Before anyone jumps to conclusions about arbitraries/lapbacks let me add some
overview.
1) a unions reason for existence is to get people employed and rewarded at the
highest rate possible. The more people employed the more dues paid into the
union funds.
2) mgmts goal is to operate the railroad in a safe manner and at the highest
profit possible.
Clearly these goals are at opposite ends of the spectrum and that's why there
are agreements pounded out from negotiations.
Most lapbacks were earned from doubling hills when a train simply stalled
trying to get over it.
The union logic in the lap back is mgmt should have added more power or made
the train smaller. In most cases this would involve running another train,ie
more members. On some runs a crew could double a few hills, complete the run
and maybe not even go on overtime,depending on the miles equated for computing
OT.
Back in steam engine days double headers were looked upon by train crews as job
eliminators.
Two engine crews but only one train crew. So there were agreements about double
headers.
On the various Aurora division lines the following stations were routine
doubles,Burke,Hazel hurst,waterman,Oregon,ohio,walnut,Wedron,south
Ottawa,sometimes even Radley and others depending on train size and weather.
Leo Phillipp
Sent from my iPad
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