The Klamath Falls Extra Board (XT30) is a guaranteed extra board. Per the agreement, the extra board is paid a guarantee of 1925 miles per pay period, which as of July 1st, 2007 equals $3102.91. THIS AMOUNT CAN BE REDUCED EASILY BY TIMEKEEPING. The agreement allows the carrier to divide that amount by the number of days in a given pay period, then deduct days when you are not available. The agreement is very concise about layoffs. If you lay off vacation (LV), personal leave (PL), company business (OS), bereavement (BV) , or for jury duty (LJ), you will not lose that days guarantee. If you lay off in any other status (LS, LW, LP, LK, MC, LR, LY, etc.) WHEN FIRST OUT, you will lose guarantee equal to what you would have made if you had worked. So if you lay off 1st out and the guy behind you catches a trip to Eugene and makes $1000 between working, tow in, and held away, YOU LOSE $1000 OF YOUR GUARANTEE. If you lay off in any of the above status when NOT first out, or if you get miss called because the guy ahead of you laid off at the last minute, you will lose one day of guarantee. IN ADDITION TO THIS, if you lay off more than TWO times in one pay period, or if you lay off for more than 84 hours total in one pay period, YOU LOSE ALL YOUR GUARANTEE. The only exception to all of this is if you lay off Union Business (LU).
A new trick that has been being played recently is for a senior conductor to suddenly appear on an extra board seeming out of nowhere and without a live bump. This actually is allowed by a very obscure agreement from 1972. In the "old days" of the Southern Pacific Railroad, seniority was divided up into districts (For example, if you are currently working in Klamath Falls or Dunsmuir, you are in the former SP Shasta District, later called the Consolidated Oregon District, and now the Roseville Hub). According to the Brakeman's System Seniority Agreement (called TRN-1-966) dated March 31st, 1972, Paragraph 7(a) "Brakemen with protected seniority rights, AS WELL AS those having consolidated seniority
rights, may transfer on their own time from one extra board to another, or move to the jurisdiction-of
another extra board by acquiring an assignment through the exercise of seniority". So based on this, because our Extra Board is a combined brakeman/conductor board, the carrier, and apparently the General Committee, are allowing extra board conductors to simply bump off a junior conductor on a different extra board at another terminal whenever they so choose. There is a restriction, however, in Paragraph 7(b) on the same agreement which states "Brakemen holding prior and protected seniority, as well as those holding consolidated seniority, who transfer from a brakemen's extra board, either freight or passenger, from one protected seniority district to another protected seniority district must remain on the extra board to which transferred for not less than 30 days" Now the question arises as to whether or not the carrier and General Committee will adhere to this, seeing that the "protected seniority districts" have been long since replaced by the Roseville Hub as far as seniority is concerned.
The Extra Board in Klamath Falls is a first in, first out rotating board. This means that when you are added to the board, or when you mark up from being layed off, or when you return to the board after working, you go to the bottom of the list of available conductors.
What determines the actual order is your ARRIVAL TIME. If conductor #1 bumps to the board at 1000hrs, then conductor #2 marks up from a lay off at 1010hrs, then conductor #3 ARRIVES at 1015hrs and ties up at 1030hrs, they go on the board in that order. Notice the ARRIVAL TIME is what determines the order you go on the board. If two extra board conductors are on duty, #1 arrives in Klamath Falls at 1500hrs, does a bunch of work in the yard, then ties up at 1700hrs, meanwhile conductor #2 arrives in Klamath Falls at 1530hrs, has a mainline crew change, and ties up at 1545hrs, IF CONDUCTOR #1 PROPERLY SHOWED HIS ARRIVAL TIME AS 1500HRS, THEN CONDUCTOR #1 WILL BE AHEAD OF #2 ON THE BOARD. The unknown here is will conductor #1 properly show his correct arrival time, or will he instead put an arrival time just before tying up? If he actually arrived at 1500, but tells the computer he arrived at 1650hrs instead, this is after the other conductors arrival of 1530hrs and therefore #1 will be BEHIND #2. It is left to each extra board conductor to be honest about their actual arrival time so as to comply with the agreement.
The Extra Board in Klamath Falls is a combined brakeman/conductor extra board. In the past, brakeman and conductor were two different crafts as far as assignments go; today there only exists ONE actual brakeman position in Klamath Falls, that on the Road Switcher (AT31 BR1 position). Also, in the event of a work train being called, an extra brakeman position will be filled off the extra board.