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1970 Implementing Agreement No. 1
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IMPLEMENTING AGREEMENT NO. 1 |
| Pursuant to Sections 1 and 8 of the parties’ Agreement for Protection of Employees dated June 29, 1965, IT IS MUTUALLY AGREED: ARTICLE 1. CONSOLIDATION OF SENIORITY DISTRICTS On the final effective date of the Interstate Commerce Commission Order in Finance Dockets Nos. 21478, 21479 and 21480, all pre-existing seniority districts specified in existing collective agreements between the parties signatory hereto and pre-existing seniority rosters made pursuant to such agreements will be cancelled and abolished and new seniority districts and new seniority rosters will be established, as follows: 1. Five new seniority districts shall be established as shown in Attachment A hereto and be designated as follows: ¹ Corporate name changed from “Great Northern Pacific & Burlington Lines, Inc.” to “Burlington Northern Inc.” March 2, 1970.
2. Certain areas of the new seniority districts established by this Article shall be identified as “Zones” of such new seniority districts, as shown in Attachment B hereto and as prescribed by Article VI of this Agreement. 3. New seniority rosters for the new seniority districts shall be prepared on a basis of the relationship of total engine hours and car miles in the consolidated districts to the total engine hours and car miles or on the basis of hiring dates of each former seniority district thereby producing a seniority rearrangement equitable to the employees involved. Such new seniority rosters shall become a part of this Implementing Agreement No. 1 and be attached hereto and identified as Attachment C. 4. In the application of item 3 of this Article, Chicago, Burlington & Quincy Railroad employees holding seniority or rights to promotion as engineers on the LaCrosse Division as of the final effective date of the Interstate Commerce Commission’s Order, will be allocated jobs in the consolidated Twin Cities terminal on an equitable basis as provided in Article II of this Agreement. New employees hired subsequent to the final effective date of the Commission’s Order on the LaCrosse Division will not acquire any seniority in the Lake Superior District. 5. Chicago, Burlington & Quincy employees holding seniority or rights to promotion to engineers as of the final effective date of the Commission’s Order on the Omaha Division will be allocated jobs in the present Great Northern Railway yard at Sioux City, Iowa, on an equitable basis as provided in Article III of this Agreement. New employees hired subsequent to the final effective date of the Commission’s Order on the Omaha Division will not acquire any seniority in the Lake Superior District. 6. The new seniority rosters established by this Article shall be amended from time to time to add the names of newly promoted employees who hereafter acquire seniority as locomotive engineer with a Carrier party hereto and to remove the names of locomotive engineers who leave the service of a Carrier party hereto; but, not later than January 1 and July 1 of each year. *7• It is recognized that in certain locations it is necessary in the operation of the merged company that engineers of more than one seniority district operate over the same trackage. It is agreed that at such locations the trackage will be joint and that there will be no “equalization of mileage” between engineers of the respective seniority districts, and that the following will govern at the locations so involved.
ARTICLE II. CONSOLIDATION OF TERMINAL SERVICES AND ATTRITION OF PRIOR SENIORITY EQUITIES. 1. Present terminals and switching limits of the Great Northern, Northern Pacific and Chicago, Burlington and Quincy at Northtown—Minneapolis—St. Paul—Dayton’s Bluff shall be consolidated per Attachment D thirty (30) days after notice is given the Brotherhood of Locomotive Engineers by the Burlington Northern Inc.
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ARTICLE III. CONSOLIDATION OF TERMINAL SERVICES—ATTRITION OF PRIOR SENIORITY EQUITIES 1. Present terminals and switching limits of the Great Northern and the Chicago Burlington & Quincy at Ferry, Nebraska—Sioux City, Iowa, shall be consolidated per Attachment “D” thirty (30) days after notice is given the Brotherhood of Locomotive Engineers by the Burlington Northern Inc. 2. Allocation: (a) All yard assignments will be allocated on the basis of the total yard engine hours worked and cars handled in Ferry—Sioux City Yards of the former roads during the period June, 1963 to May, 1965 as being representative and producing a ratio of: (b) The allocation of assignments on the above percentage basis will be accomplished by giving preference to the assignment of engineers in the number order specified on the following Ferry—Sioux City Terminal Order Selection List: Ferry—Sioux City Terminal Order Selection List |
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| Priority Order No. & RR. Roster 1. LS 2. LS 3. Q 4. LS 5. LS 6. Q 7. LS 8. LS 9. LS 10. Q 11.LS |
Priority Order No. & RR. Roster 12.LS 13.LS 14. Q 15.LS 16.LS 17. Q 18.LS 19.LS 20.LS 21. Q 22.LS |
(To be continued in the same percentage ratio to cover all yard engine assignments). 3. Initial Assignment of All Yard Engines (a) Fifteen (15) days prior to the date of unification and coordination, all yard assignments in the Sioux City—Ferry Terminal will be advertised to Lake Superior District and Omaha Division engineers. (b) Placing of bids for the assigning of Order Selection Numbers and positions in Sioux City—Ferry Terminal for the initial assignments subsequent to the effective date of this agreement will be governed by the provisions of the respective schedule agreements and the order of selection provided herein. Engineers will, in submitting bids, specify the order of preference to all positions desired in Sioux City—Ferry Terminal as by applying order of selection numbers, first preferences may not be available to their seniority district. 4. New Assignments And/Or Permanent Vacancies (a) Permanent vacancies and/or new engine assignments added in the Terminal will, for the first assignment period, be advertised for seven (7) days to engineers on the district roster standing for the permanent vacancy or the Order Number to be added to the Terminal Order Selection List and the assignment will be made to the roster engineer bidding for same for the first assignment period. (b) During the advertising period, the new assignment and/or permanent vacancy will be filled in the manner prescribed by the schedule rules in effect on the former district to which advertised. (c) An extra yard engine (same shift and location for going on and off duty), after working five (5) consecutive days will be considered a new assignment and advertised accordingly. 5. Extra Yard Service—Temporary Vacancies (a) Temporary vacancies in the terminal will be filled from the Lake Superior engineers’ extra board, except all vacancies on Omaha Division engineers’ yard assignments, which will first be offered to available protected employees on the Omaha Division engineers’ extra board at Ferry—Sioux City. (b) Vacancies made available to Omaha Division engineers and not protected by them will be filled from the Lake Superior District engineers’ extra list and yard engine shifts so worked will not be listed for recovery. (c) All other extra yard work confined exclusively to work within the switching limits for yard crews will be filled by Lake Superior District extra engineers. Record of the extra engine shifts worked will be kept for purposes of recovery by Omaha Division engineers pursuant to Section 6. 6. Equity Recovery Assignment (a) The carrier will keep a record of: (1) Extra engine shifts worked as described in Section 5 (c). (2) Regularly assigned yard engine shifts worked when the number of regularly assigned engines does not provide an assignment ratio of 71.39 to 28.61, This record will include only the shifts worked by the regularly assigned engines which are in excess of the 71.39 to 28.61 ratio. Copies of these records will be furnished the engineers’ local chairman concerned. No record will be kept of any engine shifts worked during any period of time Omaha Division engineers are not filling their allocated quota of Order of Selection Numbers or are not protecting a recovery assignment during their recovery period as provided for in Paragraph (b) of this Section. If at a later date Omaha Division engineers should resume protecting their quota of Order of Selection Numbers and recovery assignments the keeping of records will be resumed. (b) For purpose of recovery, Omaha Division engineers will be given credit for: (1) Shifts Lake Superior District extra engineers are used to fill vacancies on assignments held by or allocated to Omaha Division engineers, except as provided for in Section 5 (b). (2) Their percentage of extra engine shifts worked. (3) Their percentage of regularly assigned yard engine shifts worked by those regularly assigned engines which exceed an even 71.39 to 28.61 ratio. If on January 1 or July 1 of each year Omaha Division engineers are entitled to recover 30 shifts or more, a regular assignment will be made available to them by prebulletining same on or before January 15 or July 15 which they will hold until the recovery shifts which have accrued to them during the preceding six (6) months’ period have been worked off. Recovery shifts not protected when available to Omaha engineers will be forfeited. In event less than 30 shifts are available for recovery at the beginning of the recovery check period (January 1 or July 1) it will be carried over to the beginning of the next recovery check period. (c) In applying Paragraph (a) hereof, recovery shifts worked are to be excluded from the record of shifts worked by that seniority district during the period adjustment is being made. (d) A third shift assignment (second shift if there is no third shift assignment) will be designated “recovery” engine by the company and will be used for making such recoveries as are necessary. In event an Omaha Division recovery engine is laid in for one or more days, the Omaha Division “recovery” engineer will be allowed eight (8) hours at the yard rate for each date laid in. it is understood that such payments will be applied against monthly guarantee that might be payable under the June 29, 1965 agreement, or holiday pay. Days thus paid for will be treated as recovered shifts. (e) In event the record of yard engine shifts worked should show Lake Superior District engineers entitled to recover 30 shifts or more at the beginning of a recovery check period (January 1 or July 1), Lake Superior District engineers will be given a third shift engine (second shift if there is no third shift engine) occupied by an Omaha Division engineer on which to work off the percentage which has accrued to them. If no third (or second) shift engine is held by an Omaha Division engineer, then the assignment held by the Omaha Division engineer with the highest (numerically) Order of Selection Number in the Terminal will be given to the Lake Superior District engineers as their recovery assignment until they have worked off their accumulated shifts. 7. Reduction In Number of Assignments (a) When there is a reduction in the number of yard assignments in the Terminal, the engineers holding the assignments which are abolished will be governed by the displacement provisions of their respective schedule agreements; in addition, they are privileged to displace any engineer with a Selection Number larger, numerically, than theirs who is holding a yard assignment in the Terminal. (b) Subsequent displacements in the Terminal resulting from the abolishment of such assignments will be handled in the same manner as above, which procedure, in due course, will result in dropping the proper seniority district Selection Number from the bottom of the Sioux City—Ferry Terminal Order of Selection List. 8. Displacements — 30 Days (a) An engineer wishing to change his assignment shall file a written, signed request with the designated carrier officer showing the identity of the Terminal assignment he wishes to take. (b) Such request shall be deemed valid and will be made effective if: (1) The request is received in the designated office not later than 9:00 A.M. on the 25th day of the month; and (2) The engineer requesting a change is senior in the Order of Selection List to the engineer holding the yard assignment specified in the request. NOTE: Only an engineer holding a position in the Sioux City—Ferry Terminal Order of Selection List shall have the privilege of changing his assignment, in accordance with the provisions of this rule, on the first day of any calendar month. Engineers, prior to starting their vacation period will submit a list stating the order of their preference of all positions in the Terminal. This list shall govern in the event he is displaced under the provisions of this rule while on vacation. (c) Not later than 2:00 P.M. on the 29th day of each month in which requests are made, the designated carrier officer shall post on the appropriate bulletin boards a bulletin showing:
(d) All engineers affected by changes in assignments pursuant to the foregoing will locate promptly on other assignments. Engineers who have not placed themselves by 9:00 A.M. of the last day of the calendar month will then be arbitrarily assigned in accordance with priority selection order numbers on jobs which have been left vacant by the operation of the foregoing provisions of this section, in order of starting times, so that all engineers will be placed on the first day of the month; however, a regularly assigned engineer who has been absent continuously from the 25th until 9:00 A.M. on the last day of the month and whose assignment has been taken by another engineer under the provisions of this Section 8 shall, upon his return to service, be permitted to assert displacement rights on any yard assignment in the Terminal held by an engineer his junior in the Order of Selection List. (e) Engineers assigned to “Recovery Engines” are not subject to displacement under this Rule. (f) It is understood that the rearrangements of seniority selections in the Terminal resulting from the application of this Section 8 apply only to displacements in the Terminal as between Priority Selection Order Numbers and do not broaden the displacement rights or privileges of Lake Superior District engineers or Omaha Division engineers for displacement on assignments other than yard assignments in the Sioux City—Ferry Terminal. (g) Arrangements may be made for the establishment of a permanent bid system for engineers on the Lake Superior and Omaha Divisions. 9. Transportation Transportation will be furnished engineers required to go off duty an unreasonable distance from their on-duty point. This supersedes any pre-existing agreement provisions in connection therewith. 10. Miscellaneous Schedule rule provisions which are in conflict with the provisions of this agreement are hereby modified. Special rules or arbitraries confined to the former terminal which do not conflict will be maintained until one agreement is reached for the Burlington Northern Inc. pursuant to Section 7 of the June 29, 1965 agreement. 11. Attrition: (a) When assignments allocated to the Omaha Division roster men under this agreement are not filled by protected engine service employees who held seniority in engine service on the Omaha Division on the date the Sioux City—Ferry Terminal Consolidations are made effective, pursuant to schedule rules applicable to them, such assignments will fall to Lake Superior District engineers and Omaha Division engineers will have no claim to recover engine shifts worked on such assignments. (b) No Omaha Division employees other than protected employees will have rights to service as engineer, either regular or extra, on yard engine assignments in Sioux City—Ferry Consolidated Terminal of the Burlington Northern Inc. 12. Schedule Rules Applicable: Except as modified her&n the schedule rules of the former seniority districts will govern. ARTICLE IV. CONSOLIDATION OF TERMINALS OTHER THAN The switching limits listed as “Proposed” on Attachment D shows (1) consolidation or extension of switching limits and/or (2) consolidation of terminals at points common to two or more of the merging railroads and shall become effective by the serving of thirty (30) days’ notice by the Burlington Northern Inc. on the Brotherhood of Locomotive Engineers. Separate notice may be served for each common point and specify to what extent the consolidation and/or extension will be made, it being understood this may occur in several successive steps at a single point. When the agreed-to switching limits shown in Attachment D become effective for the new company, the existing switching limits at each such point shall be superseded. 1. Terminals and/or switching limits of the Northern Pacific, Great Northern and SP&S at Portland, Oregon—Vancouver, Washington. 2. Northern Pacific switching limits at Pasco, Washington. 3. Terminals and/or switching limits of the Great Northern and Northern Pacific at the following locations: 4. Switching limits presently in effect on the Great Northern Railway shall be extended to include local switching presently performed by Northern Pacific road crews at the following locations:
5. Switching limits in effect on the Northern Pacific Railway at Bemidji, Minnesota, shall be extended to include local switching service performed by Great Northern Railway road crews at that location. 6. When road crews operate from or to any consolidated terminal or switching limits (including LaCrosse Division road crews operating through Dayton’s Bluff Yard into one of the other yards of the consolidated terminal in the Twin Cities and Omaha Division road crews operating through Ferry, Nebraska) such crews may set out inbound and/or pick up outbound at any yard or point within such consolidated terminal and within such consolidated switching limits. 7. It is recognized that employees in road service may be required
to originate or terminate trains at any point within terminals and switching limits which are consolidated and/or extended pursuant to 8. It is recognized that employees in road and yard service may be required to go on and off duty at any designated point within
terminals and switching limits which are consolidated and/or extended 9. Unassigned as well as assigned service may be operated between Seattle and Portland or intermediate points including branch lines through Auburn and Tacoma without application of automatic release rules; and unassigned as well as assigned service may be operated to or from Seattle or Tacoma through Auburn to or from points east of Auburn without application of automatic release rules. 10. Engineers from the consolidated seniority rosters will be assigned to service in the terminals consolidated and/or extended pursuant to the provisions of this Implementing Agreement. 11. If as a result of consolidation of terminal facilities or construction of new yard facilities, the road mileage is shorter than prior to the merger, protected employees as described in the June 29, 1965, agreement will continue to be paid the pre-existing mileage. All other employees will be paid on the basis of the mileage actually run. 12. The parties shall reach agreement covering the general implementation of guidelines governing points where final terminal delay payments shall begin at the time notice is served to consolidate terminals at common points. 13. In those cases where there is an extension of switching limits, in the event the Carrier desires to use yard crews to serve new industries located outside of such switching limits under the provisions of Article 6 of the National Agreement of May 23, 1952, the 4 miles shall be measured from the agreed-to switching limits in effect as of the date of that agreement. ARTICLE V. PASSENGER TRAIN SERVICE Notwithstanding the establishment of new seniority districts and rosters as provided in Article I of this Agreement, all regularly assigned passenger train service in existence on the final effective date of the Interstate Commerce Commission Order in Finance Dockets Nos. 21478, 21479 and 21480 shall continue to be assigned on the basis of seniority existing prior to such final effective date as long as such regularly assigned passenger train service continues to be operated and as long as there are qualified employees with pre-existing seniority who exercise such seniority for this service. |
ARTICLE VI. ZONES 1. It is recognized that there are no restrictions on the fights of the Burlington Northern Inc. in respect to the routing of trains and traffic, and the designation of Zones in Attachment B hereto is not intended to affect these rights. 2. It is recognized that the establishment of Zones is not a requirement that crew assignments in either assigned or unassigned service are to be confined to single Zones. For example, crews may operate between Dilworth, Minnesota, and New Rockford, North Dakota, and between Troy, Montana, and Spokane, Washington. When such crew assignments are established over more than one Zone, such service will be bulletined in the new seniority district involved and assignment made on the basis of seniority established pursuant to Article I, Section 3 of this Agreement—except as provided in the parties’ Agreement of February 19, 1970. 3. The Zones hereby established are for the following purposes: (a) Preservation of all pre-existing terminals for unassigned freight service except those terminals subject to change pursuant to Article IV of this Agreement, or by means of the procedures or application of Sections 8 and 10 of the Agreement of June 29, 1965. (b) An employee exercising seniority within the consolidated seniority district will work under rules governing working conditions of the Zone to which he is assigned. (c) An employee lacking sufficient seniority to work as engineer in his selected Zone will not be required to exercise seniority in any other Zone unless not doing so would require the use of other than a protected employee in the other Zone; in which case the most junior engineer in the consolidated seniority district so situated will be required to report to the Zone where needed. *(d) A permanent transfer is one where: (1) The engineer actually moves his family (if he has one) and his household goods and secures a new place of residence in the zone to which transferred. (2) The engineer does not seek to leave the new place of residence by later bidding in a job requiring another change in residence. *NOTE: Origin 10/1/70 letter agreement. *(e) Where there is a shortage of engineers and the Carrier plans to invoke the provisions of Section 3 (c) of this Article it may, prior to such invocation, offer by notice to engineers at any point on the consolidated seniority district, where there is a surplus, an opportunity to make a permanent transfer and receive Section 6 benefits, provided that only engineers who have at least fifteen (15) years of potential service before reaching retirement age as provided in the Engineers’ Schedule Agreement may apply for such transfer.
*(f) Where an engineer is required by the Carrier to move under circumstances where he would be entitled to Section 6 benefits, he will not receive such benefits until he complies with item (d) (1) above. (1) If such engineer qualifies and receives Section 6 benefits, then voluntarily moves away from the zone to which he previously transferred, but subsequently is required by the Carrier to move back to the SAME zone, he will not be entitled to Section 6 benefits a second time. *NOTE: Origin 10/1/70 letter agreement. 4. In the application of Section 3 (b) of the June 29, 1965 Agreement it is recognized that “. . . failure to exercise seniority to available service producing greater compensation in the same class and in the same terminal or district where employed . . .“ is applicable to the employee’s selected zone except if classes of service performed by the protected employee during his test period producing greater compensation are available to him out of the same terminal where he worked during the test period, on basis of his seniority, then such loss of earnings shall be applied against the guarantee. However, the earnings of junior engineers occupying such higher paid jobs shall be accounted against the senior engineers on a one for one basis. Employees assigned to mileage regulated service such as pool freight and extra boards shall be considered as having exercised their seniority to its highest earnings capacity in such service when occupying a turn in such service. 5. A protected engineer assigned to service in a Zone which is outside the confines of his former seniority district will not be required to qualify on his own time. *QUESTIONS AND ANSWERS Question 57: When a permanent vacancy occurs including an increase in the engineers’ extra board, which is not claimed in accordance with agreement rules, how will it be filled? Answer: By the schedule agreement governing that zone or home zone. Question 58: If there are no demoted engineers working in that zone, how will the vacancy be filled? Answer: Except as otherwise provided below in respect to the Spokane East Zone and the Spokane West—Wenatchee Zone, by the junior engineer in the consolidated seniority district, pursuant to Article VI, Section 3 (c), of Implementing Agreement No. I —unless the Carrier secures a volunteer to fill the vacancy by invoking the “offer” provisions of Section 3 (e) thereof. Question 58A: When it becomes necessary to supply additional engineers in either the Spokane East Zone or the Spokane West—Wenatchee Zone because the supply of engineers in either of those two zones is exhausted, how will it be accomplished? *NOTE: Origin—6/l9/70 Questions and Answers Agreement (as modified and supplemented by letter agreement of 10/1/70) Answer: The source of then supplying additional engineers in the particular Spokane Zone where the shortage exists will be: First—the demoted engineers in the other adjacent Spokane Zone who are working jobs headquartered at Spokane and whose residence is in the Spokane area, and second—as provided in Section 3 (c) or (e) of Article VI of Implementing Agreement No. 1. Question 59: If such engineers (Questions and Answers 58 and 58A) are senior to engineers working in the zone to which they are required to transfer, will they be permitted to displace any junior engineer in such zone? Answer: Yes, if they do so immediately upon their reporting to that zone. Question 60: May an engineer working as such, give up his job and place himself in another zone, where he would not be able to work as an engineer because of seniority standing among engineers in that zone? Answer: No, except as may be permitted by schedule rules governing home zone territories of pre-existing seniority districts. Question 61: Will an engineer unable to hold a job as engineer in his selected zone be required to exercise seniority over a junior engineer in another zone? Answer: No, except as provided by Article VI, Section 3 (c), of Implementing Agreement No. 1. Question 62: When an engineer is reduced from working list as engineer and cannot hold a job as engineer, may he voluntarily exercise seniority over a junior engineer in another zone? Answer: Yes. Question 63: If an engineer is working in his selected zone as fireman while there are junior engineers working in another zone may he place himself in the other zone and if so what would be his status? Answer: Yes, engineer, by displacement of a junior engineer working as such in the other zone. *Question 65: Is lap mileage where engineers from one new seniority district have running rights or joint rights over another to be accounted for and run off? Answer: No. ARTICLE VII. SCHEDULE AGREEMENTS Until such time as an agreement is reached for the Burlington Northern Inc. in accordance with Section 7 of the Agreement of June 29, 1965, employees will work under the provisions of the agreement of their former employing Carrier except as may be revised by the implementing agreement which makes the consolidation effective. In road service, the agreement applicable to the Zone in which working shall govern. In service which operates over road territory of two or more of the former employing Carriers, the Agreement applicable on the former employing Carrier having the greater mileage represented in such run shall apply. **As an interim arrangement, at consolidated common yards—the agreement formerly applicable at the on-duty joint will govern until a common collective agreement is reached. For example, a yard crew scheduled to go on duty at Northtown would be subject to the rules of the former NP Engineers’ Agreement. In like manner a yard crew scheduled to go on duty at Union Yard or Daytons Bluff would be subject to rules of the former GN or CB&Q Engineers’ Agreement, respectively. In both examples, such former agreement rules are subject to modification provided in Implementing Agreement No. 1 and this agreement. **In the event the New Company decides to operate pool or irregular service between Great Falls and Butte via Garrison, in which the former NP territory constitutes the greater mileage and therefore former NP schedule rules will govern, it is agreed that the automatic release rules shall not apply at Helena for these crews. Question 64: What rules shall govern the regulation and use from a common engineers’ extra board at a common point? Answer: Until a consolidated schedule is agreed to, the rules of the former railroad having the preponderance of service being protected by such common extra board. *NOTE: Origin—6/l9/70 Questions and Answers Agreement. ARTICLE VIII. TERMINAL FACILITIES The parties shall reach agreement covering the general implementation of guidelines governing terminal facilities at consolidated terminal at common points such as, but not limited to, individual lockers, sanitary toilet facilities, parking space where available, etc. ARTICLE IX. EFFECT OF THIS AGREEMENT This Agreement is hereby made a part of the Agreement for Protection of Employees, dated June 29, 1965. This Agreement meets and satisfies the requirement of Section 1 (a) of the Agreement of June 29, 1965 that the parties enter into an agreement covering the general implementation of guidelines governing the matters enumerated therein; and accordingly, the Agreement of June 29, 1965 and this Implementing Agreement No. 1 shall become final and binding on all parties unless by April 1, 1966, either party notifies the other party that the Agreements are cancelled. Signed at Portland, Oregon this 21 day of January, 1966.2 FOR THE BROTHERHOOD OF LOCOMOTIVE ENGINEERS /s/ K. C. Sallee /s/ C.D.Kempf /s/ G. R. Bichsel /s/ Win. M. Dunegan APPROVED: ² This reprint includes revisions and clarifications subsequently agreed upon by the parties between January 21, 1966 and February 5, 1971, both inclusive. FOR BURLINGTON NORTHERN INC. (Formerly THE GREAT NORTHERN PACIFIC & BURLINGTON LINES, INC.) FOR CHICAGO, BURLINGTON & QUINCY RAILROAD COMPANY /s/ A. E. Egbers FOR THE GREAT NORTHERN RAILWAY COMPANY FOR THE NORTHERN PACIFIC RAILWAY COMPANY FOR THE SPOKANE, PORTLAND AND SEATTLE RAILWAY COMPANY /s/ H. J. Tierney |
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Attachment "B" Consolidated Seniority Districts Section 1. — Consolidated Districts On the effective date of this Agreement the seniority lists for locomotive engineers (including all employees having rights to and equities as such) from the seniority districts of the former Great Northern, Northern Pacific, and Spokane, Portland & Seattle Railway Companies, hereinafter referred to as GN, NP and SP&S respectively, shall be consolidated on the basis of the percentage of work units contributed by the respective former districts or on basis of hiring date, pursuant to Section 4 below. (a) The consolidated seniority districts shall henceforth be known and hereinafter referred to as:
(b) For the exercise of employees’ seniority therein, the consolidated districts shall be subdivided into Zones as set forth in Section 2 of this Attachment “B”. Section 2. — Zones (a) For the purpose of this Agreement and the continued exercise of seniority in the consolidated districts, consolidated district engineers, in line with the established principle of “Home Zone Rule”, will be governed by conditions prevailing within the Zone which seniority or conditions of the service place them. (b) Zones within the consolidated districts, and the territorial jurisdiction of their supply sources, shall be as follows: Lake Superior District Duluth—Superior Zone Embraces all yard service at Duluth—Superior—Allouez—East End, and all road service headquartered out of Duluth—Superior—Allouez—East End, for which Duluth—Superior will be the source of supply, on territory between: Duluth—Superior and Cass Lake, including branches to Kelly Lake and Virginia; Duluth—Superior and Brainerd, including Deerwood—Trommald Branch; Duluth—Superior and Minneapolis—St. Paul; Duluth—Superior and Staples via Brainerd. Portion of former NP Lake Superior, former GN Mesabi, First, and portion of former GN Willmar, Second. Bemidji Zone Embraces all yard service at Bemidji, and all road service headquartered out of Bemidji, for which Bemidji. will be the source of supply, on territory between: Bemidji and International Falls; Bemidji and Brainerd; and Bemidji and Sauk Center via Walker, Park Rapids and Wadena. Portion of former NP Lake Superior and portion of former GN Mesabi, First. Twin Cities Zone Embraces all yard service at Minneapolis—St. Paul (including Northtown and Daytons Bluff Yards) and Stillwater, and all road service headquartered out of Minneapolis—St. Paul, on territory between: Minneapolis—St. Paul and Duluth— Superior—Allouez—East End; Minneapolis—St. Paul and Staples; Minneapolis—St. Paul and St. Cloud (including branch lines stemming therefrom); and Minneapolis—St. Paul and Willmar (including branch lines stemming therefrom). Minneapolis extra list will protect all yard service at Minneapolis, and all road service headquartered out of Twin Cities. St. Paul extra list will protect all yard service at St. Paul. Portion of former NP St. Paul, East, portion of former GN Willmar, Second, and Daytons Bluff yard portion of former CB&Q LaCrosse Division. Willmar Zone Embraces all yard service at Willmar and Watertown, and all road service headquartered out of Willmar, for which Willmar will be the source of supply, on territory between: Willmar and Breckenridge (including branches Morris to Browns Valley, Morris to Sauk Centre and Starbuck, and Benson to Huron and Watertown); Willmar and Minneapolis—St. Paul (including Hutchinson Branch); Willmar and St. Cloud; and Willmar and Ganetson. Portion of former NP St. Paul, East, portion of former GN Willmar, Second, and portion of former GN Sioux City, Third. St. Cloud Zone Embraces all yard service at St. Cloud and Brainerd, and all road service headquartered out of St. Cloud or Brainerd, for which St. Cloud will be the source of supply, on territory between: St. Cloud and Fargo—West Fargo—Moorhead—Dilworth (includingbranches Sauk Centre to Little Falls and Staples, Sauk Centre to Little Falls and Brainerd, Sauk Centre to Starbuck and Morris, and Fergus Falls to Pelican Rapids); St. Cloud and Minneapolis—St. Paul (including branches St. Cloud to Milaca, Brook Park and Sandstone, and Elk River to Milaca). Portion of former GN Willmar, Second, portion of former NP Lake Superior District, and portion of former NP St. Paul, East. Sioux City—Ferry Zone Embraces all yard service at Sioux City—Ferry and Sioux Falls, and all road service headquartered out of Sioux City—Ferry, for which Sioux City—Ferry will be the source of supply, on territory between: Sioux City and Willmar; Sioux City and Watertown; Yankton and Willmar; and Yankton and Watertown. Former GN Sioux City, Third, and Ferry yard service portion of former CB&Q Omaha Division. Minnesota District Grand Forks Zone Embraces all yard service at Grand Forks—East Grand Forks, Devils Lake and Crookston, and all road service headquartered out of Grand Forks—East Grand Forks, for which Grand Forks—East Grand Forks will be the source of supply, on territory between: Grand Forks and Devils Lake, including branches to Hansboro, Sarles, Hannah; Grand Forks and Walhalla; Neche and Pembina via Grafton; Grand Forks, Noyes and Warroad via Crookston or Buffington; Grand Forks and Cass Lake; Grand Forks and Staples via Manitoba Jet.; Grand Forks and Breckenridge via Hillsboro or Halstad and Fargo—Dilworth; and Grand Forks and Barnesville via Ada. Portion of former GN Dakota, Fifth, and portion of former NP St. Paul, West. Breckenridge Zone Embraces all yard service at Breckenridge—Wahpeton, and all road service headquartered out of Breckenridge—Wahpeton, for which Breckenridge—Wahpeton will be the source of supply, on territory between: Breckenridge and New Rockford via Casselton; Breckenridge and Aberdeen—Forbes; Breckenridge and Fargo—Dilworth; Breckenridge and Streeter via Oakes and Independence; Breckenridge and Wadena via Fergus Falls; Breckenridge and Devils Lake via Casselton, Vance, or Nolan. Portion of former GN Breckenridge, Fourth, portion of former GN Dakota, Fifth, and portion of former NP St. Paul, West. Staples Zone Embraces all yard service at Staples, and all road service headquartered out of Staples, for which Staples will be the source of supply, on territory between: Staples and Fargo—Dilworth; Staples and Breckenridge via Wadena; Staples and Grand Forks via Manitoba Jet. and Fertile. Portions of former NP St. Paul, West. Fargo—Dilworth Zone Embraces all yard service at Fargo—Dilworth, and all road service headquartered out of Fargo—Dilworth, for which Fargo—Dilworth will be the source of supply, on territory between: Fargo and New Rockford; Fargo and Jamestown (including branches stemming there from); Fargo and Streeter via Independence; Fargo and Larimore via Vance; Fargo and Breckenridge; Fargo and Grand Forks via Hillsboro or Halstad; and Fargo and Fergus Falls. Portions of former GN Breckenridge, Fourth, former GN Dakota, Fifth, former NP Fargo, East, and former NP St. Paul, West. Montana—Dakota District Glasgow Zone Embraces all road service headquartered out of Glasgow, for which Glasgow will be the source of supply, on territory between: Glasgow and Williston, and branch lines stemming therefrom (including Glasgow air base trackage); and Williston and Glendive, including branch lines stemming therefrom. Glasgow—Williston portion of former GN Old Montana, Seventh, and portion of former NP Yellowstone Third District. Minot Zone Embraces all yard service at Williston and Minot, and all road service headquartered out of Minot, for which Minot will be the source of supply, on territory between: Minot and Williston; Minot and Devils Lake; Minot and New Rockford; and branch lines stemming there from (including branches between Leeds, Esmond and New Rockford). Former GN Minot, Sixth, and portion of former NP Fargo, West. Mandan Zone Embraces all yard service at Mandan, and all road service headquartered out of Mandan, for which Mandan will be the source of supply, on territory between: Mandan and Dickinson (including Killdeer and Mott Branches). Former NP Yellowstone, 1st District. Dickinson Zone Embraces all yard service at Dickinson, and all road service head-quartered out of Dickinson, for which Dickinson will be the source of supply, on territory between: Dickinson and Glendive; Dickinson and Mandan; and branches stemming there from. Former NP Yellowstone, First District and portion of Second District. |
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Glendive Zone Embraces all yard service at Glendive, and all road service head- quartered out of Glendive, for which Glendive will be the source of supply, on territory between: Glendive and Forsyth; Glendive and Dickinson; Glendive and Williston; and branch lines stemming there-from. Former NP Yellowstone, Second and Third Districts, and portion of former GN Old Montana, Seventh. Forsyth Zone Embraces all yard service at Forsyth, and all road service headquartered out of Forsyth, for which Forsyth will be the source of supply, on territory between: Forsyth and Billings; Forsyth and Glendive; and branches stemming therefrom (except branches to Brockway and Newlon Jct.). Former NP Yellowstone, Fourth District, and portion of Third District. Jamestown Zone Embraces all yard service at Jamestown, and all road service head-quartered out of Jamestown, for which Jamestown will be the source of supply, on territory between: Jamestown and Mandan; and branch lines stemming therefrom (including branches between Jamestown, Wilton, Turtle Lake, Esmond and Leeds—and between Jamestown and Oakes; but excluding LaMoure—Streeter and LaMoure—Fargo). Former NP Fargo, West. Rocky Mountain District Whitefish Zone Embraces all yard service at Whitefish, and all road service head-quartered out of Whitefish, for which Whitefish will be the source of supply, on territory between: Whitefish and Troy; and Whitefish and Cut Bank (including branches stemming therefrom). Former GN Kalispell, Ninth. Great Falls Zone Embraces all yard service at Great Falls, and all road service headquartered out of Great Falls, for which Great Falls will be the
source of supply, on territory between: Great Falls and Cutbank; Havre Zone Embraces all yard service at Havre, and all road service headquartered out of Havre, for which Havre will be the source of supply, on territory between: Havre and Cutbank; Havre and Glasgow; and Saco and Hogeland. Portion of former GN Old Montana, Seventh. Missoula Zone Embraces all yard service at Missoula and Helena, and all road service headquartered out of Missoula (including road service terminaled out of Helena), for which Missoula will be the source of supply, on territory between: Missoula and Butte; Missoula and Helena; and Missoula and Paradise; including branch lines stemming therefrom. Former NP Rocky Mountain, and portion of former GN Butte, Eighth. Livingston—Laurel Zone Embraces all yard service at Livingston and Butte, and all road service headquartered out of Livingston (including road service terminaled out of Butte), for which Livingston will be the source of supply, on territory between: Livingston and Butte; Livingston and Helena, including branch lines stemming therefrom; and Livingston and Billings (including Wilsall Branch). Also embraces all yard service at Laurel and Billings, and all road service headquartered out of Laurel or Billings, for which Laurel will be the source of supply on territory between: Laurel and Livingston (including Red Lodge, Bridger and Rapelje Branches), and Laurel and Great Falls (including branches stemming therefrom). Portion of former NP Rocky Mountain (Old Montana), and portion of former GN Butte, Eighth. Pacific District Seattle—Auburn Zone Embraces all yard service at Seattle, Everett—Delta—Lowell, Belling- ham, Vancouver, B.C. and New Westminster, B.C., and all road service headquartered out of Seattle, for which Seattle will be the source of supply, on territory: Seattle—Vancouver, B.C., Seattle—Sumas, Seattle—Black Diamond, Seattle—Portland and Seattle—Wenatchee. Also embraces all yard service at Auburn, and all road service headquartered out of Auburn, for which Auburn will be the source of supply, on territory: Auburn—Yakima, Auburn—Vancouver, B.C., Auburn—Sumas, Auburn—Portland, and Alburn—Hoquiam (except outlying assignments operated on territory Tacoma—Hoquiam—Modips). Portions of former GN Cascade, Eleventh, and portions of former NP Seattle and Tacoma Districts of Tacoma Division. Also will embrace all yard service on former King Street Station trackage at Seattle through process of attrition of prior rights King Street Station engine service employees. See Section 3 (f) (2) of this Attachment “B”. Tacoma Zone Embraces all yard service at Tacoma, Centralia, Aberdeen and Hoquiam, and all road service headquartered out of Tacoma, for which Tacoma will be the source of supply, on territory: Tacoma—Seattle; and Tacoma—Portland and branch lines stemming therefrom (including Selleck Branch via Meeker Junction). Portion of former GN Cascade, Eleventh, and portion of former NP Seattle and Tacoma Districts of Tacoma Division. Spokane East Zone Embraces all yard service at Spokane—Yardley—Hillyard, and all road service that is headquartered out of Spokane—Yardley—Hillyard, for which the Spokane East extra list will be the source of supply, on territory between: Spokane and Paradise; Spokane and Troy (including branches stemming therefrom); Spokane and Republic—Nelson; Spokane and Coeur d’Alene; and Spokane and Lewiston (including branch lines stemming therefrom). Lewiston Zone Embraces all yard service at Lewiston, and all road service head-quartered out of Lewiston, for which Lewiston will be the source of supply, on territory: of Camas Prairie Railroad; and on territory between Lewiston and Spokane. Portion of former NP Idaho East and portion of former GN Spokane, Tenth. Spokane West—Wenatchee Zone Embraces all road service that is headquartered out of Spokane—Yardley—Hillyard, for which the Spokane West extra list will be the source of supply, on territory between: Spokane and Wenatchee (and branch lines stemming therefrom except Mansfield and Keremeos Branches); and Spokane and Pasco via all routes (including via Adrian and Connell). Portion of former GN Spokane, Tenth, portion of former NP Idaho East and West, and former SP&S Third Sub-division. Also embraces all yard service at Wenatchee—Appleyard, and all road service headquartered out of Wenatchee—Appleyard, for which
Wenatchee—Appleyard will be the source of supply, on territory between: Wenatchee and Keremeos; Wenatchee and Spokane and
branches stemming therefrom; Wenatchee and Pasco (via Connell and Adrian); and Wenatchee and Seattle. Portion of former GN Spokane,
Tenth, portion of former GN Cascade, Eleventh, and portions of former Pasco Zone Embraces all yard service at Pasco and Yakima, and all road service headquartered out of Pasco, for which Pasco will be the source of supply, on territory between: Pasco and Ellensburg and branches stemming therefrom; Pasco and Spokane (via all routes) and branches stemming therefrom (including branches to Odair and to Pendleton—Athens, Dayton and Pleasant View); Pasco and Wenatchee (via Connell and Adrian); and Pasco and Wishram. Former NP Idaho, West, portion of former GN Spokane, Tenth, and former SP&S Second and Third Sub-divisions. Portland—V ancouver—Wishram Zone Embraces all yard service at Portland—Vancouver, Salem, Albany, Eugene and Sweet Home, and all road service headquartered out of Portland—Vancouver, for which Portland—Vancouver will be the source of supply, on territory between: Portland—Vancouver and Eugene (including branches stemming therefrom); Portland—Vancouver and Seaside (including branches stemming therefrom); Portland—Vancouver and Wishram; Portland—Vancouver and Seattle; Portland—Vancouver and Hoquiam. Former SP&S First, Sixth, Ninth and Eleventh Sub-divisions, portion of former NP Tacoma and Seattle Districts of Tacoma Division, and portion of former GN Cascade, Eleventh. Also embraces all yard service at Wishram and Bend, and all road service headquartered out of Wishram, for which Wishram will be the source of supply, on territory between: Wishram and Pasco; Wishram and Bend; and Wishram and Portland—Vancouver (including branch lines stemming therefrom). Former SP&S First, Second, Fourth and Fifth Sub-divisions. Klamath Falls Zone Embraces all yard service at Klamath Falls, and all road service headquartered out of Klamath Falls, -for which Klamath Falls will be the source of supply, on territory between: Klamath Falls and Bend; Klamath Falls and Bieber; and branch lines stemming therefrom. Former GN Klamath, Thirteenth.
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QUESTIONS AND ANSWERS Question 66: Why is there an overlapping of territories in the descriptions of the territorial jurisdiction of sources of supply? Answer: In recognition that engineers’ assignments in either assigned or unassigned service are not confined to a single zone. Also, in recognition that the parties intend that the supply source nearest the originating or relief point of any particular run or yard job will be used to fill vacancies thereon, as well as to protect any extra service that is originated closest to it. Question 67: The chain gang pool operated between Duluth—Superior and the Twin Cities has Duluth—Superior designated as its home terminal and the Twin Cities designated as its away-from-home terminal. Does the interlacing of zonal service permit the induction of an engineer at the Twin Cities into that chain gang pool when such engineer does not hold a turn in such pool? Answer: No. Question 67A: Is it understood that the terminals of the Duluth— Superior Twin Cities chain gang pool, for example, are not subject to unilateral change by the Carrier so as to operate with Minneapolis—St. Paul as the designated home terminal and Duluth—Superior as the designated away-from-home terminal? Answer: Yes, since Section 3 (a) of Article VI of Implementing Agreement No. 1 provides for the “preservation of all pre-existing terminals for unassigned freight service except those subject to change pursuant to Article IV of this agreement, or by means of the procedures or application of Sections 8 and 10 of the Agreement of June 29, 1965.” Question 67B: Is it understood that Carrier may not set up regular assignments in through freight service to operate through the principal source of supply identified in each zone? Answer: Yes, except (1) as may have been permitted under pre-existing rules, (2) as provided in Article IV, Section 9 of Implementing Agreement No. 1, (3) as recognized in route descriptions set forth in certain zones, or (4) by means of the procedures or application of Sections 8 and 10 of the Protective Agreement. Question 68: A regularly assigned freight run is bulletined to operate straightaway between the Twin Cities and Duluth—Superior, with relief point at Twin Cities. Would the Twin Cities source of supply or the Duluth—Superior source of supply protect vacancies on this assignment? Answer: Since the relief point of this assignment is the Twin Cities, that source of supply would protect vacancies thereon. Question 69: A regularly assigned freight run is bulletined to operate straightaway between Duluth—Superior and the Twin Cities, with relief point at Duluth—Superior. Would the Twin Cities source of supply or the Duluth—Superior source of supply protect vacancies on this assignment? Answer: Since the relief point of this assignment is Duluth—Superior, that source of supply would protect vacancies thereon. Question 70: Does the term “headquartered out of” (as used in the descriptions of the territorial jurisdiction of sources of supply) include runs or yard jobs terminaled at outlying points from the mentioned source of supply? Answer: Yes. Section 3 — Consolidated Seniority Equities (a) In recognition of the rights of both parties—transfer of work and/or rerouting of traffic on the one hand and rearrangement of work forces on the other—the equity and right to follow work resulting from, but not limited to, diversion of traffic, consolidations of operations and/or facilities the former seniority rosters as defined in Section 1, above, shall be consolidated on the basis of the following percentage ratios, except as set forth in paragraphs (e) and (f) of this Section 3, which different basis of consolidation is in accordance with the parties’ agreement of September 13, 1966, reading in relevant part: “In the event the interested General Committees agree on a different arrangement for an equitable consolidation of rosters for any of the new districts as outlined therein, and the New Company has no objection to such arrangement, then agreement will be entered into to cover such consolidation of rosters.” (b) Lake Superior District
(1) Engineers on the former seniority rosters shall be dove-tailed on the basis of the foregoing percentage ratios. (2) When a former seniority list has been exhausted, the positions allocated to that former district will be distributed equally among the remaining rosters to be dovetailed and/or allocated to the remaining roster should all other rosters be exhausted. (3) See Articles II and III of Implementing Agreement No. 1 for equities of former CB&Q engineers in work at the Twin Cities and Sioux City—Ferry. (c) Minnesota District
(1) Engineers on the former seniority rosters shall be dove-tailed on the basis of the foregoing percentage ratios. (2) Same as (b) (2) above. (d) Montana—Dakota District
(1) Engineers on the former seniority rosters shall be dove-tailed on the basis of the foregoing percentage ratios. (2) Same as (b) (2) above. (3) See Note under Section (e) hereof. (e) Rocky Mountain District (1) Former GN—Kalispell Ninth, Butte Eighth, Old Montana, Seventh, Former NP—Rocky Mountain and Old Montana engineers’ rosters shall be dovetailed on basis of hiring date in accordance with the parties’ Agreement of February 19, 1970, that reads in part: “1. In pursuance of provisions of Agreement dated September 13, 1966 between these parties, the General Committees of the BLE have proposed that the existing component lines’ seniority rosters for engineers be consolidated on the following basis for the new seniority districts:
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| New Seniority District Lake Superior No. 1 Minnesota No. 2 Montana-Dakota No. 3 Rocky Mountain No. 4 Pacific No. 5 |
Basis for Consolidation ) Consolidated seniority equities ) per Attachment B of Implementing )Agreement No. 1 dated ) January 21, 1966. ) Dovetailed on basis of hiring date. |
“2. **** “3. The carriers, parties hereto, accept the organization’s proposal* subject to the following understandings: ...“ NOTE: The territory between Glasgow, Montana, and Williston, North Dakota, which is now a part of the consolidated Montana—Dakota District (Glasgow Zone), was formerly manned by engineers holding fights on the former Great Northern Old Montana, Seventh, Seniority District. Except as otherwise herein provided, the manning of engineers’ service in the Glasgow Zone will continue as heretofore under prevailing schedule rules and practices. All assignment vacancies for engineers in the Glasgow Zone will be bulletined to “protected” engine service employees of the former Great Northern Old Montana, Seventh, Seniority District located in the consolidated Rocky Mountain District, and to all engineers of the consolidated Montana—Dakota District. Former Great Northern Old Montana, Seventh, District “protected” engine service employees will be given preference (in former seniority order), to such assignments, and to Glasgow extra board service, over all other engineers of the consolidated Montana—Dakota Seniority District. This preference will continue until there are no “protected” engine service employees who held rights on the former Great Northern Old Montana, Seventh, Seniority District. If there are no applications from senior “protected” engine service employees of the former Great Northern Old Montana, Seventh, Seniority District located in the consolidated Rocky Mountain District, the engineer vacancy will be filled by the senior engine service employee working in the Glasgow Zone of the consolidated Montana—Dakota District who has the preferential rights that are herein provided as long as there are any such preferential rights employees so situated. When there is a need for additional engineers in the Glasgow Zone, and there are no applicants from former Great Northern Old Montana, Seventh, Seniority District “protected” engine service employees of the consolidated Rocky Mountain Seniority District, engineers will be supplied from the consolidated Montana—Dakota District roster under provisions of either paragraphs (c) or (e) of Section 3 of Article VI of Implementing Agreement No. 1.
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Basis for Consolidation Consolidated seniority equities ) per Attachment B of Implementing )Agreement No. 1 dated ) January 21, 1966 ) Dovetailed on basis of hiring ) date. |
(2) Former GN Klamath Thirteenth, and King Street Passenger Station pre-existing seniority rosters shall be retained; however, on the effective date of this Agreement the consolidated seniority roster will be placed immediately below the most junior protected employee on each of the pre-existing rosters thus, through the process of attrition, permitting the consolidated district to absorb these prior right territories. Section 4 — Seniority (a) On and subsequent to the effective date of this Agreement other than protected employees will be placed on the consolidated seniority roster with a seniority date pursuant to provisions of schedule rules governing the craft of locomotive engineers. (b) All assignments to service in a consolidated district shall be made on the basis of consolidated seniority governing that district except as provided in the parties’ Agreement of February 19, 1970. Section 5 — Adjustments If after the merger there is a change in traffic patterns such as through the Laurel gateway, the equities of the protected employees affected will be determined and adjustments made respecting the seniority of such affected protected employees. Section 6 — Miscellaneous The figures where needed to complete Articles II and III of Implementing Agreement No. 1 and Section 3 of this Attachment B have been inserted in accordance with the determination of the protected employees’ equities. Signed at St. Paul, Minnesota, this 4th day of February 1971. FOR THE BROTHERHOOD OF LOCOMOTIVE ENGINEERS /s/ R. A. Spengler /s/ K. C. Sallee /s/ W. M. Dunegan /s/ L. S. Loomis FOR BURLINGTON NORTHERN INC. Attachment “C” New Consolidated Seniority Rosters. (Not reproduced) Attachment “D” This Attachment “D” covers agreed—to consolidation or extension of switching limits and/or consolidation of terminals at following common points, referred to in Articles II, III and IV.
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BURLINGTON NORTHERN INC. |
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| Duluth—Superior Present West (South) East (North) NP MP 145+1432 NP MP 9+3632 GN MP 11+2494 NP MP 61+1331 NP MP 0+00 Proposed West (South) Third Subdivision Second Subdivision Sixth Subdivision St. Paul Line East (North) Ashland Line Second Subdivision |
(Third Subdivision) (Second Subdivision) (6155 ft. west of Saunders Interlocking Tower) Ashland Line (DM&IR connection Second Subdivision) MP 145+1432 MP 9+3632 MP 6+610 MP 11+2494 MP 61+1331 MP 0+00 |
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BURLINGTON NORTHERN INC. |
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| Twin Cities Present West NP MP 2+3733 NP MP 16+270 GN MP 17 GN MP 1+1164 GN MP 19+3597 North East NP MP 5+3270 NP End of track GN End of track CBQ MP 426.67 Proposed West - Osseo Line Willmar Line North Staples Line East Mpls.—M&D Jct. Line Duluth Line South Chicago Line |
(Mpls.—M&D Jet. Line) (First Subdivision) (2638 ft. west of west switch, Fridley) (East Side Line) (5636 ft. west of Jet. switch) (Osseo Line) (3597 ft. west of MP 19 mci. Hopkins Line) (Willmar Line) (Duluth Line) (Tail track switch connection with main line at Oakland) MP 1+1164 MP 19+3597 MP 17+00 MP 2+3733 MP 5+3270 MP 426.67 |
| The following industrial and interchange limits now obtaining on the Burlington should be continued: Also the present Burlington Pulling and Pushing limits for trains when stopped at home signal at Oakland, would continue for the new company. |
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BURLINGTON NORTHERN INC. |
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| Bemidji Present East GN MP 92+636 NP MP 92+5214 West GN MP 87+1913 NP MP 974-3127 |
(3,450 ft. east of Washington Avenue crossing) |
Proposed Consolidated limits as described would be the consolidated limits f or the new company.
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| BURLINGTON NORTHERN INC. |
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| Crookston Present East South GN Ada Line GN Halstad Line North GN MP 3+1048 West GN MP 84+47 NP MP 70+1028 |
(1215 ft. east of NP crossing) MP 79+4757 (2018 ft. east of M&N Jct.) MP 64+4831 (2554 ft. east of M&N Jct.) (14276 ft. west of north wye switch) (Noyes Jct.) (550 ft. west of west wye switch) (Fisher Line Jct.) |
Proposed The consolidated limits as shown will apply for thenew company.
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BURLINGTON NORTHERN INC. |
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| St. Cloud Present East GN MP 72+1994 GN MP 59+1650 NP MP 72+1994 West GN MP 1+1261 GN MP 77+4879 NP MP 75+1860 North GN MP 1+37 Proposed East East Side Line Osseo Line West Willmar Line Fergus Falls Line North Staples Line |
(6898 ft. east of Junction Switch) (East St. Cloud) (East Side Line) (6056 ft. east of south wye switch near depot) (Osseo Line) (9832 ft. south of Rice Jct. switch) (Willmar Line) (4914 ft. west of Veterans Hospital spur switch) (Fergus Falls Line) (3333 ft. east of east NP Ry. crossing) (Brook Park Line) MP 72±1994 MP 59-rl6SO MP 1-f 1261 MP 77 +4879 MP 79+5130 |
| On present Great Northern transfer limits include Sauk Rapids, State Reformatory, Veterans Hospital and Brick Yard Spur; also Rockville for handling shipments to and from granite companies, which would continue for the new company.
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BURLINGTON NORTHERN INC. |
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| Sioux City—Ferry Present East (North) GN MP 218+4969 (1830 ft. east of Illinois Central crossing near Leeds) West (South) CB&Q MP 0.50 (Wye on O’Neill Line) CB&Q MP 101.40 (Dakota City) Proposed Present limits as described would be the consolidated limits for the new company. |
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BURLINGTON NORTHERN INC. |
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Wahpeton —Breckenridge
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BURLINGTON NORTHERN INC. |
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| Dilworth—Moorhead Fargo—West Fargo Present East GN MP 20+4611 NP MP 250+4860 NP MP 0-971 West GN MP 4+1964 NP MP 10+2513 North GN MP 26+1299 GN MP 1+583 South GN MP 4l+4l77 NP MP 0+5102 Proposed East Fergus Falls Line Former St. Paul Div Former Fargo West Surrey Line Main Line North Grand Forks Line Halstad Line South Brushvale Line Fargo S.W. Branch |
(7002 ft. east of Moorhead depot) (Fergus Falls Line) (St. Paul Div.) (Fargo Div.) (23121 ft. west of Fargo Passenger depot) (Surrey Line) (Main Line) (15905 ft. west of Fargo Passenger depot) (Grand Forks Line) (8774 ft. north of Moorhead depot) (Halstad Line) (10059 ft. south of Moorhead depot) (Brushvale Line) (Fargo S. W. Branch) MP 20+46l1 MP 250+4860 MP 0-971 MP 4+1964 MP 16+1628 MP 26+1299 MP 2+3499 MP 41+102 MP 0+5102 |
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BURLINGTON NORTHERN INC. |
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| Grand Forks —East Grand Forks Present East GN MP 105+777 NP MP 92+1210’ West GN MP 111+ 463.3’ North GN MP 1+16’ NP MP 97+2305 South GN MP 97+1364’ Proposed East Crookston Line Manitoba Jct. line West Devils lake line North Neche Line Pembina Line South Fargo Line |
(8030 ft. east of East Grand Forks depot (Crookston line) (5078 ft. west of PA Tower) (Devils Lake line) (3464 ft. north of north wye switch) (Neche Line) (8557 ft. south of PA Tower) (Fargo Line) MP 102+4736’ MP 92+1210 MP 1+4802’ (14,173 ft. west of PA lower) MP 5+2764’ MP 98+5243’ MP 96+1337 (13,868 ft. south of PA Tower) |
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BURLINGTON NORTHERN INC.
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BURLINGTON NORTHERN INC. |
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| Helena Present East NP MP 236+896’ West NP MP 2+4581’ North GN MP 216+1582’ (2838 ft. east of NP transfer switch) South GN MP 216 +541’ (12948 ft. west of west wye switch) Proposed East Former NP MP 236+896’ West Former NP MP 4 North Former GN MP 210 South Former GN MP 216+541’ |
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BURLINGTON NORTHERN INC. |
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| Pasco Present East NP MP 139+1798 (Main Line) SPS MP 1+3994 West NP MP 1+2392 (Main Line) SPS MP 1+2392 South NP MP 1+3994 (Walla Walla Branch) Proposed Same as above |
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BURLINGTON NORTHERN INC. |
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| Bellingham Present South GN MP 92+2106 (20,400 ft. south of Train Order signal at depot) NP MP 22+2481 (End of track) North GN MP 22 + 2481 (15,540 ft. north of Train Order signal at depot) NP MP 15+2949.5 Proposed The consolidated limits as show,, above will apply or the new company. |
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BURLINGTON NORTHERN INC. |
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| Everett—Delta—Lowell Present GN North MP 37+3081 (3171 ft. north of GN Delta Jct.) NP North MP 10+3691 GN West MP 29+4282 (12870 ft. west of GN Everett Jtc.) GN East MP 1780+1010 (14902 ft. east of Freight House and Depot, Pacific Avenue) NP East MP 6+3370 (5th Subdivision) Proposed North MP 37+3081 West MP 29+14282 East MP 1777+872 (30742 ft. east of Freight house, Pacific Avenue) |
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BURLINGTON NORTHERN INC. |
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| Seattle—Auburn — Tacoma Present Seattle North GN MP 8+109 NP MP 12+2090 South GN MP 4+2350 NP MP 5+818 Auburn North NP MP 20+3667 South NP MP 24+795 East NP MP 100+4794 Tacoma North NP MP 37+1878 GN MP 37+1832 South NP MP 3+920 MP 7 GN MP 6+1692 Proposed Seattle North Everett Line Sumas Line South Tacoma Line East Yakima Line Auburn and Tacoma The consolidated limits as shown above will apply for the new company. |
(7557 ft. east of Ballard Depot) (Fifth Subdivision) (5000 ft. south of Argo) (Second Subdivision) (Second Subdivision) (Second Subdivision) (First Subdivision) (Second subdivision) (5815 ft. north of Reservation Signal Tower) (Pt. Defiance Line) (Prairie line) (4419 ft. sooth, of South Tacoma depot ) MP 8+109 MP 12+2090 MP 12 +00 MP 100 +4794 |
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BURLINGTON NORTHERN INC. |
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| Portland—Vancouver Present Vancouver, Wn. East SP&S MP 13.16 (Eavan) South End of track (Portland) North NP MP 134+1116 (Seattle Line) Portland West SP&S MP 2.13 South SP&S End of Track Proposed East Eavan NP 13.16 North Vancouver MP 132+1260 (Seattle Line) West Seaside Line MP 10 South Portland End of track Seaside Line MP 10 Portland End of track |
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