1. Ties (1 navy, 1 red)

1. Belt

1. Change/Ticket pouch

1. Punch holder with the employee furnishing, at his
   own expense, black shoes and dark socks.

(aa) (14) Employees who protect passenger service, either extra and/or short
vacancies, will be allowed to continue wearing their Santa Fe uniform until it needs
replacement, at which time the uniform suit pants and suit coats will be replaced on a
50-50 basis between Amtrak and the employee.

(aa) (15) Initial uniforms (suit pants and suit coats) and replacements after uniform
program has been implemented will be borne equally between Amtrak and the employee.

(aa) (16) Authorized Santa Fe uniform buttons will be provided at Amtrak
Expense. Change/Ticket pouch and leather belt will be replaced at Amtrak expense.

Uniform hats will be replaced at Amtrak expense, not to exceed two (2) each 12 months.

Amtrak has the option of replacing only cloth cover on uniform hats.

(aa) (17) All uniform items, excluding shoes and socks, must be ordered from
clothier designated by Amtrak.

(aa) (18) Effective May 1, 1974, a Conductor (trainman) who makes application
either by bidding or bumping for a permanent vacancy in Amtrak passenger service will be
required to either have in his possession an Amtrak uniform or produce an application
(requisition) for such a uniform.

(aa) (19) Failing to have either an Amtrak uniform or an application for an Amtrak
uniform will preclude the Conductor (trainman) being assigned and his application either
bid or bump for vacancy will be null and void.

(aa) (20) Conductor (trainman) who does not have an Amtrak uniform in his
possession, but who has an application (requisition) for such uniform, will be permitted to
and must wear his railroad uniform until receipt of the Amtrak uniform.

In application of this policy it is understood that if the conductor (trainman) does
not have a serviceable railroad uniform, he would be permitted to wear a dark suit, not an
ensemble, while awaiting delivery of his uniform.

(aa) (21) Conductor (trainman) having an Amtrak uniform or upon receipt of
same, who make application, either by bumping or bidding, and are assigned to permanent
vacancy in Amtrak passenger service must wear their Amtrak uniform while in that service.

(aa) (22) On and after the effective date of this agreement, a Conductor (trainman)
who is permanently assigned to a vacancy in Amtrak passenger service will be provided
one free uniform at Amtrak expense, providing such employee has not previously obtained
an Amtrak uniform.

(aa) (23) Any Conductor (trainman) who receives a free uniform under the
provision of Section 22 hereof, will be prohibited from wearing any existing railroad
uniform while in Amtrak passenger service.

(aa) (24) Any Conductor (trainman) force assigned to a permanent vacancy in
Amtrak passenger service must, upon assignment, make application (requisition)
for an Amtrak uniform.

(bb) (1) When checked baggage is loaded or unloaded enroute between terminals
of a Passenger Trainman assignment, a Baggageman from the ranks of Trainmen will be
assigned under schedule rules.

Baggagemen when assigned may also handle U.S. Mail, express or other similar
type shipments, railroad mail and other items of railroad property.

(bb) (2) Trainmen assigned to regular baggage service or used to protect relief
and/or extra baggage service must qualify for such service. Not less than the minimum
number of extra trainmen’s as agreed to by the Superintendent and the Local Chairman of
the Trainmen’s Committee as necessary to protect relief and extra baggage service will
qualify.

The number of extra trainmen who must qualify to protect extra baggage service
will be determined by the Superintendent and the Local Chairmen.

(bb) (3) (a) Vacancies or new assignments in baggage service shall be advertised in
line with Article 17(n) of this agreement and the senior qualified trainman making
application thereof shall be assigned. Trainmen not qualified shall be given an opportunity
to qualify for this service at no expense to the carrier.

(bb) (3) (b) A successful applicant for train baggagemen’s assignments shall be
required to remain in such service for a period of at least 2 months. He must
simultaneously either on his bid or in a separate memorandum, waive his rights to work in
another grade of service in accordance with paragraph (e) of Article 20 before his bid will
be accepted. When a train baggageman places a bid for emergency class of conductors, he
will be considered as bidding in a higher grade of service and his train baggageman’s
assignment will be considered vacant and advertised for bids.

(bb) (3) (c) Each employee who bids in or displaces on a baggage assignment must
complete 2 months’ actual service, either continuous or in the aggregate, before he is
permitted to return to other service as a trainman.

(bb) (3) (d) Should a employee take a train baggageman’s assignment and
subsequently bids in a higher grade of service prior to completing the 2 months’ time in train
baggage service, he will, upon attempting to return to return to service as a brakeman, be
required to return to baggage service if he can hold an assignment as such and complete the
full 2 months’ period before being permitted to take any other assignment as a brakeman.

(bb) (3) (e) If before the 2 months are up he reverts into the Trainmen ranks he
must return to baggage service if it is possible for him to do so. If he is unable to revert to
baggage service due to lack of seniority he is relieved of this obligation.

(bb) (3) (f) If before the 2 months are up he is displaced from baggage service and
cannot then hold a baggage assignment out of his terminal then he is relieved of the 2
months’ obligation. By this we mean he does not have to revert to baggage service if
subsequently, and prior to end of 2 months, a vacancy develops in that service.

(bb)* (4) (a) All extra trainmen who have made student trips and/or worked
baggage on this property will be considered as qualified train baggagemen.

(bb)* (4) (b) Those outlined in paragraph (a) will be called from the extra board in
their respective order on the board, one with the other, for any unassigned baggage
service. Appropriate crew records will reflect such trainmen.

(bb)* (4) (c) Any trainman not qualified desiring to do so may qualify by making
one student trip with a qualified Train-Baggageman and securing approval from him and
the Trainmaster. On assignments working into or out of Los Angeles, trainmen will
contact appropriate supervisor for additional instructions.

(bb)* (4) (d) Extra trainmen runaround because of not being qualified for baggage
service will not be entitled to any penalty account not so used.

(bb)* (4) (e) In the event there are no experienced baggagemen available on the
extra board, the first out trainmen will be used.

(bb) (5) (a) In the event vacancy exists for a passenger brakeman and a train
baggageman on the same assignment the first out qualified trainman will be called for
baggageman after which passenger vacancy will be filled.

(bb) (5) (b) Temporary vacancies (including vacation vacancies) for train-
baggagemen will be filled by the senior qualified extra trainman on the board which
protects the run making application for the run and will remain thereon until displaced by
the regular man or some senior qualified extra trainman. Should said senior extra man who
has made application for and been placed on the run in turn lay off, the run will be open to
the senior qualified trainman making application for same.

In the event no qualified trainmen makes application for train-baggageman vacancy
in line with above paragraph, the first out qualified on the extra board will be used and remain
thereon until displaced by some senior qualified extra trainman making application for the run,
by return of the regular assigned train- baggageman, or by vacancy being filled under Article 17 (q).

An extra trainman is protecting a train- baggageman’s vacancy under the above
paragraph and bids in a vacancy in line with his seniority will be relieved and placed on his
new assignment, after which the train- baggagement’s vacancy will be again protected in line
with the preceding paragraph.

(bb) (5) (c) Where a trainman does not have the right to work a full 2 months in
baggage service under the provisions of Article 1 (bb) (3) (b), he will not be permitted to
bid in or displace on a train- baggageman’s assignment.

(bb)* (6) In the event no qualified trainman makes application for train-
baggageman vacancy on Train Nos. 4 and 3, the first-out qualified trainman on the extra
board will be used, and will have the option of being released after the completion
of round trip and return to Extra Board or he may elect to remain on the vacancy until
displaced by some senior qualified extra trainman making application for the run, by return
of the regular assigned train- baggageman, or by the vacancy being filled under Article 17 (q).

(bb) (7) Rates for handling Express, U.S. Mail and/or both.

Mileage Rate Overtime

First Over Rate

162 Miles 162 Miles Per Day Per Month Per Hour

Baggageman

Handling Express .6210 .5609 $100.60 ------------- 12.5750

Baggageman

Handling

U.S. Mail (A).6217 .5617 100.72 ------------- 12.5900

Baggageman

Handling

Express &

U.S. Mail (B).6238 .5639 101.06 -------------- 12.6325

1. Baggageman handling U.S. Mail of prescribed volume.
2. Baggageman handling U.S. Mail of prescribed volume and Express.

FREIGHT SERVICE THROUGH,

IRREGULAR AND CIRCUS TRAIN SERVICE RATES OF PAY

(a) Albuquerque and former Arizona Divisions (See Basic Day)

Mileage Rate

First Over

108 Miles 108 Miles Per Day

Cents Cents

Conductor............1.0051 0.9001 $108.55

Brakeman.............0.9465 0.8531 102.14

Between Mojave and Bakersfield: (See Basic Day)

Mileage Rate

First Over

108 Miles 108 Miles Per Day

Cents Cents

Conductor............1.0334 0.9257 $111.61

Brakeman.............0.9749 0.8795 105.29

NOTE: No change to be made in the present basis or rate of pay for all miles
made on territory outside of that between Mojave and Bakersfield.

All overtime earned on any trip between Barstow and Bakersfield, whether
in whole or in part on the territory between Mojave and Bakersfield, the overtime
rate will be three-sixteenths of $61.68 for conductors and $57.01 for brakeman
for the entire trip; no change to be made in the present method of payment for
overtime on trips exclusively between Barstow and Mojave.

The higher rate named will not apply for any short service performed between
Kern Junction and Bakersfield, the dividing point being at a point one-half mile
east of junction switch at Kern Junction.

SUNSET RAILWAY (See Basic Day)

Mileage Rate

First Over

108 Miles 108 Miles Per Day

Cents Cents

Conductor............1.0114 0.9060 $109.23

Brakeman.............0.9504 0.8577 102.64

LOS ANGELES DIVISION OF BARSTOW (See Basic Day)

Mileage Rate

First Over

108 Miles 108 Miles Per Day

Cents Cents

Conductor............0.9992 0.8946 $107.91

Brakeman.............0.9403 0.8320 101.55

VALLEY DIVISION NORTH OF BAKERSFIELD (See Basic Day)

Mileage Rate

First Over

108 Miles 108 Miles Per Day

Cents Cents

Conductor............0.9890 0.8859 $106.81

Brakeman.............0.9224 0.8320 99.62

(a) Road Freight Conductors and Trainmen

Effective June 16, 1955, the basic daily rates for conductor,
and brakemen and flagmen in road freight service receiving
road rates of pay shall be increased as follows:

"BASIS OF PAY

Maximum number of cars Amounts to be added to the

(including caboose) hauled Basic Daily road

in train in road movement Freight Rates...Conductors,

at any one time on road trip Brakemen and Flagmen

anywhere between initial

starting point and point of final

release

Less than 81 cars $ .35

81 to 105 cars 1.00

106 to 125 cars 1.40

126 to 145 cars 1.65

146 to 165 cars 1.75 (Add 20 cents for each additional block
of 20 cars or portion thereof. (See next page.)

Article 2

NOTE: Where under existing rules or practices on an individual carrier
arbitraries or special allowances are made by reason of tonnage or the
number of cars handled in a train, such arbitraries or special allowances,
or the amount produced by all the above table, whichever is the greater,
shall apply, but not both."

(See Appendix I)

(Note above does not have application on the districts between Winslow and
Seligman and Seligman and Needles in either direction with respect to trains
which exceed 2900 tons when hauled by two (2) or more locomotives.)

(c) One hundred miles or less, eight (8) hours or less (straight-away or turnaround)
shall constitute a day’s work. Miles in excess of 100 will be paid for at the mileage rates provided.

(d) On runs of 100 miles or less, overtime will begin at the expiration of eight (8) hours;
on runs of over 100 miles overtime will begin when time on duty exceeds the miles run
divided by 12 ½ . Overtime shall be paid for on the minute basis at a rate per hour of 3/16ths of the daily rate.

(As Amended by 1985 National Contract)

1985 - ARTICLE IV - PAY RULES

SECTION 1(a) & (b) - Mileage Rates

(a) Mileage rates of pay for miles run in excess of the number of miles comprising
a basic day (presently 100 miles in freight service and 100 miles for engine crews
and 150 miles for train crews in through passenger service) will not be subject to
general, cost-of-living, or other forms of wage increases.

(b) Mileage rates of pay, as defined above, applicable to interdivisional,
interseniority districts, intradivisional and/or intraseniority district service
runs now existing or to be established in the future shall not exceed the
applicable rates as of October 31, 1985. Such rates shall be exempted from
wage increases as provided in Section 1(a) of this Article. Car scale and
weight-on-drivers additives will apply to mileage rates calculated in
accordance with this provision. (See next Page)

(a) Passenger service and 100 miles for engine crews and 150 miles for
train crews in through passenger service will not be subject to general,
cost-of-living, or other forms of wage increases. (b) Mileage rates of pay,
as defined above, applicable to interdivisional, interseniority districts,
intradivisional and/or intraseniority district service runs now existing or
to be established in the future shall not exceed the applicable rates as
of October 31, 1985. Such rates shall be exempted from wage increases
as provided in Section 1(a) of this Article. Car scale and weight-on-drivers
additives will apply to mileage rates calculated in accordance with this provision.

1991 SECTION 2 - Miles in Basic Day and overtime Divisor

(What is Basic Day - Determination of when Overtime Begins)

(a) The miles encompassed in the basic day in through freight and
through passenger service and the divisor used to determine when
overtime begins will be changed as provided.

Effective Date Through Freight Service Through Passenger Service

of Change

Miles in Basic Overtime Miles in Basic Overtime

Day Divisor Day* Divisor

July 29, 1991 114 14.25 171-114 22.8

January 1, 1992 118 14.75 177-118 23.6

January 1, 1993 122 15.25 183-122 24.4

January 1, 1994 126 15.75 189.126 25.2

January 1, 1995 130 16.25 195-130 26.0

* The higher mileage numbers apply to conductors and brakemen and the
lower mileage number apply to engineers and firemen.

(b) Mileage rates will be paid only for miles run in excess of the minimum
number specified in (a) above.

(c) The number of hours that must lapse before overtime begins on a trip
in through freight or through passenger service is calculated by dividing the
miles of the trip or the number of miles encompassed in a basic day in that
class of service, whichever is greater, by the appropriate overtime divisor.
Thus, after June 30,1988, overtime will begin on a trip of 125 miles in through
freight service after 125/13.5 = 9.26 hours or 9 hours and 16 minutes.
In through freight service, overtime will not be paid prior to the completion
of 8 hours of service.

(e) When constructive mileage is allowed same to be employed in computing overtime.

Constructive mileage will be allowed in freight service as follows:

In Both Directions

Between Winslow and Williams 100 miles Between Winslow and Ash Fork 129 miles

**Between Winslow and Seligman 159 miles Between Williams and Ash Fork 29 miles

Between Seligman and Ash Fork 30 miles Between Seligman and Williams 59 miles

**Between Seligman and Needles 153 miles Between Bakersfield and Tehachapi 53 miles

Article 2

Between Needles and Barstow E.B. 170 miles Between Tehachapi Wye and Mojave 24 miles

W.B. 172 miles Between Barstow and Mojave 69 miles

Between San Bernardino and Barstow 100 miles

** The provision of Article 2(e) of the Conductors’ and Trainmen’s Schedule
and Article 31 of the Firemen’s Schedule will not be applicable to this interdivisional
service in lieu thereof, employees in this service will be allowed the following
for each trip between Winslow and Needles:

Fireman $20.09

Conductor 19.78

Brakeman 18.63

This allowance will not be subject to future wage increases and/or cost-of-living
allowance and will only be applicable to those employees with a seniority date in
train or engine service prior to the effective date of this Agreement.

(f) On any district, the mileage of which is less than 100 miles, for which 100
constructive miles is allowed, intermediate doubles may be made, mileage of
which added to the actual miles would bring the total mileage made above 100
miles actual miles will be allowed.

(g) In pool or irregular freight service crews may be called to make short trips
or turnarounds with understanding that one (1) or more turnaround trips may be
started out of the same terminal and paid actual miles, with minimum of 100 miles
for a day; provided (1) That the mileage of all the trips does not exceed 100 miles,
and (2) that crews shall not be required to begin work on a succeeding trip out of
initial terminal after having been on duty 8 consecutive hours, except as a new day,
subject to the first in first out rule or practice.

(See Question and Decision on next page)

Question 104: Must the crew actually leave the terminal before expiration of eight (8) hours?

Decision: No, but crews should not ordinarily be required to begin work on the second or succeeding trip when it is apparent that the departure from the terminal will be delayed beyond eight (8) hours from going on duty on initial trip.

NOTE: Crew used in short turnaround service under the above and held at terminal for an additional turnaround trip and crew is not used for additional trip and is released, will hold turn as per their arriving time at terminal with respect other crews that arrived at terminal behind them. It is understood that the crew that made short turnaround trip will not be compensated under the terms of the runaround rule if crew arriving behind them are used between the time of their arrival and the time relieved.

(b) When called for service under this clause the number of trips need not be specified, but the call should specify turnaround service.

Article 2

(i) Crews used in short turnaround service may be used in either or both directions out of the initial terminal, in territory where it is permissible to use them for other than short turnaround trips. Short turnaround trips may not be connected with straightaway trips and be paid continuous trip basis.

(j) On the Los Angeles Division trips in through and irregular freight service other than those described in paragraph (g) a new day will begin when the time of actual departure from Los Angeles is eight (8) hours or more from the time of going on duty on the initial service.

(k)(1) In freight or mixed service, regular or irregular, assigned or unassigned, crew shall be paid local freight rates on trips when required to load or unload L.C.L. shipments, except that on mixed runs where mixed rate is higher than local, such higher rates will be paid.

(k)(2) Crews in work train service required to load or unload commercial L.C.L. freight, such as in normally handled by locals, local rate shall apply if higher than work train rates.

(k)(3) Crews doing station switching shall be paid not less than local freight rates.

(k)(4) Crews consuming 1 hour and 45 minutes or more picking and/setting out cars and required to pick up and/or set out at three (3) or more stations shall be paid not less than local freight rates, such time to be accumulative and computed from time the work is begun until completed and train coupled together.

NOTE: Picking up or setting out cars and/or terminal switching at terminals where crews are paid for initial and/or final terminal switching as an arbitrary will not be considered in applying this rule.

(k)(5) The setting out of an inbound train and picking up of an outbound train at the turning point of a turnaround trip constitutes a setout and a pickup.

INTERPRETATION: Train arrives at a station with cars to set out. The fact that such cars may be in two or more places in the train on arrival is not to be considered as station switching. Of course, the time setting them out would come under the 1 hour 45 minutes rule but would not be considered station switching simply because the cars to be set out were in more than one place in the train. It is understood that if a crew having no cars to pick up or set out is required to take its engine and move or spot cars already at such station such work shall be considered station switching.

EXAMPLES AGREED TO FOR PAYMENT

Example 1: Train arrives at station with one or more cars to set out, say on No. 2. They find a car spotted on track No. 2 which agent instructs them to shove back to the lower end of track No. 2, then pull ahead and spot the car they are to set out at a certain point on track

No. 2, which is done. This is not station switching, it being a straight shove, but would come under paragraph four (4).

Example 2: Crew having one or more cars to set out, say at the house, finds a number of cars on the house track which they are required to shove back, then cut a crossing and pull ahead in order to spot the car to be set out. This is not station switching, but would come under paragraph four (4).

Article 2

Example 3: Crew has one or more cars to set out, say at the house. In order to set car or cars at the house it is necessary to place same behind cars already on house track or pull one or more cars off the house track and place on some other track. This is station switching under paragraph three (3) inasmuch as it is necessary to make a switch in order to put their car or cars to the house.

Example 4: Crew has one or more cars to pick up. Car to pick up is behind one or more cars. In order to pick up it is necessary to make switch and whether the car which were standing ahead of the car or pick up are spotted back where they were placed on another track the move would be considered station switching under paragraph three (3).

Example 5: Crew instructed to pick up or set out a number of water cars and in doing so required to spot and fill some cars. The time required to fill the cars would be considered in connection with the 1 hour 45 minutes time limit necessary to convert train into local under paragraph four (4).

Example 6: Crew or crews originating or terminating at an outlying point are required to make up or break up their own train and in doing so required to make switch, the paragraph three (3) shall apply.

Example 7: Crew or crews originating or terminating at an outlying point are required to make or break up their own train and in doing so no switch is made, the time consumed in making up or breaking up train will be figured in computing the 1 hour 45 minutes as shown in paragraph four (4).

Example 8: Crew arriving at one of the terminals named in Switching Rule (Appendix A) required to do station switching while on overtime, as provided for in said switching rule, will be considered as having performed station switching as provided for in paragraph three (3).

(l) Solid trains of silk in baggage or express cars will be handled by through freight employees, by districts, and paid on through freight basis.

(m) Crew members will not be required to manipulate ventilators at terminals.

(n) Unassigned Harbor District work will be protected by Los Angeles extra employees, when available in lieu of San Bernardino pool crews.

(o) Road mileage is calculated from depot to depot, except on trains originating in River Yard at Belen and 22^nd Street Yard at San Diego; the road mileage will be calculated to or from the center of those yards.

Section I.

Pursuant to Article XII of the National Agreement dated January 27,1972, with the United Transportation Union, it is agreed that The Atchison, Topeka and Santa Fe Railway Company coast Lines will establish intradivisional service pool freight crews as set forth below.

(a) Intradivisional service will operate from terminal of Richmond, California, to the terminal of Calwa, California and the reverse.

(b) Richmond and Calwa, California, will continue to be the home terminals for the Second District freight crews, Pool freight crews will operate through the terminal of Riverbank..

(c) Richmond crews upon arrival at Calwa will be called for service subject to their availability under the Hours of Service law ahead of Calwa crews; however, not more than two (2) Richmond crews will be worked out of Calwa before using a Calwa crew. The same principle shall apply at Richmond. Mileage will be equalized between the sides of the district weekly.

Section I, paragraph (c) of the Intradivisional Agreement of June 10, 1972, modified as follows, effective March 1, 1973:

The present pertinent language reads as follows:

"Mileage will be equalized between the sides of the District weekly."

The application of the above sentence will be changed, and effective March 1, 1973, the mileage will be equalized between the sides of the District on the 10^th, 20^th, 30^th of each month, the month of February being compensated for. At the expiration of each 10-day period mileage will be equalized between the sides of the District, i.e., Calwa and Richmond, so that there will be a variance of no more than two (2) one-way trips. The one or two one-way trip variance will be added to the next 10-day period as a factor in determining proper equalization for the following 10-day period.

(See next Page)

The parties also agree to permit the Carrier to deadhead home terminal crews to their terminal, out of sequence, without regard to the two-to-one ratio, provided that this strategic deadheading is for the express purpose of equalizing mileage between the sides of the District. Under these circumstances the crew involved will be advised on call that they are being strategically deadheaded for mileage equalization purposes to avoid an unnecessary controversy.

(d) All crews at their away-from-terminal after eighteen (18) hours off duty will either work subject to Paragraph (c) or deadhead on or before (commercial transportation) the first intradivisional train.

(e) In respect to deadhead crews at their away-from-home terminal, it is agreed that crews can be deadheaded out of turn with respect to home terminal crews, when excess crews are at their away-from-home terminal.

(f) All deadheading will be paid for by the Carrier. Deadheads will be counted as turns. It is understood Richmond and Calwa crews will not be worked out of turn except as outlined above.

(g) Crews, except as provided in Paragraph (d) above, will be deadheaded on the faster through freight trains or commercial transportation, i.e., passenger trains, buses, taxis, etc.

(h) Employees in intradivisional service who are ordered to appear at investigations at other than their home terminal will be paid deadhead mileage.

Section II.

All miles run over 100 shall be paid for at the mileage rate established by the basic rate for the first 100 miles or less.

(a) When crews are required to report for duty or are relieved from duty at point other than the on and off duty points fixed for the service established hereunder, the Carrier shall provide suitable transportation for the crews.

(b) At away-from-home terminals the Carrier will provide suitable lodging or an allowance in lieu thereof as required in the current Lodging Agreements. Commencing on the effective date of this Agreement, Carrier will furnish suitable lodging to all employees here involved and continuing until July 1, 1972. Subsequently thereto each employee will have the choice of being furnished suitable lodging or an allowance in lieu thereof, as required in the current Lodging Agreements, such choice to be made in writing not later than ten (10) days prior to July 1, 1972, and subject to change only on ten (10) days’ written notice prior to December 1 and June 1 of each year thereafter.

(c) At Richmond and Calwa if the distance between point of going on or off duty and the point nearest available change off point is in excess of 1/4 mile, transportation will be furnished.

(d) All crews who are entitled to transportation will be furnished transportation promptly, but no later than twenty (20) minutes after their tie up time, or the crew will be permitted to use commercial transportation and be reimbursed for same by the Carrier. The twenty (20) minute period provided for above will apply to the pick-up time of the first train crew member, however in no event will the last member of the train crew be picked up later than thirty (30) minutes after his tie up or he will be permitted to use other commercial transportation.

NOTE: For the territory between Richmond and Calwa the mileage question (mileage to make up the 100 mile basic day between terminals) will be submitted to arbitration for decision. If the employees prevail, the mileage in dispute will be allowed by the Carrier to each employee affected retroactive to the date that the new intradivisional runs commenced, April 7,1972.

(a) Intradivisional Crews under this Agreement will not trade off trains between their initial and final terminals.

(b) In intradivisional service covered by this Agreement, crews will receive overtime rate after being on duty ten (10) hours in addition to mileage run.

(c) All other services of the home terminals will be protected by the respective extra boards with the exception of regular assignments between Calwa and Riverbank and Richmond.

(a) Each member of the crew will be allowed a $2.75 meal allowance after four (4) hours at the away-from-home terminals and another $2.75 allowance after being held an additional eight (8) hours until changed by later agreement.

(As revised by National Agreement of 8-25-78.)

(b) In order to expedite the movement of these intradivisional runs, the Carrier shall determine the conditions under which such crews may stop to eat. When crews are not permitted to stop to eat, members of such crew shall be paid an allowance of $1.50 for the trip. (See next Page)

Notwithstanding the above, crews who are required to make setouts and/or pickups at more than three (3) locations, exclusive of setting out bad order cars from their train, will be permitted to eat with notification to the dispatcher. In the event these crews do not eat they will be allowed the $1.50 allowance provided above.

Section V.

Nothing herein contained shall be construed as modifying or amending any of the provisions of the Schedule Agreements between the Carrier and the UTU except as specifically provided herein.

Section VI.

This Agreement shall become effective 12:01 AM, June 10, 1972, and remain in full force and effect until changed in accordance with the provisions of the Railway Labor Act, as amended.

(Conductor’s, Trainmen and Yard men’s Committee)

IT IS AGREED:

Pursuant to Article IX, UTU National Agreement of October 31, 1985, The Atchison, Topeka and Santa Fe Railway Company may establish interdivisional (ID) service for pool freight crews as set forth below:

TERMINALS

Interdivisional pool freight crews will operate between the terminals of Los Angeles and Barstow, and between Barstow and San Diego, California. Los Angeles will be the home terminal and Barstow and San Diego will be the away-from-home terminals for the interdivisional pools. Pool freight crews in interdivisional service will work first-in, first-out, will only protect ID run, and will not be used in turnaround service except as provided herein. San Bernardino will be eliminated as a terminal for pool freight crews.

LAYING OFF

Conductors and brakemen in interdivisional service will lay off at home terminal, except in case of emergency, such as illness or injury, and will report at home terminal only.

HELD-AWAY-FROM HOME TERMINAL

Crews in interdivisional pool freight service held at their away-from-home terminal will be paid continuous time for all time held after expiration of sixteen hours from the time relieved from previous duty exclusive of any time resulting from any member of the crew calling for rest, at the rate paid for last service, until called for service or ordered to deadhead, in which case HAFHT time shall cease at the time pay begins for such service, or when deadheading, at the time the train departs on its road trip. If transportation other than train is used for deadheading, HAFHT time shall cease at the time of departure of the other mode of transportation.

NOTE: If a crew is called and released, held time will not be broken. However, there will be no duplicate payment for held time and time on duty.

TRADING TRAINS

Interdivisional crews will not be required to trade trains in opposite directions.

FORMAL INVESTIGATIONS

Applicable schedule rules will apply to pool freight conductors and brakemen required by Carrier to attend formal investigation; however, a conductor or brakeman in interdivisional services, who is ordered by Carrier to appear for a formal investigation at a location other than his home terminal, will be compensated for deadhead in accordance with the October 31, 1985 TUTU National Agreement when dismissed or suspended.

MEALS EN ROUTE

In order to expedite the movement of these interdivisional pool freight runs, the Carrier shall determine the conditions under which crews may stop to eat. When crews are not permitted to stop to eat, they will be paid an allowance of $1.50 for the trip, unless they qualify for payment under the meals en route agreement.

BASIS OF PAY

All miles in excess of the miles encompassed in the basic day shall be paid for at a rate calculated by dividing the basic daily rate of pay in effect on October 31, 1985 by the number of miles encompassed in the basic day as of that time.

Current actual miles run are as follows:

Los Angeles - Barstow 149 miles

Barstow - San Diego 227 miles

Pool freight crews called for and departing the terminal in interdivisional service will be allowed the mileage terminal to terminal, except when the service is interrupted by an emergency such as flood, washout, major derailment, etc.; i.e., an Act of God, and pool freight crew is returned to the originating terminal. In that event, the crew will be placed first out after eight (8) hours rest, being given first consideration for deadhead to the home terminal. It is understood the foregoing does not modify the current call and release rule.

PROVIDING RELIEF FOR HOURS OF SERVICE LAW CREWS

In connection with relieving interdivisional pool freight crews tied up under the Hours of Service law, the following will prevail when it is necessary to call a road crew out of the terminal.

WESTBOUND TRAINS

Between Barstow and San Bernardino - ID Pool freight crew standing first out at

including San Bernardino Barstow
Between San Bernardino and Los Angeles
Between San Bernardino and San Diego
Extra board crew at Los Angeles or San Bernardino
Extra board crew at San Bernardino

EASTBOUND TRAINS

Between Los Angeles and San Bernardino, including San Bernardino
Between San Diego and San Bernardino, including San Bernardino
Between San Bernardino and Barstow

ID Pool freight crew standing first out at Los Angeles or extra board
crew at San Bernardino (the extra crew would work through San
Bernardino to Barstow and then de deadheaded home)

Extra board crew at San Bernardino (the extra crew would work through
San Bernardino to Barstow and then be deadheaded home)

ID pool crew standing first out at Barstow (see Note)

NOTE: When an ID crew is used to provide Hours of Service relief in this circumstance, the crew will be allowed actual miles run, with a minimum of a basic day’s pay, and will stand first out for service or deadhead subject to availability under the Hours of Service Law.

PROTECTING OTHER THAN ID SERVICE

All unassigned service, other than ID between Los Angeles and Barstow and San Diego will be protected by the Los Angeles and San Bernardino extra boards. Regular assignments will be protected by regularly assigned conductors and brakemen.

VACATIONS

A pool freight conductor or brakeman in interdivisional service will be permitted to advance the starting date of a scheduled vacation period to coincide with the start of layover days, but not to exceed three (3) days.

MOVING/REAL ESTATE

Article IX, Section 7 of the October 31, 1985 UTU National Agreement will be applicable to any conductor or brakeman whose principle residence was the San Bernardino area on August 31, 1987, and who is required to change his/her residence as a result of the implementation of this Agreement.

PROTECTION

Article IX, Section 7 of the October 31, 1985 UTU National Agreement will be made a part of this agreement.

This Agreement will become effective October 31,1990.

Signed at Chicago, Illinois this 31 day of October 1990.

FOR THE ORGANIZATION: FOR THE CARRIER:

A. G. Delyea James M. Harrell

General Chairman, United Director Labor Relations

Transportation Union (CTY)

J. L. Easley

Vice President, United Transportation Union
(utucalif.id)

All other signatures or reference to them will not be used
for this agreement or it’s Side Letters.

September 6, 1990
47-1240-20-25
Mr. A.. G.. Delyea, General Chairman
United Transportation Union (CTY)
2110 E. First Street, Suite 112
Santa ana, California 92705-4095