and take charge of same. Such Engineers reliev- ing or being relieved shall deadhead at their own expense. Such change of Engineers shall be made without additional cost to the Company. The Engineer relieved shall, if he desires, be per- mitted to complete the day. The relieving Engineer shall notify Mas- ter Mechanic and Superintendent of his desire and get instructions from Superintendent's ofiSce as to when and where he will assume charge of locomotive. ARTICLE LVII. — ^A copy of all messages relating to locomo- tives or runs or tie-up shall be addressed to and furnished Engineers. COLORADO SPRINGS & CRIPPLE CREEK DISTRICT RAILWAY MIDLAND TERMINAL Effective November 1, 1911. ARTICLE XIX. — ^An engine shall be considered as in service un- til it has been placed upon the roundhouse track, or its other desig- nated place of standing; but in no case will engine be considered as released or tied up until it is clear of the main line, unless someone with recognized authority has taken charge of same. ARTICLE XXV. — Should a delay report be made against an en- gine or an engine crew, for any cause, by the Conductor, said report will be shown the engine crew and signed by them before being sent in. ARTICLE XXX. — ^The regulations contained herein, and the rates named for the respective classes of service, shall be applicable to Firemen. In computing time and pay of Firemen, the basis of com- putation shall be sixty-six and two-thirds per cent of the allowance' specified for the Engineer with whom the service is rendered. ARTICLE XXXL— Fifty per cent of the Engineers shall be pro- moted from the ranks of the Firemen. Promotion shall be made ac- cording to seniority, merit and qualification being equal. In event of a Fireman failing to pass first examination, he shall be returned back to the youngest man's engine in freight service, and within six months he shall have a second examination, if he is needed. Failing to pass the second examination, it shall be optional with the Company what disposition they shall make of him. 810 .Firemen shall not be promoted unless having had three years' continuous service as locomotive Fireman. ARTICLE XXXII. — Firemen will be relieved of all cleaning of engines. ARTICLE XXXIII. — Firemen will not be required to fill water barrels. ARTICLE XXXIV. — Firemen shall have fires cleaned and coal shoveled down on all road engines at Cripple Creek. ARTICLE XXXV. — All coal shall be cracked at coaling stations to firing size, not to exceed five pounds. DENVER & SALT LAKE RAILROAD Effective Auoust 16, 1912. ARTICLE XIV. — When Engineers or Firemen are run off of their assigned district for any cause, they will be promptly returned to their assigned district. ARTICLE XX. Section 2. — Firemen will be relieved of cleaning pooled engines, but will keep inside of cab of regular engines cleaned while on road. Firemen will be relieved of cleaning of fires, air spaces, ash pans, flues and front ends where engines are tied up at terminals where roundhouse force or engine watchmen are maintained. Where engines are run through over two districts, roundhouse forces will fill tanks with coal and water, and will clean fire and ash pan. In case of emergency where Fireman is required to do this work, he will be allowed one hour overtime, exclusive of other time, class rates to apply. Engine watchmen will be required to clean fires on Denver- Arrow turn-arounds, at Arrow, in freight or passenger service. When watch- man is not available. Fireman will do this work. ARTICLE XXI. — ^All lubricators other than those known as "Bulls-eye" will have all glasses covered with wire screens. ARTICLE XXII. — All engines in road service shall be equipped and maintained with perforated plates to be easily adjusted over front cab windows and doors to prevent breakage of glass in tunnel districts. Section 5. — Coal for all engines will be broken for economical use before being put on tender. No lumps to exceed six-inch cubes. Section 6. — During winter months, and on such engines as require it, side and back curtains will be placed and maintained ; a drop seat be placed in front of Fireman's seat box on engines in freight service. Engines will be equipped with squirt hose long enough to reach front ash pan; engines will be equipped with upholstered arm rests, back rests and seat cushions ; tank boxes will have proper drains, and decks of engine and tank be practically level — one inch to be the limit of variation. DULUTH & IRON RANGE RAILROAD Effective March 1, 1912. ARTICLE IV. Section 4. — In case of an engine failure, after leaving its initial station, in which case such engine is obliged to return to its initial station or to repair shops. Enginemen will be paid terminal 811- time at the terminal at which it turns (such terminal being, as desig- nated in schedule), and will also be paid terminal time at its initial station or at such repair shops. ARTICLE XVIII. Section 1.— All telegraphic orders, in regard to changing engines or runs, or tying up, or to go beyond original destination, shall be addressed to Engineer as well as Conductor. ARTICLE XXII. Section L — The properly authorized represen- tatives of the Enginemen shall at all times have access, when requested, to the records of the Company as to the rights of the Enginemen. DULUTH, MISSABE & NORTHERN Effective January 1, 1911. ARTICLE II. Section 1. — Enginemen learning the Hill will be given opportunity to do so without loss of time, it being understood they will not receive pay for learning the same. ARTICLE XXL Section 1. — Transportation will be furnished to a reasonable extent so far as the Law will permit, over the Line of the Duluth, Missabe & Northern Railway Company, to all Brotherhood Locomotive Engineers and Firemen, in search of employment, if vouched for by a member of their respective Brotherhood, employed by the Duluth, Missabe & Northern Railway Company. ARTICLE XXVIII. Section 1.— All miessages in regard to changing engines or runs, as well as tying up, shall be addressed to the Engineers as well as the Conductors. ARTICLE XXX. Section 1. — The properly authorized repre- sentative of the Enginemen shall at all times have access, when re- quested, to the records of the Coinpany, as to the standing of any in- dividual Engineer or Fireman. DULUTH & NORTHERN MINNESOTA RAILWAY Effective October 1, 1911. ARTICLE VI. — Clean and comfortable sleeping'and eating apart- ments shall be furnished Engineers staying away from home terminals and a man furnished by the Company to keep the same clean and sanitary. ARTICLE XII. — Bills presented for collection — Engineers shall be notified before such reduction is made from pay roll — for his ap- proval. ARTICLE XVIII. — Engines shall be given to Engineers in con- dition to do work. DULUTH, SOUTH SHORE & ATLANTIC RAILWAY Effective December 24, 1910. ARTICLE XXVL— No fault will be found with Enginemen on account of sickness providing that they report ill before being called. Enginemen on regular runs (who report sick) will give two hours' notice before leaving time of their train. ARTICLE XXXIII. — Engineers and Firemen will be exempt from throwing switches except when out on the road away from terminal or turning points and not accompanied by a trainman, or where no roundhouse force is maintained. 812 ELGIN, JOLIET & EASTERN RAILWAY Effective February 1, 1911. ARTICLE XII. — All fires to be cleaned not more than two hours before leaving time. Coal, water and sand to be taken and engine left m condition by hostler before changing crews or leaving terminal. ARTICLE XVTIL— All bulletins affecting Engineers will be placed at all roundhouses. ARTICLE XXVII. — Engine crews will not be sent into foreign y^^rds to pick up cars where it is necessary to use main tracks over which this Company has no trackage rights, unless provision can be made with the foreign line for the proper protection of their trains. ARTICLE XXXII. — Engine crews will be permitted to sleep in cabooses when tied up between terminals. EL PASO & SOUTHWESTERN SYSTEM Effective December 24, 1910. ARTICLE XXXV. — During the summer season, engines will be furnished with ice at all terminals where it can be had. FORT WORTH & DENVER CITY RAILWAY Effective December 24, 1910. ARTICLE XXIII. — During hot weather, all engines shall be furnished with water cooler and sufficient ice to take crew over divi- sion. ARTICLE XXXV. — In the qualification of Engineers for em- ployment, age shall not be taken into consideration, if applicant is physically able and otherwise competent to fill the position and passes necessary physical examination. ARTICLE XXXVI.— the Engineers' division shall be furnished with a list semi-annually by the Superintendent of Motive Power show- ing service and assignment of all Engineers emploved. ARTICLE LIII. — ^When an Engineer is run off his home district, he shall stand first out on his arrival to be returned home. No En- gineer shall be run over two round trips off his home district. GALVESTON. HARRISBURG & SAN ANTONIO RAILWAY TEXAS & NEW ORLEANS RAILROAD LOUISIANA WESTERN RAILROAD MORGAN'S LOUISIANA & TEXAS RAILROAD AND STEAMSHIP COMPANY IBERIA & VERMILLION RAILROAD Effective September 1, 1911. ARTICLE XIII. — Extra Engineers laying off will be placed at the foot of the extra list on reporting. Section 8. — Engineers returning to, duty after leave of absence 'will report for duty on roundhouse register at any hour and at the same time to the Foreman on duty ; such report to be taken as author- ity to return to duty in service assigned. Section 9. — Engineers will be allowed as much of their layover as possible at terminals where shops are located or where a majority of 813 the Engineers on the run reside, without detriment to the service or ex- pense to the Company. ARTICLE XXIII. Section 4.— A suitable water tank will be put on all engines so Engineers can carry good drinking water. Section 5.— When starting out on trip engines will be furnished with ice at the depot- or other points where the Company distributes ice for other service; the men will get and handle the ice themselves. This to apply from May 1 to October 31. GRAND TRUNK PACIFIC— LINES WEST OF FORT WILLIAM Effective July IS, 1912. ARTICLE XIV.— Engineers taking engines from one terminal or division to another will be furnished passes to return home and will not be required to run out of any other than their home terminal unless agreeable to them or in case of necessity. ARTICLE XV.— Engines running through terminals where roundhouse staff is employed, whether on round trip or over more than one section, will, where convenient, have coal shoveled ahead and fire and ash pan cleaned by roundhouse force. ARTICLE XVI. Section 1.— Engine cabs will be furnished with suitable seats and boxes for storing clothes. Section 2. — Engines shall be so maintained that excessive steam blowing will be obviated. Section 3.— Storm shields shall be provided on front and side win- dows. Section 4. — ^Engines will be fitted with back boards and side cur- tains of sufficient length and breadth and all openings closed about the cab in cold weather. Tarpaulin will be placed on engines in snow-plow service. ARTICLE XXXIV. — Engineers must respond promptly to call for duty. A grievance, real or imaginary^ should take the form of a complaint to be inquired into and dealt with at the proper time. It does not justify refusal to comply with instructions. GREAT NORTHERN RAILWAY Effective June 1, 1913. RULE 29. — Engineers assigned to regular runs, with Sunday lay over, away from division headquarters, will be notified if required for service Sundays. If no notice is received, may absent themselves until time for their regular run Monday. If notified and not used, will be paid a minimum ddy. RULE 30.-^Engineers will be paid time or mileage for detouring trains over other divisions or foreign roads. This to apply only when trains are double crewed and crews continue with their trains; RULE 70. (A). — All mountings in cab shall be kept packed, headlights cleaned at all main line terminals, and during cold weather all engines will be equipped with frost glasses in front windows in cabs, side curtains and back boards, and all other openings around running boards and reverse levers in cabs will be kept closed. 814 RULE 71. — Engineers who have been in the service over one year will be furnished with quarterly passes good on their division, and with a reasonable number of trip passes good on other divisions. Time transportation will be furnished Engineers good over the district on which they held rights prior to the schedule dated Decem- ber 1st, 1909. This not to apply to Engineers promoted or hired since division rights were changed in above mentioned schedule. Transportation will not be taken from Engineers while under sus- pension. RULE 76. — Engineers running large snow plows that they can- not see over from Engineer's seat will not be required to pull trains, except in case of emergency. RULE 77 . — Engineers will be permitted to see their own personal records in Superintendent's office. RULE 78. — Engineers will be furnished with copies of this schedule. RULE 79. — Nothing in this schedule will be interpreted to affect the^ rights of Engineers acquired under any previous schedule. No pro- vision herein is retroactive. GULF, COLORADO & SANTA FE RAILWAY Effective December 1, 1911. (G). — In case it is necessary to send Engineers away from their home districts over foreign lines or portions of the Gulf, Colorado & Sante Fe road with which they are not acquainted, they will be allowed for learning the road half-pay of the Engineer with whom they dead- head, not exceeding two round trips. If necessary to use them in serv- ice in charge of an engine without first learning the road, pilot will be furnished. (This not to apply to Engineers when first taking service with the Company or when they are promoted, nor to Engineers sent away from their home districts in accordance with Section (F) of this Article.) Ruling of July 25, 1910. "I have been asked to give a ruling on Section (G) of Article VIII of the contract with Engineers. "If an Engineer is sent from his home division to run an engine on a portion of the road which he is not acquainted with, he is entitled to pay for learning the road, if there is no pilot furnished. This re- lates to men whom we send from one division of the road to another because of the shortage of Engineers on the division. "In cases where the board is being equalized. Engineers will not be paid for learning the road. Men who are hired will not be paid for learning the road, nor will new men promoted be paid for learning the road." ARTICLE XVIII.— The Engineers will be granted by the Me- chanical Superintendent, or his representative, upon mutual consent of the parties interested, the right to change runs at terminal points for the purpose of reaching home, provided that no delay or inconvenience result to the Company from such changes. It is also understood that when these changes are made they are to be only temporary; 815 • ARTICLE XXXIV.— The record of Engineers shall be correctly kept in the Mechanical Superintendent's office, also Division Superin- tendent's offices, and all changes in the rank or record of Engineers must be correctly noted thereon and will be open to the inspection of the officers of the Company and the Engineer affected only, unless authority be given by such Engineer in writing. HOUSTON EAST & WEST TEXAS RAILWAY Effective December 24, 1910. ARTICLE II. Section D. — Engineers will be allowed as much of their layover as possible at terminals where shops are located, or where the majority of men on runs reside, when it can be done without detriment to service or expense to the Company. ARTICLE X. Section B. — A suitable tank will be placed on all engines so that Engineers can carry good drinking, water. Engineer will be required to receipt to Company for water tank, and it will be considered a part of equipment of engine, and Engineer will be held responsible for same. When starting on a trip engines will he. fur- nished with ice at depot or other place where Company distributes ice for other service. The men will get and handle the ice themselves without delaying train. This to apply from May 1st to October 31st. ARTICLE XL Section A. — A joint delay report must be sent at the end of each trip, giving all delays against an Engineer or engine, to be signed both by the Conductor and the Engineer. This in addi- tion to usual telegraphic delay report made by Conductor. Engineer will send report to the Master Mechanic, and Conductor will send his to the Superintendent. HOUSTON & TEXAS CENTRAL RAILROAD Effective December 24, 1910. SECTION A. — A suitable tank will be placed on all engines so that Engineers can carry good drinking water. Engineer will be required to receipt to Company for water tank, and it will be considered a part of equipment of engine, and Engineer will be held responsible for same. When starting on a trip engines will be furnished with ice at depot or other place where Company distributes ice for other service. The men will get and handle the ice themselves without delaying train. This to apply from May 1st to Octobed 31st. SECTION G. — A joint delay report must be sent at the end of each trip, giving all delays against an Engineer or engine, to be signed both by the Conductor and Engineer. This in addition to usual telegraphic delay report made by Con- ductor. Engineer will send report to the Master Mechanic and Con- ductor will send his report to the Superintendent. ILLINOIS CENTRAL RAILROAD Effective March 1, 1913. ARTICLE XIV. — At terminals where yardmen are employed, it will be the duty of the yardmen to provide a. clear track for the recep- tion of trains. When a clear track is not provided, the case will be re- 816 ported by person in charge of yard to the Superintendent. ARTICLE XXVII. — No time will be allowed for learning the road, except that Engineers transferred from one division or district to_ another by the Company will be paid one-half the regular rates for trips made learning the road. ARTICLE XLIII. — Serviceable ice boxes or coolers, properly lo- cated, and ice for same will be furnished all engines south of Mounds from April 1st to November 1st; north of Mounds from May 1st to October 1st. ARTICLE XLV. — Engineers will not be required to coal en- gines between terminals where chutes are not provided, except in case of emergency. ARTICLE XLVI. — At the request of Engineers, fires will be cleaned when necessary at intermediate points on long freight runs where there are pits and men employed for that purpose. INTERNATIONAL & GREAT NORTHERN RAILROAD Effective April 1, 1911. ARTICLE XXXII.— Between March 15th and November 15th, Engineers will be furnished 15 pounds of ice at terminals, except 1o local freight engines, which will be furnished 25 pounds of ice each trip, ice to be kept at roundhouses, trains not to be delayed in obtain- ing same and in case no ice is furnished, report must be made to cover. The Laredo division to be furnished ice during the entire year, unless otherwise agreed between the men affected and the Company. Engines to be furnished with water coolers the entire year. ARTICLE XXXVIIL— Firemen shall be under the orders of the Engineer while on duty, and Engineers shall have the right to object to Firemen for just cause, such objections being specified in writing, and when same are sustained, they will be furnished with another Fireman. KANSAS CITY, MEXICO & ORIENT RAILWAY COMPANY Effective July 1, 1912. ARTICLE XXII. (C).— Ice will be furnished by the Company from April 1st to November 15th. ARTICLE XXIX.— Engineers entering the service, promoted or employed, will be required to pass an examination on machinery and book of rules. When they have passed a satisfactory examination, they will be furnished a certificate showing the same. They will not be required to submit to a further examination, but will be ready at all times to respond when called upon to be instructed on machinery or book of rules. In such cases, advance notice will be given and if necessary for Engineers to lose time they will receive compensation as though on their runs. KANSAS CITY SOUTHERN RAILWAY Effective September 1, 1911. ARTICLE VIII. (C).— When emergency Engineers are used out of terminals where there are no regularly assigned extra Engi- 817 neers, they will be relieved upon their arrival at terminals where regu- lar extra boards are maintained. (D). — ^The practice of using as emergency Engineers, promoted Firemen who have been returned to firing service, will be discontinued so far as practicable. KANSAS CITY TERMINAL Effective February 7, 1911. ARTICLE XV. — Engines will be equipped with water coolers and ice from April 15th to November 1st. LOUISIANA & ARKANSAS RAILWAY Effective January 1, 1911. SECTION 28. — Between April 1st and November 1st, all engines will be furnished ice, when practicable. MARSHALL & EAST TEXAS RAILWAY Effective March 1, 1912. ARTICLE XXII.— During hot weather, from April 15th until November 15th, all engines will be furnished with water cooler and sufficient ice to take crew over division ; ice to be put on engine at Mar- shall. ARTICLE XXIX. — Coal will be cracked to firing size when placed on tender and will be shoveled into pit at terminal. ARTICLE XXXIV.— The Fireman, is under the Engineer's charge and subject to his instructions. It will be the duty, however, of the Engineer to instruct him in his work; should he refuse to be instructed, it will be the duty of the Engineer to report him in writing to the Master Mechanic. Engineers will not be held responsible for Fireman's failures. In either event Engineers will be furnished an- other Fireman. MIDLAND VALLEY RAILROAD Effective July 1, 1913. ARTICLE XXII. — ^All engines will be supplied with water cool- ers and ice, from April 15th to October 15th. MINNEAPOLIS & SAINT LOUIS RAILROAD Effective April 1, 1911. ARTICLE XXV. — Engineers unable to go out on account of sickness or other causes must notify the roundhouse Foreman not less than two hours and thirty minutes before leaving time. ARTICLE XXXI. — No time or mileage will be allowed Engineers while learning the road, or for being examined for promotion or on joint track rules by officials of other lines. 818 MINNEAPOLIS. SAINT PAUL & SAULT SAINTE MARIE Effective April 1, 1910. h. .f!:^^^^^^ IX.— Where engines are housed, Enginemen will not DC required to clean ashpans, fires, or front ends, except where only one man is employed. Except in case of emergency Engineer is not ol^f '"^3"''' o *° ^°^^ engines at points where engine dispatchers are employed. Separate slips will be made to cover time for housing engines. ° ARTICLE XXVIII.— When regularly assigned Engineers are sent away from home district on Company business they will at once be returned to home district. Engineers taken from extra list at any point and sent to other points will be furnished work at such points or returned to home district. ARTICLE XLI. — Engineers upon mutual request of those con- cerned and the consent of the General Mechanical Superintendent or lus representative, may have the right to change runs at terminal points tor the purpose of reaching home, provided no delay or inconve'nience to the Companv results from such change. ARTICLE XLIV. — Engineers working on Chicago and Soo Divi- sions will be granted annual passes for themselves on their respective divisions. When Engineers choose to take runs compelling them to change their home, free transportation will be furnished for their household goods. MINNESOTA & INTERNATIONAL RAILWAY BIG FORK & INTERNATIONAL FALLS RAILWAY Effective August 1, 1911. RULE 18. — Enginemen leaving the service will be paid at the earliest practicable time in full, less the authorized deductions which may be found against their pay. MISSOURI. KANSAS & TEXAS RAILWAY MISSOURL KANSAS & TEXAS RAILWAY COMPANY OF TEXAS BEAUMONT & GREAT NORTHERN RAILROAD TEXAS CENTRAL RAILROAD WICHITA FALLS LINES Effective February 15, 1913. ARTICLE XXXIII. — ^When necessary for an Engineer to return to a terminal for another engine to complete the run on which he has started, or for any other emergency arising in connection with the run. or when necessary to run into a terminal and return for purpose of completing the run, such trips will be considered as in continuous service in connection with the run necessitating them. This article does not apply when the distance is more than 10 miles from the terminal. ARTICLE XXXVII. — Engineers laying off on account of sick- ness or injury to themselves before a day's work is completed will be allowed actual time or mileage made and Engineers relievihg them will 819 be allowed at least a minimum day. The same to apply when they resume work. Engineers permitted to lay off on their own account before a day's work is completed, and Engineers relieving them will be paid actual time or mileage only, the same to apply when they resume work. Where these changes occur on runs on which constructive mileage is allowed, a minimum day will be allowed for the service divided in proportion to amount earned by each Engineer. ARTICLE XLII. — A book will be kept at terminals in which En- gineers laying off will register when ready for duty. ARTICLE XLVII. — Engineers will not be required to examine registers, but instead will be furnished with a slip by their Conductors showing trains that have arrived and departed, which have rights over them. ARTICLE LL — Ice will be furnished in Texas and on the Choctaw and Muskogee divisions from April 1 to December 1, and on the lines North, from May 1 to November 1, each year. ARTICLE LV. — Bulletins affecting Engineers will be placed at roundhouse and Engineers relieved from duty of examining bulle- tins elsewhere at those points. They will, however, not be relieved from examining bulletins at other points where they have heretofore been placed for their information. At points where passenger engines are handled by hostlers, Engineers' bulletin books will also be main- tained in office where Conductors' bulletins are kept. MISSOURI, OKLAHOMA & GULF RAILWAY Effective July 1, 1913. ARTICLE XXlL— Engineers who are permitted to lay. off before completing an assigned day's work will be allowed the actual time or mileage made. Engineers relieving them will be allowed at least a minimum day's pay. The regular assigned Engineer will not be al- lowed time for deadheading. ARTICLE XXV. — Engineers will not be required to check train register, and must be furnished with register check by their Conductors. ARTICLE XXX. — Ice will be furnished on engines from March 1st to December 1st; twenty-five pounds on local engines, fifteen pounds on other engines. ARTICLE XXXVIL— There will be a work report book placed on each engine and kept there for the puroose of Engineers reporting the repairs necessary on engines, in which they will register their name and Fireman's name, the time they arrived and the time they tied uo. Hostlers will be required to transfer the names and time to roundhouse registers. This book to be left on engine and all reports remain in same. ARTICLE L. — Engineers will not be required to shove or handle cars ahead of engine on main line between stations, except in case of washouts, wrecks, or blockades, or in mine and yard work. ARTICLE LXIII. — Transportation will be furnished to Engi- neers and to their iamilies over the line of this Company, when appli- cation is made to their Master Mechanic or Foreman, 820 ARTICLE LXV. — Members of the Brotherhood of Locomotive Engineers, looking for employment, when vouched for by any B. of L. E. Engineer on the M. O. G. will be furnished free transportation over the M. O. G. Railway when the laws do not forbid. ARTICLE LXVI. — Engines of this Company will be furnished soon_ as possible with clothes boxes, seats, water buckets, cushions, cushioned^ arm rest, back and side curtains, awnings over windows, openings in cab kept closed and cab put in neat condition before start- mg on trip. Also boiled heads to be lagged as soon as engines go through shops. MISSOURI PACIFIC RAILWAY SAINT LOUIS, IRON MOUNTAIN & SOUTHERN RAILWAY Effective February 1, 19U. ARTICLE XXX. — When an engine fails it may be returned to the initial, .or run to the objective terminal, providing the Engineer leaves the initial terminal on his return within five hours from the time of first departure, or the objective terminal within one hour from time of arrival with disabled engine and within ten hours from time of first departure; in each case without tonnage, and that he can com- plete the trip within fifteen hours. Compensation for additional actual mileage or hours made on account of engine failure will be allowed in- dependent of trip. Should the Engineer not leave the initial terminal within five hours of the first departure, he will be allowed one day for service performed which will not be combined with other work. This Article will not abridge the rights of Engineers on assigned runs as provided in paragraph I of Article XLII. ARTICLE XXXVI. — On runs where two or more Engineers lay up over Sunday, away from home, one Engineer, alternately, will be allowed to visit his family, returning in time to take out his run. ARTICLE XL. — Ice boxes, or coolers, and ice for same, will be furnished all engines west of St. Louis and north of Cofleyville, be- tween May 1st and October 1st, and all engines south of St. Louis and Coflfeyville, between April 1st and November 1st, at all points where it is furnished to other employees. NEW ORLEANS, TEXAS & MEXICO RAILROAD BEAUMONT, SOUR LAKE & WESTERN RAILWAY ORANGE & NORTHWESTERN RAILROAD Effective February 1, 1913. ARTICLE XIV. Section 2.— In case of air failure, messages to handle train in this condition must be signed by the Supermtendent ARTICLE XXIV. Section 1.— No Engineer shall be required to sign any wage deduction for equipment used on engine. Section 2.— Coolers will be left on engines the year round, and a sufficient amount of ice will be furnished engine crews from April 1st to November 1st of each year. 821 NORTHERN PACIFIC RAILWAY Effective January 1, 1913. RULE 21. — The time of Engineers after suspension or lay-off will commence when they take charge of their engines.- RULE 23. — Engineers leaving the service will be paid in full, less authorized deductions. RULE 101. — Engineers will not be required to pull deadhead cabooses, cars or engines outside of yard limits without Conductor or Brakeman, except official or water cars. RULE 104. (A). — Engineers will be held strictly responsible for the performance of their Firemen in accordance with operating rules numbers 906 and 913, and also for the condition and performance of their engines. NORTHWESTERN PACIFIC RAILROAD Effective January 1, 1913. ARTICLE XXII. Section 1. — Engineers will not be requested to do work which should properly be included in the duties of trainman. OREGON-WASHINGTON RAILROAD & NAVIGATION COMPANY Effective December 24, 1910. ARTICLE XIV. — Engineers will not be required to sign or make out any form of personal record except for private record of the Company. SAN ANTONIO & ARANSAS PASS RAILWAY Effective August 17, 1912. ARTICLE XXVI. 2. — When the Company requires an Engineer to learn the road, he will be paid full rates as per class of service he learns the road in. 3. (A). — Engineers requesting relief from Master Mechanic at Yoakum for any cause will be relieved as soon as practicable. Should there be any question as to the cause of relief, it will be investigated by the Superintendents of Motive Power and Transportation. ARTICLE XXXIII. 1. (A).— From May 1st to October 31st engines leaving San Antonio and Yoakum, and other points where ice can be obtained, will be allowed ten pounds of ice per trip, En- gineers will be furnished with receipts on which they will show train and engine number and date, and sign same. This receipt will be given Ice Company where ice is secured. (B). — Engineers must arrange to obtain their ice without delay to the trains. (C). — ^Through trains passing Yoakum will be given additional ice at that point. (D). — Yard Engineers from May 1st to October 31st will be sup- plied with not less than ten pounds at terminals, where this Company can secure it, for day yard Engineers and not less than ten pounds for night yard Engineers. 822 ,, (E).— Yard Engineers must arrange to secure their ice without delaying yard engines. ^r^rri^^J^^^R XXXVII.— Enginccrs will not be required to handle engines to and from trains at San Antonio or when engines are changed on trains on which Engineers run through Yoakum. SAINT LOUIS, BROWNSVILLE & MEXICO RAILWAY (Gulf Coast Lines) Effective August 1, 1911. RULE 39.— Coolers will be left on engines the year round, and a sutticient amount of ice will be furnished engine crews from March 1st to November 1st of each year. SAINT LOUIS & SAN FRANCISCO RAILROAD FRISCO LINES Effective December 24, 1910. ARTICLE XXV. — ^Coolers will be left on engines the year around. Ice will be furnished engines from April 15th to January 1st, except that on the Arkinda and Ardmore subdivisions and the Southeastern division, ice will be furnished March 1st to January 1st and on the Eastern Division, Northern Division, Kansas Division and that part of the Ozark Division between Springfield and Thayer; that part of the Central Division between Monett and Fort Smith, and that part of the Third District between St. Louis and Chaffee, where ice will be furnished from April 15th to November 1st. ' SAINT LOUIS, SAN FRANCISCO & TEXAS RAILWAY FORT WORTH & RIO GRANDE RAILWAY Effective December 24, 1910. ARTICLE XXIII. — Coolers will be left on engines the year around. Ice will be furnished engines from March 1st to January 1st. SAINT LOUIS SOUTHWESTERN RAILWAY SAINT LOUIS SOUTHWESTERN RAILWAY OF TEXAS Effective April 1, 1911. ARTICLE XXIII. (A). — Engineers laying off on account of sickness or injury before their day's work is completed will be allowed actual time or mileage made and men relieving them will be allowed at least a minimum day; same to apply when they resume work. (B). — Engineers permitted to lay off on their own account be- fore their day's work is completed and men relieving them, will be allowed actual time or mileage only, same to apply when they resume work. (C). — ^When regular Engineers lay off and report for work, in time to be called for regular turn, before another Engineer has been called, they shall be entiSed to go out. (D). — ^When extra Engineers lay off for any cause, their names shall be taken from the board and listed last out when they report for work. ARTICLE XXV. — ^When changes are made in crews for the bene- 823 fit of the men, such changes must be made without expense to the Company. ARTICLE LII. — Engineers will be furnished ice for use on en- gines from April 1st to November 15th at such points as the Company procures it. SPOKANE, PORTLAND & SEATTLE RAILWAY Effective May 1, 1911. SECTION (ii). — All mountings in cabs shall be kept packed, headlights cleaned at all main line terminals, and during cold weather all engines will be equipped with frost glasses in front windows of cabs, side curtains and back boards, and all other openings around running boards and reverse levers in cabs will be kept closed. SECTION (kk). — Engineers who have been in the service over one year will be furnished with quarterly passes good on their divi- sion, and with a reasonable number of trip passes good on other divisions. TEXAS & PACIFIC RAILWAY Effective March 1, 1913. ARTICLE XVI. — Firemen while on duty will be subject to the orders of the Engineer and the Engineer shall have the right to object to Fireman for just cause, such objections being specified in writing, and if same are sustained he will be furnished with another Fireman. ARTICLE XIX. (C).— It is the purpose of the Company that all engines shall be furnished with water coolers, clothes boxes, seats, water buckets, cushions, arm rests, back and side curtains. Footboards to be floored, openings in cabs kept closed, wedges to be set up by roundhouse force when reported by Engineers and cabs put in neat condition before starting on trip. (D). — Between March 15 and November 15, engines will be fur- nished 15 pounds of ice at terminals, except local freight engines, which will be furnished 25 pounds each trip. ARTICLE XXX. — All delays against engines will be signed by Engineers before sent in. TRINITY AND BRAZOS VALLEY RAILWAY Effective December 24, 1910. ARTICLE XXXII.^Engineers will be furnished ice for their engines, April 1st to November 1st of each year, at such points as the' Company procures it for other purposes. ARTICLE XXXVIII. — Firemen shall be under the orders of the Engineer while on duty, and Engineers shall have the right to object to Firemen. for just cause, such objections being specified in writing, and when same are sustained, they will be furnished with another Firemaii. 824 UNION PACIFIC RAILROAD Effective September 1, 1911. ARTICLE XV. — Engineers will not be required to furnish a personal record, except for the use of the Company. Between April 1st and October 31st, boilerheads will be lagged, and upon request, lagging will be removed in cold weather. WABASH RAILROAD COMPANY Effective March 1, 1911. RULE 21. — Engineers required to assist in coaling engines in cases of emergency will be paid for actual time so engaged at estab- lished overtime rates, with a minimum allowance of one hour; this time not to be deducted in computing overtime. RULE 22. — Engineers will not be required to clean fires at any point where fire cleaners are now maintained for that purpose, but where it becomes necessary to clean fires on engines at any other point, Engineers performing this service will be paid for same at established overtime rates, with a minimum of one hour. I RULE 43.^Engineers will be given ice for their engines during hot weather at points where the Company maintains an ice house sup- ply, and engines will be equipped with water coolers. RULE 44. (B). — Engines will be equipped with side curtains from November 1 until May 1 and will also be equipped with com- fortable seat cushions. RULE 45. (B). — The Company will give particular attention to the packing of cocks, valves, caulking of stay bolts, and to the repair- ing of any leaks that would cause steam to escape sufficient to ob- scure the view of the Enginemen. WESTERN PACIFIC RAILWAY Effective May 1, 1911. ARTICLE XVI. — Dead engines handled over the road will be in charge of Engineer or Fireman, and will be paid at freight rate as per class of engine handled. ARTICLE XVII. — ^At Oroville a gasoline motor car will be pro- vided to take Enginemen between passenger station and terminal, go- ing to and from their runs, until such time as there is reasonably con- venient street car service. ARTICLE XXX. — ^The application of Engineers or Firemen en- tering the service shall be approved or rejected within ninety days. When such applicant is not notified to the contrary, it will be under- stood that the application is approved. Men now in the service will come within this provision. ARTICLE XXXIV. — ^AU coal will be broken before being put on engines to a size suitable for practical use. Firemen will not be required to handle switches, except with en- gines going over the road light, nor to couple or uncouple engines from train. .„ , , , „ Water coolers wdl be placed on all engmes. Squirt hose and curtains will be provided on engines. 82S WICHITA VALLEY RAILWAY Effective January 1, 1913. ARTICLE XVII.— During hot weather, all engines shall be fur- nished with cooler and sufficient ice to take crew over division. YAZOO & MISSISSIPPI VALLEY Effective January 1, 1912. ARTICLE XIV. — At terminals where yard men are employed, it will be the duty of the yard men to provide a clear track for the re- ception of trains. When a clear track is not provided, the case will be reported by Engineer to the Superintendent. ARTICLE XXVII.— No time will be allowed for learning the road, except that Engineers transferred from one division or district to another, by the Company, will be paid one-half the regular rates for trips made learning the road. ARTICLE XXXIX.— When necessary for an Engineer to be relieved, he may so notify Superintendent by wire, and in case of sick- ness of himself or family a telegraphic pass will be furnished; if for other cause, transportation will be sent by Engineer relieving him. ARTICLE XLIII. — Ice boxes or coolers and ice for same will be furnished all Engineers from April 1st to November 1st. ARTICLE XLV. — At the request of Engineers, fires will be cleaned, when necessary, at intermediate points on long freight runs where there are pits and men employed for that purpose. 826 KF3409.R25O32"l9lT'-'''"^ °"mmmmm^l?°'^'^^"*^ ""a^e betwe 3 1924 001 968 704