ARBITRATION BOARD NO. 298
IN THE MATTER OF AN ARBITRATION )
)
Between )
CARRIERS REPRESENTED BY THE )
NATIONAL RAILWAY LABOR CONFERENCE )
AND THE SOUTHEASTERN, EASTERN AND )
WESTERN CARRIERS' CONFERENCE )
COMMITTEES )
and . )
EMPLOYEES' NATIONAL CONFERENCE )
COMMITTEE, FIVE COOPERATING RAILWAY )
LABOR ORGANIZATIONS )
(NATIONAL MEDIATION BOARD )
CASE NO. A-7948)
BOARD OF ARBITRATION
P. D. HANLON, Neutral Member, Chairman
D. H. STOWE, Neutral Member
G. E. LEIGHTY, Employee Member
H. C. CROTTY, Employee Member
A. E. EGBERS, Carrier Member
R. L. HARVEY, Carrier Member
APPEARANCES
FOR THE EMPLOYEES
: . FOR THE CARRIERS:
MR. L. P. SCHOENE MR. C. I. HOPKINS
MR. E. L. OLIVER MR. J. R. WOLFE
MR. W. M. HOMER _ MR. D. LEE
MR. C. L. DENNIS MR. R. SCHMIEGE
MR. R. CLARK
MR. D. W. HERTEL
MR. J. J. BERTA
MR. A. R. LOWRY
MR. J. CLARK
MR. G. ORNDORFF
MR. R. SMITH-:
MR. L. B. CHRISTOPHER
ARBITRATION BOARD NO. 298
IN THE MATTER OF AN ARBITRATION )
between )
CARRIERS REPRESENTED BY THE )
NATIONAL RAILWAY LABOR CONFERENCE )
AND THE SOUTHEASTERN, EASTERN AND
AWARD
WESTERN CARRIERS' CONFERENCE
COMMITTEES )
and )
EMPLOYEES' NATIONAL CONFERENCE )
COMMITTEE, FIVE COOPERATING RAILWAY )
LABOR ORGANIZATIONS )
(NATIONAL MEDIATION BOARD )
CASE NO. A-7948) )
The Board of Arbitration provided for in the Arbitration Agreement of July 19, 1967 having been named and constituted in accordance
with said Arbitration Agreement and in accordance with the provisions
of the Railway Labor Act, after hearing the parties or their representatives and considering the testimony, exhibits and arguments presented,
does hereby make its Award as follows:
I. The railroad company shall provide for employees who are employed
in a type of service, the nature of which regularly requires them
throughout their work week to live away from home in camp cars,
camps, highway trailers, hotels or motels as follows:
A. Lodging
1. If lodging is furnished by the railroad company, the
camp cars or other lodging furnished shall include
-2-
bed, mattress, pillow, bed linens blanket, towels, soap,
washing and toilet facilities.
2. Lodging facilities furnished by the railroad company
shall be adequate for the purpose and maintained in a
clean, healthful and sanitary condition.
3. If lodging is not furnished by the railroad company the
employee shall be reimbursed for the actual reasonable
expense thereof not in excess of $4. 00 per day.
B. Meals
1. If the railroad company provides cooking and eating
facilities and pays the salary or salaries of necessary
cooks, each employee shall be paid a meal allowance of
$1. 00 per day.
2. If the railroad company provides cooking and eating
facilities but does not furnish and pay the salary or
salaries of necessary cooks, each employee shall be
paid a meal allowance of $2, 00 per day.
3. If the employees are required to obtain their meals in
restaurants or commissaries, each employee shall be
_ paid a meal allowance of $3: 00 per day.
4. The foregoing per diem meal allowance shall be paid
for each day of the calendar week, including rest days
and holidays, except that it shall not be payable for work
days on which the employee is voluntarily absent from
service, and it shall not be payable for rest days or
holidays if the employee is voluntarily absent from service
when work was available to him on the work day preceding
or the work day following said rest days or holiday.
C. Travel from one work point to another.
1. Time spent in traveling from one work point to another
outside of regularly assigned hours or on a rest day or
holiday shall be paid for at the straight time rate.
2. An employee who is not furnished means of transportation
by the railroad company from one work point to another
and who uses other forms of transportation for this purpose
shall be reimbursed for the cost of such other transportation.
If he uses his personal automobile for this purpose in the
absence of transportation furnished by the railroad company
he shall be reimbursed for such use of his automobile at the
rate of nine cents a mile. If an employee's work point is
changed during his absence from the work point on a rest
day or holiday this paragraph shall apply to any mileage he
is required to travel to the new work point in excess of that
required to return to the former work point.
II. Employees (other than those referred to in Section I above and
other than dining car employees) who are required in the course
of their employment to be away from their headquarters point as
designated by the carrier, including employees filling relief
assignments or performing extra or temporary service, shall
be compensated as follows:
A. The carrier shall designate a headquarters point for each
regular position and each regular assigned relief position.
For employees, other than those serving in regular positions
or in regular assigned relief positions, the carrier shall
designate a headquarters point for each employee. No
designated headquarters point may be changed more frequently
than once each 60 days and only after" at least 15 days' written
notice to the employee affected,
B. When employees are unable to return to their headquarters
point on any day they shall be reimbursed for the actual reasonable cost of meals and lodging away from their headquarters
point
riot
in excess of $7. 00 per days
C. An employee in
such
service shall be furnished with free
transportation by the railroad company in traveling from his
headquarters point to another point, and return, or from one
I
point to another. If such transportation is not furnished, he
-S-
will be reimbursed for the cost of rail fare if he travels on
other rail lines, or the cost of other public transportation
used in making the trip; or if he has an automobile which he
is willing to use and the carrier authorizes him to use said
automobile, he will be paid an allowance of nine cents for
each mile in traveling from his headquarters point to the
work point, and return, or from one work point to another.
D. If the time consumed in actualtravel, including waiting time
enroute, from the headquarters point to the work location,
together with necessary time spent waiting for the employee's
shift to start, exceeds one hour, or if on completion of his
shift necessary time, spent waiting for transportation plus the
time of travel, including waiting time enroute, necessary to
return to his headquarters point or to the next work location
exceeds one hour, then the excess over one hour in each case
shall be paid for as working time at the straight time rate of
the job to which traveled. When employees are traveling by
private automobile time shall be computed at the rate of two
minutes per mile traveled.
III. The railroad company shall provide for dining car employees as
follows:
_6_
A. When dining car employees are required to lay over at other
than home terminals overnight, lodging shall be furnished by
the railroad company.
B. Dining car employees required to lay over at other than home
terminals for a period of eight hours or more shall receive a
meal allowance of $1. 50 except that no allowance shall be paid
to employees released after 7:00 p. m. and scheduled to report
before 7:00 a. m. the following day. A second meal allowance
of $1. 50 will be provided if the employee's period of layover
extends beyond 24 hours from the time of release at the away
i
from home terminal.
IV. Except as benefits have been awarded in Sections I, II, and I I I
and subparagraphs thereof, all other requests contained in Article
IV of the employees' Section 6 Notice of May 10, 1966 are denied.
V. Insofar as there are presently agreements in effect between any of
the carriers and organizations party to this arbitration which agreements include provisions dealing with the types of emp.oyee benefits
provided for in Sections I, I I, and III, and the subparagraphs thereof
in this award, the organizations party to such existing agreements
shall have the option of accepting any or all of the benefits provided
in this award or of continuing in effect any or all of the provisions of
the existing agreement in lieu thereof. Such election must be
-7-
exercised on or before December 31, 1967. There shall be no
duplication of benefits.
Executed this 30th day of September 1967 in the city of Washington, D. C.
Arbitration Board No. 298
P u . Hanlon, Neutral Member,
Chairman
~i ' ~%
David H. Stowe, Neutral Member
r.
George E. Lei~y, Jployee ,Member
J~ ~i
I~arolcrC. Crotty, ~ ee Mem er
i ~^ . 7
XI-vin E. E&ers, Carrier Member
i~hard L. Harvey, Carrie Member
CERTIFICATE
We the members of Arbitration Board No. 298, Case No. A-7948 in the
proceedings to which this Certificate is attached hereby certify that the
foregoing is a true and correct copy of the Award of the Board in said
proceeding, as the same is filed (including the evidence and Exhibits
relating thereto) in the Office of the Clerk of the United States
District
Court for the Northern District of Illinois, Eastern Division.
Arbitration Board No. 298
.iJ ,
Z'
au anon, , Neutral Member,
Chairman
David H. Stowe, Neutral Member
urge E. Leig t , Em loyeeember
Harold C. Crotty, Employ a Member
lv~
in
E. Eg~ers, Carrier Member
ichard L. Harvey, Carrie Member
Washington, D, C.
September 30, 1967
Statement of the Carrier Members of Arbitration Board No. 298
The undersigned carrier members of the Arbitration Board
have affixed their signatures to the Award rendered this day by
the Board despite our disagreement with and disappointment in
many of its terms.
The position of the carriers on each of the issues is a
matter of record in the proceedings before the Board and need not
be reviewed here. We wish to note particularly, however, that
the gains made over the years in local and national collective
bargainin&by the organizations represented in these proceedings,
the collective bargaining priorities these organizations have
established in many years of bargaining, the very substantial
progress in wages and benefits they already have achieved in the
current movement, the unprecedented increases in the carriers
labor costs for the 1967-1968 period, and the unwarrantably high
wages enjoyed by many of the employees who will be further advantaged by the Award of the Board were not, in our view, accorded
by the public members the weight that was due these important
considerations. In addition, there are a number of respects in
which we believe the Award to be almost entirely without support
in the record.
We wish to state, however, that the proceedings of the
Board were attended by procedural regularities and the parties
were afforded the opportunity to present their positions and
supporting evidence. Except in relatively rare circumstances,
we believe that where a dispute has been submitted to arbitration
some responsibility devolves upon all members of the arbitration
Board to act with the majority in the completion of the official
functions of the Board. We have deemed it appropriate, therefore,
to join in the Award and to enter of record this brief statement
of our separate views.
September
30, 1967
t
ARBITRATION BOARD NO. 298
IN THE MATTER OF AN ARBITRATION )
)
between )
)
CARRIERS REPRESENTED BY THE )
NATIONAL RAILWAY LABOR CONFERENCE )
AND THE SOUTHEASTERN, EASTERN AND )
WESTERN CARRIERS' CONFERENCE )
COMMITTEES )
and ) OPINION OF THE
NEUTRAL MEMBERS
EMPLOYEES' NATIONAL CONFERENCE )
COMMITTEE, FIVE COOPERATING RAILWAY)
LABOR ORGANIZATIONS )
(NATIONAL MEDIATION BOARD
CASE NO. A-7948) )
HISTORY OF THE DISPUTE
The carrier parties before this Board are 202 line-haul railroads
and terminal and switching companies which are listed in carriers'
Exhibit 1 and are represented here by the National Railway Labor
Conference and the Southeastern, Eastern and Western Carriers'
Conference Committees. The employee parties are the Five Cooperating
Railway Labor organizations including the Brotherhood of Railway,
Airline and Steamship Clerks, Freight Handlers, Express and Station
Employees, Brotherhood of Maintenance of Way Employees, TransportationCommunications Employees Union, Brotherhood of Railroad Signalmen,
and the Hotel and Restaurant Employees and Bartenders International
i
Union.
The carriers before the Board constitute more than 95 percent
of the entire railroad industry, and the employees constitute about 65
percent of the non"-operating employees and about 40 percent of all
railroad employees.
On May 10, 1966 these organizations served on the carriers
certain uniform notices under Section 6 of the Railway Labor Act proposing a number of revisions in and additions to their collective bargaining agreements. Those notices originally contained a substantial number
of proposals and with the exception of the issue submitted to this Arbitration
Board all of the other proposals were either withdrawn or settled as part
of the agreements entered into in December 1966 and January 1967. The
issue not disposed of was that set forth in Article IV of the organizations'
proposal which was entitled-"Travel Time and Expense for Employees
Required to Work Away From Their Home Stations. "
By the agreements reached in December 1966 and January 1967
the parties agreed to resume direct negotiation on the proposals contained
in Article IV on or about June 1, 1967. It was further agreed that if that
proposal was not resolved in direct negotiations or in mediation it would
be submitted to arbitration, and it was pursuant to that agreement that this
Arbitration Board was eventually established.
-3-
JURISDICTION AND PROCEDURES OF THE ARBITRATION BOARD
This is an arbitration pursuant to the provisions of the Railway
Labor Act, Sections 7, 8 and 9. The agreement to arbitrate was duly
executed by the parties on July 19, 1967 and said agreement conforming
in all respects to the requirements of Section 8 of the Railway Labor Act
is attached hereto and marked Appendix 1.
The six man Board of Arbitrationwas chosen as follows. The
Carriers named A. E. Egbers and R. H. Harvey as their arbitrators;
the Employees named G. E. Leighty and H. C. Crotty as their arbitrators;
the parties failed to name the two additional arbitrators within the time
provided, whereupon the National Mediation Board named end certified
Paul D. Hanlon and David H. Stowe as the fifth and sixth members of the
Arbitration Board.
The Board of Arbitration met on August 8, 1967 at 10:00 a. m. at
Chicago, Illinois. The Board organized and selected Paul D. Hanlon as
Chairman and established all necessary rules for conducting its hearings.
The hearings commenced on August 8, 1967 and continued, thereafter for
a total of eight days. Full opportunity was afforded to the parties for a
full and fair hearing and the Board granted to the parties the opportunity
to present evidence in support of their positions and an opportunity to
present their cases in person, by counsel or by other representatives as
they elected. The parties entered their appearances as indicated above.
-4-
All testimony before the Board was given under oath as required by the
Railway Labor Act.
The hearing was officially closed on August 18, 1967 and thereafter the Board met in executive session on several occasions at
Washington, D. C. The Arbitration Agreement provided that the Board
should make and file its award prior to September 26, 1967. However,
prior to that date the parties stipulated and agreed that the time for
making and filing the award would be extended to and including October 4,
1967 and the written and executed stipulation to that effect is in the
record. This stipulation does not alter the effective date of the award
which by the terms of the original Arbitration Agreement remains
October 15, 1967.
STATEMENT OF THE ISSUES
Paragraph II I of the Arbitration Agreement provides as follows:
"The specific questions to be submitted to the Board
for decision are:
"What disposition shall be made of the issues raised
by Article IV as set forth in notices served by the employees,
pursuant to Section 6 of the Act on May 10, 1966 reading as
follows: 'Article IV - Travel Time and Expense for
Employees Required to Work Away From Their Home
Stations'.
The Agreement then goes onto quote the detailed provisions of
Article IV verbatim. Since these provisions are lengthy and are set forth
in full in the Arbitration Agreement Appendix-1 hereto it is unnecessary
to set them forth in full here.
-5-
DISCUSSION
A.
General Considerations
Even a superficial review of the proposal of the organizations
will indicate that numerous issues are involved. A more comprehensive
study reveals that many of the issues are complex, and innumerable
variables are introduced by the fact that uniform rules are sought to
cover five different classes of employees. As between these classes
and also within the classes the travel and working conditions vary considerably with consequent variations in the needs of the employees and
the problems of the carriers.
In this context we have found it expedient both in our award and
in this discussion to organize the issues into three basic sections. The
first section deals essentially with employees living in camp cars, the
second section deals with employees required to work away from their
headquarters points other than those assigned to camp cars and other than
dining car employees and the third section deals with the issues relating
to dining car employees.
Before turning to this outline of the specific issues, there are
certain general considerations which should be reviewed. The carriers
urge that this Board should reject the proposal of the employees in its
entirety. The thrust of the carrier argument in this respect has been
set forth in capsule form in the following excerpt quoted from the carriers'
brief:
-6-
"The ultimate question of pervasive si,-nificance in
the case is this:
11)
View of what the organizations leave
bargained for over the years and to the immediate past,
and in view o: V:i,,it tliev are assured of receiving in the
immediate future, SIIOUId additional benefits of the kind
requested be interposed at this time'."'
In pursuit of a neoattve answer to the foregoing question the
carriers contend that these away-from-home conditions have always
existed and that over tile years the organizations have elected to stress
these costs as one ground for basic wage increases rather than pressing
for specific away from home expense allowances; that these employees
are already well compensated
ui
comparison with their counterparts in
other industries, particularly in the light of the wage and benefit increases
already negotiated in curre;~t settlements; that the financial condition of
the railroad indiistrv althoti;;li t-lati,:elv improved in 1116 5 and 1966 is
still not good, and that due to variations in local conditions, provisions
of the type sought here are better negotiated on a local basis on each
individual railroad.
Each of these points has some ·-ilidity, and we have not been
unmindful of them in arriving at the extent and amount of the benefits
provided in our award; yet even weighed collectively they do not persuade
us that this Board can completely ignore the obvious existing. inequities
as between ei.iployees living at home and those required to do the same
job for the same wage at an away-from-home location.
B.
Camp Cars
A considerable portion of the case presented by the employees
before this Board was directed to the plight of the employees who are
required in the course of their employment to live away from home in
camp cars or similar accommodations. The employees involved are
primarily maintenance of way employees who are engaged in the construction, reconstruction, maintenance and repair of the roadway,
bridges, buildings and other structures and the signalmen who perform
similar services in connection with the signaling devices and systems.
While many of these men are laborers, there are a significant number
of more skilled employees in the group.
These traveling crews generally live in camp cars furnished by
the railroad
which consist of remodeled box cars or passenger coaches
which are moved from one location to another over the carrier's lines
as the maintenance work progresses. Some carriers provide highway
trailers for the accommodations of the crew in place of camp cars.
The practices now in effect on various railroads in connection
with lodging and meal arrangements provided for these camp car employees vary considerably. Most carriers furnish basic sleeping accommodations to the employee free of charge but in some instances employees must pay for this lodging or furnish their own mattresses and
in most cases employees are required to provide their own blankets,
linens, towels and soap.
_6_
In most cases the railroad provides physical facilities for
cooking and eating in the camp cars, but from that point on the arrangements for the preparation of the food and payment for food costs are
the subject of infinite variations on the various railroads. Some carriers pay the salary of a cook, depending upon the size of the work gang.
In other situations the men are required to do their own cooking, and in
still others the food is furnished by the foreman of the gang or by a
commissary company. In some instances the employees eat in restaurants.
In virtually all cases, however, the actual cost of the food is paid for by
the employee. (There is evidence of a single exception where one railroad
company pays one-half the food cost. ) As might be expected the food cost
to the employee varies widely depending upon the method used. The evidence indicates that costs run from a low of $1, 05 a day in situations where
the railroad company provides facilities and pays the salary of the cook, up
to as high as $5 and $6 a day when the employees must eat in restaurants.
It seems beyond dispute that, even under the best conditions presently available, the living conditions of men assigned to traveling gangs in
camp cars are difficult and unsatisfactory. While certain of the undesirable
aspects are inherent in the nature of the required service and are unavoidable, nevertheless we conclude that the great disparity between the living
conditions and the living costs of the camp car employee as compared to
the section man who lives at home demands some adjustment.
We are satisfied from the .vide-,ce that the practice in other
industries of absorbing the reasonable expenses of their employees for
lodging and meals when working away from home is widespread and
generally accepted. It is also significant that within the railroad
industry itself, shop-craft employees represented by the Railway
Employees Department AFL-CIO who are sent out on the road for
emergency service are almost universally paid actual expenses incurred
for meals and lodging. The request for meal and lodging provisions has
therefore been granted to the extent indicated in Section I of the award
The proposals of the organizations also included a request that
the carriers pay these men travel time and mileage allowances for a
round trip from the camp location to their home and back each weekend.
Although some evidence was submitted to indicate that there are some
such agreements in effect in other industries, there is no indication that
these provisions or practices are widespread or generally accepted,
The overall cost to the carriers for such allowances would be very
substantial and, unlike meal and lodging allowances
which have an equal
per capita impact on all carriers involved, these weekend mileage and
travel allowances would have a widely varying impact depending upon
the geographic location and miles of roadway to be maintained by each
individual railroad. For all of these reasons we have decided that this
part of the request should be denied.
- 10-
1.
Employees Required To Be Away From Headquarter Pint Other Than
Those Generally In Camp Car Category Or Dining Car Employees
Section II of the award deals primarily with problems arising out
of relief service, although not limited thereto, Within the area of relief
assignments three general categories are involved and these are: (1)
regular assigned employees diverted from their regular assignment to
perform relief service; (2) regular assigned relief employees who provide
relief on a scheduled basis to fill in on the rest days of regular employees;
and (3) extra employees who provide relief on an irregular unscheduled
basis as the needs of the service may require. All of the employees involved in this type of service are required to one extent or another in the
course of their employment to travel to work locations away from their
home stations or headquarters points and to necessarily incur expense
for meals and lodging when they are unable to return on any day and for
transportation expense unless rail passenger service happens to be
available at the time and place involved.
The railroads were squarely confronted with one aspect of this
problem as far back as 1949 with the advent of the 40 hour week. At that
time the reduction inworking hours increased the number of rest days and
thereby increased the need for employees to perform relief service in
positions that had to be manned more than 40 hours per week, Numerous
l
disputes arose as to how rules and practices dealing with travel time and
- 11-
expense for these relief employees should be established, interpreted
and applied. These disputes were submitted to the Forty-Hour Week
Committee which issued its Decision No. 6 on November 11, 1949 with
David L. Cole acting as neutral referee. In summary, the specific
employees covered by Decision 6 were allowed payment at the straight
time rate for time spent in travel or waiting in excess of one hour and
30 minutes, mileage at an unspecified "established" rate when required
to use their automobiles, and
reimbursement for actual necessary cost
of lodging and two meals per day with a maximum of $4 per day when
unable to return to their headquarters.
It should be emphasized that Decision 6 was limited in its application to the employees involved in the specific disputes submitted to
that Forty-Hour Week Committee, and even in those cases it applied
only to the one category of regular assigned relief employees. It seems
clear from the evidence, however, that this decision has set a pattern
of sorts for the hodge-podge of local rules on this general subject matter
which have been negotiated on individual properties since that time,
A study of this miscellany of local rules again establishes that
there is a wide disparity in the benefits provided and in the categories
of employees included under the coverage of the various local rules.
Many carriers provide no mileage allowance whatsoever, and those who
do range all the way from three cents to ten cents per mile. Meal and
_ 12 -
lodging allowances vary from zero to $8. 50 per day. Some carriers
provide benefits for extra employees but deny the same benefits to
regular assigned relief employees, and yet on other carriers the exact
opposite system prevails. No logical rhyme or reason can be discerned
in explanation of these radical variations and contradictions.
Again as to this category of employees, the evidence is convincing
that the practice of employer absorption of reasonable travel and away
from-home expenses
in industry in general is widespread and generally
accepted. In our award we have sought to provide reasonable benefits
under all the circumstances and in the light of the evidence submitted in
the record. In the context outlined above we have found it suitable and
expedient to start with the basic approach and provisions of Decision 6,
to generally update certain allowances in the light of rising costs since
1949, and to extend
these provisions
to other categories of employees.
This extension appears justified in the light of numerous negotiated rules
doing so on various individual railroads and based upon our own conclusion
that all of these employees stand on equal footing and that no logical or
equitable basis can be found for discriminating against one category or
the other.
D. Dining Car Employees
it is- apparent to
the Board
that the proposals of, the employees in
the form presented are not readily applicable to the particular circumstances and unique operating requirements of dining car service. This
- 13 -
fact was acknowledged by the representative of the dining car employees
at the hearing and he rephrased the request of these employees to include
the following:
1. Payment for all travel and waiting time at away-fromhome terminals except for 8 hours sleeping time.
2. Reimbursement for taxi fares when necessarily incurred
for travel from away-from-home terminal to lodging
facilities furnished by the carrier.
3. Carrier furnished lodging and reimbursement for necessary meal expense at away-from-home terminals.
No basis has been found in the record for allowance of the requests
set forth in 1 and 2 above. Because of the peculiarities of the service,
the work of dining car employees cannot by its nature be set up in eight
hour tours of duty but must rather be established in work cycles which
necessarily vary with the times and distances involved on the particular
passenger run. This type of schedule has some disadvantages for the
employee but it also provides certain definite advantages such as long
layover periods at home between trips.
Proposal No. 1 above would require the carriers to pay the dining
car employees for periods when they are free from any service requirements and would provide very substantial wage increases which are not
warranted under all the circumstances.
- 14-
In connection with the request for taxi fares the evidence
indicates that in most cases lodging facilities are located so that no
travel is required and, in those cases where travel is necessary, bus
transportation is readily available at minimal cost. Under these
circumstances no allowance for taxis appears justified.
In practically all instances the carriers furnish lodging for
dining car employees who are required to layover at other than home
terminals overnight. However, the testimony indicates that there may
be some exceptions and to remedy that inequity the award provides that
such lodging shall be furnished by and at the expense of the railroad
company.
There appears to be some merit in the employees' request for
a meal allowance under certain circumstances at the away-from-home
terminal. In this connection we have found the problem of these employees more comparable to that of the railroad operating employees,
and the $1. 50 meal allowance provided in the award is similar to that
which the carriers have contracted to pay to road service crews.
CONCLUSION
At the outset we commented on the multiplicity and complexity
of the issues. We have been unable to discuss all of these issues within
the time allowed and have merely attempted in this opinion to touch upon
and highiight some of the principal problems involved. No significance
- 15 -
should be attached to our failure to discuss any particular issue whether
provided for or denied in the award.
Dated this 30th day of September 1967 at Washington, D. C.
T /
Paul
b. Han on, Neutral Member,
Chairman
David H. Stowe, Neutral Member
A??ENDA I
A R BIT R A T I 0 N A 0 R E E M E N T
This agreement made this nineteenth day of July, 1967, by and between
the participating carriers listed in Exhibits A, B and C, attached hereto and
hereby made a part hereof, and represented by the National Railway Labor Conference and the Eastern, Western and Southeastern Carriers' Conference Committees
and the employees shown thereon and represented by the Railway Labor Organizations
signatory hereto, through the Employes' National Conference Committee, Five
Cooperating Railway Labor Organizations, witnesseth:
1. The controversy between the parties hereto, as hereinafter specifically
stated, is hereby submitted to arbitration, and such arbitration is had under
the provisions of the Railway Labor Act, as amended, hereinafter referred to as
"the Act." -
2. The Board of Arbitration, hereinafter referred to as,"the Board"
shall consist of six members, selected pursuant to the provisions of Section
7,
Second, of the Act.
3. The specific questions to be submitted to the Board for decision
are:
What disposition shall be made of the issues raised by Article IV as
set forth in notices served by the employees, pursuant to Section
6
of the Act on
May 10, 1966, reading as follows:
"ARTICLE IV - TRAVEL TIME AND EXPZNSE FOR uVLOYEES
REQUIRED TO WORK AWAY FROM THEIR HOME
STATIONS
A. Employees assigned in the course of their employment
to live away from home during their work week, such as in ceps,
camf cars, highway trailers, hotels, or motels shall in addition
to other compensation payable to them be compensated as follows:
1. They shall be assigned reporting points at
their home stations and shall be considered at work
from the time they report at such points at the beginning of the week until they arrive at the awayfrom-home living quarters and from the time they
leave the away-from-home living quarters at the
end of the week until they arrive at their reporting
points. They shall be compensated for such time at
their regular straight-time rates during regularly
assigned hours and at the overtime rate during, overtime hours.
2. Such employees will be furnished with free
transportation by the railroad company for week-en4
trips to and from .their home stations. When such
transportation is not furnished, they will be reimbursed for the cost of railroad fare if they travel on
other rail lines, or the cost of other public transportation used in making such week-end trips, or at
the rate of eleven cents a mile if they use their
personal automobiles for such trips.
3. Meals and lodging will either be furnished by
the railroad company or the employees will be reimbursed
for the actual reasonable expense incurred. When meals
and lodging are furnished by the railroad company, the
food shall be wholesome and adequate and prepared and
served. under sanitary conditions, and the lodging facilities
shall be adequate for the purpose and maintained in a clean,
healthful, and sanitary condition.
-3-
4, Time spent in traveling from one work point to
another outside of regularly assigned hours or on a rest
day or a holida;· shall be paid for at the overtime rate.
5. M employee covered by this rule who is not furnished means of transportation by the railroad compcny from
one work point to another and who uses other forms of transportation for this purpose shall be reimbursed for the cost
of such other transportation. If he uses his personal automobile for this purpose in the absence of transportation
furnished by the railroad company, he shall be reimbursed
for such use of his automobile at the rate of eleven cents
a mile.
H. Employees fillinE- relief ,assignments, performing extra
ot'temporan· service, or any other work not covered by part A of
this Article, requiring them to be away from their home stations
shall, in addition to other compensation payable to them be compensated as follows:
1. Time working,waiting for transportation, or traveling
during an employee's regularly assipred hours (not in excess.
of eight) on .a work day shall be considered work time arid
shall be paid.for at the straight-time rate except when
under the overtime rules the overtime rate is applicable.
2. Time working, waiting for transportation, or traveling
outside of regularly assigned hours or on a rest dry or a
holiday shall be paid for at the overtime rate.
3. Wa4ting,and travel time shall end when an crployee
reaches the point at v;iich the i*-)rk is to be perfor:.ed and
M _
shall begin again when he leaves that point to return to Me
b=a station or to go to another point.
4. An employee in such service shall be furnished
with'free transportation by the railroad company in
traveling from his home station to another point, and
return, or from one point to another. If such transportation is not furnished, he will be reimbursed for
the cost of rail fare if he travels on other rail lines,
or the cost of other public transportation used in
making the trip; or if he has an automobile which he
is willing to use and the carrier authorizes him to
use said automobile, he will be paid an allowance of
eleven cents for each mile in traveling from his home
station to the work point, and return, or from one
work point to another'.
5. Such employee shall be reimbursed for the actual
reasonable cost of meals and lodging away from his home
station.
NOTE: The term "home station" as used in this rule
shall mean for each individual employee the
town, city, or railroad station located on
the lines of the. railroad nearest to the
employee's place of residence.
Nothing in this rule shall be construed
as requiring an employee to own an automobile
or to use it in his work."
4.
In its award, the Board shll confine itself strictly to decisions
as to the questions so specifically submitted to it.,
_ 5 _
' 5. The questions, or any one or more of them, so submitted
r.Vy
be
withdrawn from arbitration on notice to that effect signed by the duly accredited
representatives of all of the parties hereto and served on the Board, at any time
prior to the making of the award.
6.
The signatures of a majority of the members of the Board affixed
to its award shall be: competent to constitute a valid and binding award.
7.
The Board shall begin its hearings on August
8, 1967.
8.
The Board shall make and file its award prior to September
?6,
1967;
provided, that the partics may spree at any time upon an extension of
this period.
9.
The Board shall hold its hearings in the City of Chica4;o, state
of Illinois.
10. The award of the Board sha11 become effective on October 15,
1967
and shall continue in force until changedin accordance with the procedures of
the Railway Labor Act; as amended.
11. The award of the Board and the evidence of the proceedings before
the Board relating thereto, certified under the hands of at least a majority
of the members of the Board, shall be filed in the Clerk's office of the United
States District Court for the Northern District of Illinois, Fastern Division.
12. Such award and proceedings so filed shall constitute the full and
complete record of the arbitration.
13. Such award so.filed shall be final and conclusive upon the parties
hereto as to the facts determined by the award and as to the merits of the controversy decided.
14. Any difference arising as to the meaning, or the application of the
provisions of such award shall be referred for a ruling to the Board, or to
a subc--ittce of the Board agreed to by the parties hereto; and such rulings,
vnca cer~ifled u..der the hands of at least a majority of the members of such
Bocrd, or it a subec=ittee is agreed upon, at least a majority of the members
of the subc~-ittee, and when filed in the Clerk's office of the United
States District Court for the Northern District of Illinois, Eastern Division,
shall be a part of and shall have the same force and effect as such original
award.
15. The respective parties to the award will each faithfully execute
the same.
16.
The provisions of Section 9 of the Act are applicable end have
the same force and effect as if they were made a part of this Agreement.
SIGNED AT WASHINGTON, D. C. THIS 19TH DAY OF JULY, 1967.
For the participating carriers Employes' National Conference Committee,
listed in Exhibit A: Five Cooperating Railway Labor Organizations:
L
I
I
L.z,~
r
I
i L-
f l L;
~
C irman, Chairman
Eastern Carriers' Conference
Committee
Brotherhood of Railway, Airline and Steamship
Clerks, Freight Handlers, Express and Station
For the participating carriers Employes
listed in Exhibit B:
!~J.
Chairman,
~Y, (_ _
_ E,
Western Carriers' Conference
Committee Brotherhood of Maintenance of Way Employes
For the participating carriers
listed in Exhibit C:
President
Chairman,
Southeastern Carriers'
Conference Comwnittee
Approved:
Chai;-::--a, National Railway
Labor/Conference .
1
Employes' NLtional Conference Corvnittee,
Five Cooperating Railway Labor Orqanizaticns
(Continued):
Transportation-Communication Employees I;::ion
President
Brotherhood of Railroaa Signalmen
Presiden
Hotel and Restaurant Employes and Bartender.;
j17ir~*5nationa1 Union
II ~~
L
I/
~t-ll -
x
J~'/~~
Glice President
-a-
CITY OP WArIIINGTON
DISTRICT OF COLUDMIA
On this the 19th day of July, 1967, before me personally appeared
J. W. Orem, W. L. More, W. S. MacC;ill, J. E. Wolfe, G. E. Leighty, C. L.
Dennis, H. C. Crotty, Jesse Clark and Richard W. Smith, to me known as the
persona described in end who crecuted the forcroin[; agrccment, and duly
acknowledged the execution thereof.
Hey cr, National Mediation Board
EXHI
BIT A
EASTERN RAILROADS
-LIST OF EASTERN RAILROADS REPRESENTED BY THE EASTERN CARRIERS' CONFERENCE COMMITTEE,
IN CONNECTION WITH NOTICES DATED ON OR ABOUT MAY 10,
1966, SERVED ON
VARIOUS INDIVIDUAL EASTERN RAILROADS BY THE GENERAL CHAIRMEN, OR OTHER RECOGNIZED REPRESENTATIVES,
OF THE ORGANIZATIONS LISTED BELOW, OF DESIRE TO REVISE AND SUPPLEMENT ALI, EXISTING
AGREEMENTS IN ACCORDANCE 14ITH PROPOSALS SET FORTH
IN
"APPENDIX A" THERETO, AND PROPOSALS SERVED BY SUCH RAILROADS FOR CONCURRENT HANDLING THEREWITH.
1 - Brotherhood of Railway, Airline and Steamship Clerks, Freight
Handlers,, Express and Station Employes
2 - Brotherhood of Maintenance of Way Employes
3 - Transportation-Communication Employees Union
4 - Brotherhood of Railroad Signalmen
5 - Hotel and Restaurant Employes' and Bartenders International
s Union
This authorization is co-extensive with provisions of current schedule
agreements applicable to employees represented by the organizations
listed above.
Note - This authorization is subject to the stipulation contained in
Letter of Understanding. dated August 19, 1960.
Subject to the foregoing, and to indicated footnotes, the classes of
employees covered by this authorization are indicated by "x" inserted
in the numbered columns below:
w
0
N
7! V N
U N V N
C L C
co
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R A I L R 0 A D S
N d Ca
...
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a.
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1 2 3 4 5
Akron & Barberton Belt Railroad Company, The x
Akron, Canton and Youngstown Railroad Company, The x x
x
x
Ann Arbor Railroad Company, The x x
x
x
Baltimore and Ohio Railroad Company, The x-1 x-2 x-3 x
Baltimore and Ohio Chicago Terminal Railroad Co., The x x x x
Staten Island
Rapid Transit Railwa Company, The x x x x
Bangor and Aroostook Railroad Company x x x x
Bessemer and Lake Erie Railroad x x x x
Boston and Maine Corporatioc. x x x x
Brooklyn Eastern District Terminal x
Buffalo Creek Railroad x x x
Bush Terminal Railroad
Company x
- 2 - Exhibi
0
N
N 4r h
U d 4 y
G L G tp d
W E O· VI U T
R A I L R 0 A D S
C i0
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cn O
1 2 3 4 5
Canadian National Railways -
Great Lakes Region, Lines in the United States
State of New York x
State of New York (St. Clair Tunnel) x
State of New York (Black Rock and Buffalo, N. Y.) x
St. Lawrence Region, Lines in the United States x x x x
Canadian Pacific Railway Company x x x x
Central Railroad Company of New Jersey, The x
x
x x
New York and Long Branch Railroad, The x x x x
Central Vermont Railway, Inc. x x x x
Chicago South Shore and South Bend Railroad x x
Chicago Union Station Company x x x
Cincinnati Union Terminal Company, The x x x x
Dayton Union Railway Company, The x x. x x
Delaware and Hudson Railroad Corporation, The x x x x
Detroit and Toledo Shore Line Railroad Company, The x' x x x
Detroit Terminal Railroad Company x x x
Detroit Toledo and Ironton Railroad Company x' x x x
Erie Lackawanna Railroad Company x x x x x
Grand Trunk Western Railroad Company x x x x x
Indianapolis Union Railway Company, The x x x x
Lake Terminal Railroad Company, The x
Lehigh and Hudson River Railway, The x x x x
Lehigh and New England Railwa Company x x x
Lehigh Valley Railroad Company x x x x
Long Island Rail Road, The x x
Maine Central Railroad Company ) x x x x
Portland Terminal Company )
Monongahela Railway Company. The x x x x
Monon Railroad x x x x
Montour Railroad Company x x
Youngstown & Southern Railway Company x
Newburgh and South Shore Railwa Company, The x
NEW YORK CENTRAL SYSTEM:
New York Central Railroad Company, The x x x-4 x x
Indiana Harbor Belt Railroad Company x x x
Chicago River and Indiana Railroad Company x x
Pittsburgh and Lake Erie Railroad Company x x x
Lake Erie and Eastern Railroad Company x x x
Cleveland Union Terminals Company, The x x x x i
New York Dock Railwa x
- 3 -
Exhibit A
1
w
0
N
N N N
U d 4. Ol
C t C N 77
N G. N U T
C N fi O
N d b
.-1 pp.-,
R A I L R 0 A D S
N ·.~
3 .r
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C W
U
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1 2 3 4 5
New York, New Haven and Hartford Railroad Company, The x-5 x-6 x x x
Boston Terminal Corporation, The x x x x
New York, Susquehanna and Western Railroad Company x x x x
Norfolk and Western Railway Company
(Lines of former New York, Chicago and St. Louis x x x x
Railroad Company)
(Lines of former Pittsburgh & West Virginia Railway x x x x
Com an
Pennsylvania Railroad Company, The x x x x x
Baltimore and Eastern Railroad Company x x
Pennsylvania-Reading. Seashore Lines x x x x
Pitt :burg & Shawmut Railroad Company, The x
Pittsbur h Chartiers & Youghiogheny Railwa Company x x
Railroad Perishable Inspection Agency x
Reading Company x- x x x x
Philadelphia, Reading and Pottsville Telegraph Co. x
River Terminal Railway Company, The x
Toledo Terminal Railroad Company, The x x x
Upper Merion & Plymouth Railroad Company x
Washington Terminal Company, The x x x x
Western Maryland Railway Company x x x x
You stown and Northern Railroad Company, The x
NOTES: -
1 - Includes Locust Point Grain Elevator; Camden Warehouses, Inc.; Blue Line
Transfer; Baltimore & Ohio Warehouse Co. and Curtis Bay Railroad.
2 - Includes Strouds Creek & Muddlety Railroad.
3 - Includes Dayton & Union Railroad.
4 - Includes Train Dispatchers on Northern District of New York Central Railroad.
5 - Covers employees on the Union Freight Railroad and The New York Connecting
Railroad.
6 - Covers employees on the Union Freight Railroad.
* - Subject to approval of the Courts.
FOR THE CARRIERS: FOR THE ORGANIZATIONS:
. I,~ - ,
July 19, 1967
EX III BIT
WESTERN RAILROADS
LIST OF WESTERN RAILROADS REPRESENTED BY THE WESTERN CARRIERS' CONFERENCE COMMITTEE,
IN CONNECTION WITH NOTICES DATED ON OR ABOUT MAY 10, 1966, SERVED ON VARIOUS INDIVIDUAL WESTERN RAILROADS BY THE GENERAL CHAIRMEN, OR OTHER RECOGNIZED REPRESENTATIVES,
OF THE ORGANIZATIONS LISTED BELOW, OF DESIRE TO REVISE AND SUPPLEMENT ALL EXISTING
AGREEMENTS IN ACCORDANCE WITH PROPOSALS SET FORTH IN "APPENDIX A" THERETO, AND PROPOSALS SERVED BY SUCH RAILROADS FOR CONCURRENT HANDLING THEREWITH.
1 - Brotherhood of Railway, Airline and Steamship Clerks, Freight
Handlers, Express and Station Employes
2 - Brotherhood of Maintenance of Way Employes
3 - Transportation-Communication Employees Union
4 - Brotherhood of Railroad Signalmen
5 - Hotel and Restaurant Employes' and Bartenders International
- Union
This authorization is co-extensive with provisions of current schedule
agreements applicable to employees represented by the organizations listed
above.
Note - This authorization is subject to the stipulation contained in
Letter of Understanding dated August 19, 1960.
Subject to the foregoing, and to indicated footnotes, the classes of employees covered by this authorization are indicated by "x" inserted in
the numbered columns below:
w
O
N
N V. h
U CI V N
C t C
W G. N
C N E O
R A I L R 0 A D S
w
1 2 3 4 5
Alton and Southern Railroad x x x
Atchison, Topeka and Santa Fe Railway Company, The x x x x x
Bauxite and Northern Railway Company x.
Belt Railway Company of Chicago, The x x x x
Butte, Anaconda & Pacific Railway x x
Camas Prairie Railroad x x x
Chicago & Eastern Illinois Railroad x x x x
Chicago & Illinois Midland Railway Company x x x x
Chicago & Illinois t.'estern Railroad x x
Chicago and North Western Railway Company (Including the
former CStFM&O, M&StL, L&M, MI and Railway Transfer x x x x x-1
Company of the CLt of Mi,..,ea olis
Chicago and Western Indiana Railroad Company x x x x
Chicago, Burlington and Quincy Railroad Company x x x x
Chicago Great Western Railway Company x x x x
Chicago Heights Terminal Transfer Railroad Company x
Chicago, Milwaukee St. Paul and Pacific Railroad Company x x x x x
Exhibit B
1
V
. N
Y W N
U GI V N
C L C r0 v
R ~. N V T
C
m E O
N 01 W .r pp .r
R A I L R 0 A D S
C ,d
v c a s
v a 3 -a eoc
W
.r
U H h O
1 2 3 4 5
Chicago Produce Terminal Company x x
Chicago, Rock Island and Pacific Railroad Company x x x x x
Chicago Short Line Railway Company x
Chicago West Pullman and Southern Railroad Company x x
Colorado and Southern Railway Company, The x x x x
Colorado and Wyoming Railwa Company, The x x
Davenport, Rock Island and North Western Railway Company x x x
Denver and Rio Grande Western Railroad Company, The x x x_ x x
Denver Union Terminal Railway Company, The x x x x
Des Moines Union Railway Company x x
Duluth, Missabe and Iron Range Railway Company x x x
Duluth Union Depot and Transfer Company x x
Duluth, Winnipeg & Pacific Railway Company . x x x
Elgin, Joliet and Eastern Railway Company x x x x
El Paso Union Passenger Depot Company x
Fort Worth and Denver Railway Company x x x x
Galveston, Houston and Henderson Railroad Company x x
x
x
Great Northern Railwa Company x-2 x x-3 x x
Green Bay and Western Railroad Company x x x x
Kewaunee, Green Bay and Western Railroad Company x x x x
Harbor Belt Line Railroad x x
Houston Belt & Terminal Railway Company x x x x
Illinois Central Railroad x-4 x-4 x-4 x x
Illinois Northern Railway x x x
Illinois Terminal Railroad Company x x x
Joint Texas Division of CRI&P - FtW&D x x x x
Kansas City Southern Railway Company, The x x x x x
Louisiana and Arkansas Railway Company x x x x
Arkansas Western Railway Company, The x
Joplin Union Depot Company x x
Kansas City. Shreveport and Gulf Terminal Co.. The x
Kansas City Terminal Railway Company x x x x
King Street Passenger Station x x x
Lake Superior & Ishpeming Railroad Company _ x-5 x
Lake Superior Terminal and Transfer Railway Company, The x x
Los Angeles Junction Railway Company x x
Los Angeles Union Passenger Terminal x
Minneapolis, Northfield and Southern Railway x x
Minnesota and Manitoba Railroad Company, The x x
Minnesota Transfer Railway Company, The x x x
Missouri-Kansas-Texas Railroad Company x x x x
Beaver. Meade and En lewood Railroad Company, The x
Missouri Pacific Railroad Company x-6 x-6 x x x
Missouri-Illinois Railroad x x x
Norfolk and Western Railway Company (Lines formerly
operated by the Wabash Railroad Company) x x x x x
Northera Pacific Railwa Company x. x_,
- x x
I_X__
.
I
R A I L R 0 A D S
Lxhibit B
0
N
d N N
~G
y N
U
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m E
o
m w r eo
J ~, pp N C p,
y .,G~
Z
m e m
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A
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1 2 3 4 5
Northwestern Pacific Railroad Company x x x
Ogden Union Railway and Depot Company, The x x x
Oklahoma City Stock Yards Agency x
Oregon, California & Eastern Railway Company x
Pacific Car Demurrage Bureau x
Pacific Coast Railroad Company x x
Pacific Fruit Express Company x
Paducah and Illinois Railroad Company x x
Peoria and Pekin Union Railway Company x x x x
Port Terminal Railroad Association
x'
x
Portland Terminal Railroad Company x x x
Pueblo Joint Interchange Bureau The x
x x x
x x x x x
x x x x
X
x R
x x x
x
x
x x x x i I
x
x x x x
x x x x
x
x x x
X X
x x x
x
x x x x
x
x-7 x-7 x-7 x x
x x
x x
x x x
x
x x
x x x
x
x x- x
x x x x
x x x x
x x x x
St. Joseph Terminal Railroad Company
St. Louis-San Francisco Railway Company
St. Louis Southwestern Railway Company
Saint Paul Union Depot Company, The '
San Diego 6 Arizona Eastern Railway Company
Sioux City Terminal Railway Company
Soo Line Railroad Company
Southern Illinois and Missouri Bridge Company
Southern Pacific Company
Pacific Lines
Texas and Louisiana Lines
South Omaha Terminal Railway Company
Spokane International Railroad Company
Spokane, Portland and Seattle Railway Company (System
Lines)
Stock Yards District Agency
Terminal Railroad Association of St. Louis
Texarkana Union Station Trust
Texas and Pacific Railway, The
Abilene and Southern Railway
Fort Worth Belt Railway
Kansas, Oklahoma & Gulf Railway,
Texas-New Mexico Railway
Weatherford, Mineral We11s and Northwestern Railwe
Texas Mexican Railway Company, The
Texas Pacific-Missouri Paci is Terminal Railroad of
New Orleans
Toledo, Peoria & Western Railroad Company
Union Pacific Railroad Company
Union Terminal Company (Dallas), The
. Exhibit 8
y
4
O
N
y V. N
C L C N y
U 4j
R A I L R O-- A D S
c
A
e " o
N y N r OO.r
~C T 00 .C C L1.
4. C .0 y C
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d 4 3 .-n NO C tt
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1 2 3 4 5
Walla Walla Valley Railway x x
Western Pacific Railroad Company, The x x x x x
Western Weighing and Inspection Bureau x
Wichita Terminal Association, The x x
Wichita Union Terminal Railwa Company. The x x x
NOTES: -
1 - Authorization does not cover any employees on that part of the carrier comprising the former M&StL, former MI, or former Railway Transfer Company of
the City of Minneapolis.
2 - Authorization covers Ore Handlers at Allouez Ore Docks.
3 - Authorization does not include exempt agents under Schedule Rule 30(c).
4 - Includes employees of former Mississippi Central Railroad.
5 - Authorization also applicable to the separate Section 6 notice served by the
organization dated May 10, 1955 for employees covered by Ore Dock Agreement.
6 - Includes. employees of the former Union Railway (Memphis).
7 - Includes employees of the former Midland Valley Railroad.
FOR THE CARRIERS: FOR THE ORGANIZATIONS:
~'~`t-
,C'L
cue,
r
July 19,. 1967
EXHIBIT C
SOUTHEASTERN RAILROADS
LIST OF SOUTHEASTERN RAILROADS REPRESENTED BY THE SOUTHEASTERN CARRIERS' CONFERENI
COMMITTEE, IN CONNECTION WITH NOTICES DATED ON OR ABOUT MAY 10, 1966, SERVED ON Vh
IOUS INDIVIDUAL SOUTHEASTERN RAILROADS BY THE GENERAL CHAIRMEN, OR OTHER RECOGNIZED
REPRESENTATIVES, OF THE ORGANIZATIONS LISTED BELOW, OF DESIRE TO REVISE AND SUPPLEMENT ALL EXISTING AGREEMENTS IN ACCORDANCE WITH PROPOSALS SET FORTH IN "APPENDIX A"
THERETO, AND PROPOSALS SERVED BY SUCH RAILROADS FOR CONCURRENT HANDLING THEREWITH.
1 - Brotherhood of Railway, Airline and Steamship Clerks, Freight
Handlers, Express and Station Employes
2 - Brotherhood of Maintenance of Way Employes
"" 3 - Transportation-Communication Employees Union
4 - Brotherhood of Railroad Signalmen
5 - Hotel and Restaurant Employes' and Bartenders International
Union
This authorization,
as
to the respective classes of employees, is co-extenaive with provisions of current schedule agreements applicable to employees
represented by the organizations listed above.
Note - This authorization is subject to the stipulation contained in Letter
of Understanding dated August 19, 1960.
Subject to the foregoing, the classes of employees covered by this authorization are indicated by "x" in the appropriate columns below:
w
O
y 4 v.
V W H N
C C ~7 al
R A I L R 0 A D S
c m
6
" o
N d V, r-1 OO.0
d ..V
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bo
C W
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U
A N h G
1 2 3 4 5
Atlanta and West Point Rail Road Company - Western
Railway of Alabama x x x x
Atlanta Joint Terminals x x x
Augusta Union Station Company x
Central of Georgia Railway Company x x x x
Chesapeake and Ohio Railwa Company x x x x x
Clinchfield Railroad Company x x x x
Georgia Railroad x x x x
Gulf, Mobile and Ohio Railroad Company x_ x- x x x
Jacksonville Terminal Company x x x x
Kentucky and Indiana Terminal Railroad Company x x x x
Louisville and Nashville Railroad Company x x x x x
New Orleans Public Belt Railroad x x x
Norfolk and Portsmouth Belt Line Railroad Company x x
Norfolk and llesteia Railway Company (Atlantic and
Pocahontas Regions) x x x x x
Norfolk Southern Railwa Company x x x
Richmond, Fredericksburg and Potomac Railroad Company x x x x
Richmond Terminal Railway Company x x x x
Seaboard Coast Line Railroad Company (former Atlantic
Coast Line Railroad Company and former Seaboard Air x x x x x
Line Railroad Company)
_ 2 _
Exhibit C
W
N
N I-I N
U N 4 y
G L C N N
r CL N U >.
G al E O
R A I L R 0 A D S
w c
o~u
G
v ·a 3 ~ eo c w
U H ~i O
1 2 3 4 S
Southern Railway Company x x x x
Alabama Great Southern Railroad Company x x x x
Cincinnati, New Orleans and Texas Pacific Railway Co. x x x x
Georgia Southern and Florida Railway Company x x x x
Harriman and Northeastern Railroad Company x x
New Orleans and Northeastern Railroad Company x x x x
New Orleans Terminal Company x x x
St. Johns River Terminal Company x x
Tennessee Central Railway Company x x x
Terminal Railway Alabama State Docks x
X
FOR FOR THE CARRIERS:FOR THE ORGANIZATIONS:
L
July 19, 1967