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Re: (erielack) Passenger Train Question
- Subject: Re: (erielack) Passenger Train Question
- From: Jjbchian_@_aol.com
- Date: Mon, 18 Apr 2005 10:50:03 EDT
Hello Chuck,
I will try and answer your questions.
>
> Dear JJ,
>
> You may not be able to answer all my questions (others, please feel free to
> chime in)...but I'm curious...in terms of hours worked, barring major
> delays, breakdowns, etc., how long would the average freight day be for 100
> miles and passenger at 150 miles? That would depend on each individual
> assignment. Passenger men would work to their designated crew change point, the
> same would go for through and local freight. Before we had the 12 hour day, it
> was 16 hours. If my memory serves me correctly, I think that was gradually
> phased in around 1968-69. With passenger, that might have meant
> going 150 miles west and then deadheading (or working again) 150 miles
> east?? No, this had nothing to do with distance. This was the negotiated
> "basic day" for means of compensation. You could work more then 150 miles, and
> then you would be paid the "overmiles". Or taking a specific example of, say,
> the Phoebe Snow, the train would run from Hoboken to Buffalo (pre-EL), but
> the 150 mile mark would
> have been somewhere around Nicholson Viaduct. No, "home terminals" and "far
> terminals" were the results of negotiations between the operating
> Brotherhoods and the carrier. Scranton was at about 130
> miles and Binghamton at about 180 miles, so presumbly the theoretical
> distance was different than the real distance (no crew changes at
> Nicholson, obviously)? Please see above. And how were mileage overages or
> "underages"
> reconciled--if they were reconciled ata ll? "Overmiles" can get complicated,
> paid as either miles and/or overtime. Depends on the negotiated contract. If
> you were on a passenger assignment that only actually ran 115 miles in under
> eight hours, you would be compensated 150 miles plus initial and final, or
> any other compensation due as per local agreements. The same questions apply
> to
> freight...and would local freight assignments (subject to shorter distances
> but more drilling) be treated differently than run through freights where
> clipping off 100 miles could, in some cases, be accomplished only in a few
> hours. Local freights were paid at "local freight rate", "through freight"
> was also a different pay rate. This had nothing to do with distance. One last
> question relates to the maximum working day...during EL
> days, what was the maximum number of hours that a worker could be on duty
> before "died"? Please see above comments on hours of service. And what was
> the procedure for rescuing a crew that had
> outlawed on the road? On EL, and most other roads years ago, it was
> considered a "disgrace" to "tie up" on the main line. Today, it is common practice.
> However, it did happen due to unusual circamstances. Crews could be brought
> out by taxi, and the "hoglawed" crew brought in that way. Another way would be
> an oposing train would have a "deadhead" dog catch crew, and the crew would
> be relieved before they ran out of time. Any interesting stories in this
> regard? Of course.
>
> JJBoehner
>
>
>
>
> Jjbchian_@_aol.com
>
> Sent by:
>
> erielack-owner_@_list To: erielack@lists.railfan.net
>
> s.elhts.org cc:
>
> Subject:
>
> Re: (erielack) Passenger
> Train Question
> 04/18/2005 09:31 AM
>
> Please respond to
>
> Jjbchian
>
>
>
>
>
>
>
>
> Not always the rule! Seniority ruled, yes, but the passenger daily rate
> paid
> much less then freight. At that time, the basic day for working passenger
> was
> 150 miles, while freight was at 100. Freight paid much better then
> passenger,
> so many senior men remained on freight, rather then take a substantial cut
> in
> pay working passenger. When I rode No. 6 from Chicago on Dec 29, 1969, the
> men
> assigned to work that assignment out of Chicago and Marion could hardly be
> labeled "Senior Men".
>
> JJBoehner
>
> >
> > SENIORITY RULED!!! If you were senior, you bid on -- and got --
> whatever
> > job you wanted. Since passenger was easier than freight, they were
> already
> > senior. When passenger came off, the lowest ones on the board suffered
> as
> > everybody moved down however many notches it took to get there.
> >
>
>
>
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