Locals 1778 & 1923
North Vancouver to Ft. Nelson, BC, Canada
| UTUBC Home >Meeting Point |
Patience is one of the first skills you learn as a railroader, and we've been putting ours to the test for the past three-and-a-half years, earning sixty hours a half at brakeman's wages to be on-call as qualified conductors. Speaking of patience, three passenger service crews are bulletined out of North Vancouver this change of card. Many members have been waiting a long time to see more equitable crew assignments in this class of service. Although the bonus is nice, (thanks for the warm and fuzzy letter, Paul) it doesn't affect our future earning power. Rumor has it that UTU CN have signed a 3-year deal for 2, 2 and 2. This spring, other government employees' unions in BC will be pressing hard for a percentage wage increase. It will be interesting to see what happens. Finally, in this issue read about Canada's new third largest railway, a review of the Ministry's one-hundred-page railway accident / incident report and our EFAP. And just when we're all thinking about spring, Norman is writing about winter! Canada's Third Railway Company From THE GLOBE AND MAIL - Canada's National Newspaper , Thursday, January 22, 1998 By Mathew Ingram CALGARY -- It may be stretching things a bit to refer to Edmonton-based RaiLink as Canada's third national railway, but it's not that far from the truth. In the past six months, the company has more than doubled in size to become the third-largest railway in the country, with operations in Alberta, Ontario, Quebec and New Brunswick. RaiLink CEO Gordon Clanachan says the company intends to keep growing, in both Canada and the United States. Last summer, when the company launched its initial offering on the Toronto Stock Exchange, it operated about 1,300 kilometres of track and Mr. Clanachan said he hoped to increase that about 2,000 kilometres over the next 12 to 18 months. As it turned out, the company has managed to add almost that much track in about six months, giving it a total of 3,200 kilometres either owned or under its management in Canada. In addition to several lines in Alberta, RaiLink operates an Ottawa Valley line in Ontario for Canadian Pacific under a 20-year lease arrangement, in which the Edmonton company manages the line and bears the costs in return for a proportion of the revenue. The company also owns a 25-per-cent stake in Quebec Railway Corp., which is co-owned by the Caisse de dépôt et placement du Québec and runs 1,000 kilometres of track in Quebec and the Maritimes. Just before Christmas, RaiLink said nine-month revenue was $16.7-million, and that it made a profit of $2.8-million -- more than the company's entire revenue for the same period the previous year. Cash flow grew 10 times to $5.7-million. The 1,000-kilometre line from Alberta to the Northwest Territories that RaiLink bought from Canadian National in December should add annual revenue of about $18-million. RaiLink is now significantly larger than the next largest railway operator in Canada, provincially owned BC Rail, which has about 2,300 kilometres of track. Next largest is Denver-based OmniTrax, which has about 2,000 kilometres in Canada -- including the Hudson Bay line, which runs north from The Pas in Manitoba to the port of Churchill, a politically sensitive piece of track that was sold to the U.S. company last year. Mr. Clanachan says RaiLink is likely one of the top 10 short-line operators in North America in terms of size, although it's difficult to tell because there are between 300 and 400 regional railway companies in the United States and many of them, like OmniTrax, are privately owned. Two other short-line operators from the United States are currently active in Canada: RailTex of San Antonio, Tex., operates 550 kilometres of track in Ontario and the Atlantic provinces, and Iron Road Railways of Washington, D.C., operates several small lines in the East. Both companies have made it clear they would like to become larger players in Canada. In fact, the short list for the purchase of CN's line from Alberta to the Northwest Territories consisted of three companies -- RaiLink, OmniTrax and RailTex. In the end, the Edmonton company emerged as the new owner of what CN called "a Crown jewel." Mr. Clanachan says it is so good that CN almost made it a so-called "internal short line," which means operating it as a separate unit governed by different union agreements. RaiLink's public offering attracted some institutional investors, including a New York hedge fund called Libra Advisors. The fund, which has about $100-million in assets, now holds about 10.5 per cent of the company. Mr. Clanachan says the fund manager is familiar with Alberta and positive about its prospects. Libra Advisors also owns more than 10 per cent of two other Calgary companies, Enertec Resource Services and Westaim Corp. Even as RaiLink benefits from the continuing rationalization of track by the two national railways, the company has done some rationalization of its own. In addition to the purchases made during the past six months, RaiLink has abandoned some lines in Alberta -- including, ironically, the first line the company (formerly known as Central Western Railway) ever owned, a 150-kilometre line from Camrose to Drumheller. CWR founder Thomas Payne, who is in charge of RaiLink's government and labour relations and still owns about 8 per cent of the company, took over the line from CN in 1986 after years of wrangling with the federal government and railway unions. However, 80 per cent of the grain elevators that used to be on the line have closed and it became unprofitable. Although the two national railways have yet to announce how much track they intend to shed this year, Mr. Clanachan says RaiLink would "like to add another thousand miles [1,600 kilometres] in Canada this year." The company is also looking to the United States for growth, although because of the number of companies already active there, "I think we'd look at entering that market by purchasing one of the smaller operators.
The Great White North (Part 1) Snowflakes dance across the window pane For weeks on end it was forty-eight below Switching cars non-stop all night Snow so deep can’t see the switch A gandy dancer comes to dig out a switch We get her done, the switch is clean The car had jumped off on a piece of ice The yardmaster shows up to take a look Got a new list to switch again Talk about everything but the weather He starts to babble, in a world of his own We decided to pass up that second coffee break The snow stops falling by the time I’m home
The Ministry of Municipal Affairs, Engineering and Inspection Branch recently released the Summary of Common Carrier Railway Accidents and Other Reportable Events, 1992 - 1996, Report #9. The report details aspects of accidents and casualties reported by the two railways under EIB jurisdiction, BC Rail and SRBC. The selected statistics shown here represent the top few in each category, numbered by frequency of occurrence.
More Statistics and Analysis
These shameful statistics show that safety (or lack of it) is very much our problem. Fortunately, most injuries were minor; still, most minor injuries could be potential major ones. For instance, a little extra force can turn a bruise into a broken bone or a cut into a severed limb. The huge jump in casualty statistics indicates a need for immediate action. It is obvious that the railway's management-controlled efforts at prevention have been ineffective; indeed, the prevailing attitude has forced the Council of Trade Unions to resign from JASC, and the UTU and Teamsters to withdraw their participation in the safety committees of the major terminals. Likely, the railway will react in time-worn tradition--with a rules crack-down. This will be just another phase in a 40-year cycle that might fix the symptoms for a while, but will do nothing to cure the disease--so to speak. This sort of action also reinforces an atmosphere of conflict and erodes morale. What do you do for the safety problems of the MOW and shop personnel, who have few rules to crack down on? We must look deep into our culture to find out why our accident rates are so high. All our unions should be allowed full participation in the accident prevention process, including every aspect of workplace inspections, accident investigations and root-cause determination. Right now, whatever we're doing to prevent accidents isn't working. It's time for a change--the statistics show it. Note: The full text of the Summary of Common Carrier Railway Accidents is available on the UTU 1778 and 1923 web page. ARTICLE 401, YARD SERVICE RULES RULE 22 Where trainmen or yardmen are available, Trainmaster, Yardmaster and Assistant Yardmaster (excluding foot-board Yardmaster) will not be used to perform yard work such as herding or switching with road or yard engine. Nothing herein, however, will operate to prevent such supervisors from performing minor duties under circumstances where yardmen would not be deprived of the work. At the time a reduced crew arrangement is introduced at specific locales, the Railway will advise its managers and supervisors to ensure that Rule 22 of Article 401 is adhered to. Couple Days Off (With apologies to Huey Lewis and the News) ~ Adrian Telizyn ~ I like my job and I don't mind the work, Chorus I don't mind tellin' ya I don't need another T.O.P to blow Chorus Just a couple days... I don't want an hour long meal break, Chorus
The Great White North (Part 2) Once again its forty-eight below That poor green man we had last trip All night long we switch and switch In short order the damage is done My nose thaws out, my cheeks are fine I got called in for that car on the ground Snowflakes, snowflakes all around I only spent one winter up in the north Once in a while the stories trickle down -- N. Abrahams CLC Winter School UTU Locals 1778 and 1923 recently sent five members to the 1998 Canadian Labour Congress Winter School at Harrison Hot Springs, BC. Guy Storry, Local 1923 received education in WCB Advocacy and Occupational Health and Safety, Level 1 in support of his new position as Legislative Representative. Local 1778 sent Rod Coleman ( for WCB Advocacy), Steve Edgar (for Advanced Collective Bargaining) and Greg Couch (for Facing Management). David Moorhouse attended Harrison for Union Counselling, Level One. This course was jointly sponsored by BC Rail and the UTU in support of his new position as Council of Trade Unions member of the Joint Employee and Family Assistance Program Advisory Committee. In the surroundings of the Harrison Winter School, our members learn not only from the courses offered, but also from other union members. Congratulations to this year's successful students! Our Employee and Family Assistance Program The BC Rail Employee and Family Assistance Program (EFAP) became a joint union / management administered program in 1995. The program is administered by a committee of three union members, two BC Rail appointed members and the EFAP Manager, John McCann. The committee meets three times a year to assess the program and to make unanimous recommendations regarding the EFAP to both unions and management. The backbone of the program are 14 trained volunteers who--although they are called counselors--do not counsel as such, but who act as assessment and referral agents. They will confidentially assist employees and their families to find the appropriate professional service for their particular personal problem, whether it is emotional distress, critical incident stress, relationship issues, parenting, financial concerns, legal matters or alcohol and drug problems. The volunteers are from both union and management ranks, and they are located throughout the system. Feel free to talk to any one of them (not necessarily the one in your town) if you require any sort of personal assistance. As they say, "No cost, no obligation, no salesman will call!" (It’s confidential too). For the location of the volunteer near you, refer to the inside front cover of the BC Rail telephone directory, or call the EFAP off-site office (collect) 604-984-5247. Participation in the program is voluntary. It is not a police force, nor will it infringe upon your collective agreement. The EFAP also supports a discipline bypass program to provide professional assistance to employees who have been first-reported for alcohol / drug use while on duty. The program is a process of addiction assessment and paid treatment and monitoring, if necessary. UTU member David Moorhouse is a recent appointee to the committee. He will forward any member’s concerns or suggestions regarding the EFAP to the next committee meeting, April 3, 1998. Please contact him in North Vancouver before the above date. MAI DAY!! The following is excerpted from "The Corporate Rule Treaty", by Tony Clarke. "Led by the United States, the 29 countries that comprise the Organization for Economic Cooperation and Development (OECD) are secretly negotiating what is designed to be a global investment treaty." "These investment codes constitute a bill of rights and freedoms for transnational corporations. The MAI is designed to establish a whole new set of global rules for investment that will grant transnational corporations the unrestricted "right" and "freedom" to buy, sell, and move their operations whenever and wherever they want around the world, unfettered by government intervention or regulation." "While corporations are to be granted new rights and powers under the MAI, they are to have no corresponding obligations and responsibilities related to jobs, workers, consumers, or the environment." The MAI will affect Canadians in the following areas:
Labour, environmental and citizen's groups are rallying to educate, and oppose the signing of the MAI. Find out more about what the MAI means to you and your country, check out the web links below, or see our home page. For the full text of the MAI The Canadian Centre for Policy Alternatives http://www.policyalternatives.ca/ The Canadian Labour Congress http://www.clc-ctc.ca/ West coast Environmental Law http://www.vcn.bc.ca/wcel/mai/ Or get "In the House: MAI Update", a printed newsletter from Bill Blaikie, NDP International Trade Critic at (613) 995-6339, fax 995-6688 or e-mail blaikb@parl.gc.ca Fraternally Yours Steve Edgar, Vice Local Chair 1778 The week of Feb. 9 - 13th, I attended an Advanced Collective Bargaining course at the CLC Harrison Winter School. The course covered many topics which I feel will be an asset to our organization. The instruction was very good and in my opinion it was money well spent from the education fund. On the home front, we are still without a collective agreement and no sign of collective bargaining in our immediate future. However, when the labor board does hand down a decision, we will be ready. On Feb.25th, I attended a consultation meeting in Prince George. One item on the agenda was BC Rail’s policy on harassment in the workplace labeled, "Promoting A Respectful Workplace". I would recommend that all our members have a read through the Railway’s hand out. We come from a totally male dominated workforce. What one person thinks is an instruction, another might perceive as harassment. We live in a very culturally sensitive, politically correct society, the bottom line is respect your fellow employees. We are still waiting for the railway to look into job assignments, the direction that the local has expressed is 80 hour job assignments or as close to 80 as possible for all jobs. I feel strongly for equalization of hours, this concept works and should benefit all members. Before I close, I ask that all members pull out their collective agreement and read Yard Rule # 22 . We have to be more vigilant in upholding this and all articles of our collective agreement. We must have respect for the collective agreement if we are to expect others to respect the integrity of this document. I Remain Fraternally Yours Steven W. Edgar Vice Local Chairperson UTU Local 1778 General Chairperson's Column
The most asked question out there appears to be, "What's going on?". My too-often-used-response is, "Nothing". We continue to be in a holding pattern waiting for the Labour Relations Board to hand down a decision of the Railway's application for Union Consolidation. I believe the Labour Relations Board panel now has all the evidence before them and it is now a matter of waiting for a decision. The result of this decision will then impact on contract negotiations. If there was to be no amalgamation of unions, we could proceed to the bargaining table ten days after the consolidation decision is handed down (as per previous decisions of the Labour Relations Board.) If a run-off was to be ordered, we would have to wait for the results of the run-off before we could start to negotiate with B.C. Rail. You can rest assured, as soon as we know what's happening, you will be advised. The Belt Pack Material Change Notice was served on the UTU earlier and at this time B.C. Rail has not requested any further negotiations on Belt Pack. I attended a meeting in Winnipeg last month re Belt Pack problems on railways employing this technology. I believe this was very worthwhile and we will hopefully be able to deal with a lot of these problems during negotiations instead of after the fact. The Conductor Pilot Arbitration is ongoing. We are into discussions about what happens on these jobs if and when there are no more Conductor Pilots. You will be updated as things proceed. All of these issues and many more are discussed at local meetings held monthly in Vancouver and Prince George. I would urge all of you who can attend to make every effort to do so. The outlying terminals can hold Special Meetings by applying to the Local Presidents of Locals 1778 and 1923 as per the UTU Constitution. As a result of discussions during the last Local 1778 UTU Meeting, I will be meeting with Legislative Reps B. Gleason and G. Storry to see if we can find solutions to our ongoing problems with our Occupational Health and Safety Committees. The Railway has committed to review the Joint Safety Advisory Committee and the Modified Return-To-Work Program, with the intent of having the Joint Council once again participate in these programs. If we can put together the required terms of reference for these programs it will be a big step in the right direction. The one other matter I feel I must once again address is "protecting our own work"! I know people get tired of me going on about this issue, but I continue to do so because some members are not getting the message. If we are not prepared to perform our own duties and continue to allow people other than train persons to do our jobs, I can guarantee we will continue to lose work. It is never in our best interest to allow someone else to perform our duties no matter how convenient it may seem at the time. The last thing we need to be doing is providing the Railway with any reason to reduce our work or our jobs. We are paid by the hour and going home fifteen minutes early is just not a good enough reason for us to lose more jobs. I hope the next issue will provide me the opportunity to have some positive news for all our members. Let's continue to make safety our first priory on the job. - R.W. Sharpe Legislative Rep's Column ~ Brian Gleason, Local 1778 ~ A discussion took place at the last Union meeting regarding the status of the safety committees. We have dealt with this in numerous newsletters. The last position that we took was that we would withdraw from all BC Rail safety committees, as we felt that we did not want to lend credibility to committees that we felt were a farce. Perhaps It is time to revisit this decision for several reasons. First of all, BC Rail seems to be quite happy to not have us on the committee. Furthermore, at a couple of locations trainmen have continued to attend the safety committee, and BC Rail has claimed that there is representation from the UTU. At some locations, it was common for BC Rail to invite whom they chose to attend the committee meetings. I suggest that all of the safety representative positions at each terminal should be put up for nomination, at terminals where there are more than one nomination, elections should be held. We had hoped that some of the problems with the committees would be resolved if we received a favorable decision from the Ministry of Municipal Affairs on an appeal regarding the role of worker representatives in accident investigations. The last word that we received regarding this was a letter advising that it was expected that a decision would be forthcoming in September of last year. We still do not have a decision. It is interesting to note that the Ministry took the position before the WCB Royal Commission that they should retain jurisdiction for regulating the Health and Safety of provincial railway employees, yet when important issues arise we are unable to get a decision. I had the opportunity to meet briefly with the new Minister of Municipal affairs the Hon. Jenny Kwan. I am hoping that this Minister will be more receptive to our needs, and that perhaps we can make some headway. BC Rail has not allowed the worker representatives to participate in a meaningful way on the safety committees. Unfortunately, the E&IB does not seem to feel that they need to play a role in insuring that BC Rail’s safety program is on track. So what if the employee casualties per exposure hours are up by 69%? They are not the ones paying the claims, the WCB is. When we were attending the safety committee meetings, very little was accomplished. Oh yes, there was a lovely weenie roast over by the freight shed, but nothing ever really happened to reduce accidents. In spite of this, we may be better off with a voice on the safety committee. I have no doubt that BC Rail will continue to attempt to limit our participation, and we may find ourselves in the same situation, but given BC Rail’s dismal safety record, I think we have no choice. I only hope that BC Rail is prepared to come to the table and resolve some of these issues. -- Brian Gleason ECC MEETING The next joint Engine Cab Conditions Committee meeting is March 26. Your ECC representatives D. Moorhouse and Harry Ulch will be happy to forward your engine cab condition suggestions, complaints and concerns to the committee. Please contact them before the above date. Mar 15, 1998 |
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
March 22, 2002 |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
