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Doubling Over @CUS

To: brhslist@yahoogroups.com
Subject: Doubling Over @CUS
From: qutlx1@a...
Date: Thu, 9 Jan 2003 00:11:46 EST
This is a long but interesting story of patience,fortitude and how the system 
worked.
Stay with it and you'll end up enjoying the learning experience and twist at 
the end.
In March 1939(some say the worst year of the great depression) mgmt tries 
more cost cutting measures. This time the 7 crew "northern Passenger pool" is 
reduced to 5 crews. This is accomplished by combining #44 and #50 at St Paul 
each day.Something that 25 years later was routine but this is 1939. So from 
March until May the combined train operated as a unit to Aurora where it is 
split again for the final 38 miles to CUS. A new job is posted to operate #44 
into CUS from Aurora and D.H home 7 days a week. Other than for the minimum 
days pay who could ask for a better job! #50 goes in with the original crew 
from Savanna.

One of the successful bidders is none other than J.R. Simpkins(who at this 
time is just a lodge member with 14 years seniority). He works this run until 
May when the job is abolished and the combined trains are run into Chgo as a 
unit. At a point just west of Roosevelt Road the train is stopped and the 
engine and coaches are taken into CUS by the engine crew,condr and one brkmn. 
The pullmans,diners etc are coupled into by a yard engine that comes out at 
Roosevelt and pulls this portion into another trk in CUS with the road brkmn 
still on the rear end as flagman.
Brother Simpkins who is sitting on his bump at home after losing his run 
learns of this manuever. He submits timeslips for the 2 days he is off 
waiting for an opportunity to place. He bases his claim on the rules stating 
all road passenger work will be manned by road men and he maintains that the 
yard crew(on the yard engine) is doing road work by pulling these rear 
portions into CUS. Remeber CUS trk doesnt start until under Roosevelt Road.
There are all the usual correspondence back and forth,claims denied 
appealed,appeals denied all the way up to the general Supt. There is a 
conference of all local chrmn with the supt,transmtr etc in Chgo as to why 
this is the only way these 19-21 car trains can be handled into CUS. 
Reportedly set over moves cant be done for various reasons.All the time the 
moves continue to be made whent he train is too long.
After all is said and done the general Chrmn declines to press the claims any 
further and writes to the Aurora lodge to close the file. Aurora instructs 
the Gen. Chrmn to appeal to the National railroad Adjustment board so he 
writes the secretary of the genral grievance committee to prepare same. The 
secretary(devine) in essence rips general Chairman Rasmussen for his handling 
and returns the file to him. Simpkins and local chrmn Howard furnish 
Rasmussen maps and blow by blow details of how the moves are made and why the 
claim is valid. 
Rasmussen meets in conference in March 1945 w/top Q mgmt and it is agreed 
Simpkins will receive a min days pay for May 1 and 2 1939. Payment is made in 
May 1945 in the amount of $10.90.
So that settles that,right? Wrong.

In 1948 the claims fly again as again thru trains are combined out of St Paul 
and split at Roosevelt Road.Now Simpkins is Local Chairman and Vern Roberts 
is general Chairman. The claims progress up to Roberts who reviews histroy 
and advises Simpkins that the various crews claims were handled in conference 
between Grand Lodge(Cleveland) and Q mgmt where it was decided that National 
railroad Adjustment board award #5579 for a similar issue at St Paul which 
award went in mgmts favor applied and therefore the claims were closed.
Win some lose some?!
Leo

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