Time Claims

The enclosed Engineer's guide has been prepared in the hope of educating & encouraging each one of you to help protect the integrity of our existing contract. As the torch passes from one generation of Locomotive Engineer's to another, we each have to assume the responsibility of educating the next, thereby protecting the contract for the next generation. Older members have witnessed the chipping away and reduction of our income options as it relates to our contract. The strongest tools we have available to us are educating ourselves and working together. These claims are used not only for a penalty payment but to show a violation of your agreements and contract.

Having said this, if you are a Locomotive Engineer and you choose to disregard valid claims, you make it easy for the Railroad to do away with agreements in future negotiations, thus making conditions of Locomotive Engineers & their families worse in the years to come. A lack of active participation in your Union will ultimately lead to the demise of the strength of the Union & the profession of Locomotive Engineer, as we know it today.

All brothers' new and old alike need to put aside differences of age, seniority, location and work together from the local level to keep this Union strong. This is what it takes to get the International and General levels to listen. All engineers should share their knowledge and experience on all these issues to help the younger generation progress the craft of Locomotive Engineer.

Please take full advantage of these claims, as they only cost you a few minutes of time, but ignoring them could cost you and generations to come benefits we now have. Remember, it is our Union that oversees Legislation and Agreements such as health, dental, vision, disability, life insurance, railroad retirement, safety issues as well as our agreements with the Carrier. Stay involved in your local Union, as this will only make us stronger as a whole and will allow us to put our profession of Locomotive Engineer as a leader in the field of railroading. Please learn and understand your agreements and help others with the issues enclosed,

(i) Bring in disabled train or trains whose crews have tied up under the Hours of service Law from locations up to 25 miles outside of switching limits.

(ii) Complete the work that would normally be handled by the crews of trains that have been disabled or tied up under the Hours of Service Law and are being brought into the terminal by those

The above includes all main lines, branch lines, industrial leads, yard tracks and stations between or located at the points indicated.

2. All UP and SSW operations within the new North Little Rock/Pine Bluff terminal limits shall be consolidated into a single operation. All road engineers may receive/leave their trains at any location within the terminal and may perform work within the terminal pursuant to the designated collective bargaining agreement provisions, subject only to the specific restrictions set forth in this Agreement. The Carrier will designate the on/off duty points for all road and yard engineers, with these on/off duty points having appropriate facilities as currently required in the collective bargaining agreement.

3. All rail lines, yard and/or sidings within the North Little Rock/Pine Bluff Terminal will be considered as common to all engineers working in, into and out of North Little Rock/Pine Bluff.

Please do the FRA on your computer tie-up for all of this so you properly document these trains, if you don't you will have a signed Government document stating you were not on these trains

At Longview/Big Sandy, Shreveport, or Dexter away from home terminal. When instructed to go beyond your originating terminal to receive your train and the train is past the switching limits in the 25 mile zone you are entitled to 4 hours or actual time if greater from the time you depart to go get the train until you pass back thru the terminal, claim:

Allow 4 hours (or actual time) acc. Going to (milepost) in the 25 mile zone to get the (train ID) departed (Terminal Location) arrived (train milepost location) at (time) back thru (originating terminal) at (time). (You need Keep a copy of BU's of the train worked, and copy of FRA tie-up sheet.

5. Pool freight engineers in the North Little Rock/Pine Bluff-Dexter and North Little Rock/Pine Bluff-Memphis pools may not be used to handle their through freight trains, either at the beginning or the end of their trip, from North Little Rock to Pine Bluff or vice versa. Such trackage may only be used by such engineers under the 25-mile zone provisions described below.

a. Pool freight engineers described above may receive their train up to twenty-five (25) miles on the far side of the terminal or receive or deliver their train up to twenty-five (25) miles on the UP Monroe Subdivision between North Little Rock and Pine Bluff without claim or complaint from any other engineer.

b. For purposes of the application of this Agreement, the lines of demarcation shall be the terminal (switching) limits of North Little Rock and Pine Bluff Terminals prior to the implementation of this Agreement. For the territory between North Little Rock and Pine Bluff, the engineer must operate south of UP Monroe Subdivision Mile Post 315.7, vicinity of North Little Rock, or north of UP Monroe Subdivision Mile Post 346.0, vicinity of Pine Bluff.

When so used, the engineer shall be paid an additional one half (1/2) day at the basic pro rata through freight rate in addition to the district miles of the run. If the time spent beyond the terminal is greater than four (4) hours, then they shall be paid on a minute basis at the basic pro rata through freight rate.

within 6 hours of your on duty time, you are entitled to 20 minutes OT. You must get yardmaster to enter in computer before tying up.

Fax obituary with copy of claim to the carrier . List your name, social security number and claim number. Claim 3 days bereavement leave. On the 3 dates

Claim 130 mile lap back account ( date ), ( train ID# ) doubled grade from ( MP ), ( depart time ) with ( # of cars ) to ( MP ), ( arrival time ) to set out

Allow 130 miles basic day penalty, (each day) (show date), account required to keep Company Records in my possession beyond my tour of duty, and being required to perform service for the Company during my off duty time, in violation of the MPUL Schedule Agreements.

Claim: Allow 130 mile basic penalty day account of being contacted by (title and name) while I was not on duty. I was contacted on (date and time) for the purpose of discussing (subject). This contact resulted in my rest cycle being interrupted and is an infraction and violation of my agreement.

Allow 130 mile basic day penalty, (each day) account of required to perform service on the Trainman's Guaranteed Extra Board, account improperly manned, and full Guarantee for 7 days on the Trainman's Guaranteed Extra Board, when called (show dates and time) for a hostling assignment account Trainman's Guaranteed Extra Board exhausted in violation of the MPUL Schedule Agreements. All claims are as penalty time, in addition, to any guaranteed payments earned.

Claim 130 miles account called at ( time ) ahead of bulletined on duty time of ( time ) for assignment number ( assignment number ). Please refer to my working

Allow 130 miles basic day penalty account being mishandled when called for (yard job ID) and instead for HOS relief on the (train ID(s)) in violating of the current agreement. Total time used in HOS relief (hh/mm).

Allow 130 miles basic day penalty account being mishandled when called for HOS relief for the (train ID) and instructed by management to take train to final away from home terminal.

Allow 130 miles basic day penalty account being mishandled when called for HOS relief for the (train ID) and instructed by management to take train (location) tie it down and return to home terminal. This “DRAG SERVICE” should have used a regular freight pool crew rested on the board.

If more that one train claim on separate FRA tie up screen. Show 1st train on line A and any and all deadhead on line E. then hit F8 and show additional trains and deadheads as above.

Allow 130 miles basic day penalty account being mishandled by (yardmaster or manager) at (terminal). I was called at (terminal) at (time) on (train). I was first out crew scheduled to depart (terminal). I was mishandled by (yardmaster or manager) and did not depart until (time) behind (engr. Name ) behind me on (train and time).

Claim the full earnings of Engineer ( Engineer's name ), on assignment ( job number ) on duty at ( time an date ) on account. Use one of the

The job I worked was ( job number ) on duty at ( time an date). Please refer to my work history and train history in CMTS of my assignment

my regular assignment through no fault of my own. My scheduled on duty time was ( time ), on ( list run number ). Claim earnings or bulletined miles of assignment if run

I am regular assigned engineer on the (location/ pool ID job #) Because of no available engineers on the (extra bd. ID), I was asked by CMS to step up to work the (job# / train ID) at (time) on (date). I tied up at (time) while working that assignment. My job (job #) was called out of (home terminal) at (time) with (Engr. Name) and worked the (train ID) to (location). (Engr. Name) worked my job back from (location) on (train ID) called out of (location) at (time) and tied up at (location and time). Please pay the difference in what I made by stepping up into the (job #) and what my job (job #) made working my regular assignment.

assignment. On (date) at ( time), I was instructed by (manger) to go off my regular assignment. Explain what work you performed off your assignment.

When called in HOS relief you may be required to get 1 or more trains. Claim 130 miles for the 1st 8 hours or total mileage if greater than 130 miles. When required to depart the terminal after 8 hours to get another train claim second 130 mile day (or mileage if greater).

Allow 130 miles (or actual miles if greater) for HOS relief on (train ID). I departed (location) at (time) arrived (location) at (time) took train to (location). If more than one train list, all as above. If you leave terminal to get a train after 8 hours claim: Allow additional 130 miles (or actual miles if greater) for second start account being required to get (second, third, etc. train) after being on duty 8 hours.

Allow 130 miles basic day penalty account being 1st out on the (extra bd. ID), rested and not called for the (train ID and time), in addition allow all lost earnings made by (Engr. Name and job worked) working that job, all in direct violation of Art. 26, Guarantee Extra Board Agreement as amended.

Allow 130 miles basic day penalty account of being stepped up with rested engineers on the (extra bd. ID) also allow all earnings not to be offset by guarantee or protection benefits as per Art. 26.

Allow 130 miles basic day penalty account being used in HOS relief in violation of the current NLR/PB Hub agreement, work should have been preformed by the extra board at the AFHT or pool engineers in the 25 mile zone or by engineers from (your home terminal) in a straight away move.

Note: In addition claim all miles as combined service miles on tie-up, including miles to get to destination terminal. Example: Dexter to Poplar Bluff (24 miles) Poplar Bluff to Dexter (24 miles), Dexter to NLR in Limo (203 miles) for a total of (251 miles)

Allow 130 mile basic penalty account assigned to the (extra bd. ID & location) and called to work (job ID) cover by the (extra bd, ID & location) with (name of rested engr.) rested and available. (job ID) should have been worked off the (extra bd. ID & location). This is violation of the NLR/PB Hub Agreement.

In bound thru trains can make a setout other than yarding train at their final terminal but not a pick up. If you are required to pick up cars claim:

Allow 130 miles basic day penalty account yarded (train ID in (track #) and was instructed by (yardmaster or manager) to pick up (car(s) number(s) from (track #) this move had nothing to do with yarding my train and should have been done by the outbound crew. Per 1986 BLET Agreement Art. V section 1(b) Road/Yard movements.

Allow 130 miles basic days pay account of. I was called on duty at (station) at (time) (date) and required to make an improper move within the terminal limits of (station & number) with yard crews employed and on duty. The move is detailed below.

2. Copy of train list showing improper car. ( If the yardmaster has already taken car off the list make a notation on the list where the cars rightful place would have been prior to you receiving your paperwork.

If your originating terminal is NLR (X344) and you ride the shuttle from PB (K043) to NLR (X344) to report for duty you are due 2 hr. transport. If on your return trip you work against the flow back into NLR (X344) and have to shuttle back to PB (K043) then you are due an additional 2 hr. transport.

If your originating terminal is PB (K043) and you ride the shuttle from NLR (X344) to PB (K043) to report for duty you are due 2 hr. transport. If on you return trip you work back into PB (K043) and have to shuttle back to NLR (X344) then you are due an additional 2 hr. transport

Claim: Allow additional 2 hour transport account of working against the flow on the (train ID) to (location). I transported from (location) to (location) to report for duty and had to transport back to (location) after my return trip.

Engineers protecting pool freight that originates in the NLR/PB Terminal- Upon making return trip into terminal shall be provided transportation to the same on/off duty point which they commenced service. Time consumed will be calculated from time train comes to rest with a minimum of 2 hrs. claim:

Allow (actual time if greater than 2 hrs.) transport account of being relieved off of (train ID) at (location) at (time) short of my destination terminal and transported to (on/off) duty point (location).

When instructed by management to deadhead from Monroe or other location where northbound train came to rest to Pine Bluff and change from deadhead van to NLR shuttle vehicle, file the following claim.

Allow 2 hour crew transport pay as follows: I was called for the (train or DH ID) at (time) on this day at Monroe and left my train ( or DH) (L0cation) at (time). I was instructed by Management to stop the Limo at Pine Bluff and switch to the NLR shuttle leaving every half hour. According to the NLR/PB Hub Agreement side letter 11, I am entitled to a 2 hour transport pay PB to NLR.

Allow 130 miles separate and apart account not notified, prior to being relieved on the service portion of the trip, to combine the deadhead to final terminal with previous service. I was called at (station) for (time) on (train). I secured this (train) at (Station) at (time), and deadheaded to (station) via limo with (FTU time). I was on duty (total time on duty) on the service portion of the trip.

Allow 1 trip rate account for working (train ID) from (location & time) to (location & time in accordance with the 1986 National Agreement and MPUL Schedule Agreements.

On original FRA tie up put 1st train worked on line A then hit F8 and go to line E on the second screen put deadhead to second train. Then on line A put the second train etc. for all trains involved. In the miles portion add total miles of the original run and the extra 130 miles (or actual miles if greater) for the second train etc.

Allow additions 130 miles for deadhead separate and apart account not called in combine service. I Departed (location) at (time) deadheaded to (location) at (time) arrived at (location) at (time) to work second train (train ID).

Allow 130 miles account of not being deadheaded to final terminal after being relieved on (train ID and location), mishandling for violation of the NLR/Mineola ID Agreement, which calls for deadhead to objective terminal (item 10) as well as violation of Article 2 “beginning and ending day”.

Allow 130 miles for violation of Article VIII ( road crews) and IX ( ID runs) of the 1986 BLE National Agreement. I was called out of (location) on (train ID) and worked it from (location) to (location). This was the second train I was required to work and was service not in connection with established run.

Claim all trains on separate tie up screens during FRA tie up. Show 1st train on line A and any deadhead on line E then hit F8 and show additional trains and deadhead as above, and print a copy.

When instructed to go beyond your originating terminal to receive your train and the train is the switching limits in the 25 mile zone you are entitled to 4 hours or actual time if greater from the time you depart to go get the train until you pass back thru the terminal. Claim:

Allow 4 hours (actual time if greater) account going to ( Mile Post Location) in the 25 mile zone to get the (train ID). I departed (originating location) at (time) arrived (train location) at (time) passed back thru (originating location) at (time).

Allow 130 miles basic penalty account instructed by dispatcher (name) to take train (train ID) past Dexter terminal switching limits (MP 166.7) up to (mile post Location) And tie it down. Past Dexter (station #) depot at tied train down (mile post location) and (time). (time) departed (mile post location) and arrived back at Dexter (station #) depot (time).

Coal trains that are destined to or coming from Mt. Pleasant are to be left and received at Texarkana to be handled by engineers on the Longview Hub. If you are instructed to go past Texarkana claim:

Allow 130 miles penalty account (manager, dispatcher, corridor manager, etc.) instructed me to take (train ID) past Texarkana to (location), I am suppose to deliver this train to Texarkana per NLR/PB Hub Agreement Section 16 (b).

Allow 130 miles basic penalty account instructed to receive (train ID) at (location) by (manager, etc). I am supposed to receive this train at Texarkana per NLR/PB Hub Agreement Section 16 (b)

File the following claim when the carrier drops or rolls turns in the freight pools, causing you to work ahead of when you would have according to the board standings or AVR listings. Claim:

Allow 130 miles basic day account being marked up and available on my regular job (job # ) on the (pool ID) when CMS (pulled or dropped) turn(s) ahead of mine causing me to work before I should have without proper rest. This is in violation of Article 4,26,40, short crew, personnel leave, and code-a-phone agreements.

If you are called for a train or deadhead that was (a) not on the line-up and/or (b) the time you were called does not correspond to the line-up, Claim:

Allow 130 miles basic day penalty account inaccurate information being provided by the AVR or CMTS train line up. I am an engineer on the (board ID & Job ID) and on this date the line-up at (location) did not show (state inaccurate information, turns dropped, train not on line-up, etc.) thereby not allowing proper rest. CMS agreement requires the timely accurate information be provided to crews VIA the code a phone or its equivalent.

Allow 130 miles basic day penalty carrier (CMS) adjusting (pool ID) freight pool on (date) without agreement or participation between the Local Chairman (name) and CMS. This is in direct violation of the MPUL agreement and past practice.

The Guaranteed Extra Boards must be adjusted on Tuesdays between 0800 hrs. and 1200 noon. File this claim whenever the guaranteed extra boards are adjusted out of cycle. Claim:

Allow 130 miles basic day penalty account carrier improperly adjusting the (board ID) out of cycle. In accordance with the BLE agreement on extra boards, file #560.30.1, page 1, page 113, para. 2, the only day the board can be adjusted is Tuesday between 0800 hrs. and 1200 noon. The (board ID) was improperly adjusted on (date & time) from a cap of (cap #). By the UPRR not living up to the agreement I have been denied reasonable layoff privileges.

All Engineers: For everyday that you are marked up and there are engineers on the extra board that are laid off on vacation, and the carrier has not put another person on the board to make up for the one on vacation you are entitled to 130 miles basic day penalty. Claim:

Allow 130 miles basic day penalty account, the carrier not living up to the agreement to backfill personnel who are on the extra board and take vacation. (name of person) is on vacation and to date that slot has not been backfilled. By the carrier not living up to the agreement I have been denied reasonable layoff privileges. Per MPUL Guarantee Extra Board Agreement of March 1989, Regulating Provisions, and letter of understanding dated October 22, 1997.

If you are used in HOS relief out of Monroe for a train that is north of Bonita and going southbound back to Monroe file the following:

Allow 130 miles basic day penalty account carrier violation of the current NLR/PB HUB agreement, Section C, Zone 3 seniority district, part 2-c. I was called out of Monroe in HOS relief service at (time, on date) and transported to (location north of Bonita) and instructed to take train southbound back to Monroe. The above agreement states that engineers may dog catch a southbound from NLR provided that the train has reached Bonita. If train has not reached Bonita, a crew out of NLR must be used. In this case, the (train ID) had not reached Bonita.

Note: First out NLR pool freight engineer will also have a claim, either give them a call with all the information or give the Engineers name and all the info to the Local Chairman in a timely manner so a claim can be filed.

(Claim all trains on separate tie-up screens during FRA tie-up. Show 1st train on line A and any deadhead on line E then hit F8 and show additional trains and deadheads as above.)

Allow 130 miles basic day penalty account carrier violation of the Livonia Hub Agreement. While working in pool freight service on the X344/ RE62 pool freight, I was called for (time, on date) to transport from Monroe to (location) and Hog relief the (train ID) north bound to X344. Section 9, part A of the Livonia ID agreement with the BLE states, that a NLR extra board crew will be used if northbound trains out of Monroe are past McGehee. In this case the (train ID) was at (location) which is past McGehee and an Extra board crew out of NLR should have been used to hog relief this train, not an ID pool freight crew out of Monroe.

(Claim all trains on separate tie-up screens during FRA tie-up. Show 1st train on line A and any deadhead on line E then hit F8 and show additional trains and deadheads as above.)