trade crews at midpoint?

Do you guys get "rubber roomed"? It seems that local management here figures that if they are paying us a basic day of 10 hours then we should at least be on the clock for 9'15". We have to stay on the property. And the incentive to run for the quit is...where?

BlackDog wrote:Do you guys get "rubber roomed"? It seems that local management here figures that if they are paying us a basic day of 10 hours then we should at least be on the clock for 9'15". We have to stay on the property. And the incentive to run for the quit is...where?

\

Yes. The loathsome weasels must have this in place system wide!
Quits? I would have to place those in the same category as 40' box-cars, journal pads and firemen, gone forever!

Hey, WE got Journal Pads, over here. Still in service, on older work train stuff, it's just forbidden for interchange.(bunch of work gons, Difco dump cars, and older PS-1 boxes) Line of road haulage is fine, if it makes safety inspection. Now, to do something about those firemen.............

Now, about those roofwalks, and footboards..................

GOLDEN-ARM wrote:Hey, WE got Journal Pads, over here. Still in service, on older work train stuff, it's just forbidden for interchange.(bunch of work gons, Difco dump cars, and older PS-1 boxes) Line of road haulage is fine, if it makes safety inspection. Now, to do something about those firemen.............

Now, about those roofwalks, and footboards..................

You no doubt even have some link & pin equipment in your neck of the woods.

can't see between the cars, from the thick, acrid wood smoke, on these tea-kettles..............

I worked the River Line in the swapping and deadheading days. We would
go to work in New Jersey (North Bergen, Meadows, Oak Island etc) and
start north. Might not be the first southbound that we met but they would
swap us with a southbound somewhere on the road if possible. Our jobs
were one way jobs so we got the mileage going north and on the return
trip, we got the miles run with a minimum of a day's pay. If we were not
able to swap and went through to Selkirk we would be deadheaded home
on the next available passenger train or Greyhound Bus.
In the spring of 1982, I went to work one day at the Meadows to go north
and the conductor told us that they were holding crews that went through
at both ends of the railroad although if they could swap you, they would.
No more deadheading. That particular day it took us 9 and one half hours
to get from Oak Island to West Haverstraw and there was a southbound
on the main waiting for us when we got there. When we got back to our
tie up point, I marked off and bid back to passenger work and only worked the River Line a couple of times ever again after that and only one
way at that.
There railroad did not gain anything when the deadheading was stopped
as the unions said no more deadheading, no more swapping trains either
and they had to go back to relief crews, hotel rooms and the through
trains did not get over the road as well either. After that occurred, the
railroad found themselves short of engineers quite frequently as a fair
number of engineers and trainpeople too with seniority left for greener
pastures either on a different division in Selkirk or across the river in New
Jersey/New York City area. The reason that the unions stopped the
swapping was to prevent the supervision from playing favorites with the
crews under the swapping but no deadheading provisions.
Noel Weaver