Most of what you describe is "the way it was" just like I described how one certain yd formatted its work decades ago. No longer so in the modern world. Most yard locations now, outside of major classification terminals, do not have YM positions (code 29). The footboard or Utility man position handles some of the duties formally managed by the traditional YM (that is fading into history). From a historical look back (the way it was), ATSF abolished their YM positions in 1988 and jobs changed to an exzempt Asst Trainmaster (ATM) of which the shift went from 8 to 12 hrs. About 2017, many such positions were removed and replaced by the "U man" position at certain yards. This 8 hr shift, w/30 min OT added on, basically is a "YM" position independent of the actual switch eng crew but w/outside duties of assisting trains in the yard such as watching shoves, attaching him/herself to a train crew to assisit w/work after 'attaching to the train crew". Restricted to the yard only. If for some reason the UM has to assist a train on a main track, that is a RO claim that pays an extra 100 miles. Ching, Ching $$$.
The former BN still has UTU YM positions but sadly are decreasing. On the Frisco seniority district, Enid abolished their jobs two yrs ago and replaced w/the FBYM (switch eng foreman). The only yards on the former SLSF w/YMs are Tulsa, Springfield, Memphis, Amory & Birimingham as per the YM seniority roster.
SFbrkmnMost of what you describe is "the way it was" just like I described how one certain yd formatted its work decades ago. No longer so in the modern world. Most yard locations now, outside of major classification terminals, do not have YM positions (code 29). The footboard or Utility man position handles some of the duties formally managed by the traditional YM (that is fading into history). From a historical look back (the way it was), ATSF abolished their YM positions in 1988 and jobs changed to an exzempt Asst Trainmaster (ATM) of which the shift went from 8 to 12 hrs. About 2017, many such positions were removed and replaced by the "U man" position at certain yards. This 8 hr shift, w/30 min OT added on, basically is a "YM" position independent of the actual switch eng crew but w/outside duties of assisting trains in the yard such as watching shoves, attaching him/herself to a train crew to assisit w/work after 'attaching to the train crew". Restricted to the yard only. If for some reason the UM has to assist a train on a main track, that is a RO claim that pays an extra 100 miles. Ching, Ching $$$. The former BN still has UTU YM positions but sadly are decreasing. On the Frisco seniority district, Enid abolished their jobs two yrs ago and replaced w/the FBYM (switch eng foreman). The only yards on the former SLSF w/YMs are Tulsa, Springfield, Memphis, Amory & Birimingham as per the YM seniority roster.
In 1978 when BTSC was formed, there were Yardmasters at Bayview, Penn Mary, Mt. Clare A Yard, Locust Point, Curtis Bay and Stone House Cove at the other end of Curtis Bay.
Baltimore Terminal had in excess of 1300 individual customers throughout the area of the terminal. The business aims of CSX after its formation in 1980 was to end single car type customers - which they were successful in doing.
When I retired in 2016 there were two yardmaster positions left, Bayview and Curtis Bay and there were only 200 or fewer customers.
I don't believe the B&O Yardmasters were covered by UTU representation, I think they belonged to a Yardmaster's only organization.
Different companies, different railroad crafts and things go in different directions. CSX, BNSF & NS Train Dispatchers are covered by ATDA. UP Train Dispatchers are non-contract salaried 'officials'. When I was working there were a number of UP Train Dispatchers that transferre to CSX for Union protections.
Never too old to have a happy childhood!
There are a number of benefits to ATDA membership such as overtime or perhaps a better control of workload on some territories vs. management (in)disgression. I do think UP dispatchers had a better relationship with upper management due to their status and it seemed a more motivated environment whereby there wasn't an inherent adversarial relationship.
That said, I think this has deteriorated significantly over the past years although the status is indeed beneficial to management and, as ever, it is a matter of what kind of management that makes the difference. When UP went non-agreement in the 60s a lot of upper mgt. were ex-dispatchers, so there was a knowledge base and general good relationship.
Related to the issue is the functions of true yardmasters going bk 30 or so yrs ago. After the positions on the ATSF were voted in to become exzempt supervisor positions w/the new title of Asst Trainmaster (ATM) in 1988, changes came followng not long after. At many secondary yards, ATM positions were abolished & combined w/other locations,meaning one guy ran two yards. Here in Wichita the last time a person was on site performing the glorified "YM" job was 1990. That yr, the ATM was moved out of Wichita, combined w/the position from Hutchinson w/the work being done midway @ the Newton yd office. This was the format until 1995 when that job was abolished as the footboard yardmaster (FBYM) now did the work by marking the switch lists & doing the "clicking" of car inventory in the TSS computer system. I think the foreman position code 13 got like an extra $17.00 pay for being a FBYM. Way too low of an amount.
PennsyBoomerThere are a number of benefits to ATDA membership such as overtime or perhaps a better control of workload on some territories vs. management (in)disgression. I do think UP dispatchers had a better relationship with upper management due to their status and it seemed a more motivated environment whereby there wasn't an inherent adversarial relationship. That said, I think this has deteriorated significantly over the past years although the status is indeed beneficial to management and, as ever, it is a matter of what kind of management that makes the difference. When UP went non-agreement in the 60s a lot of upper mgt. were ex-dispatchers, so there was a knowledge base and general good relationship.
The number of former UP Dispatchers that came to CSX in the early 2000's tells me that UP had some serious disention in the Dispatcher/Sr. Management relationship.
A few years ago, one of the senior managment over dispatching said that a train dispatcher's position is just an entry level to managment.
Jeff
jeffhergertA few years ago, one of the senior managment over dispatching said that a train dispatcher's position is just an entry level to managment. Jeff
And in many cases 'management' positions are just indentured survitude.
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