Locals 1778 & 1923
North Vancouver to Ft. Nelson, BC, Canada
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There has always been a strong connection between train crews and food. Imagine a scene from the early days of railroading: a kerchiefed crew eating beans around the old pot-bellied caboose stove. You can almost smell the coffee burning. Fast forward to the 70’s during the construction in the north country. A stop for lunch at one of the camps was a much anticipated break in the four-day-long road trips that the crews endured. Skip along the time-line to a work train crew at a local eating establishment, and to the present when our meal breaks help preserve our health and sanity. Now we have the Pacific Starlight Dinner Train: three million bucks worth of romantic atmosphere and elegant dining to accompany the lush scenery of Howe Sound--which, from the perspective of his dinner table, will inspire new appreciation from even the most jaded railroader . While sometimes we at Meeting Point may be less than complimentary, it is hard not to compliment all involved in the "Dinner Train" on a job well done. Even the roll-by smells good! Employees and guests are entitled to a 20% discount on the Dinner Train for the entire season. Salon seating is $56.80, dome seating is $68.80 plus GST. Call local 5621 or 1-800-363-3733 for reservations.
CURVES VS. CROR RULE 105 From Rail Reflexions
We have all depended on Rule 105 at one time or another. But does the rule really provide an adequate measure of safety? In order for the rule to be effective, both parties must stringently observe reduced speed. Next time you deliver to an interchange or make a yard movement, ask yourself if you really can stop within half the range of vision--and hope the other guy can too! Two examples of opposing movement collisions in territory governed by Canadian Rail Operating Rules (CROR) Rule 105 are related below. In both cases, a lack of communication was a causal factor; however, the key question to be answered is whether Rule 105 is sufficient protection for opposing movements.
WILLISTON YARD At 1050 Pacific daylight time, OS June 1995, Canadian Pacific Limited (CP) road switcher RS-1 (RS-1) and road switcher RS-4 (RS-4) collided on the K-main yard track in Williston Yard in Vancouver, British Columbia. The leading wheels of the leading truck of the lead locomotive on RS-1 derailed. There were no injuries. Both locomotives on RS-1 and the lead locomotive on RS-4 were extensively damaged. RS-1 departed Coquitlam Yard, Mile 111.9 of the Cascade Subdivision, travelling westward. RS- 1 was a daily assignment originating at Williston Yard, Mile 126.9, making two trips to Coquitlam, Mile 111.9, and return. RS-1 entered Williston Yard at Mile 124.1 on the K-main yard track. About 1.4 miles after entering the yard and while moving through a 3.5-degree east-to-west right-hand curve, RS-1 collided with RS-4, also operating as a road switcher, travelling eastward on the same track. The crew on RS-4 had been instructed by the yardmaster to take a locomotive consist and couple onto the cars situated in the east end of the K-1 yard track. They were told to use either the K-2 yard track or the K-main yard track to get to the east end of the yard. They found the K-2 yard track protected with a red flag at the west end, prohibiting entry at that location; therefore, they had entered the K-main yard track instead. RS-1 consisted of 2 locomotives and 24 loaded cars, was approximately 3,750 feet in length and weighed about 3,200 tons. All three crew members were in the lead locomotive. RS-4 consisted of two locomotives only. The locomotive engineer and trainman were in the lead locomotive. The conductor was preparing cars to be lifted on the K-1 yard track.
RANGE OF VISION Sight-line distance at the collision site was limited to 364 feet because of railway equipment on the K- 1 yard track, the first track north of and adjacent to the K-main yard track. The locomotive engineers immediately applied the emergency brakes the moment the respective movements came into view. The conductor and trainman from RS-1 quickly exited the operating compartment through the rear door and the locomotive engineer lay down on the floor. The RS-4 crew in the locomotive operating compartment stayed in the compartment. Event recorder data from RS- 1 indicated an operator-initiated emergency brake application at a speed of 13.1 mph. Event recorder data from RS-4 indicated an operator-initiated emergency brake application at a speed of 21.7 mph (6.7mph faster than the maximum allowable speed).
TASCHEREAU YARD On 23 June 1995 at 0745 eastern daylight time, at Canadian National's (CN) Taschereau Yard in Montreal, Quebec, train No.420 collided with the locomotives of train No.145. One employee was slightly injured. The crew of train 420 was authorized by the switchtender at tower "M" to enter the yard from the Saint-Laurent Subdivision and proceed to the west yard. The switchtender lined the appropriate switches which included routing train 420 over track DX-03. The train was powered by 2 locomotives and was handling 62 loaded and 16 empty cars. Moments after the arrival of train 420, the tower "M" switch-tender was called by the crew of train 145 who requested routing for their three locomotives coming off the outbound diesel shop track to their train in Turcot Yard. A sign across from switch SS3 on the shop track requires movements to obtain permission from the tower "M" switch-tender before entering track DX- 03. The switchtender attempted to advise the tower "M" yardmaster that train 145 would be coming around the loop into the receiving yard en route to Turcot Yard; however, the telephone line was busy. He then gave the crew of train 145 permission to exit the diesel shop outbound track onto track DX-03. This instruction authorized train 145 to proceed on the same track as train 420 which had just been authorized to proceed in the opposite direction. ERROR REALIZED TOO LATE After authorizing the movement of train 145, the switchtender realized that he had already authorized train 420 on the same track. He then attempted to contact the crew members of both trains to advise them that they were opposing each other on the same track, but was too late to avert the collision. The collision occurred about mid-point of a nine-degree curve on level track. Sight-lines were restricted by foliage in the vicinity of the collision to approximately 1,000 feet. The crew members of both trains reported observing the opposing train before braking and both stated that they initially assumed that the opposing train was on the adjacent track. The locomotive engineers immediately applied the brakes when they first observed that their respective movements were on the same track, but they were unable to stop in time. Event recorder data indicated that train 420 was travelling at 13 mph and train 145 at 16 mph just before the brakes were applied. The switchtender work station in tower was equipped with two control panels for controlling various switches and the route signals in Taschereau Yard. The panels display the position of the switches and illuminate the routes selected by the switchtender. Switch SS3, routing movements off the diesel shop outbound track onto track DX-03, is a spring switch. The position of this switch is not displayed on the switchtender's control panel nor can the switchtender in tower "M" see locomotives moving over the switch when they leave the diesel shop track. There were no block signals applicable to train 145 between switch SS3 and the point where the collision occurred.
CROR Rule 105 states that "unless other-wise provided by signal indication, a train or engine using other than a main track must operate at reduced speed.... Reduced speed is defined as "a speed that will permit stopping within one-half the range of vision of equipment." Item 9 (speed restriction on other than main track) of the CP Rail System - Heavy Haul Operating Bulletin No. 93-C states that "unless otherwise provided by subdivision footnote, trains and engines operating on other than main track must not exceed 15 miles per hour." PREVIOUS "105" RECOMMENDATION In July 1995, following an investigation into a head-on collision in the Foothills Industrial Park in Calgary, Alberta, the TSB recommended that: The Department of Transport review the application of CROR Rule 105 with a view to ensuring that an appropriate safety factor is maintained with opposing movements. (R95-02, issued July 1995) In forwarding the recommendation, the Board attempted to bring focus onto why apparently competent and qualified crews fail to stop their trains in time to avert collisions in opposing traffic situations. It was recognized that the railway industry is a competitive, commercial environment and that pressures, both real and perceived, exist to complete work schedules in a timely manner. Hence, crews would tend to operate their units at maximum authorized speeds. However, in response, Transport Canada (TC) (and apparently the railway industry) essentially rejected this recommendation stating that: "Ultimately, the issue appears to be one of non-compliance with fundamental rules of railway operations, and not the adequacy of the rule." CROR RULE 105. SUFFICIENT PROTECTION? The Board is concerned that TC and the railway industry place over-reliance on CROR Rule 105 (and Rule 94) to prevent collisions between opposing movements. Again, two opposing movements, authorized to be on the same track and relying on CROR Rule 105 for protection, collided. In these investigations, and in others, the Board has found that relying solely on CROR Rule 105 to provide a margin of safety during opposing movement operations is unrealistic. Notwithstanding that the Board has elaborated on many of the difficulties that even a highly experienced and diligent crew would have in effectively applying CROR Rule 105 safely in all circumstances involving opposing movements, TC and the railway companies have attributed accidents of this nature simply to non-compliance with the rules. It appears to the Board that insufficient consideration has been given to the human performance context and to the mathematics of situations involving opposing movements. The Board acknowledges that thousands of movements are made safely each day involving the application of CROR Rule 105 (and Rule 94, Caution speed). These rules provide what has proven to be a reasonable margin of safety in situations involving a moving train and a stationary object. However, there is no safety margin in situations involving two opposing movements operating at similar speeds. To prevent collisions between opposing movements, it is necessary to take account of the human performance limitations that prevent perfect compliance with CROR Rule 105 (or Rule 94). TC had undertaken to better understand how the various aspects of human performance can impact on the way rules in general are interpreted. However, the Board is not aware of any TC initiatives to establish whether, taking human performance issues into consideration, such rules are able to meet their object. REFLEXION In the five-year period 1992-1996 inclusive, train collisions in yards, sidings and spurs reported to the TSB increased from 84 in 1992 to 122 in 1996. Part of the increase can be attributed to changes in reporting criteria; nevertheless, the level is unacceptably high.
E-mail: communications@bst-tsb.x400.gc.ca Extended Health Benefits All unionized employees and their dependants are eligible for reimbursement for certain health care expenses not covered by Basic Medical. The plan pays 80% of eligible expenses subject to a yearly deductible of $25; after an individual has claimed $1000 eligible expenses per year, benefits will be reimbursed at a rate of 100%. Expenses for the previous year may be claimed up to March 30 of the following year. Receipts for expenses must be retained and forwarded to the insurance carrier, along with the appropriate form which is available at any terminal. A check is usually set the claimant in about 14 days. Eligible expenses include but are not limited to the following: prescription drugs; eyeglasses and contact lenses (subject to certain restrictions); ambulance; private nursing fees; fee for physiotherapists and massage; fees of chiropractors, naturopaths and podiatrists; permanent prostheses; crutches, splints and casts; orthotic devices; wheelchair rental; repair of broken teeth; fees of registered psychologists and counselors ($500 per person per year); acupuncture; hearing aids; speech therapists; private hospital room charges; ostomy supplies; wigs or hairpieces. The plan also pays for emergency medical expenses outside BC. These benefits are part of your negotiated wage package; be sure to take advantage of them! For more information, contact your legislative rep, or obtain the "Benefits Handbook for Unionized Employees" from the benefits department at 984-5303. Letter to the Editor
I am the Legislative Rep. for BLE Div.657 in Revelstoke. I find "Meeting Point" very informative. Perhaps you would like an update on the creation of shortlines in B.C. What do the new shortlines and BC Rail have in common? Because they are chartered in B.C., they come under the BC Ministry of Municipal Affairs, and are governed by the BC Railway Act, Labour Standards Act, and Labour Code. In simpler terms, that means that the same BC Government agencies oversee their operation, and the same rail unions that represent BC Rail workers can organize on those properties. Who and where are the new shortlines ?. At Grand Forks B.C., the Grand Forks Railway Company operates four miles of former CPR trackage which serves a large sawmill and particle board factory, and delivers cars to the Burlington Northern just south of town. It is jointly owned by the sawmill and the Regional District of Grand Forks. The former CP Grand Forks section foreman is the manager and carries out the track work. There has been much turnover of train staff, as they are paid slightly over minimum wage for a four hour day four or five days a week. At Fruitvale B.C., the International Reload Railway operates 15 miles of the former BN Nelson branch from a spot near the U.S.Border at Waneta B.C. to Salmo B.C., serving a plywood plant, a sawmill and a lumber reload facility. The railway is owned by a lumber reload facilty operator at Cascade B.C. Trains operate two days a week from Fruitvale to Salmo, to interchange with the BN at Columbia Gardens B.C. Three former CP employees from Nelson who received the $65,000 buy out for cabooseless-conductor only operation operate the train. All have other employment for income. This might be the first "part time" railroad in B.C. At Deltaport, part of the Roberts Bank Superport, Omnitrax of Loveland Colorado operates a switching railroad "Trans Canada Switching". The crew people are members of UTU 701 and BLE 945 (CN Vancouver Locals) Omnitrax, which operates the Hudson Bay Railway in Manitoba and Carleton Trail Railway in Saskatchewan is unionized and represented by the CN General Committees of the UTU and BLE. CP has served notice that they will sell the Okanagan Subdivision, including trackage rights on the CN Okanagan and Lumby Subdivisions to one of three interested shortline operators. The CP Okanagan Sub. runs from Sicamous on the CP main line, south to Vernon. Trackage rights extend to Kelowna and Lumby on the CN. Two Vernon based CP crews will be displaced by the sale which is expected to take place by August 1998. On April 27th 1998, CP served notice that they are seeking buyers for the Port Alberni branch of the E&N between Nanaimo and Port Alberni and seek to sell the line by December 1998. What can the rail unions do about shortlines? We can offer to represent the workers of the new operators should they wish to unionise. Phil Mason, BLE 657, Revelstoke
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://www.ultranet.ca/utu 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 Sleep deprivation epidemic hurts economy, author says Lack of sleep also takes a catastrophic toll in sickness and death. Vancouver Sun, Mar. 17, 1998 Gillian Shaw, Sun Business Columnist Last week a coroner's inquest in Quebec was told that the driver of a tour bus that crashed at Thanksgiving, killing 44 people, had slept only for four hours the night before. Andre Desruisseaux had driven the bus for almost 16 of the 24 hours prior to the Oct. 13 accident and had worked almost 112 hours in the two weeks leading up to the accident. It is just this sort of tragedy that Dr. James Maas warns about in his newly released book: Power Sleep: The Revolutionary Program that Prepares Your Mind for Peak Performance. According to Maas, 66 per cent of the population suffered sleep deprivation in the past week. It's an epidemic that is costing the North American economy billions of dollars and taking a catastrophic toll in sickness and death. "It's about $100 billion annually in terms of lost production, accident rates, absenteeism, illnesses like gastro-intestinal disorders and heart attacks, inability to cope with stress and marital dissatisfaction, like that which can come with shift work," said Maas, a professor of psychology at Cornell University and one of the leading sleep experts in the United States. Shift workers are especially at risk and can endanger themselves and others, according to Maas. And while his statistics are U.S.-based, he says the Canadian economy suffers proportionately from the same malaise. Maas, who was in Vancouver on Monday, is in high demand with a message that hits the mark everywhere from corporate boardrooms to people's bedrooms. The problem of too many people getting too little sleep is only growing as the demands of society and the economy lower the value placed on rest. In the three weeks since his book was released, Maas has done more than 100 interviews, and corporate leaders, some of them skeptics, are lining up to listen. "When you talk about power napping to industry leaders, they equate it with laziness. But we can show them how it can save on the bottom line." Maas said that while 38 per cent of executives tell him they take a least one power nap a week, if not more, they don't want their shift workers doing the same. "When you say, on their shift work, you can cut accidents by 40 per cent, you can cut wastage, absenteeism, you get their attention." He tells corporations that if they give employees coffee breaks, why not let them use the time for quick power naps that will refresh them, leave them more alert on the job and not interfere with their night sleep as coffee or colas would. "Businesses are saying, 'look, we've got to have people work longer hours, we have less people, we're downsizing,' " Maas said. "But you can only push people so much. The system is going to break down, at some point it's going to cost a life, a job, a wife." Before the light bulb was invented, we got lots of sleep, on average 10 hours a night. That sleep has been steadily eroded and now most people can't even boast of eight hours a night -- the length of time set by Maas as the minimum needed to keep us alert for the other 16 hours of a day. "We don't value sleep. A good analogy for business is, if we operated machinery like we operate the human body we would be accused of reckless endangerment. A third of us are getting six hours of sleep or less and it's getting worse by the decade." Sleep deprivation can have catastrophic consequences. According to Maas, 31 per cent of adults fall asleep at the wheel every year and he says some 300,000 motor-vehicle accidents in the U.S. are linked to that. Maas details many cases where workers suffering fatigue have made disastrous decisions or fallen asleep on the job. In the case of the Challenger shuttle disaster, Maas writes that sleep researchers attributed "questionable last-minute evaluations of the reliability of o-ring seals to the insufficient sleep and irregular hours of NASA managers involved in the decision to launch. Two of the three top NASA managers had less than three hours of sleep for the three consecutive nights prior to the catastrophic mission." In another case, a sleep-deprived computer programmer who was supposed to drop his infant at day care on his way to work left the child strapped in a car seat when he went into the office. It was a hot day. By the time the mistake was discovered late that afternoon, the child was dead. People operating on too little sleep may not realize it, Maas says. "Often we are totally unaware of our own reduced capabilities because we become habituated to low levels of alertness. Many of us have been sleepy for such a long time we don't know what it's like to feel wide awake." Wanna Be ~ By Norm Abrahams ~
Wait till you get to be a conductor on the run You'll be trained just so you do things right They'll give you a lamp and a key to go to work You'll hear a lot of stories and bullshit lies Might have to think fast while dead on your feet Most of those clerks are railroad wanna-be's Too bad they can't see the forest for the trees - Norm Abrahams Little Bones By Junk Yard Dog Lat 49° - 18’- 72" N Lon.123° -05’-14" W "Junk Yard Dog!", howled the Skipper. "Ye missed another issue, what's the excuse this time?" "No excuse Capppy", I says, "I been on R an' R" (You know, retreat an' reload, never surrender). "Balderdash!", he says, "an just as there are two sides to a coin, there are two sides to a story." "Now what's yer reason?" "Ahh, that's where ye are dead wrong, Cappy." "There are three sides to a coin, the head side, the tail side, an' then there is the narrow edge, which is the truth, which is what I been tellin' ye all along." "Well I'll have te ponder that one o'er a mug a rum". He says, an' away he goes. Now I gotta go too. Via Con Dios. P.S. There is the right way, the wrong way, an' then there is the railway. -- J. Y. D. BRT Archives Last summer, a crew led by David Moorhouse emptied the contents of a union locker that had been sitting idle for a couple or three or four years. What they discovered was a treasure trove of union archives and records, some of it from as far back as 1908. After taking a careful inventory, it was determined that some of it could be de-classified and was fit for public consumption. Thus the Brotherhood of Railway Trainmen Archives Committee was formed. On Jan. 1st, 1969, the Brotherhood of Railroad Trainmen (BRT), the Order of Railway Conductors and Brakemen (ORC), the Switchmen's Union of North America and the Brotherhood of Locomotive Firemen and Enginemen all joined forces to organize the Unitied Transportation Union. A number of bus drivers were also present and accounted for at the first convention held in Miami Beach, Florida in 1969. Last fall, with the cooperation and support of the United Transportation Union Local 1778, BC Rail Ltd. and the West Coast Railway Association, an old PGE pulp and paper boxcar was spotted into the West Coast Railway Heritage Park in Squamish, BC. This spring, Bros. Eric Lonne and Colin Caldwell, Todd Hickey and John Holliday have been working to build the box into a viable museum. Next summer, the West Coast Railway Heritage Park, which is a fine facility open to the public every day, will host a convention of the Association of Railway Museums. With any luck, the boxcar will become a focal point for the membership to dispose of any and all unwanted railway paraphernalia. Donations are now being gratefully accepted. Thanks also to retired conductors Don Brownell, George Smith and Henry Reimer. Rabid Thoughts ~ RP Coleman ~
Most of the men and women, who work for this company don’t really ask a lot other than a paycheck every two weeks and to be treated with honor and respect. Most of the few things that we have received from this company to show honor and respect have disappeared over the last few years. Simple little things like the twenty year dinner and retirement dinners . It’s sad when you see that people who have dedicated twenty years of their lives working for this company don’t even get the honor of one decent meal for their efforts. The shit that has gone down around here lately has shown that there isn’t much honor in the way the different crafts are been treated. Apparently legally signed documents like the collective agreements that we all, management and union, supposedly work under means nothing to some of the hired guns here. Signed contracts don’t seem to worth the paper they are written on. Sooner or later though, we all wind up as maggot meat. One day you’ll clutch your chest and be gone before you hit the floor like an umpire on opening day. Then you’ll meet your maker--who ever or what ever he is--and he will ask you what you did in your life that your most proud of. Let's hope that you don't tell him that you spent most of your life making as many other lives as miserable as possible. Something Lucifer would appreciate, but not too many others. Everyone should live their lives with honor. It’s fairly easy and not too painful . "Do unto others" and "Reap what you sow" are a couple of things that come to mind. So when the time comes and your face down on that table and the Doc’s putting about five yards of thread in your chewed-up ass it might be a good time to try and figure out if, maybe those are your own teeth marks he is sewing up. General Chairperson's Column
I am going to take advantage of this column to update the membership on the status of some of the ongoing issues. Consolidation of the Council of Trade Unions We had our last hearing at the Labour Relations Board on May 25, 1998. At that time both the Council and B.C. Rail put their final positions before the Labour Relations Board panel and we are now awaiting a final decision from Chairperson John Hall. It should come as no surprise to any of our membership that B.C. Rail has reserved the right to appeal if they don't like Mr. Hall's decision. Once this decision is made, we should be in a position to start contract negotiations within ten days. Conductor Pilot As you are all aware, an interim decision was handed down on May 8, 1998 which in effect, eliminated the position of conductor pilot unless the Railway choose to call one. As of this time the only job eliminated is the rail grinder and other jobs will be eliminated as Cute 6 members are qualified. There seems to be questions and misinformation out there relating to this matter so I hope the following background will help clarify this issue. In 1990, Mr. V. Ready, acting as Industrial Inquiry Commissioner handed down an award to settle a lengthy contract dispute between the Railway and the Council. As part of that award the U.T.U. and B.C. Rail were to deal with the issue of reduced crews, cabooseless trains, and conductor pilots. As you know, CCO was completed, and in January 1997 B.C. Rail started to deal with the issue of conductor pilots. We were not able to negotiate an agreement, so Mr. Ready was requested to deal with the matter as an interest arbitrator as per his mandate from his 1990 I.I.C. Award. Since his May 8, 1998 interim award, we met on June 7, 1998 to deal with the issue of money; how much the savings are, and how it should be divided amongst the membership. This decision should be coming out within the next two to three weeks and I will be going over the property to hold meetings and fully explain and answer any questions regarding the Conductor Pilot Award. I would encourage any and all members who can make these meetings to please do so. U.T.U. Meetings I think this is an appropriate place to deal with the issue of attendance at regular U.T.U. meetings of both Local 1778 and 1923. I must admit, I was very disappointed yesterday when I went to Local 1778's regular meeting and discovered there were not even enough members for a quorum to hold the meeting. Brothers and Sisters, this is where the work of this union gets done! It is vital that you attend these meetings whenever possible. Your elected officers attempt to be at as many of these meetings as possible to answer questions and seek direction from you, the membership. What happens at these meetings affects all of us, so please make every effort to attend. Local 1778 has their meeting on the second Monday of every month and Local 1923 has their meeting on the fourth Monday of every month. Both secretaries, Dave Moorhouse and Walter Atkinson do an excellent job of making sure the notices regarding date, time and place of the meetings are posted on our notice boards to ensure all members are advised. I hope to see you at the next meeting I attend. Well, that's about it until Dave comes looking for me for the next issue. Hope you all have a great summer. In Solidarity, R.W. Sharpe
On June the 3rd I was invited to inspect the renovations on the Lillooet bunkhouse. Just so all our members are aware it has been the opinion of the local and general committees, that the Lillooet bunkhouse be replaced with a new facility in a better location. On the day we inspected the bunk house the B&B crew was doing the finishing work and installing new appliances. All the windows have been replaced with dual pane tinted glass, A dramatic improvement from the old windows. The hallway lighting was replaced and softer lighting was installed, in the kitchen living area different (mushroom style) covers were used to soften the lighting. The rooms have been re-insulated between the rooms and thicker drywall was used. We were in one of the rooms and an engine was idling on the shop track when we closed the window and door (without the knob) the noise level was significantly reduced to the point that I could not hear the engine, however I did hear the Budd car’s whistle blowing for the crossing. The upstairs bathroom was reduced and a new bathroom was constructed to accommodate coed facilities. Laundry facilities were installed in the locker room downstairs. More lockers were installed. In the kitchen area two new ovens, new range hood, microwave shelf and new counter tops were installed. I was informed that a humidifier was installed last fall , I also got a commitment from the railway that the furnace filters will be cleaned on a monthly basis. The ducts are to be cleaned and the carpets will be steam cleaned upon completion of the renovations. The railway’s no smoking policy will be in effect upon completion of the renovations however they are going to install patio blocks to the left of the front entrance and extend the roof so us smokers will have a place to puff and the nonsmokers will be happy. Some of the concerns I have is in the event of a fire are the windows big enough to exit through, the location is still not that quiet day or night maybe a berm could solve some of the sound problems. It appears the railway has addressed some of our concerns and only time will tell if our members can get the rest they require. Steven W. Edgar Vice Local Chairperson UTU Local 1778 E-Mail Us!!!
The Running Trades Entertainment Committee present the annual Summer Picnic! SAT. JULY 11, 1100-1700 HEYWOOD PARK, N. Van. (McKay + Marine Dr.) Dogs, Burgers, Snacks and Pop! GAMES and PRIZES FOR THE KIDDIES! Tug-o-war, BOCCI, etc. FUN, FUN, FUN! Family and close friends welcome. Don’t miss the event of the summer! Bring your own blankets and lawn chairs
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January 9, 2002
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