Back in the early 1970's the carriers unilaterally implemented a set of 'new' work rules that in effect eliminated all seniority districts and all mileage rates. Eight hours was a day. I was on the Akron-Chicago Division of the B&O at the time. We ended up with Akron Main Line Engineers hauling coal trains that had been the province of the CL&W Engineers, creating 'knuckle city' on those trains. The CL&W engineers ended up catching Akron Main Line trains including the Trailer Jets. The CL&W engineers that observed 35 MPH maximum speed on their runs were practically terrified in having a manifest or trailer train where the expected speed was 60 MPH. This action took place when the HOS was 16 hours and a two hour respite could be added in as a break in service. It wasn't unheard of for a crew to board a train in Willard and operate through New Castle to Connellsville or in one case Cumberland. The job action continued for over three weeks. The talk about long train/short train reminds me of the operations over Akron Hill - a one percent grade for a little over a mile into and out of Akron Jct. where there was a 10 MPH Speed Restriction. Long trains benefitted from the rear of the train coming down grade having the inertia to force the head end of the train over the exit of the grade and beyond. Short trains that weren't sufficiently powered ended up stalling as they would have the entire train on the grade and not enough power to keep it moving. The Akron Jct. yard engine got used in helper service more than any Yardmaster wanted. The true art of the engineer is not getting trains up grades - it is getting trains down grades SAFELY, especially with the 21st Century's PSR inspired oversized trains.
