Pete,
Here's my recollection of how doubling hill payments worked back in the
day.
25 miles: "from a point to a point and return then to that point."
Basically you stall on a hill and double into the next station; you earned an
additional 25 miles or approx 2 hrs pay. If you had this down to a science(see
my off list) you could do this in about an hour and a 1/2. Not really a
gravy move especially in winter,blinding snow or driving rain. Most of the
guys
preferred not to make doubles because of all the things that could go
wrong in the moves. It was not totally unheard of to double eastbound from
Savanna into Burke. You can move a whole lot more train on level track than up
that hill from a dead stop.
100 miles: you stall at a point and double thru a station taking the train
to the next forward siding/station beyond the first one in advance, or you
pass thru a station twice in the same direction, you earned a 100 mile
double. Clearly taking a portion of a train from Rockfalls to Earlville or
Somonauk and then going back to Rockfalls for the other portion and then
putting the whole thing back together and proceeding to Eola would be a 100
mile
double as you "doubled" past many stations.
The one that comes to mind is working the Earlville turn and doing ballast
spreading westbound between Bristol and Plano. Then going back to
Montgomery,leaving ballast cars, then heading west to do short work at
Sandwich,Leland,etc. 100 miles. From a point,thru a station(Bristol) back to
the origin
point and then thru the station again.
Picking up at a station. In essence the rule stated if you left town with
more tonnage than you came in with and them stalled you earned 25 miles. The
one that comes to mind is westbound at Oregon,IL we would set out a few
mtys and pick up loads of sand and have to double to Stratford or Carter. 25
miles. These type of doubles were often claimed as 100 milers with argument
being an extra should have been ordered to do the pick up at the base of
the hill. This is why work on the Fox River Branch was arranged so that #86
picked up at Ottawa and not Wedron as stopping at Wedron would ensure a
double up Wedron Hill. Also west bound at Ottawa a double up south Ottawa hill
to Hitt was somewhat routine. Also eastbound into Serena despite not
stopping at Wedron was pretty routine.
Of course these payments applied only to wayfreights and thru frts,not road
switchers which could parade back and forth along their assigned territory
all day w/o any penalties. No wonder many jobs were converted to road
switchers in the 60s. Another way to avoid a 100 mile double was for a station
to be dropped from the timetable,then it didn't exist.
Leo Phillipp
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