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Re: ATSF location Switch crew outside of yard limits? Union say caching!
Author: Dr Zarkoff
Date: 06-11-2020 - 12:01
> There's the difference for, going beyond the original 1927 (???) limits, so-called "west of Glendale" adjustment, to certain switching jobs that went beyond those earlier limits. Then, there was the 100 miles, for going out of the yard, into road territory.
The only difference in "going outside the yard limits" operationally is with the main track authority to do so, i.e. something besides Rule 93. That 1927 limits thing you mention was part of the SP Pacific Lines BLE System Agreement (only), and on the Western Div. it paid the E only $4/day in the 1970s. The Sacramento Division had a slightly different arrangement in the Rsv yard. If a yard engine went beyond the 1933 yard limit board (to the west), it paid a whole extra day (100 miles at yard rates) each time the E passed it. Thus, #1 on the Sac Div was on the PFE job, because switching the reefers into and out of the PFE yard lead frequently required passing the board several times a day. ISTR this went away in the 1980s because #1 suddenly went out on main line passenger (5 & 6) and was completely clueless.
The question asked about the OP's post concerned a Santa Fe crew going "outside the yard limits", and to answer this, you would need copies of the Santa Fe System Agreement, its pacific lines agreement, and the local agreement for the territory involved, none of which is available, unless someone has them safely tucked away in their basement.
The SP expanded the Pacific Lines switching limits again (with the blessing of the Unions) in the mid to late 1970s, and this expansion merited only $4/per day when you went outside the 1927 limits.
Now it should be noted that the above applied to the E only. I'm not familiar with the switchmen and trainmen situation, although Luna and Hardin made a mess of things.
At some point in the 1980/1990s yard crews gained the ability to go a certain distance outside the later switching limits to dog catch trains, although some would say "loss" because the 100 mile claim business no longer applied.
On the other hand, before all these changes it was always possible for the Company to order yard crews to go outside the switching limits for any purpose. It's just that it had to be prepared to pay the claims involved: a day's pay for the entire yard crew, and a 100 mile day each for the E and C who were first out on the extra board, and a 100 mile day each to the two trainmen first and second out on the trainmen's extra board. So except in rare cases, the Company never did this.
The only difference in "going outside the yard limits" operationally is with the main track authority to do so, i.e. something besides Rule 93. That 1927 limits thing you mention was part of the SP Pacific Lines BLE System Agreement (only), and on the Western Div. it paid the E only $4/day in the 1970s. The Sacramento Division had a slightly different arrangement in the Rsv yard. If a yard engine went beyond the 1933 yard limit board (to the west), it paid a whole extra day (100 miles at yard rates) each time the E passed it. Thus, #1 on the Sac Div was on the PFE job, because switching the reefers into and out of the PFE yard lead frequently required passing the board several times a day. ISTR this went away in the 1980s because #1 suddenly went out on main line passenger (5 & 6) and was completely clueless.
The question asked about the OP's post concerned a Santa Fe crew going "outside the yard limits", and to answer this, you would need copies of the Santa Fe System Agreement, its pacific lines agreement, and the local agreement for the territory involved, none of which is available, unless someone has them safely tucked away in their basement.
The SP expanded the Pacific Lines switching limits again (with the blessing of the Unions) in the mid to late 1970s, and this expansion merited only $4/per day when you went outside the 1927 limits.
Now it should be noted that the above applied to the E only. I'm not familiar with the switchmen and trainmen situation, although Luna and Hardin made a mess of things.
At some point in the 1980/1990s yard crews gained the ability to go a certain distance outside the later switching limits to dog catch trains, although some would say "loss" because the 100 mile claim business no longer applied.
On the other hand, before all these changes it was always possible for the Company to order yard crews to go outside the switching limits for any purpose. It's just that it had to be prepared to pay the claims involved: a day's pay for the entire yard crew, and a 100 mile day each for the E and C who were first out on the extra board, and a 100 mile day each to the two trainmen first and second out on the trainmen's extra board. So except in rare cases, the Company never did this.
