ARTICLE IV - TRAIN LENGTH LIMITATION FOR REDUCED CREWS
Section 1. Car Limits. Except as otherwise
provided herein, the following car limits shall be made
effective in road freight service:
(a) Less Than Seventy-Two Cars. Trains of one to
seventy-one cars but not to exceed 4,015 feet in length,
including caboose(s) may be operated with a reduced crew of
one conductor and one brakeman, subject to other provisions
of this Agreement.
(b) Less Than One Hundred Twenty-Two Cars.
Trains of seventy-two to one hundred twenty-one cars but not
to exceed 6,840 feet in length, including caboose(s), may be
operated with a reduced crew of one conductor and one brake-
man by agreement between the appropriate UTU Local Chairman
and local carrier officer with the approval of the General
Chairman and Carrier's Director of Labor Relations.
(e) Exceeding One Hundred Twenty-One Cars.
Trains consisting of more than one hundred twenty-onecars
or exceeding 6,840 feet in length, including caboose(s),
will be operated with a standard crew.
(d) Train Length Determination. The conductor
will be furnished a train list showing the number of cars in
his train and the length of his train before departing the
initial terminal on each trip.
Where requested by appropriate UTU Local Chairman,
train length markers will be provided at a terminal for the
purpose of providing each train crew an accurate method of
determining the length of their train before departing the
initial terminal. The Local Chairman and the appropriate
Superintendent will agree upon the location of such markers.
This paragraph applies to Fremont, Nebraska, also.
Q-l: Do the car limits and train length
provisions of this Section apply to
assignments which could be manned by one
conductor and one trainman under the
terms of the March 1, 1968 Agreement?
A-l: Yes.
Q-2: Do car limits and train length provisions
apply to all trains operated between two
points in road freight service?
A-2: Yes.
Q-3: Was it intended to include locomotives in
determining the length of train or car
count?
A-3: No, unless the units aye entrained and
are not a part of the engine consist.
Helper and/or remote control units would
also be excluded in determining the
length of train or car count.
Q-4: In reference to Section l(a), above, does
the car limitation of 1 to 71 cars only
apply to trains out of the initial
terminal for a crew?
A-4: No, the number of cars handled at any one
time in movement over the road between
any two points enroute will not exceed
the maximum 71 cars as the case may be.
However, if a reduced crew is assigned to
operate a train, they may handle, during
setting out or picking up, more than the
maximum number of cars.
Q-5: In reference to Section l(a), above, if a
reduced crew leaves their initial ter-
minal with a 71-car train or less but not
exceeding 4015 feet and at a point
enroute picks up additional cars which
would result in exceeding the agreed-to
train length limits for a reduced crew,
does the penalty in the Side Letter
Agreement involving train limit excep-
tions apply?
A-5: No. The provisions of Article II,
Section 5 and interpretations of Article
IV are strictly applicable.
Section 2. New Business. Except as provided in
Article III Section l(a),new business or new service oper-
ations of trains not exceeding one hundred twenty-one cars
or 6,840 feet in length, including caboose(s), such as
piggyback, unit or single commodity trains, established to
compete with other modes of transportation such as trucks,
ships, barges and coal slurry pipeline may be operated with
a crew of not less than one conductor/foreman and one brake-
man/yard helper.
NOTE: The provisions of the above paragraph
do not apply to pool freight or inter-
divisional service.
Q-l: Would additional business generated as a
result of merging with another carrier be
considered new business?
A-l: No.
Q-2: May a reduced crew assigned to handle a
new business shove cars of old business
to the clear to get to and handle cars of
new business?
A-2: Yes
Q-3: May a reduced crew assigned to handle a
new business, exclusively, switch out
cars of an old business in order to get
to and handle cars of a new business?
A-3: No.
Q-4: An assignment regularly services an
industry or industries. A new industry
is later established which generates new
business requiring service. May this
assignment be operated with a reduced
crew under the new business concept?
A-4: No, extension of the existing assignment
to include the servicing of the new
industry would not constitute new
business.
Q-5: Are the terms "new business and new
industry" interchangeable with the term
"new service operation" for the purpose
of this Agreement?
A-5: Yes.
Q-6: When could new business and new service
qualify for using a reduced crew?
A-6: When the new business results in having
to provide new service to exclusively
accommodate the new business.
Q-7: When may a new road switcher assignment
be considered as new business or service?
A-7: A new road switcher assignment may be
operated with a reduced crew when
providing new service to exclusively
accommodate that new business.
Q-8: For the purpose of this Section 2, does
the term assigned through freight service
mean the same as pool freight service?
A-8: Yes.
Q-9: Will the Carrier notify the General
Chairman in writing prior to designating
a business or service operation as new
business or new service?
A-9: Yes.
Q-10: After the effective date of this
Agreement business increases and addi-
tional pool crews are added to the pool
service. Can this be considered new
business or new service operation?
A-10: No.
Q-ll: Prior to the effective date of the
Agreement, the Carrier handled a certain
volume of coal trains from one mine to
one destination, which after the Agreement
doubled in volume. Would the doubling of
business in this instance be considered
new business?
A-ll: No.
Q-12: Unit trains are moving from Industry A to
Industry B. After the Agreement becomes
effective, there is a change in ownership
of either of the industries or both.
Would that be considered new business?
A-12: No.
Section 3. Non-Revenue. Except as provided in
Article II, Section l(a), non-revenue trains such as snow-
plows, work and wreck service trains may be operated with a
reduced crew of not less than one conductor/foreman and one
brakeman/yard helper.
NOTE 1: Protected employes available on the
extra board will be called for
blankable (blanked) vacancies on
non-revenue trains operated in
interdivisional service. In the
event no protected employes are
available on the extra board,
non-revenue trains may be operated
in interdivisional service with a
reduced crew and the car limits and
train lengths set forth in this
agreement will not apply.
NOTE 2: Work and wreck .service, as referred
to herein, shall not apply to
through freight or interdivisional
through freight service crews
performing work train or wrecker
service during their tour of duty.
Q-l: Can a reduced crew handling a non-revenue
train (work or wreck train) be required
to handle a revenue car?
A-l: No.
Section 4. Hours of Service Relief Crews. Except
as provided in ArticleTTjSectionl(a),Hoursof Service
relief may be performed by a crew of not less than one
conductor and one brakeman. Car limits and train lengths
set forth in this agreement do not apply to reduced Hours of
Service relief crews, except that if the train consists of
more than 71 cars or 4,015 feet, no work, other than bringing
the train to the terminal intact, will be performed enroute
to the terminal.
Reduced yard crews may also make hours of service
relief in accordance with National Agreement dated August 25,
1978.
NOTE: The phrase "bringing the train to
the terminal intact" shall mean the
relief crew while in road territory
is limited to the handling necessary
to move the train into the terminal.
Q-l: May the Carrier call a reduced crew to
perform relief service when the train to
be relieved has a required standard crew?
A-l: Yes, in accordance with the provisions of
Article II, Section 1, and provided no
other work is performed, such as
switching, setting out and/or picking up,
etc. The train inust remain intact into
the terminal.
Q-2: In reference to Question above, would
this restriction apply if the train
relieved did not require a standard crew?
A-2: No.
Q-3: In situations where relief service is
protected by first-out through freight
crews instead of an extra board, would
all members of a 1 and 2 crew be used for
the relief service?
A-3: Yes, the crew consist of the through
freight crew in this instance would not
be broken.
Q-4: In the event a crew is relieved because
of the Hours of Service Law before
departing its initial terminal and a
relief crew is called to handle the train
of the crew being relieved, will the car
limits and train lengths as provided in
Article IV, Section 1 hereof apply to the
relief crew?
A-4: Yes, because the train had not departed
its initial terminal.
Q-5: Does this Section 4 give the Carrier the
right to establish assignments consisting
of one conductor and one brakeman to be
used exclusively to relieve crews whose
time has or will expire under laws
limiting Hours of Service?
A-5: No, not as long as protected employes are
available.
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