Locals 1778 & 1923
North Vancouver to Ft. Nelson, BC, Canada
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Volume 1 Issue 1 Jan.- Mar. `95 Welcome! Management Speaks! *Top 10 List* What's for Lunch? Junk Yard Dog Opinion Column Come to the Meeting!!! EDITOR'S DESK WELCOME! Welcome to the first issue of Meeting Point! We've started this newsletter to address a long standing need for information among Trainmen here at BC Rail, particularly those of Local 1778. All of us are hungry for news about one aspect of the job or another, usually that news takes the form of speculation and rumour. We hope with this and future issues of Meeting Point we can satisfy your hunger with solid information - and maybe start some rumours and speculation of our own! We will endeavor to provide a balanced point of view and give our membership a voice by inviting thoughtful, well written submissions, either in the form of letters to the Editor or stand alone articles. Although you may be tempted, please, nothing malicious or slanderous; keep it clean, keep it legal. We also encourage you to send along anything gleaned from other publications that you feel may be of interest to Trainmen. Feel free to write us with any comments or suggestions for improving this newsletter. We are your voice! Contact David Moorhouse either personally, OCS mail, Yard Office N. Van., Jungle Telegraph or Internet E-Mail:david_moorhouse@ mindlink.bc.ca or snail mail: 618 W. 17 St. North Vancouver, V7M 1W1. Submissions may also be made to John Holiday, Brian Gleason or Steve Redden. And other correspondents in the future. Ask Mr. Manager The following is an excerpt from an interview with a Rail Operations Manager who prefers to remain anonymous, we hope it will help you understand the company's point of view: Q: Why must the VC leave town at such an ungodly hour? A: We gotta run the trains. Q: Why must we sit in Lillooet waiting for a call late at night when our train is sitting in town? A: We gotta run the trains Q: Why must I remain on call day and night? A: We gotta run the trains Q: Why does everybody get so angry when we book rest until 0400 in Lillooet just because we want to preserve our health and sanity? A: We gotta run the trains Q:Why do I have to argue in order to book off for hours as is my right? A:We gotta run the trains Q:Why not treat us with a little respect, recognise the conditions we work under and improve our hours and scheduling? A:We gotta run the trains Q:Why threaten us with discipline if we book more than 24 hours rest? A:We gotta run the trains Q:Why, after 20 years, can't I get my holidays in the summer? A:We gotta run the trains Q:Why deny us a lunch break even if we've been working for 10 hours? A:We gotta run the trains You can see now that the company has a perfectly good reason to desire warm bodies to fill the engine seats, we hope in the future this will help you be more sympathetic to the company's problems. The Editors of Meeting Point support the concept of free speech and welcome submissions. We reserve the right to edit submissions for brevity and clarity. The opinions contained herein are not necessarily those of the Editors or the United Transportation Union. TOP TEN REASONS WHY YOU CAN'T HAVE A MEAL BREAK 10. No bad meet to blame it on 9. Hot chips, got to get 'em to N. Van. before they cool down 8. Had a 4 train meet a D'arcy, now you'd be over your hours 7. T. C. S. is having a bad day 6. Sat at Squamish for an hour, now it's time sensitive traffic. 5. Hot connection in Lillooet, it's got to get to Williams Lake so it can sit there for 3 hours 4. Lazy train crews! What the heck do you need a break for? 3. We've got to run the trains! 2. 11 hours without a break, incentive road trips 1. It's more efficient to eat lunch at your desk, now we'll suggest the policy extend to Head Office The Information Super Railway? Railroading on the Internet Don't know how to get connected? Get a life! If you do, here are some interesting World Wide Web sites: Cyber Railroad http://www.mcs.net/~dsdawdy/cyberoad.html
AAR News Releases Photos Virtual Railroad http://gpu.srv.ualberta.ca /~ybeaudoi/Virtual_Raiload /home.htm
Photos Railroad, Ships and Airplanes http://www.wpi.edu/~elmer Lycos Web Search Database http://lycos.cs.cmu.edu Huge database of WWW links containing over 2 million entries
EAT THIS! Guest Column Have you ever heard the saying, "Feed someone enough shit sandwiches and sooner or later they will start to taste good."? It seems that on the Squamish Sub, whenever the Gods deign to allow us to stop and have a meal break we should be so grateful that we won't even ask for ketchup. Think of it: the more hours we work, the less chance to having a meal break. I wonder if there is another company in the civilized world where that would be tolerated by their employees. There is an Employment Standards Act that written by this Government to protect workers in this province from unfair work practices. It obviously doesn't cover the running trades in their own Crown Corporation. The Gods that send down the Commandment, "Thou shalt work for 11 hours without pause for refreshment and keep a smile upon thy face," work 8 hours a day and get all the breaks that their C.A. calls for. They think nothing of violating our C.A. with impotent excuses for not allowing us to eat on route. Example: last month we couldn't eat southbound because we had "Hot Chips" that just had to be in Fiberco in North Vancouver. We were going to be in about 1000k so there was no way to make the morning spot and two hours after our arrival until the afternoon spot. You would think that they would think of a more plausible excuse. I guess it's easier and much more fun to just read us the "Riot Act" and dream up some little pearl of an excuse. We are required to give one hour notice to get a meal break. I have told the RTC on a couple of occasions upon arrival in Lillooet that we would be eating southbound just to see what would happen; thinking I should have given them plenty of time to set up a time for eating. Well, it turns out that they needed more time than that, we were refused on our homeward trips. Most of the time it sounds like someone is shoving bamboo splints under their fingernails when they permit us to have a meal break. Just wait until a meet gets screwed up and they can write it off to a meal break and then it's "Go ahead, fire up the barbie." I wonder, if the RTC's stayed in their cubicles with their lunches for 8 hours would their productivity go up? Maybe we wouldn't have to wait for 20 minutes for a clearance while someone is out having a smoke or hitting the can. I'll bet you'd be able to hear the screaming all the way to Fort Nelson if someone put that in the suggestion box. (Gee, maybe it would be good for a nice shiny belt buckle.) The excuse, "We have to keep the trains running" is a crock. How many times have you sat in Lillooet for hours looking at your train, waiting to go to work, while a hot meet is being set up? The old standby "No room for ya in North Van" is enough to make you gag on your sandwich! The Ivory Tower can delay the traffic all they want and that's fine and dandy. When we want a meal we're "Screw'n Em." When things don't go perfectly according to plan its always us "Screw'n Em" again. We need breaks on the job is to give a guy a chance to step back, relax and recharge the batteries before stepping back into the breach. There are studies--the Hinton Report for one--that show that people are more alert after a break. That's even more of a concern now that the caboose is going the way of the Edsel. The term "Asleep at the switch" didn't just come from nowhere. Obviously somebody screwed up big time because they were too tired to pay attention to what they doing. Peoples' lives are at stake here but that seems to be secondary to keeping the tonnage moving. The guys beating on the drums and cracking the whips on the Roman Galleys must have realized that if the slaves had a break and a bite to eat now and again that they would last a little longer and maybe be able to pull a little harder. Possibly they might not be so cranky and want to riot (strike) all the time. It seems that around here, as the caboose can walls so eloquently says, "The floggings will continue until moral improves." I don't know of any studies that show that long hours with no breaks make Johnny a more efficient employee, but what do I know? Things don't look like they are going to get any better when the caboose disappears so be sure to carry a big bottle of ketchup! -R. P. Coleman LEGISLATIVE REP'S COLUMN Coming next issue Local Chairman's Report Greetings brothers, this being the first edition of the Local's newsletter I would like to start by saying how proud I am to be a member and officer of this Local. We have just been through a 5 year battle over C. C. O. operation. We still have one of the better agreements in our craft. It is our inherant responsibility to protect and live up to this agreement and show solidarity as we have in the past. Remember, when submitting runaround and other claims, get them in promtly. Include the article number in violation and supply the Local Chairman with a copy. If you have any problems, call. We are elected to represent YOU. I Remain Fraterally Yours, Steven W. Edgar Vice-Local Chrmn.
OPINION YOU ARE UNIQUE! Have you ever tried to explain what you do for a living to friends or neighbors? You describe 11 hour workdays, away from home for more than 30 hours to earn 20, working nights mixed with days, and no regular days off. In reaction, they roll their eyes skyward and shake their heads in amazement. It is difficult to find a job that can compare with ours, even within the transportation industry. Ferry and tugboat workers follow schedules and regular shifts. Long-haul truckers--even though they work long hours--can pull off the road for a nap if the trip extends into the wee hours. Regarding hours and scheduling, a job similar to a trainman's is an international airline pilot's. Although pilots have the advantage of scheduled flight trips can be in excess of 10 hours, layovers can be long and mixed day-night work is common. Recently, in response to pilots complaining about not getting enough sleep, Air Canada has provided relief pilots for 10 hour overnight flights to the Orient. Canadian Air Navigation Order, Series VII, No. 2 and 3 restricts pilots to 120 hours flying time per 30 day period, 300 hours per 90 day period and 1200 hours per year. Air Canada restricts its pilots to 75 hours a month, well below the legislated limits. It is obvious the Federal Government and the airline companies consider well rested, alert pilots essential to public safety. Train crews and pilots work long hours and mixed day-night trips. Both are responsible for millions of dollars worth of equipment. Lives and property are at risk if either were to fall asleep or make an operational mistake. Although pilots have many responsibilities, on-board computers are capable of flying today's aircraft; if a pilot fell asleep during a long flight the aircraft's automatic systems would continue to fly the plane. Not so with trains, restrictions are still very much in the control of the train crew; miss a meet and the ensuing head-on would cause disaster. Running trains safely depends on the alert mind of the crew. Consider this fact even more important now that Conductor-only operations have been implemented, there are fewer people on board to ensure the observation of the many restrictions placed upon the train en-route. Train crews have somehow fallen through a legislative crack. Hours and scheduling of rail and airline workers are similar, and risk to the public in case of an accident the same. We are not protected from overwork and fatigue by regulation as airline workers are--just the opposite--we are specifically exempted from the Employment Standards Act. The Ministry responsible for the regulation of B. C. Rail is that of Municipal Affairs, implying a commitment to the members of the community: train crews and the public alike. Mixed shifts and long hours cause fatigue and other sleep related health problems, increased awareness of the detrimental health effects of the job have trainmen looking for solutions. What to do? Write your MLA, show them this article, demand action such as improved legislation based on the Hinton Report, and your desire for a normal quality of life. The Railway Act was practically written by the railway, with--it seems-- their welfare in mind, not ours. Mention our specific exclusion from the Employment Standards Act. We can attempt to negotiate limits on hours, but our issues usually become lost among main table issues more important to the Council of Trade Unions. I propose a concept that has been in existence in other forms on our railway and others for many years: incentive road trips. Yards have incentive switching, forgoing lunch and coffee breaks for greater productivity, 50 hours work for 80 hours pay. Other railways run on the mile system that pays more per hour for faster trips. I propose we lobby the railway to employ enough crews that each gets 3 trips per half, 60 hours work for 80 hours pay. In return, we may consider giving up our meal breaks, not in contract language but by tacit agreement as do the yards. This arrangement would also make long layovers less painful, and the odd, mixed hours easier to tolerate as there would be longer rest periods in between trips. An arrangement like this gets each party what they want: the railway gets the trains over the road faster and we get the rest we need to keep our health ands sanity. Why not give it a try? Comments Welcome -D. L.M.
While surfing the Internet I came across an issue of UTU News On-line, the electronic equivalent of the US National UTU newsletter. I've since been corresponding via E-Mail with John H. Horvath who, with 2 others, publishes this newsletter as part of his job in the public relations department in Cleveland, Ohio. John has given me permission to use excerpts from UTU News On-line and I will publish this and other Internet items of interest from time to time. The following is from the Mar. issue of UTU News Online: Preparing a response. Further negotiations are scheduled for the week of March 6. Printed below is the 10-item list, edited slightly for brevity: 1. Basic Day. In recognition of PEB 219'srecommendations regarding increases in the basic day based on its findings regarding the continuing increase in through freight train speeds due to improvements in technology and operating practices, and to complete the process of implementing the UTU Study Commission recommendations concerning the mileage basis of pay, increase the number of miles encompassed in the basic day to 160 miles, with appropriate adjustments in the overtime divisor, phased in over the term of the agreement. 2. Manning. Provide that the carriers may establish conductor-only operations in any class of service without restriction or limitation. 3. Road-Yard. In recognition of PEB 219's finding that the railroad industry's ability to compete continues to be hampered by the limitations on customer service erected by existing road/yard limitations identified by UTU Study Commission, improve customer service and employee productivity (and thereby enhance employment opportunities and security) by implementing all outstanding Study Commission recommendations regarding road/yard restrictions to the extent necessary to facilitate performance of work in an efficient and reliable manner. 4. Employee Utilization. Provide that road and yard service employees may perform any work they are capable of doing (including utilization of employees outside of their seniority districts to expedite customer service),without additional compensation to them or penalty payments to any other employees. Also, provide that a carrier may transfer surplus employees to any locations on any part of its system without regard to seniority district or collective bargaining agreement boundaries, including the ability to assign such employees on a temporary basis. 5. ITD and FTD. The foundation for the ITD (initial terminal delay) rule was the contention that inefficient management forced road crews to endure inordinate delays that interfered with their opportunity to earn compensation on the mileage basis while avoiding overtime payments to such crews by running trains at increasingly higher speeds (due in part to technological advances) and thereby balancing miles and hours. The proposed increase in basic day miles, however, correspondingly increases the overtime divisor and limits the likelihood of running off initial terminal delay time. Moreover, operations, competitive and customer service considerations provide powerful incentives for carriers to expedite trains from initial terminals to the maximum practical extent. Accordingly, the ITD rule is an anachronism that often provides road crews with a disincentive to depart their initial terminal expeditiously and has become little more than another duplicate time payment. Like other such payments that have been eliminated in recent bargaining rounds, the ITD rule should likewise be eliminated. Also provide for the elimination of FTD (final terminal delay)payments. 6. Starting Times. Provide that the carrier may establish and adjust starting times of yard service employees to meet fluctuating traffic patterns and customer service needs, avoid delays, and more efficiently utilize such employees. 7. Benefits-Full Time Service. Consistent with the establishment principle that an employer is entitled to expect full time service in return for full time benefits and in recognition of the substantial costs associated with the railroad industry's fringe benefit package, provide that: ---to qualify for a vacation or personal leave, an employee must be credited with compensation for at least 200 days for work in the preceding year and have satisfactory attendance; and ---to qualify for holiday pay, an employee must be available for work during the 15 days preceding the holiday, on the holiday, and during the 15 days following the holiday. 8. Eating en Route. Eliminate any existing rules (and related allowances and/or penalties) that authorize or permit road service employees to stop their train enroute for a meal. 9. Common Extra Boards. Provide for the carriers' right to create common extra boards to protect all levels of service at appropriate sources of supply. 10. Calling Rules. In recognition of the parties' mutual interest in ensuring that calling rules are predictable, understandable, and uniformly applied, provide for the carriers' right to establish standardized calling procedures. Little Bones By Junk Yard Dog Avast Ye Scurvy Dogs! Batten down the hatches, flush the poop deck and stand fast! We're christening the vessel S. S. Meeting Point! If she floats, it'll be with your help, if she flounders, the crew will take full responsibility. So sign on me 'earties! We sail the high rails in search of information of interest to all trainmen at B. C. Rail. The good crew will endeavor to inform, attempt humor and ration the rum. For the time being, we'll sail out of North Vancouver once a season--spring, summer, fall, and winter. In the meantime, scour the back of your cranium for questions and answers, ship them down to the Port O' North Van. and we'll stow them in the next issue. ARRH! This spirng, will bring about further change to the railroad industry on this property, and most of us owe a tip of the cap and a mug of rum or two to the lads what showed us the ropes. The company has done forgot what backs and spirits built this two-bit turkey trail. So live up to it mee buckos! Work hard, play hard,and mind your rations 'cause we sail on the tide. AARRRH. Full speed ahead!
Army and Navy, 3rd and Lonsdale MONDAY APRIL 10 1300k MONDAY MAY 8 1300k MONDAY JUNE 12 1300k General Chairman's Column As this is our first issue we are still having problems with deadlines and all the other important stuff it takes to successfully publish a newsletter on time. Stuff like: asking the General Chairman to write a column, (heh, heh). WANTED Columnists, contributions and ideas! Heard any good jokes? Want to write a column? How about getting your kids to write about the railway? Send in any news items of interest. We need your ideas accumulate adj. to pile up, collect, or gather together, esp. over a period of time available adj. that one can avail himself of; that can be used; usable The above definitions for the benefit of the All Powerful in the crew office, it seems they don't know what these words mean. Try booking off for hours as the letter of understanding on page 137 of the Company published Collective Agreement allows. The All Powerful will have none of it based on the interpretation of the above 2 words. Here's a scenario based on reality: " Oh, we don't have enough men", say the All Powerful. "But I just called the line-up", you say, "there's 10 guys on the spareboard." " Oh, hang on", comes the reply, followed by 10 minutes of elevator music. " We've looked at your hours", they say, "the 32 hours of overtime, (or deadheading, or held away) doesn't count toward your accumulated hours." "Hmmm", you say, "so what am I going to do? I've put in 96 hours in the last 7 days and I really feel bushed. I'm not sick, but I can't take any more long nights. I've worked until I'm ready to drop but you say I haven't worked hard enough. I might even be in a position of negligence if I came to work unfit for the task." "Sorry", say the All Powerful, " I can't book you off." Why do the All Powerful do this? They've heard there's a slow wheel. ( Hey! Nobody told us!) They want to maintain control over your life, even to the point of working you to death. Through their interpretation they have completely nullified the intent of the letter; to allow time off if the grind gets too rough. This is the new attitude. Our collective agreement means nothing to the All Powerful. To quote D. Klitch: "There are some things in the Collective Agreement I don't agree with." They just do what they want. It is time we stood up to our the hard-won provisions of our Agreement, we must not allow the All Powerful to continue to make a mockery of it. Make sure you live up to every letter!
Feb. 13, 1996 |
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January 9, 2002 |
