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Restrick Sub Tales from the Crypt Eagle Rescue Scattered Thoughts

The Strike Web Page Lends a Hand General Chair Legislative Rep. Junk Yard Dog

Members of the executive have recently spent many hours sifting through our old union files. Thirty five years ago, we were represented by the Brotherhood of Railroad Trainmen. Membership in the union was subject to a "Black Ball" vote: three black balls and your application was denied. In 1969, the BRT amalgamated with three other national transportation unions to become the UTU.

Until the early sixties brakemen had a monthly mileage limitation, conductors did not. A system-wide referendum was held and the limitation on the brakemen was lifted. (Members also voted on the option of imposing a limit on all services).

Government Order-in-Council tied wages directly to those of the CN and CP. One goal of the union at the time was to eliminate our "over-identification" with the national railways and seek a new pay structure.

The BRT had a strong legislative department, they left us a legacy of political activism.

Labour relations on this property have a long and tumultuous history. Strikes and walkouts in response to unwillingness to negotiate and unfair treatment by the company were common. Most contract negotiations ended bitterly with mediation, arbitration or special inquiries. Look on pages three and four to find a few gems dug up from deep in the archives.

You might have noticed a correction we put out regarding an article published in last issue. The article dealt with the Ministry interpretation of the GOI regarding the handling of loaded vs. empty compressed gas cars. After querying the rules department through the safety committee it was only a matter of an hour or so before the Ministry flip-flopped like a flounder on the beach. Apparently, the railway wants us to let tank cars run free (except fully loaded compressed gas cars).

The Running Trades Entertainment Committee (RTEC), made up of members from Local 1778 and CUTE 1, are hosting their annual summer picnic, Saturday, July 12^th at Heywood Park. Food, refreshments, games and prizes will again be offered free to families and close friends. Mark your calendar!

Finally, you've probably heard that its a different railway up north, on page two of this issue our northern correspondent, Adrian Telizyn proves it.

Have a great summer!

OCS Between Boy George and Nort Felson controlled by RTC Toronto.

Track ENDS at Mile 980.01, take note Ron.

Maximum authorized runaway speed 75 MPH

2.0 Maximum speed unless loaded, or it is raining, or struggling uphill 40 MPH.

2.2 Trains handling any cars other than caboose 10 MPH

2.3 On curves -- unless seen or known to be intact 5 MPH

3.2 Through washouts or impassable track - sufficient speed to make it

3.0 Equipment Restrictions

3.1 Locomotive Engineers of trains handling dimensional loads fouled on any part of the Fort Nelson River bridge are to pull as hard as possible. Engineers are allowed to exceed the short time ratings on loadmeter in this case.

4.0 Nice to Know

4.1 Lighted fusees may be used in lieu of electric lantern while switching all tracks at Taylor-made.

4.2 Employees are reminded to wear their St Christopher medallions at all times while on duty, and to ensure that their personal affairs and wills are in order before proceeding.

4.3 Trains handling W-08 loads in Beatton Siding 30 MPH

Rules Instructor for the Restrick Sub

Adrian Telizyn

Local 1923

Tales from the Crypt

Stories from the UTU Storage Locker

D.L. Moorhouse

At the request of the General Chairperson, my colleagues and I have been cleaning, sorting and moving files the UTU has in long-term storage. Some of these files go as far back as 1947, they include members records, general committee, local and secretarial correspondence, negotiations, ballots and local meeting minutes.

I was very impressed by the amount of work done by those who have served both the UTU and its predecessor, the Brotherhood of Railroad Trainmen, most documents have been painstakingly typewritten, carbon copied and neatly filed.

After sifting through forty boxes of work spanning fifty years I appreciate the effort and sacrifice these people endured. It was not only union officers who made personal sacrifices, wildcat strikes and mass book-offs were common in the 60's, which cost many men severe discipline, or even their jobs.

I was also impressed by the fact that things haven't changed much in the last fifty years, violation of the Collective Agreement and the railway's attitude toward safety were just as much concerns then as they are now--same shit, different decade.

So below find a few selected nuggets and anecdotes from the past, in no particular order.

"Annual Vacation

To have a reasonable time for holidays. Holidays to be taken from May to October.

Spareboard

This article was by far the most thoroughly discussed article in the book. It was found the membership's views were to have the spareboard set up to be worked as a job, not just a glorified place board…"

Recommendations from the Wage, Rules and Negotiating Committee, BRT Lodge 845, Dec. 21, 1968

"How did the collective agreement come to be expressed in the terms which only those people bound by it can hope to understand?"

PGE submission to mediation officer C.M. Gilmour, Feb. 1969

"On interpretation of our collective agreement, the philosophy of the BC Rail labour relations department is that "It matters not what the intent of an agreement was, it is the written word that rules.""

Letter from General Chairman Glen Bowles to government appointed special officer, Clive McKee, June 1975

"Facilities

1. The bunkhouses will be placed in convenient locations away from loud noises and will be of substantial construction, well insulated, designed with combination kitchen and dining rooms, library and bedrooms…
2. Services
3. The carrier will use its best effort to see that men on rest are not disturbed"

From minutes of joint meeting between the BRT and PGE, Apr8, 1964

"It should not be surprising that such an arrogant attitude raises the possibility of retaliatory thinking."

Letter from J M Flynn, (BRT Protective Dept.) to Her Majesty's Loyal Opposition regarding General Manager J.S. Broadfoot, Mar. 25, 1966

"On Dec. 6^th, 1958 Mr. J. S. Broadbent referred to the BRT as "the biggest and dirtiest of them all".

Affidavit by R.H.Thomas and G.E. Belair, 16 Aug., 1959

Crew location list of June 16, 1993 shows 14 people who presently work the spareboard holding regular (80 hour)road jobs in North Vancouver.

"(4) That patrols be manned by two people.

(5) That the railway and union reinstate an ongoing safety program at regular scheduled intervals, with intentions of providing good safety attitudes".

Partial Verdict of Coroner's Jury serving on the inquest into the death of patrolman Kemp Stephenson, June 18, 1982

"Attention by maintenance forces to insure that switches may be operated with normal ease is of prime importance, and those operating them should report to the proper authority any difficulty experienced.

Operating Switches, "These Wheels Must Turn", Safety Practices Handbook, 1964

"The matter of train and engine crews being on duty for long hours is an important one which must continue to receive careful consideration".

Letter from PGE General Manager R.F.P. Bowman to Squamish Superintendent W.A. Stewart, Dec. 29, 1955

"Safety First

Bro. Brownell brought up the problem of Indians shooting ducks around the north end of the North Van. Yard. Someone could get a pellet in the eye"

From minutes of meeting of the UTU, Feb. 10^th, 1969

"The Labour Relations Board has again refused permission to prosecute the Carrier for violation of the Collective Agreement"

From minutes of meeting of BRT Lodge 845, July 19, 1960.

"The railway now advise that telephone connections with B.C. Telephone Co. are expected to be completed by Jan. 15^th, 1968 which will permit Trainmen at Chetwynd, Prince George, Williams Lake and Lillooet to call the crew dispatcher from their homes".

Letter to members from Gen. Chair. R. F. Langford

"The 1963 annual report of the Workman's Compensation Board show a substantial increase in injuries and time loss claims for PGE Employees… The claims were caused as follows:

Legislative Report, May 17 , 1964

"The work hours of railway crewmen are both too variable and lengthy to result in anything but sub-optimal vigilance under certain conditions, particularly in the case of returning freight trains".

Work Rest Schedules and Vigilance Problems of Railway Operating Personnel, Canadian Institute of Guided Ground Transport, 1974, Quoted in Hinton Inquiry Report, 1986

Feb 11, 1962, two BRT safety reps were appointed: one yard, one road.

A derailment occurred at Brunswick, Oct. 21, 1963 in which BRT Bro. J.K. Pakulak lost his life. The BRT and BLE held a joint meeting Oct. 27^th to discuss the matter and make recommendations. Train length and the marshalling of loads and empties was considered to be a factor.

On May 2^nd through 4^th , 1968 a joint safety inspection of the track north of Prince George by a safety rep from the BRT and the Superintendent.

"Please take this notice of instruction from your General Committee of Adjustment that you are being advised to work exactly as outlined in the UCOR, Rev. 1962. This advice has become necessary because of the excessive amount of discipline received in recent months for violation of rules".

Feb. 16, 1971

"This will confirm the understanding reached on Aug. 27, 1973 to the following effect:

…(3) When a cook car is included in the equipment of an assigned work train and for unforeseen reasons the crew is unable to obtain a regular meal at the cook car and are authorized to obtain the meat (sic) at a restaurant, the Company will absorb meal costs over and above the current cost of meals served in a Company cook car. When it is necessary to supply work train with food supplies instead of meals, crew members will be required to sign for the regular meal deduction to cover the amount of food issued".

Letter from Operations Manager N.A. McPherson to Gen. Chair A. Beckman, Aug. 27, 1973

"Accident Prevention meetings have been held regularly for the past years and different topics regarding safety have been brought up and action is slow in coming if the complaint is of a major nature".

Letter from BRT #845 Safety rep. to Supt. R.K Rebagliati, Apr. 26, 1968

"Dear Sir:

Please be advised that members of our brotherhood are alarmed and bewildered at the lack of proper patrols ahead of trains in mountainous terrain on the PGE. … In January 1965 a coroner's jury at the inquest of an engineer who was drowned when his train hit a slide recommended that patrols precede every train in this type of terrain. At the same time our brotherhood wrote the PGE requesting that the recommendation be carried out. The letter, along with fourteen others in the past year regarding safety, have never been answered by the company. Statements made by officers of the company at the time of the inquest and more recent times indicate to the public that patrols precede every train, which is the furthest from the truth. …

Further I would like to state that if it was not for the indiscriminate firing of over twenty men in train service, essential services such as snow ploughs, work trains and other needed trains could be run which are now limited on account of shortage of personnel.

Railroading is hazardous at its best. When negligence and lack of respect for an individual's safety abounds, a job is one of shear fear and it is little wonder most men in the running trades on the PGE suffer from ulcers and other stomach disorders…"

Telegram from BRT #1080 safety rep to WAC Bennett, Jan 8, 1966

Local 1778 Joins Labour Council

As a result of a motion from the floor at a recent local meeting, Local 1778 has joined the Vancouver District Labour Council.

The VDLC is made up of 112 local unions in Greater Vancouver. The function of this and other councils is to provide a forum whereby affiliates are availed the opportunity to inform the rest of the labour movement of their problems and achievements that their local has experienced in regards to collective bargaining, grievances, etc. By participating at monthly meetings delegates are being educated on issues of importance to the labour movement as a whole.

The VDLC also provides resources and education in the form of periodic weekend courses and guest speakers at monthly meetings.

We are allowed two delegates each meeting, credentials are available for those who wish to attend. Please contact your local chair for further information.

We look forward to working with the VDLC.

Golden Eagle Rescue

Walter Atkinson, Local 1923

What does work on BC Rail as a brakeman and a golden eagle have in common? Absolutely nothing you say!

This is my story of "The Golden Eagle Rescue."

It was a cool sunny June morning in 1993. I was working as a brakeman on a southbound coal train. We were following the Mackenzie Switcher from Tacheeda.

I heard a conversation over the radio that the Mackenzie Switcher had hit a golden eagle.

We were about thirty minutes behind the Mackenzie Switcher.

The next radio conversation was from the Tacheeda South Section crew. They informed the RTC that they had caught the golden eagle and that they were clear of the main track at mile 511. The RTC said that he would get in touch with the Fish and Wildlife Branch. He would see if they could send someone out to pick up the golden eagle, and that he would get back to them.

Soon after, the RTC informed the section foreman that the Fish and Wildlife Branch could not send someone out to pick up the golden eagle, they were to destroy the wounded eagle.

Upon hearing the last conversation, I grabbed the radio and informed them that we would pick up the golden eagle and take it into Prince George with us. (I later heard that Engineman Pynn was reaching for the radio also).

We stopped at mile 511, I got out two wool blankets to wrap around the eagle. I could see that the eagle and I were very nervous so I said a short prayer "Lord please help us to calm down." We did.

With the help of section foreman Decker and Conductor Youngston, the eagle and I climbed up into the cupola. Once seated, the eagle on my lap with blankets wrapped around him, I informed conductor Youngston we were ready to go. The eagle sat there on my lap looking around, his head was on the same level as mine, so we kept an eye on each other.

Conductor Youngston tried to get up in the cupola once but the eagle opened his mouth and with neck feathers flared and made a hissing sound. Conductor Youngston decided to sit at the back desk and observe the train from there. (Good thinking Wayne!).

After we arrived in Prince George, Co-ordinator Piwniuk, picked us up and took us to P. G. Veterinary Hospital. We went into the clinic, and waited in line behind a couple of dogs and cats. While waiting I started to rub the eagle's neck, he put his head back so I could rub it even more.

They asked me to put the eagle into a cage because he was so calm with me. I think it was because no one really wanted to handle him.

They gave the eagle some help with medicine and vitamins. They later took him to a bird sanctuary, just outside the city by the airport.

After a few months of rehab, he was released back into the wild where he could finish out his days.

This is the story of the "Golden Eagle Rescue".

Walter Atkinson, Local 1923

RUNNING TRADES SUMMER PICNIC

SAT. July 12^th

1100 - 1700

Heywood Park

(Corner of McKay and Marine Dr.)

Meeting Point is published four times yearly for the information and entertainment of the members of United Transportation Union Locals 1778 and 1923 (BC Rail).

The Editors of Meeting Point support the concept of free speech and welcome any submissions that may be of interest to our members. Submissions may be made to any Union Officer or to David Moorhouse at N. Vancouver yard office, Fax # 984-0452, E-mail utu@telus.net or our Web page at http://unix.ultranet.ca/utu/index.html

Submissions become the property of Meeting Point. We reserve the right to edit for brevity and clarity. The opinions contained herein are not necessarily those of the Editors or the United Transportation Union.

Deadline for submissions: 15 th of Mar, June, Sept., Dec

Scattered Thoughts

~ RP Coleman ~

There's a New Sheriff in Town

After these last few months of busy politicking and glad-handing in Mayberry there is finally quiet in the streets--along with a new sheriff. Nobody knows much about the stranger from Mount Pilot who arrived quietly and managed to upset Andy Taylor, who has had enough of Mayberry and has decided to move on.

The word from some of the folks in Mount Pilot is that "The Man With No Name" carries a big stick that he loves to swing, because, "That’s the way it’s always been in Mount Pilot."

Although it’s too soon to tell, it appears that Barney, (who managed to keep his job in the election), has himself a new hero. It sounds like the promise of five more bullets and the freedom to use them won him over in a heartbeat.

Speaking of Barney, the buzz out of Floyd’s Barber Shop is that right after the election Barney was so eager to impress his new boss that he shot his gun off in his shorts practicing his quick draw. He was lucky though, he missed anything of consequence, and the bullet just went through one of the many other holes in his boots.

Mayberry might just seem to be a quiet little town to the Man with No Name. He might think that the good people of Mayberry will accept his strong-arm tactics without a whimper, but he might be in for a little surprise.

The new sheriff might figure that since Mount Pilot was a shitty town to live in and run like a concentration camp that his first priority is to turn Mayberry into the same. But the kind of lawmaking that the he was used to in Mount Pilot might not go over so well with our townsfolk. The people of Mayberry are an honest, hard working and law-abiding bunch, they know the laws of the land and won’t put up with any bullshit. They will be watching this new sheriff closely and ensure that he also follows the laws.

Of course, a sheriff gets exactly the type of townspeople he deserves, time will tell if this will be a town of happy hardworking people or a concentration camp full of disgruntled, lit fuses.

How long before the mob will want to light the torches, grab the pitchforks and run ’em all outa town is anyone’s guess.

NEW LOCAL 1923 STATION BINDER

Look for the new UTU binder in all terminals covered by local 1923. Each binder contains contact numbers for the executive, cover letters, and copies of the following forms:

INCIDENT REPORT

Developed by the executive to track incidents such as unfair treatment, rest/sleep, safety, taxis, etc, in order to identify trends and improve communication. Based on a similar form developed by the Telecommunications Workers Union.

RUNAROUND CLAIM

Provided to ensure details of runaround claims are documented properly.

E-49

Provided by the international for members to claim exemption from payment of union dues for reasons of sickness, disability, reduction in force etc. This form must be forwarded to the secretary when necessary, otherwise, action will be taken to claim dues not paid.

CHANGE OF ADDRESS

Use this form to keep your personal information current.

MEAL GREIVANCE

Provided by the executive to document meal breaks requested and denied.

Special thanks to D. L. Moorhouse for his assistance with the forms.

W. Atkinson - Secretary Local 1923

The Strike

~ By Norm Abrahams ~

Strikes always conjure up strong emotions in me. So here are a few lines about a strike (of which we've had many).

Thinking about the times
Those unwritten lines
Back through the years
Strikes and economic fears

Didn't want to strike
Empowerment, union's right
Gun to the company's head
They won't lay down dead

So we went on strike
After all, its our right
Took a month or two
Tough for us few

Company imposes hardship
Expression of their lordship
Credit cards max'd out
Bad feelings all about

Where the hell is their brains?
All I want to do is run trains
I give them my best
Just need a little rest

They won't talk, non-rational beings
Confrontational, looking but not seeing
Smallest point, argument forthcoming
Governmental action always looming

Arguments make for dreaded enemies
All it creates is more hostilities
What's wrong with you, can't you see?
All I want is to just be

The days grow longer, trails cold
Company position a little old
Marking the beat, carrying the sign
Unfair labour practice, company line

Would be nice to co-exist in peace
Do the job without being fleeced
Don't want to be a target, don't shoot the arrow
Company shooting ducks in a barrel

Company's ready, government edict back to work
Who's in who's pocket, who's the jerk
There's always a puppet on the end of a string
We know who it is and who will sing

Stand fast my brothers, make them pay
Only language they know, come what may
They don't get it, they never will
Company's only cheap thrill

UTU Web Page Lends a Hand

We received e-mail while ago from a brother from Local 1117, Las Vegas. He was looking for information about vertical hand holds on BCOL centerbeam flats. He wrote:

"I need help in obtaining legal information on grab irons. I am referring to the design of the grab irons, horizontal vs. vertical. In fact the car in question is a BCOL spine flat car that is used to haul wood or wallboard. Already checked FRA Regs, can't find shit. Already talked to lawyers, they say it's a GREY area. If you have any info on these vertical grab irons or documentation on other guys being hurt on them please contact me. I have been bangin boxcars for 20 years, these damn things are dangerous!"

"I was injured on a vertical grab iron car, I was off for three months with a severe sprain and a chipped bone in my ankle. I was working a road switcher that delivers these types of cars for unloading. We were making a pick-up and this car was the rear car on our train. Got off to get the derail and then jump on the last car to ride up and get the pass switch. Went to grab the verticals, but my foot missed the stirrup, dragging me to the ground. I told them in the investigation that with verticals you can't pull yourself up when your feet don't make the stirrup. In fact I have slid down these damn things and had to put my knee in the stirrup to keep from sliding off the car. Not only did the officials agree, but so did the claims agent. But I still received discipline for the accident, stating that I should have picked a different car to board! So now I am real selective about what cars I get on."

Ever helpful, we sent a quick note to our man in Williams Lake, Don Faulkner, who replied:

"Years ago, the Williams Lake safety committee raised quite a stink about the center beam cars with only one vertical grab iron. It took two years to get the AAR to agree to increase the safety handholds to two, which is now an industry standard throughout all of North America. I have talked with Bruce Rourke in Squamish and have requested that these existing cars in our fleet that still have the single handholds be upgraded, it is now in the works. It will take some time, but it will be done-- eventually. We discussed putting on horizontal handholds but AAR standards disallow this, as the shortest handholds are still too long to fit on the bulkheads."

"Another thing, the underslung angle cock/ hose bag is no longer being purchased as it was felt that was unsafe, AAR did it before we could get any other changes made."

His reply:

"I want to thank you guys a lot for the help in acquiring information on these vertical grab irons. In fact I have found out more from you than anybody else down here in the lower half of the damn country. Nobody down here knew the involvement of the AAR in accepting these cars. Once again, thanks a lot, and you guys are doing a great job up there!"

Bylines

By Dennis Byron
Vice-Local Chairperson, Local 1923

I was afforded the privilege of receiving the presentation given to the board of directors concerning the frequency, cause and cost of derailments. We were given a run down of the Derailment Task Force and what their focus and responsibilities are. We were informed that from 1985 to 1989 there averaged 19 derailments, 90-94, 17, 1995 21, and 1996, 23. From Dec.'94 to Mar.'95, there were three rail roll-over derailments and four broken rail derailments. In 1996, 3 of the 5 derailments on the Chetwynd Sub were attributed to car conditions. The task force reviewed the causes of all derailments, reviewed all aspects of derailment investigation and prevention, and reported to the executive officers. Some of the results of these investigations resulted in audit procedures to ensure car inspection and repair, a program to change side bearings on all 871 series cars (286 cars), acquiring an in-house hi-rail ultrasonic rail flaw detector, development of a lateral load detector which has instrumentation in the track and measures loads coming through and those that are not steering properly are caught and set out, increased Sperry car use (3 or 4 broken rail derailments were a result of Sperry car unavailability north of Tacheeda and in the tunnels on the Tumbler sub), "Robo-lube" low rail lubrication program in high curve territory and a continuation of curve rail change out with CWR to strengthen high degree curves to be done over 10 years at a cost of ten million dollars. The increase of slow orders, I was told, was a result of more frequent and thorough track inspections. All of the above initiatives should result in a safer workplace. The question that I had was why this information was not sent out as common knowledge as opposed to keeping it a big secret. We want and need to know what maintenance plans this company has.

General Chairperson's Column

~ Bob Sharpe, GO 759 ~

Well Brothers, I was having a problem coming up with a column for this issue; that was until I met with the Railway on June 3, 1997. Once again the Railway has decided to attack the UTU and its membership. It would appear that the people in management today do not believe they should have to live up to the collective agreement or past practices initiated by their predecessors. They seem to forget that in collective bargaining or when agreements are made outside collective bargaining, both sides agree to the terms and conditions as well as the spirit and intent of these agreements. There are moves made by both sides to reach these accords, and agreements should not be changed unilaterally by either side. Over the years we have given up wage increases for conditions. Now the management of this Railway believes it is appropriate to change these conditions without compensation. They may preach a new style of labour relations, but the truth is, their agenda is to constantly attack and attempt to destroy the benefits we have fought for in our collective agreements. They are also continuing the attack on the unions on this property with forced amalgamation of the present unions that represent the members on this property at this time. Despite the position they take, there are management people on this property who would like nothing better than to destroy our unions completely. They would then be able to accomplish all their objectives with no opposition.

I would like to address an issue that many of you have heard me talk about during our meetings and feel I must once again reinforce, the issue of "protecting our own work." Brothers, I cannot say this strongly enough: IF IT IS YOUR JOB, DO IT YOURSELF. Don't let management or another union perform your duties. You many think it is convenient at the time, but I can guarantee you, it will come back to haunt us in the future.

This problem is partly what has led to reduced crews and the CCO. Yes, there were technological changes, but that was only part of the equation. We also made it easy to attack us by not protecting our own work. If anyone thinks these attacks have or are about to stop, they need a reality check.

On June 3, 1997, I was served notice that UTU members will no longer be required to cut the pusher into the train at Darcy or out of Mons. This duty has now been assigned to CUTE 1 members working the pushers. As a result of the Railway's position, I have served notice to proceed to arbitration ASAP. The Railway is also initiating a change to the Royal Hudson service and making the crew on this job now store the equipment and wye the steam engine and store it. These duties have been performed by the yard since the Royal Hudson began running on this property. This has led to another application for arbitration.

I think you are all aware of the belt pack feasibility study, which has just concluded and will inevitably lead to belt packs on this property. I know you have all heard me complain before about protecting our work, but every time we allow someone other than UTU members do our jobs, it makes the Railway's case for this technology. Members are continuing to allow employees other than UTU members to protect crossings, line switches, make joints, protect the point when pushing, and push blind on information from coordinator. These are only a few examples of members not protecting their own jobs. The most ironic part of this is, if something goes wrong, you get disciplined, not the non-UTU person you let do your job. The attack on our jobs is going to continue and if we don't protect them, who do you think is going to? Take a look around Brothers, we are nothing more than a number around here and if the opportunity arises we will be gone tomorrow.

The Railway no longer even puts a few dollars toward the retirement dinner, and this has been traditionally to say thanks to long time employees who dedicated many years to this railway. The retirement dinners are a thing of the past and so will we be if we don't start looking out for ourselves.

The officers you have elected to represent you are prepared to do whatever it takes to protect your jobs and conditions, but believe me, we cannot do it without your help.

When I wrote this, I was looking through The Meeting Point #9, Jan. - Mar. 1997 and reread the article "Rail Labor Peace at Hand", and it became obvious that Frank N. Wilner who wrote the article for Train Magazine didn't look at this management's attitude towards labour.

I will be attending both Local 1778 and Local 1923 meetings in June and will be discussing these matters in greater detail.

For those of you who are protecting your jobs and the collective agreement, please accept my thanks. I encourage you to keep up this good work. When you see a problem, point it out to your Brothers, and bring it to the attention of the appropriate union officer. With cooperation from all, we stand a good chance of protecting our jobs and conditions.

Hopefully summer has arrived, so keep on the sun screen and work smart and work safe out there.

~ Bob Sharpe

General Chairperson

Little Bones

By Junk Yard Dog

Lat 49° - 18’- 72" N

Lon.123° -05’-14" W

"So we was crusin' along on a loaded down freighter, 'an I 'ad my nose poked out of a porthole, when it dawned on me that there is nothing finer than a passenger liner. So it is nice te see the company takin' advantage of the potential.

Meanwhile, Lord sufferin', I gots the syndrome."

"What", pray tell ye might ask, "is the syndrome."

"Well I'm glad ye did, and as anyone who works the graveyard shift can tell ye, when ye works all night after one of the worst sleeps in a poor excuse fer a resthouse, ye tie up an' yer walkin' 'round like a zombie, ye gots the syndrome.

Research has discovered that the syndrome is responsible for a variety of health related problems from poor digestion, te moodiness, (ye grumpy bastard), te heart attacks, and the list goes on.

Another old shipmate who gave his soul te the company, and worked hard has died young. Adios, Pete.

Hats off te David 'an the crew fer diggin' up the union archives, cause thems that forgot the past are doomed to repeat it." - JYD

Legislative Rep's Column

~ Brian Gleason, Local 1778 ~

There is a very good reason why the UTU has two separate departments, the protective and the legislative, it allows the legislative representative to represent the membership without being encumbered with the problems associated with grievance handling and collective bargaining. In theory, the legislative representative should be able to work with the railway on issues of common concern, such as preventing accidents. In the case of BC Rail, they seem to be unable to deal with the unions on any level without posturing and creating bad feelings, in my opinion it is deliberate. Recent examples of the folly of the railways attitude are the disability management program and the Joint Safety Advisory Committee, from which the Joint Council has withdrawn.

As Chairperson of the BC Legislative Board, I have been meeting recently with CN and members of the UTU Locals from Prince George, Surrey and Kamloops. The CN requested a full time labour safety representative at each terminal. The Union has agreed that this is a positive step, these reps. will be paid in accordance with Part II of the Canada Labour Code and will be under the direction of the safety committee. I believe that the CN has recognized that they are unable to reduce accidents on their own, and in fact the workers themselves, for a number of reasons, are in a much better position to do this. Contrast this with a BC Rails latest move to reduce the representation on the safety committee from two to one (the UTU supplies a rep. from the road and the yard, this is the standard in the industry). The issue being that the railway does not want to pay the extra shift once a month.

A bit of history would be in order, the railway refused to pay trainmen for lost wages when attending safety committee meetings, an appeal to the Minister straightened this out. The railway has refused to allow the participation mandated by the Act, specifically they refuse joint participation in accident investigations and inspections, this is presently under appeal. By letter to BC Rail vice-president, Chuck Trainor Local 1778 put the railway on notice that, rather than abandon representation of one of our workplaces, we would withdraw completely from the safety committee. Mr. Trainor has now advised that he will continue with his plan to limit representation, and accordingly Local 1778 has withdrawn from the safety committees. I had hoped that when Dave Cox left and responsibility for the safety program was given to Chuck Trainor, that there would be a positive change, unfortunately this has not happened.

Local 1778 will continue to make safety a priority, we will be creating hazard memos, which will be placed in the terminal books, these will be sent directly to the Ministry for handling. In addition, we will take steps to ensure that the public and the government become aware of the situation at BC Rail.

In other news, the UTU is very concerned about the safety of the traveling public on BC Rail, after two potentially disastrous incidents with passenger trains, in as many months. We are also concerned that the railway refuses to allow the safety committee to investigate these incidents and identify the root causes, so that steps can be taken to reduce the chances of something like this happening again. We are calling upon the regulatory agency, the Engineering and Inspection Branch of the Ministry of Municipal Affairs to order the railway to jointly investigate these incidents with the safety committee.

Brian Gleason

Legislative Rep.

Local 1778

June 15, 1997